Honda CR-V IV (RM) (2012 – 2018)

Reliability score : 9.0/10

The fourth-generation Honda CR-V (code name RM) marks an evolution towards a more road-oriented and family-friendly use compared to its predecessors. Unveiled in late 2011 and launched in Europe in late 2012, it stands out for its record interior space, immense trunk (589 liters), and high level of ride comfort. The 2015 facelift brought aesthetic touches, improved sound insulation, a new infotainment system (Honda Connect), and, most importantly, the replacement of the aging 2.2 i-DTEC with an all-new 1.6 i-DTEC bi-turbo 160 hp engine paired with a ZF 9-speed automatic gearbox. Although demand here focuses on the diesel (very popular in Europe for this model), the CR-V has been a global best-seller thanks to its notoriously indestructible i-VTEC gasoline engines. Overall, it is one of the

✅ Strengths

Exceptional overall reliability, far superior to the segment average
Giant interior space and trunk volume (589 to 1669 liters) with 'Magic Seats' system
Very fuel-efficient i-DTEC diesel engines (especially the 1.6 120 hp) and powerful
Suspension comfort and sound insulation (especially after the 2015 facelift)
Ergonomics of controls and driving position

⚠️ Weaknesses

Dated, slow, and unintuitive infotainment system (even the post-2015 Honda Connect)
Quality of some interior plastics (hard and prone to scratches)
5-speed automatic gearbox (on 2.2 i-DTEC and 2.0 i-VTEC) slow and detrimental to fuel consumption
Non-permanent all-wheel drive (Real Time AWD) not well suited for true off-roading
Relatively fragile body paint (prone to stone chips)

🎯 Verdict

The 4th generation Honda CR-V is an absolute sensible choice. If you are looking for a used family diesel SUV, it is one of the safest purchases on the market. The 1.6 i-DTEC 120 hp is the best diesel buy for its frugality and flawless reliability, provided you drive enough to preserve its DPF. For those who need all-wheel drive or an automatic gearbox, the 1.6 i-DTEC 160 hp (post-2015) is preferable to the aging 2.2 i-DTEC, although the latter remains a mechanical rock. Simply avoid diesel models that have only been driven in the city. If your annual mileage is low (< 15,000 km), opt without hesitation for the 2.0 i-VTEC gasoline, which is literally indestructible.

Common issues

Encrassement du filtre à particules (FAP) Medium

🔧 100 000 – 180 000 km

💶 300 – 600 € (nettoyage), 1 200 – 2 500 € (remplacement)

Effectuer des trajets longs réguliers pour favoriser la régénération du FAP.

Encrassement de la vanne EGR Medium

🔧 80 000 – 150 000 km

💶 150 – 300 € (nettoyage), 400 – 800 € (remplacement)

Un nettoyage préventif peut prolonger sa durée de vie et éviter les pannes.

Usure prématurée de l'embrayage (boîte manuelle) Medium

🔧 120 000 – 200 000 km

💶 900 – 1 600 €

Tester l'embrayage lors de l'achat, éviter les démarrages brusques et surcharges.

Problèmes d'injecteurs diesel High

🔧 150 000 – 250 000 km

💶 350 – 700 € par injecteur

Utiliser du carburant de qualité et faire vérifier le système d'injection.

Usure des silent-blocs de suspension Low

🔧 80 000 – 150 000 km

💶 200 – 500 € (par essieu, selon les pièces)

Vérifier l'état des silent-blocs lors des entretiens réguliers.

Estimated maintenance costs

Oil change	£90 – 160
Clutch	£800 – 1 500
Complete brakes	£280 – 550
Estimated annual budget	£650 – 1 200

Indicative estimates (independent garage, UK market). Prices vary by region and year.