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Honda
CR-V
RM (4th gen)·
2012-2017
suv-soft
Value
Price (AUD)
$12k-$28k
Body styles
5-door wagon
Drivetrain
Front-wheel drive (RM1), Real Time AWD - reactive on-demand (RM4 / RE6 diesel)
Origin
Japan
Built in
Thailand (petrol), United Kingdom - Swindon (1.6 diesel)
Overview
The fourth-generation CR-V (chassis RM1 petrol-FWD, RM4 petrol-AWD, RE6 diesel-AWD) launched here in late 2012 across VTi, VTi-S, VTi-L and the petrol's flagship trims, with a mid-life facelift in mid-2015 that brought sharper styling, more standard kit and (on diesel) the nine-speed auto. It is a soft-roader monocoque crossover, NOT a low-range 4WD: petrol AWD uses Honda's reactive Real Time on-demand system that only sends torque rearward once the fronts slip. Three engines were sold in Australia - the 2.0L R20A (FWD, 5-speed auto), the 2.4L K24 (AWD, 5-speed auto), and from January 2014 the UK-built 1.6L N16A i-DTEC turbo-diesel (AWD, six-speed manual then ZF nine-speed auto from the 2015 facelift). All are chain-timed. The petrols are mechanically straightforward and durable but share Honda's cold-start VTC-actuator rattle; the diesel is frugal and torquey but adds DPF/EGR maintenance and, on autos, the ZF 9-speed's shift quirks. Watch for the small-brake-disc and over-sensitive city-brake recalls on early build dates, and Australian heat/UV trim degradation.
Engines & variants
2.0L R20A petrol (FWD)
Engine
2.0L SOHC i-VTEC inline-four
Config
I4 NA
Displacement
1997cc
Power
114kW @ 6500rpm
Torque
190Nm @ 4300rpm
Drivetrain
Front-wheel drive
Economy
7.5-9 L/100km combined
Tow (braked)
1000kg
Tow (unbraked)
600kg
Transmission
5MT, 5AT
Timing chain / belt / gear
Chain-driven (no belt - no scheduled timing replacement)
Pros
- Simple, durable chain-timed Honda four with no belt to replace
- Cheapest CR-V to buy and run; FWD is plenty for sealed-road family use
- Easy, cheap servicing with huge parts support
- Light and economical around town
Cons
- Genuinely underpowered when loaded or up hills - needs revving
- Only a 5-speed auto where the diesel got 9 speeds
- FWD only - no traction help in slippery/loose conditions
- Modest 1000kg braked tow rating
Known problems
low
VTC actuator cold-start rattle
Honda's variable-timing-control actuator on the front of the camshaft rattles for 1-2 seconds on cold start as it fails to hold preload. It is a well-documented Honda i-VTEC trait (TSB 09-010) and Honda states it does not damage the engine, but it is annoying and worsens with age.
Fix: Replace the VTC actuator with the updated part (ideally alongside the chain tensioner); fresh oil and correct grade reduce the noise.
medium
Air-conditioning condenser / compressor failure
AC condensers corrode and leak and compressors fail on this era of Honda, a common complaint in hot Australian climates - cabin loses cooling and the system can lose refrigerant.
Fix: Replace the condenser and/or compressor, re-gas; inspect AC performance pre-purchase.
low
Interior trim / dash UV degradation
Soft-touch dash and trim plastics degrade, become sticky or crack under sustained Australian heat and UV - a known criticism of this generation.
Fix: Trim replacement or refinishing; not structural. Garaged/sun-protected cars fare better.
2.4L K24 petrol (AWD)
Engine
2.4L DOHC i-VTEC inline-four
Config
I4 NA
Displacement
2354cc
Power
140kW @ 7000rpm
Torque
222Nm @ 4400rpm
Drivetrain
Real Time AWD (reactive on-demand)
Economy
8.5-10.5 L/100km combined
Tow (braked)
1500kg
Tow (unbraked)
600kg
Transmission
5AT
Timing chain / belt / gear
Chain-driven (no belt - no scheduled timing replacement)
Pros
- Well-proven K24 - one of Honda's most durable engines, 300k+ km is common
- Noticeably stronger than the 2.0 and more relaxed when loaded
- Real Time AWD adds wet/loose-surface security over the FWD
- Higher 1500kg braked tow rating than the 2.0
Cons
- Thirstier than the 2.0 and far thirstier than the diesel
- Only a 5-speed auto - no manual offered in AWD
- Shares the VTC cold-start rattle of Honda's i-VTEC engines
- Real Time AWD is reactive and light-duty, not a true 4WD
Known problems
low
VTC actuator cold-start rattle
The K24's VTC cam actuator produces the classic 1-2 second rattle on cold start-up (TSB 09-010). Honda says it causes no engine damage but it is a common, well-known complaint on K-series engines.
Fix: Replace the VTC actuator with the superseded part, ideally with the timing chain tensioner and guides; correct oil grade helps.
medium
Excessive oil consumption (some engines)
A subset of K24 i-VTEC engines of this era consume oil between services via ring/PCV behaviour; left unchecked it can lead to low-oil running.
Fix: Monitor oil level between services; PCV service; in severe cases ring/valve-seal work. Check level and history pre-purchase.
medium
Air-conditioning condenser failure
As with the 2.0, the AC condenser corrodes/leaks and the compressor can fail - a frequent hot-climate complaint.
Fix: Condenser/compressor replacement and re-gas; verify cold air on test drive.
1.6L N16A i-DTEC turbo-diesel (AWD)
Engine
1.6L i-DTEC common-rail turbo-diesel inline-four (DPF)
Config
I4 turbo
Displacement
1597cc
Power
118kW @ 4000rpm
Torque
350Nm @ 2000rpm
Drivetrain
Real Time AWD (reactive on-demand)
Economy
5.9-7 L/100km combined
Tow (braked)
1500kg
Tow (unbraked)
600kg
Transmission
6MT, 9AT
Timing chain / belt / gear
Chain-driven (no belt - no scheduled timing replacement)
Pros
- Outstanding economy - factory 5.9 L/100km, easily the most frugal CR-V
- Strong low-down torque (350Nm) makes it the best loaded/touring tourer of the range
- UK-built, light, refined modern diesel
- Chain-timed - no belt-change cost
Cons
- DPF dislikes short urban-only trips - regen and blockage risk
- EGR carbon build-up on stop-start city use
- Facelift ZF 9-speed auto has known hesitation/jerky low-speed shift quirks
- Rare on the used market and dearer to buy than the petrols
Known problems
medium
DPF clogging / failed regeneration
The i-DTEC uses active DPF regeneration that injects extra fuel to lift exhaust temps; repeated short trips stop regens completing, so soot accumulates - triggering the DPF warning, limp-mode/power loss and sometimes oil dilution (fuel smell, rising oil level).
Fix: Regular highway runs to complete regens; forced/manual regen; professional DPF clean ($500-900) or replacement if blocked. Avoid for purely short urban duty.
medium
EGR valve carbon fouling
The electronically-controlled EGR valve cokes up with carbon on short-trip city driving, sticking or restricting and causing rough running, lost power and fault codes.
Fix: EGR removal and clean, or valve replacement; periodic highway running and good oil help.
medium
ZF 9-speed auto shift quirks (2015+ facelift)
The diesel auto uses the ZF 9HP nine-speed shared across many makes, with documented hesitation pulling away, jerky low-speed/2-1 shifts and occasional harsh changes; software updates address some of it.
Fix: Apply the latest transmission software/calibration; fluid service; test-drive 15+ minutes for low-speed smoothness before buying.
medium
Camshaft / valvetrain wear (TSB)
Some 1.6 i-DTEC engines show accelerated camshaft wear, addressed by a Honda Technical Service Bulletin (not a formal recall) - covered on goodwill in some cases but not guaranteed.
Fix: Use correct low-SAPS oil on schedule; inspect/replace camshaft and followers if noisy; ask for service records.
Common problems (all variants)
high
Undersized front brake disc recall (early 2012-13 build)
CR-Vs built between 18 December 2012 and 20 March 2013 may have been fitted with brake discs that were too small, which could compromise braking performance.
Fix: Check the VIN against Honda's recall database and have the rectification done free; confirm completion pre-purchase.
medium
Over-sensitive City-Brake / forward collision recall
Autonomous emergency braking software on some cars produced 30 August 2012 to 15 October 2014 could be overzealous identifying objects, potentially causing sudden unexpected braking.
Fix: Software reflash under the recall campaign; verify the VIN has had it applied.
medium
Air-conditioning condenser failure
AC condensers corrode and leak and compressors fail across the range, a frequent complaint in hot Australian conditions, leaving the cabin without cooling.
Fix: Condenser/compressor replacement and re-gas; check cold-air output on the test drive.
low
Interior trim / dash UV and heat degradation
Soft-touch dash and trim plastics craze, crack or go sticky under sustained Australian heat and UV - a recurring criticism of this generation.
Fix: Trim refinish or replacement; garaging and sun shades slow it. Cosmetic, not structural.
low
Infotainment / electronics glitches
Touchscreen/infotainment freezes, Bluetooth dropouts and spurious dashboard warning messages are reported, particularly on later facelift systems.
Fix: Software update/reflash at dealer; reseat/replace head unit if faulty.