2018 Honda CR-V

EX is the volume trim for 2018 and carries the 1.5L turbo four standard across EX and above; only base LX uses the lower-output 2.4L, unchanged from the prior year of this generation.

Broad flat torque curve typical of a small turbo four; peak figure is modest for the compact SUV class.

This generation's 1.5T AWD powertrain is unchanged from 2017 through 2018; MotorWeek's instrumented test recorded 7.5 s and other outlets (The Drive) recorded 7.6 s on the same drivetrain.

The 1.5L turbo is smooth around town but exhibits noticeable low-rpm turbo lag and four-cylinder drone under hard acceleration, a common complaint in period reviews of this generation.

The CVT is tuned to avoid obvious hunting and pairs well electronically with the turbo engine at part throttle, though it produces the characteristic CVT drone and some hesitation under hard acceleration.

Honda's published towing figure for the 2018 CR-V, unchanged across trims and FWD/AWD configurations.

Real Time AWD with Intelligent Control is optional on LX/EX/EX-L and standard on Touring, proactively sending torque rearward under acceleration, but it remains a basic front-biased system with no low-range, locking differential, or terrain-mode suite.

Unibody crossover with modest ground clearance and no off-road hardware, skid plates, or dedicated off-road trim; built for pavement and light gravel, not trails.

2018 offers only gasoline power — a 2.4L naturally aspirated four on LX and a 1.5L turbo four on EX and above — with no electrified option; the CR-V Hybrid did not arrive until the 2020 model year.

EPA rating for the gas 1.5L turbo AWD configuration (EX volume trim), the scored powertrain class; FWD rates 1 MPG higher and the base LX's 2.4L is 1–2 MPG lower.

EPA city rating for the gas 1.5L turbo AWD configuration.

EPA highway rating for the gas 1.5L turbo AWD configuration.

EPA-published total range figure for the gas 1.5L turbo AWD configuration on the 14.0-gallon fuel tank.

EPA annual fuel cost estimate at 15,000 mi/yr for the gas 1.5L turbo AWD configuration.

Runs on regular unleaded across all 2018 CR-V trims and both engine options, with no premium recommendation.

NHTSA's full 5-star overall rating for the 2018 CR-V (both FWD and AWD), with 4 stars on rollover resistance pulling it off a perfect score across sub-tests.

Good ratings on every crashworthiness test except the newer side-impact protocol (Acceptable). IIHS's Top Safety Pick for the 2018 CR-V is gated on the optional front crash prevention plus specific headlights, and only the Touring trim's LED headlights qualify (Acceptable-rated) — the volume EX-L tested Marginal for headlights, so the scored configuration does not carry the award despite near-uniform Good crashworthiness.

The volume EX-L trim carries the full Honda Sensing suite (CMBS/AEB, FCW, RDM, LDW, ACC with Low-Speed Follow, LKAS) plus Blind Spot Information System and Cross Traffic Monitor, all standard — a comprehensive package for the segment and era. It falls short of the top band only because the entry LX trim gets none of it at all, not even as an option, rather than it being merely optional there.

IIHS rated the CMBS Superior for vehicle-to-vehicle front crash prevention and Superior for daytime pedestrian detection (EX trim and above, covering the scored EX-L), avoiding collisions in both the 12 mph and 25 mph test tracks. IIHS had not yet added a nighttime pedestrian test for this generation, so no night-performance data exists for the 2018 model year.

Blind Spot Information System and a rear Cross Traffic Monitor are standard on EX and above (including the scored EX-L), but both are alert-only — audible/visual warnings with no steering or braking intervention, and no trailer-aware mode. Entirely absent on the base LX.

LKAS provides genuine lane-centering steering input with lane-departure warning as backup, standard on EX and above, but this pre-Sensing-2.0 implementation is widely reported by owners to bounce between lane markers rather than track the center smoothly — a known rough edge Honda addressed in later updates.

ACC with Low-Speed Follow operates through the full speed range including stop-and-go, standard on EX and above, but 2018 Honda Sensing does not present ACC and LKAS as an integrated highway-assist mode — they function as separate systems rather than one cohesive hands-on highway package, and contemporary reviews note occasional rough resume/following behavior typical of this generation.

No hands-free highway-driving mode exists anywhere in the 2018 CR-V lineup; Honda Sensing in this generation is a hands-on suite (LKAS requires continuous steering input).

IIHS rated the halogen projector headlights Marginal on LX, EX and EX-L (the scored volume trim among them) with no high-beam assist on LX and high-beam assist but still Marginal performance on EX/EX-L; even the range-topping Touring's LED units only reach Acceptable, not Good, on any trim.

Reviewers consistently praise the fifth-generation CR-V's sightlines: slim A-pillars, low beltline/door glass, a visible hood for front positioning, and a square, well-framed rear window; manageable blind spots are cited as a segment strength rather than a weakness.

IIHS's LATCH ease-of-use evaluation for the 2018 CR-V came back Acceptable overall — anchors are present and usable but involve some digging/compromise rather than best-in-class access; the CR-V's five-seat layout and conventional rear doors support fitting multiple car seats without major difficulty.

Standard five-passenger, two-row layout across LX/EX/EX-L/Touring for 2018.

Moonroof is standard from EX up, which is the volume trim and slightly reduces front headroom versus the moonroof-delete LX.

Consistent across trims; fifth-generation CR-V's wheelbase stretch improved on the prior generation.

Second row sits clear of the moonroof housing, giving generous rear headroom for the compact SUV class.

The fifth-generation CR-V's longer wheelbase gave it segment-leading rear legroom at launch, carried through 2018.

The 2018 CR-V is a strict two-row, five-seat SUV in the US market — no third-row option was offered in any trim or market configuration.

Strong for a compact SUV, among the largest behind-seat cargo figures in the class at the time.

Class-competitive maximum cargo volume with the 60/40 split rear seats folded flat.

A deep, sliding-tray center console bin, large door pockets and a low cargo floor were praised as practical, everyday-usable storage, without standout innovations like a giga-console.

Reviewers repeatedly singled out the front seats as supportive and all-day comfortable, with the rear bench also well regarded for the class; not segment-benchmark but a consistent strength.

A well-controlled, firm-but-compliant ride that absorbs most bumps without float or harshness; a genuine class strength though not segment-leading plush.

Reasonably quiet at a cruise, but the 1.5L turbo-four and CVT produce noticeable noise under harder acceleration, and tire roar is average for the class.

Heated front seats arrive on EX and up; no heated steering wheel or rear climate vents are offered on any 2018 trim, leaving comfort equipment middling versus rivals that offer more at this price.

Entry LX FWD trim MSRP plus the $995 destination charge, per Honda's official 2018 CR-V pricing release.

EX-L was the highest-volume trim in the fifth-generation lineup (most common in surviving used-market inventory) and AWD take rate is high for CR-V in this segment; priced at EX-L AWD MSRP plus destination.

CarEdge's class-data estimate for the CR-V's 5-year maintenance and repair spend, well below typical compact-SUV costs and consistent with Honda's reputation for cheap routine upkeep.

iSeeCars depreciation data for the 2018 CR-V specifically shows about 39% five-year depreciation, i.e. roughly 61% retention, consistent with the model's 2018 Edmunds Best Retained Value Award for the compact SUV class.

Standard 3-year/36,000-mile bumper-to-bumper coverage, matching the mainstream-brand norm (Toyota, Mazda, Subaru, VW) rather than the longer Korean-brand terms, so it sits near the low end of the segment range.

Standard 5-year/60,000-mile powertrain coverage — typical for the mainstream segment but well short of Hyundai/Kia's 10-year/100,000-mile terms, so it scores near the floor of the observed band.

2018 Honda had no complimentary scheduled-maintenance program (Honda Service Pass didn't launch until MY2023); owners get only 24-hour roadside assistance bundled into the 3-year/36,000-mile basic warranty term, with no connected-service trials or charging credits applicable to a gas model.

$31,945 volume-trim price minus its estimated resale value after 5 years (61% retained, or about $19,486) leaves about $12,459 in depreciation. Add the projected $2,425 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $14,884 in total.

Mixed signals: CR's overall reliability read on the nameplate is roughly average, but the 2017-18 model years specifically carry a well-documented defect (fuel diluting into engine oil on the new 1.5T) that generated a large volume of owner complaints and an eventual extended-warranty program, which is exactly the kind of year-specific red flag that pulls this below the class median.

Honda's long-run brand reputation for dependability is strong, but the J.D. Power 2018 Vehicle Dependability Study (which reflects three-year-old vehicles from this generation's era) ranked Honda a weak 27th of 32 brands — a notable dip coinciding with the downsized-turbo engine rollout across the lineup, including the CR-V's 1.5T.

This generation (2017-2022) carries a heavier-than-typical recall/TSB load: a Denso fuel pump recall (~2.49M Honda/Acura vehicles including this generation of CR-V), a seat belt buckle recall (~448k vehicles), a front passenger airbag sensor recall, plus the separate, widely covered oil-dilution TSB/extended-warranty campaign on the 1.5T engine that affected over a million 2017-18 CR-Vs and Civics. That combination is more than 'typical recall activity, nothing systemic.'

The L15B7 1.5L turbo four, new for this generation starting MY2017, is the specific engine implicated in the fuel-dilution-into-oil problem reported heavily in cold-weather climates with short-trip driving, raising real concerns about long-term internal wear; it lacks the long high-mileage track record of Honda's prior naturally-aspirated engines and is a genuine red flag for this exact model year rather than a mixed-but-clean newer design.

Reviewers consistently praised the redesigned cabin's material richness for the price — soft-touch upper dash and door panels, convincing trim inserts, leather on EX-L/Touring — competitive with or ahead of segment rivals, though the lower beltline reverts to harder plastics typical of the class.

Assembly consistency was repeatedly called out as a strength — tight panel gaps, no rattles reported in test vehicles, and owner reviews describing fit and finish as 'top notch,' comparable to Honda's Acura luxury line.

Honda runs one of the largest, most geographically dense dealer networks in the US (over 1,000 dealers in this era), giving CR-V owners easy access to service nationwide; general service satisfaction for the brand is solid though not class-leading.

RepairPal rates the CR-V 4.5/5 for reliability-adjusted ownership and reports average annual repair costs well below both the compact-SUV segment average and the all-vehicle average, reflecting cheap, widely available parts and a huge aftermarket/independent-shop support base.

The 7-inch WVGA Display Audio touchscreen is standard from EX up (the volume trim); base LX has a smaller non-touch 5-inch LCD.

The Display Audio system was widely criticized at launch for laggy touch response, confusing menus, and the notorious deletion of a physical volume knob (replaced by a touch-slider), a complaint so persistent Honda reinstated a volume knob for the 2019 model year.

Apple CarPlay and Android Auto are available on EX and above but only via wired USB connection; wireless projection was not offered on any 2018 CR-V trim, and LX gets neither at all.

Built-in voice recognition was basic and often bypassed for Siri/Google Assistant via phone projection; the Garmin-based factory navigation was Touring-trim-only and dated compared to phone mapping.

A 180-watt, 6-speaker system is standard; EX-L and Touring step up to an 8-speaker setup with HD Radio, which is adequate but not a standout premium audio package.

The 2018 CR-V uses traditional analog gauges with a small monochrome/color multi-information display between them — no configurable full-digital cluster is offered on any trim.

No over-the-air software update capability of any kind existed on the 2018 CR-V; map/software updates, where available, required a dealer visit or USB/SD card.

HondaLink in 2018 provided basic connected services (automatic collision notification, maintenance alerts, roadside assistance) but did not offer app-based remote start, lock/unlock, or vehicle locate for the CR-V — those arrived in later model years.

A single front USB port plus a 2.5-amp charge-only USB port in the second row is the extent of device power; no wireless charging pad was offered on any 2018 trim (added only in the 2020 refresh).

Smart Entry proximity access with push-button start and walk-away auto lock, plus remote engine start, are standard from EX up — solid for the class though absent on base LX.

A rearview camera with dynamic guidelines is standard across all trims, but no front or 360-degree camera system and no parking sensors were offered on any 2018 trim, including Touring.

No head-up display was offered on any 2018 CR-V trim.

Wide rear door openings, a low load floor, and segment-leading rear legroom make car-seat installation and everyday kid-hauling easy for a compact SUV.

The CR-V earned an IIHS Top Safety Pick for 2018 with Honda Sensing (AEB, lane-keeping assist, adaptive cruise, road departure mitigation) standard on EX and up, but the base LX — the most affordable family trim — omits Honda Sensing entirely.

Strong rear legroom and a large behind-seat cargo hold support multi-hour family trips, though rear climate vents and rear entertainment/USB-data ports are not offered.

Light, well-weighted steering, a smooth CVT in light traffic, good outward visibility and a tight turning circle make the CR-V relaxed in daily commuting.

EPA-rated 27/33/30 mpg city/highway/combined for the 1.5L turbo AWD volume configuration is good for a gas compact SUV of its era, keeping per-mile fuel costs reasonable, though it trails the segment's hybrid entrants.

A compact footprint and 37.4-ft turning circle, plus a standard backup camera with dynamic guidelines, make the CR-V easy to park and maneuver in the city.

A 1,500 lb tow rating and 850 lb payload are modest even by compact-SUV standards, and there is no factory towing package or auxiliary cargo capability — this is not a work-oriented vehicle.

Honda's broader reliability reputation suggests the chassis and 1.5T/CVT powertrain should hold up to moderate abuse, but the CR-V is not a vehicle built or marketed for fleet/work duty, and the 1.5T engine saw early oil-dilution concerns in cold climates.

No onboard power inverter, no dedicated tie-down provisions, and no upfit/accessory ecosystem exist for the CR-V — it offers essentially no jobsite-specific functionality.

Comfortable front seats, a composed highway ride, and adaptive cruise control (EX+) support long trips, with a combined-economy-based range of roughly 370-400 miles on a 14-gallon tank.

Available real-time AWD and standard roof rails (EX+) support light gravel-road and gear-hauling use, but 8.2 in of ground clearance and street-biased tires limit genuine off-pavement ability.

A 60/40-split, fold-flat rear seat and a low, wide 75.8 cu ft max cargo hold with available roof rails give solid gear-hauling flexibility for a compact SUV.

Composed body control and minimal roll let the CR-V be driven confidently on a curvy road without unsettling passengers — a strength for the compact SUV class, if not outright engaging.

Steering weight builds naturally and returns to center smoothly for confident freeway tracking, praised as a class standout, though genuine road feedback is limited.

No major complaints about pedal feel or stopping distances surface in period reviews; brakes are described as responsive and well-matched to the chassis, in line with the segment norm.

The 1.5L turbo-four combined with a CVT exhibits noticeable turbo lag off the line and some CVT drone under hard acceleration, a widely repeated criticism of the 2017-2019 CR-V powertrain.

The 1.5T becomes noticeably coarse and vocal under hard throttle, with CVT drone amplifying the sensation — a frequently cited refinement shortfall versus segment rivals.

A tight turning circle for the class aids maneuverability, consistent across trims.

A higher seating position with good outward visibility, straightforward control layout, and easy ingress/egress are consistent CR-V strengths, with power seat adjustment on EX-L and up.

The CR-V is a competent, appliance-like family SUV rather than an enthusiast's choice — reviewers consistently describe it as pleasant but unremarkable to drive rather than engaging.

For 2018 Honda made the full Honda Sensing suite (adaptive cruise, collision mitigation braking, lane-keeping assist, road-departure mitigation) standard across every CR-V trim including base LX, a notable value move that many rivals still charged extra for or reserved for upper trims; base cloth seats and manual-adjust basics keep it short of 'loaded'.

Segment-leading cargo/passenger space, the strong turbo EX-and-up powertrain, and standard driver-assist tech give solid content for the price, though Edmunds and owner surveys flagged value as the CR-V's weakest-rated attribute relative to its styling and comfort scores.

Four trims (LX, EX, EX-L, EX-L w/Navi, Touring) each offered in FWD or AWD span a reasonable $24,250–$34,150 MSRP range from work-a-day to loaded, though there is no hybrid or performance variant for 2018 and gaps between trims are fairly wide.

The CR-V was America's best-selling SUV and Honda's best-selling nameplate overall in 2018, with an all-time monthly sales record set that December — an unambiguous segment leader.

Honda carries a strong mainstream reputation for reliability and resale that supports steady demand, but it is not an aspirational or halo brand the way a luxury or enthusiast marque is — image here is solidly positive rather than beloved.

Owner-forum and dealer pricing threads from the period describe essentially no financing incentives and minimal cash discounting — some buyers paid at or very close to MSRP, especially on EX/EX-L/Touring trims, because demand was outrunning supply.

2018 is the second model year of the fifth generation (launched for MY2017 on the current Civic-derived platform, running through MY2022), so the car is current with no imminent redesign risk but isn't the brand-new launch year either.

The 2018 CR-V was a consistent comparison-test contender and genuine award winner: NHTSA 5-star overall rating with top marks in nearly every test, an IIHS 2018 Top Safety Pick, and U.S. News' Best Compact SUV for the Money and for Families awards, alongside strong buff-book scores.