2012 Honda CR-V

LX 2WD 4-Dr Sport Utility I4 auto trans

2012 honda cr-v Reviews and News

2012 Honda CR V Front Left Side View
Compact crossovers are where the volume is in the SUV segment, and the volume leader among compact crossovers is the Honda CR-V. (That's in 2012 year to date. In 2011, Ford managed to push out more Escapes, even though that vehicle was at the very end of its long life cycle. But one suspects that those cars all disappeared into Hertz fleets, because, where I live at least, you hardly ever see an Escape on the road whereas it often seems like every other car is a CR-V.)
Perhaps that's why Honda was loath to mess with the formula during the CR-V's 2012 redesign. The car's length and width haven't strayed more than a fraction of an inch, and the wheelbase is identical. The 2.4-liter four-cylinder continues as the lone engine offering, although output is increased fractionally, to 185 hp and 163 pound-feet of torque. The engine is once again mated to a five-speed automatic, even as six-speed auto boxes have become the norm.
Nor is the design of Honda's compact people mover a great departure -- more's the pity. The new version looks larger than its predecessor, with a new variation on the previous model's strange, pinched side glass area; perhaps it's an attempt to inject some motion into this blocky shape. Neither is the interior design anything exciting, with acres of gray plastic and -- in my EX-L test car -- leather that looks and feels like something engineered to shrug off a spilled ice-cream cone.
It's an unspectacular cabin, unless you're talking utility. Interior space is vast, and the cabin feels wide and airy. The back seat is particularly roomy, and a flat floor helps make it habitable for three. The cargo hold is easy to load thanks to an ultra-low floor. And there are stowage cubbies everywhere. In typical Honda fashion, the controls and switches are easy to use -- excepting those surrounding the navigation screen, graphics of which are dated. A (much-needed) backup camera is standard.
The CR-V's similarly unassuming powertrain is also undeniably effective. Direct injection and turbocharging are nowhere to be found, but Honda was able to coax another 2-to-3 mpg out of this engine, bringing the EPA ratings up to a respectable 23/31 mpg (FWD) and 22/30 mpg (AWD). A button on the dash engages Eco mode; unfortunately, it snuffs out throttle response and makes the transmission cling stubbornly to higher gears. Switch it off, and the powertrain is far more agreeable, although the CR-V isn't exactly quick -- particularly at highway speeds -- and the engine note at times is a dull moan. The electronically controlled all-wheel-drive system, which is new with the 2012 model, works flawlessly, sending power to the rear wheels before the front tires have a chance to chirp or spin. Torque steer is not an issue, and Honda has done a good job tuning both the CR-V's electric power steering and the suspension. Unsurprisingly, however, both favor relaxed driving over lively cornering.
Unsurprising and relaxed could describe the CR-V overall. It's neither flashy nor exciting but it is well executed. Combine that with Honda's enviable reputation for reliability, and you've likely got what it takes to make this CR-V as ubiquitous as the last one.

2012 Honda CR-V EX-L Nav

Base price (with destination): $30,605
Price as tested: $30,605
Standard Equipment:
2.5-liter iVTEC four-cylinder engine
5-speed automatic transmission
Honda Real-Time 4-wheel drive
4-wheel disc brakes
Dual-zone automatic climate control
Power windows
Power door locks w/remote
Power mirrors
Leather-trimmed seats
Navigation w/voice recognition
Rear-view camera
17-inch alloy wheels
328-watt AM/FM/XM/CD audio system w/7 speakers and subwoofer
Bluetooth audio and phone
aux input jack and USB port
Steering-wheel audio controls
Power driver's seat
Heated front seats
Power moonroof
Cruise control
Tilt/telescopic steering column
Variable intermittent windshield wipers
60/40 split-fold rear seat
Roof rails
Fog lights
Options on this vehicle:
Key options not on vehicle:
DVD rear entertainment system
Fuel economy:
22 / 30 / 25 mpg
2.4L I-4
Horsepower: 185 hp @ 7000 rpm
Torque: 163 lb-ft @ 4400 rpm
5-speed automatic
Curb weight: 3545 lb
17 x 6.5 inch aluminum alloy
225/65R17 Bridgestone Dueler H/P
2013 Ford Escape Vs 2012 Honda CR V Vs 2013 Mazda CX 5 Group Left Side View
Goldilocks wants a new compact crossover. As circumstances would have it, she's in luck. She's interested in a segment chock full of nice vehicles from just about every carmaker you can think of -- from Kia to Range Rover and every manufacturer in between.
In the high-volume part of the compact SUV group, there are two numbers winners, the Honda CR-V and the Ford Escape, which tend to duke it out for the top sales spot. Goldilocks wants a mainstream, well-equipped vehicle that comes standard without sticker shock, so she'll be looking at both of these vehicles. As a bonus, they're both new: a redesigned CR-V debuted a few months ago, and a brand new Ford Escape will be hitting showrooms shortly.
There's a third new player on the field, too: the Mazda CX-5. Not only is it new this year, it replaces the Tribute, which used to be a rebadged Escape. We gathered all three vehicles for a day of driving and realized that while their recipes are almost identical, the end result is three very distinct flavors. Which one will Goldilocks like best? Well, it depends on what kind of porridge she prefers.

2012 Honda CR-V AWD EX-L NAV

Honda has a long reputation for getting stuff right, and while some of the company's other products have missed the mark lately, the CR-V is chugging along nicely. This is the vehicle that virtually defines its class -- and, indeed, the two competitors we rounded up are near clones of the Honda: all three measure within 0.6 inch in length, 0.6 inch in width, and 0.8 inch in height. They come exclusively with four-cylinder engines and all offer the choice between front or all-wheel drive. The "Cute Ute" has been boiled down to a formula (we'll call it Goldilocks Porridge Reduction) and you could certainly argue that Honda's CR-V has, historically, had the winning recipe.
There's nothing particularly high-style about the CR-V -- on the outside, it's anything but sexy, with a bizarre front end, a minivan profile, and small (in this company) seventeen-inch wheels with tall sidewalls. Inside, it's a similar story, with gathered leather seats that look like they're from a 1990s Acura. Even our fully loaded tester doesn't come with keyless-go, so you'll have to put a metal key into the ignition switch. It does have a navigation system, although its monochrome graphics seem to have been inspired by an Atari 2600. There's another LCD screen, too, which is slightly better -- think original Nintendo -- but it's too small, too far away, and displays occasionally redundant information in a font and color scheme that doesn't match the nav screen's.
Sounds like a bitter bowl of porridge, doesn't it? Well, it's not. The CR-V might not win on presentation, but if you have an appetite for utility, the Honda wins the taste test by a mile. The minivan looks mean minivan usability: there are enormous storage bins everywhere, for example. The high console-mounted shifter feels just right in your hand, and the seats are comfortable. Best of all, the rear seats fold flat in the most breathtakingly simple mechanical origami this side of an Alton Brown cooking contraption -- no motors are involved, just a gentle tug on one of the two handles mounted cleverly (and accessibly) by the rear hatch. In one motion, the seat bottoms flip up and forward, then the seatbacks flop down. The CR-V might be the same size as these other two vehicles, but no one told its interior -- cargo room dwarfs the other two vehicles with the seats up or down. And the liftover height is impossibly low.
Should Goldilocks fancy herself a racecar driver, she'll be excited by the highest redline here. Honda's 2.4-liter straight-four is torquey and chock full of personality, and it makes its 185-hp power peak right at its lofty 7000-rpm redline. Unfortunately, it's mated to a five-speed automatic that's geared for fuel economy, not performance. Red light! Green Light! ...No! No wheelspin (thanks to an electronic AWD system that preemptively sends power rearward), but also not so much in the way of acceleration. The wait to get through first gear is a long one -- you'll be nearing freeway speeds before you feel the first shift. And second gear is virtually identical to the Mazda's third: it's good for a rather shocking 83 mph. Acceleration isn't painful, but it's never exhilarating, either.
The CR-V's electric power steering is far too overboosted to let road feel through to the wheel, and its ratio (16.7:1) is, by a wide margin, the slowest of the group. Its ride is slightly busy over broken pavement and the suspension can get a bit loose over big bumps. The Honda's ground clearance trails the other two vehicles by a wide margin (6.7 inches for AWD models versus 7.9 for the Ford and 8.5 for the Mazda), which might make it less capable in deep snow.
Not much about the CR-V will excite Goldilocks' inner Danica Patrick, but when it comes to an extremely usable, dependable, and very well put-together compact crossover, this porridge's lack of spice means it'll appeal to many and offend very few.

The Specs

PRICE: $30,605/$30,605 (base/as tested)
ENGINE: 2.4L I-4, 185 hp, 163 lb-ft
TRANSMISSION: 5-speed automatic
EPA MILEAGE: 22/30 mpg

2013 Ford Escape Titanium 4WD

A Ford-loving Goldilocks is in trouble if she's indecisive, because unlike the other cars here, which are available with one single engine offering, the Escape comes with your choice of three. Base models are equipped with a 2.5-liter, 168-hp four. Next up is an EcoBoost (turbocharged, direct-injection) 1.6-liter that makes 178 hp. And leadfooteded Goldilocks can have an EcoBoost 2.0-liter that makes 240 hp.
Call us GoldiLeadfoots, because we tested the top-of-the-line Escape with every bell, whistle, and Bear Detection System. Well, not the last bit, but the Escape is, in this group, a rolling techno showcase. It came equipped with keyless-go, blind-spot monitoring with cross traffic alert (meaning it'll let you know if you're about to get sideswiped while backing out of a parking spot), automatic HID projector headlights, LED daytime running lights, active park assist (meaning it'll park itself), a power rear liftgate with Hokey-Pokey control (meaning it'll open or close electrically if you wave your foot under the rear bumper), a full-length panorama glass roof, and, of course, the MyFordTouch infotainment system -- which includes SYNC voice-activated commands, navigation system, a killer Sony sound system, and a touchscreen to control it all. It has four auto-up and -down power windows -- the other cars have it only on the driver's porthole.
There's no reason for Goldilocks to even sample the other cars' seats -- Ford's Sport Seats are "wow!" comfortable, and they're trimmed in leather and, like the others, heated. The Escape's cabin is full of angles and edges, including the rim of the steering wheel, which is uncomfortable to hold as a result. But the turquoise needles on the gauges are a cool touch -- and the high-resolution, colorful, and customizable LCD screen between the gauges trumps all.
Although MyFordTouch has been substantially revised (the previous one was, to use a word, dreadful), its clear, colorful, and very high-resolution touchscreen interface highlights exactly what's wrong with using a touchscreen: the virtual buttons appear on a flat, featureless screen, so Goldilocks will be taking her eyes off the road for a very long time to use them. Good luck if she hits a bump while trying to press a button -- the little graphical boxes that make up the buttons are so small that she could easily hit the wrong function three buttons over.
We didn't spend enough time in the Escape to test all of MyFordTouch's features (though unlike in older versions, we experienced no sudden reboots or failures), but some features didn't work properly. For example, if Ms. Goldilocks uses her iPhone for music, she's best off plugging it in via the USB adapter. This not only charges the phone, but allows her to use the touchscreen (or SYNC voice-activated controls) to find the music that's not too hard rock or too classical, but Top 40 Just Right. Except that if her iPhone is also paired to the system via Bluetooth, she’ll have to consult the owner’s manual to figure out how to listen to music via the USB adapter – either that, or she can to switch to Bluetooth streaming (which eliminates the possibility of browsing the music collection by voice or touchscreen). Either way, she’ll be confused. Sound confusing? It's more than confusing, it'd infuriate even Papa Bear from a relaxed hibernation.
Once the music does come on, though, the sound quality is superb and well beyond what you'd expect at this price point. Clearly, with all the gadgets and gizmos (and the powerful subwoofer), Ford is playing to a younger Goldilocks than Honda is.
And then you hit the gas. The 2.0-liter EcoBoost is a rocket compared with the other crossovers here. Its turbocharged torque curve is as flat as the surface of overcooked porridge, and instantaneous thrust is available whenever you want it. Turbo lag is, of course, present, but a loose torque converter masks it almost completely in normal driving. The six-speed automatic shifts smoothly and quickly, and if you sprain your wrist just right, you can call up a pseudo-manual mode with an ill-placed rocker switch on the side of the shifter. Still, the ability to call up individual gears might help when towing -- and when equipped properly, the Escape can tow up to 3500 lb (far in excess of the Honda CR-V's 1500 lb and the Mazda CX-5's 2000 lb).
The weight of the big nineteen-inch wheels seems to stress the Ford's chassis rigidity (no doubt weakened by the enormous panoramic roof), inducing some cabin rattles over broken pavement. The suspension tuning seems oversprung and underdamped, leading to a bouncy ride on back roads, but the bump stops were left fully unmolested over the biggest of impacts. Ford's stability control programming is excellent, never intruding unless necessary, and then slowing the vehicle only as much as required. Like the Honda, the Escape's AWD system uses a computer-controlled clutch that predicts wheel spin before it happens, so even with all its prodigious power, the Escape won't squeal a tire on dry pavement.
The Escape's electric power steering is quick and responsive, though rubber-bandy in its effort. It has the widest turning circle of the group -- and the narrowest interior. Not only does the Ford trail its other rivals in shoulder room front and rear, but the sloped center stack intrudes noticeably into the driver's footwell. As a result, Goldilocks' right leg will remain in constant contact with hard plastic, fighting to get her leg far enough to the right to reach the offset and partially obscured gas pedal.
The Escape is the only car here that can't fold its rear seats using a lever at the back of the car, but at least the process is supremely easy to do from the rear doors: one lever flips each of the seats over almost completely flat. Despite the smallest overall interior of the group, the Escape's cargo-carrying ability is smack in the middle. The rear seats can be reclined (like the Honda's), making the back of the Escape a very comfortable place to be.
In fact, overall, the Escape is a very nice vehicle to spend time in. We think Goldilocks will like it -- if she's young and in love with high-tech toys. But if all the fairy tales are right, she'll likely love the crossover that's not too minivan-like and not too high-tech toyish. There's a third bowl of porridge that is, to borrow a phrase, just right.

The Specs

PRICE: $32,945/$36,130 (base/as tested)
ENGINES: 2.0L Turbo I-4, 240 hp, 270 lb-ft
TRANSMISSION: 6-speed automatic
EPA MILEAGE: 21/28 mpg

2013 Mazda CX-5 Grand Touring FWD

At $29,165, our Mazda CX-5 was the least expensive vehicle in our trio -- but it lacked four-wheel drive and produced the least horsepower. While we're on the subject of frugality, it also boasts the best EPA fuel economy ratings, and in our rigorous testing (we drove like animals) used by far the least fuel. In fact, it beat the Ford by 30 percent and the Honda by fifteen.
If the defining feature of the CR-V is usability and the Ford's is high-tech, the Mazda CX-5's calling card is gimmick-free elegance. There's a richness to the vehicle that goes beyond the others -- in its exterior styling as well as its cabin. The red-stitched black leather looks and smells more expensive than the hides in the other cars; the no-frills dashboard trades overwrought styling features for simple functionality, and the Mazda's driving dynamics are, simply put, a whole class ahead of its rivals.
The CX-5's steering feels like its rack came straight off the shelf of the Porsche engineering center. It's accurate, well-weighted, and highly communicative. Will Goldilocks care about steering? Does a bear cook in the woods? Absolutely! The typical crossover buyer may not speak in terms of on-center steering feel and load buildup, but all drivers know good steering when they feel it: Goldilocks will get in this car and instantly feel like she's connected with the wheels and in control of her vehicle.
And when the bears come running after her, the CX-5 will make the quickest getaway. It may be down 85 hp from the Ford and 30 hp on the Honda, but the Mazda's body weighs some 300 lb less than the Ford and about 100 lb less than the Honda when comparably equipped. With short, closely spaced gearing and a transmission that loves to play ball, the Mazda doesn't suffer much from its lack of power -- and the well-weighted leather shift knob can be thrown into a fully manual gate that uses the racing layout (forward for downshifts, rearward for upshifts).
The CX-5 leisurely rounds bends at speeds that would have the CR-V's tires screaming loud enough to scare off any attacking furry mammal, and it demonstrates class-leading body control over potholes, frost heaves, and speed humps. The front suspension will bottom out over big bumps that the Ford takes in stride, but the rest of the Mazda's driving experience is flawless. And its ride is quieter and more supple than the others'.
In terms of usability and technology, the CX-5 again falls right in the sweet spot. Its cargo room is the smallest of the bunch, but its cabin is biggest overall, meaning it has the most space for people. The rear seat is split 40/20/40, and it can be folded forward in any combination by way of very clever handles near the rear hatch. The resulting load floor isn't, however, perfectly flat.
The CX-5 features some of the Ford's high-tech goodies without feeling overly gimmicky. Like the Escape, our Mazda was equipped with blind-spot monitoring -- which isn't available on the Honda, which needs it the most thanks to thick D-pillars that obscure rearward visibility. All three cars had reverse cameras, though the Mazda's screen is quite small. The CX-5's optional swiveling HID headlamps make for great visibility on curvy roads at night, and we suspect its Bose stereo is good enough to keep passengers entertained on long journeys over the hills and through the woods -- whether to Grandmother's house or to a rave.
Getting lost shouldn't be a problem since Mazda's navigation system was designed by TomTom, and while the screen is by far the smallest of the three, its graphical buttons are the largest and easiest to operate. The steering wheel controls and gauges are simple, straightforward, and highly legible -- and like the other cars, the CX-5's dual-zone climate control is easy to use, and it spit out the coldest air-conditioned air of the group.
The interesting thing about children's stories is how well they apply to our adult lives. Sure, you can have your porridge any way you like it. The Honda CR-V is like oatmeal -- not very flavorful, but packed with benefits. The Ford Escape is a warm bowl of peppered grits packed with lots of spice and flavor -- though perhaps too much for some. And then the Mazda CX-5 is a delicate polenta -- it's the same basic idea, but somehow this porridge comes across as more substantial, more expensive, and more elegant. Or as Goldilocks might say, it's just right.

The Specs

PRICE: $27,840/$29,165 (base/as tested)
ENGINE: 2.0L I-4, 155 hp, 150 lb-ft
TRANSMISSION: 6-speed automatic
EPA MILEAGE: 26/32 mpg
2012 Honda CR V EX L AWD Front View In Motion
Honda doesn't often do surprises -- the company is defined by rational decision-making and straightforward, elegant engineering. Since the outgoing CR-V broke sales records in its final year, there was no reason to expect much of a change.
Indeed, the 2012 CR-V reflects a measured evolution, with a number of refinements resulting in an even better five-passenger crossover. Although the styling looked a bit over-the-top in concept photos, the production CR-V is immediately recognizable as, well, a CR-V. It's about an inch shorter from front to back and an inch lower, but the new cute-ute retains its trademark vertical taillights integrated into the D-pillars -- now so voluminous they could more appropriately be called Double-D pillars. Thankfully, a backup camera is standard equipment, because in addition to the obstructing D-pillars, the view rearward is cut off at chest height.
The CR-V's familiar 2.4-liter four-cylinder is unusually vocal, doing a fine imitation of an Osterizer as it approaches -- but never quite reaches -- its 7000-rpm power peak. The five-speed automatic transmission shifts short of that mark, but its long ratios (second gear is good for 80 mph) help keep the engine in the quiet part of the power band. Honda made multiple powertrain revisions that resulted in an additional 5 hp, and the new CR-V is 2 mpg more efficient overall thanks to reduced internal friction and a more aerodynamic body. The optional all-wheel-drive system now uses an electronically controlled clutch pack to send power rearward should the computer determine that it's needed. The old system was mechanical and required a speed differential between the two axles to send power to the back, which meant that a CR-V driver could accidentally squeal the front tires off the line before the rear wheels engaged. Try as we might, we couldn't coax a peep out of the new CR-V's front tires. Problem solved.
Another "problem" with the old CR-V concerned its rear seats. They were mounted on sliders and the seatbacks could be adjusted to multiple positions, but they could be a chore to fold. The new seats don't slide and their backrests have only two recline positions, but rather than stack up against the front seatbacks, they now fold flat into the floor. The system loses a couple cubic feet of total cargo capacity, but it's a brilliant solution -- small handles mounted near the liftgate unlatch the seats, which fall forward with no need for electric actuators or motors. It's a beautifully simple design that's typical of Honda.
The CR-V's cabin looks more refined than before, with richer, softer materials and a marked increase in bins and other storage areas. Like the new Civic, the CR-V's dash now houses a five-inch LCD screen to display radio and trip-computer information. On navigation-equipped vehicles, that means there are two screens, which occasionally display redundant information. In fact, the CR-V's entire infotainment system doesn't quite live up to the rest of the car's well-thought-out usability. The touch-screen nav's graphics are not up-to-date, its digital buttons are too small, and its interface is far from intuitive. Even though the CR-V offers cool functions like cell-phone/Pandora integration and the ability to read text messages aloud, there is no mobile phone that's compatible with both features: Pandora works only with iPhones, and the texting feature works with four BlackBerries and the Droid X.
The CR-V would appear, then, to fall short of its highly styled, technology-laden competitors from Korea -- and the forthcoming new Ford Escape. LED daytime running lights aren't available, there's no direct-injected turbo engine option, there are no ventilated seats or double-pane sunroof, and you'll have to stick a metal key into an ignition slot to start this car. That leaves the CR-V to compete instead on its inherent goodness -- and that's precisely where it shines. The driving position seems to fit everyone well, the taut suspension never allows undue harshness to ruffle the occupants, and the packaging is brilliant. The climate-control system is quiet, the switchgear feels tight and expensive, and Honda managed to sneak a European-style convex, blind-spot-eliminating sideview mirror past the oppressive DOT and screwed it onto the driver's door. Despite working through one fewer forward gear than many of its competitors, the four-banger's broad torque curve makes the car quick enough to squirt through traffic, and it returns top-of-the-class fuel-economy numbers. The electric power steering isn't quite as communicative as last year's faster, hydraulic setup, but it's still better than most and suffers from no torque steer.
Some of its competitors lean on styling and upmarket features to appeal to customers, but Honda is relying on the core strengths of its product. As a package, the CR-V remains pretty unbeatable. That certainly won't come as a surprise to existing CR-V owners.
The Specs
On Sale: December 2012
Price: $23,000 (est.)
Engine: 2.4L I-4, 185 hp, 163 lb-ft
Drive: Front- or 4-wheel
EPA Mileage: 23/31 mpg (fwd), 22/30 mpg (awd)
2012 Honda CR-V
2012 Honda CR-V
A brand-new CR-V is set to debut for the 2012 model year. There were few details available at press time, but the concept car pictured at left previews the styling of the new CR-V. Until that car goes on sale at the end of the year, buyers will have to settle for the 2011 CR-V, which is a pretty good vehicle in its own right, offering versatility, spaciousness, and ease of use. The current CR-V has a 180-hp four-cylinder engine mated to a five-speed automatic transmission and is available with four-wheel drive. Clever packaging includes an optional dual-deck shelf that splits the commodious cargo bay horizontally and a sliding rear seat that folds flat in three sections instead of the typical two. The car-based CR-V handles and brakes well, and it has a low step-in height for easy entry. Still, the CR-V is growing old: it could likely get better fuel economy with a more efficient engine and a six-speed automatic, and it doesn't offer some of the modern conveniences, such as Bluetooth and navigation, except in the top trim level. At least one of those shortcomings will be addressed with the 2012 model, as we do know that a more powerful 2.5-liter four-cylinder will be available.
2012 Honda CRV Front Three Quarter View
The Honda CR-V managed to outsell the Ford Escape by less than 900 units in October, taking the compact crossover crown with 20,295 examples sold. Bumped down to second, the Escape was good for 19,832 units sold, while the Chevrolet Equinox remained steady with the bronze, selling 15,387 CUVS.
2012 Honda CR V Side View
The Ford Escape has been steadily gaining ground on the Honda CR-V, and August 2012 sales are no different. Last month, the Escape took a big jump toward year-to-date compact crossover sales leadership.
2013 Honda CR V EX L Front View
Admittedly, there aren’t any drastic departures in store for the 2013 Honda CR-V, 2013 Honda Odyssey, and 2013 Honda Pilot – but there are a few small revisions in both content and pricing.
2012 Honda Civic EX L Sedan Right Side View
Japan’s earthquake and tsunami hindered Honda’s ability to manufacture and sell cars in North America, but devoid of those restrictions, Honda is on-track to have an impressive 2012. So much so, in fact, that the company reportedly upped its sales target by more than one quarter after seeing just how quickly its Civic and CR-V models have flown off dealer lots.
2013 Ford Escape Side View
The Ford Escape takes the compact crossover crown once again, beating the Honda CR-V for a second month in a row. While the Escape sold better than the CR-V, sales were actually down compared to July 2011. The Chevy Equinox gave the CR-V a run for its money last month, coming in a close third.

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2012 Honda CR-V
2012 Honda CR-V
LX 2WD 4-Dr Sport Utility I4
23 MPG City | 31 MPG Hwy
Top Ranking Vehicles - MPG
2012 Honda CR-V
2012 Honda CR-V
LX 2WD 4-Dr Sport Utility I4
23 MPG City | 31 MPG Hwy

2012 Honda CR-V Specifications

Quick Glance:
2.4L I4Engine
Fuel economy City:
23 MPG
Fuel economy Highway:
31 MPG
185 hp @ 7000rpm
163 ft lb of torque @ 4400rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats (optional)
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential (optional)
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation (optional)
36,000 miles / 36 months
60,000 miles / 60 months
Unlimited miles / 60 months
Recall Date
Honda is recalling certain model year 2012 CR-V, equipped with the LX trim level and manufactured from August 30, 2012, to August 31, 2012. These vehicles fail to comply with the requirements of 49 CFR Part 567, "Certification." The incorrect values for Gross Vehicle Weight Rating, Gross Axle Weight Rating front and rear, tire size, and rim size were specified on the safety certification label.
A misprinted label could lead to improper vehicle loading. Improper loading could result in a tire failure, increasing the risk of a crash.
Honda will notify owners, and dealers will apply the corrective label free of charge. The safety recall began on November 14, 2012. Owners may contact Honda at 1-800-999-1009.
Potential Units Affected
Honda (American Honda Motor Co.)

Recall Date
Honda is recalling certain model year 2012 Honda CR-V and model year 2013 Acura ILX vehicles. If the manual or power door lock is activated while an interior front door handle is being operated by an occupant, the cable connecting the interior door handle to the door latch mechanism may become loose and move out of position. There is a possibility that the cable can move far enough out of position to prevent the door from properly latching.
If the door is not fully latched, the door may open while driving or in a crash, increasing the risk of personal injury to the vehicle occupants.
Honda will notify owners, and dealers will replace the front door latch assemblies in the affected vehicles, free of charge. Additionally, the interior front door handles in certain Honda CR-Vs will also be replaced, free of charge. The safety recall is expected to begin on, or about, August 16, 2012. Owners may contact Honda customer service at 1-800-999-1009.
Potential Units Affected

Recall Date
Honda is recalling certain model year 2012-2013 CR-V, Odyssey, and model year 2013 Acura RDX vehicles. During sub-freezing temperatures, the brake-shift interlock blocking mechanism may become slow and allow the gear selector to be moved from the Park position without pressing the brake pedal. As such, these vehicles fail to conform to the requirements of Federal Motor Vehicle Safety Standard 114, "Theft Protection and Rollaway Prevention."
If the gear selector is moved from the park position without pressing the brake pedal it can allow the vehicle to roll away, increasing the risk of a crash.
Honda will notify owners and instruct them to take their vehicle to a Honda or Acura dealer. The dealer will install an updated brake shift interlock blocking mechanism free of charge. The recall began on May 13, 2013. Owners may contact Honda at 1-800-999-1009. Honda's campaign recall numbers are S96, S97, and S98.
Potential Units Affected
Honda (American Honda Motor Co.)

IIHS Best Pick
IIHS Rear Crash
IIHS Roof Strength
NHTSA Rating Front Driver
NHTSA Rating Front Passenger
NHTSA Rating Front Side
NHTSA Rating Rear Side
NHTSA Rating Overall
NHTSA Rating Rollover
IIHS Front Moderate Overlap
IIHS Overall Side Crash

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5-Year Total Cost to Own For The 2012 Honda CR-V

Loss in Value + Expenses
= 5 Year Cost to Own
Fuel Cost
Repair Costs
State Fees
Five Year Cost of Ownership: $26,226 What's This?
Value Rating: Excellent