This Is The Most Reliable Honda CR-V Model Year
One of America's most popular crossovers behind the Toyota RAV4, the Honda CR-V has established a generally positive reputation for reliability across six generations. It's also an efficient and versatile option in its segment, which is why it continues to sell so strongly.
However, even Japanese automakers falter in terms of reliability at times, which is why not all CR-Vs can be considered equally dependable. We've looked through the data to establish which CR-V model year is the most reliable of all.
We used a combination of customer complaints and recall data from sources like J.D. Power, Car Complaints, and the National Highway Traffic Safety Administration (NHTSA). The number and severity of complaints/recalls were both considered.
In looking for the most reliable Honda CR-V years, models from the 2021 model year and newer have been excluded, since they have not been on the road for long enough to get an accurate picture of reliability.
The 2006 CR-V forms part of the crossover's second generation, which first arrived for the 2002 model year. Overall, this generation has strong four-cylinder engines, and they do without the potentially more complex turbos equipped to more modern CR-Vs. The 2006 model used a 2.4-liter engine from Honda's well-regarded K-Series engine family, but make sure you find one that has had its oil changed at the necessary intervals, as the VTEC system can fail if this hasn't been done. If well-maintained, though, this is easily one of the most reliable CR-V years.
At this stage, Honda was also using a conventional five-speed automatic or a five-speed manual, instead of the newer CVTs - these conventional transmissions are generally considered more reliable than CVTs, but some owners reported shuddering or slipping, so look for a smooth-shifting transmission on a test drive.
The 2006 model has a low overall number of complaints on Car Complaints and the NHTSA, but it does have 13 recalls to its name. However, most of these recalls relate to the Takata airbag saga, so as long as this CR-V has had its airbags checked, it should be very reliable. The most recent recall was five years ago, for a driver's side power window switch that could overheat and fail.
Perhaps the biggest issue facing the 2006 CR-V is its age, as they're roughly 20 years old now. If you can find a low-mileage example with a full service history, we expect it will be very reliable.
Inside, the 2006 CR-V preceded the touchscreen era, so you won't have issues with screens freezing or glitchy software. You won't get any of the modern driver-assistance features, though, but this simplicity is part of what makes it one of the best years for the Honda CR-V.
RepairPal states an annual repair cost of $407 for the CR-V, along with a low likelihood of severe repairs. It also gave the CR-V a reliability rating of 4.5 out of 5, another feather in the cap for the 2006 CR-V.
It's not nearly as efficient as a modern CR-V, though, so you will have to factor in the 23 mpg combined rating for the automatic model. For the manual, expect 21 mpg combined.
According to Kelley Blue Book, the price of a 2006 Honda CR-V is around the $5,000 mark today, rising to $5,500 or so for the range-topping SE. Originally, the 2006 CR-V started at just over $22,000. If you budget another couple of thousand bucks over that for potential repairs, you can still get a solid used SUV for under $10k. For an older vehicle, it's expected that some normal wear and tear items will need to be attended to.
"This car has been extremely reliable and never broken down in 313k miles with normal maintenance," said one 2006 CR-V owner on KBB. "It's held up extremely well considering that it's been around 2 decades."
If you're after the best CR-V years for reliability, we'd also recommend other examples of the second generation and recent fifth-gen models. That's not to say all other CR-Vs should be avoided, but you should take greater care with other models, which have a higher risk of some serious issues plaguing your experience.
If you're open to other used, reliable SUVs, consider the most reliable Toyota RAV4.
What year of the Honda CR-V is most reliable?
Our research shows the 2006 CR-V to be the best. However, Honda CR-V reliability is generally solid for the entire second generation.
Which Honda CR-V is the most reliable?
The 2006 model, along with most second-generation CR-Vs, are particularly reliable.
What is the best Honda CR-V model to buy?
If you're not looking for ultimate reliability, the newer CR-Vs are nicer vehicles with better comfort and performance. A CR-V Hybrid from the fifth or sixth generation is particularly appealing.
Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Car and Driver
an hour ago
- Car and Driver
Honda Planned to Build a V-8 Ancestor to the NSX in the 1970s
Back in the 1970s, Honda nearly built an ancestor to the NSX supercar. The car would have featured a V-8 engine with CVCC emissions technology. Volunteers at Honda's design department recently digitized and reimagined the concept, with input from the original designers. Before he ran a car company, Dr. Soichiro Honda was a race car driver. He wasn't really any good at it (he crashed in his very first race), but a love of speed emerged from the wreckage and never went away. It's partially the reason for Honda's choice to build a sports car—the S500 roadster—as its first passenger vehicle. In the 1970s, Honda had even bigger dreams: a mid-engined V-8-powered supercar. A Pre-NSX Prototype Of course, today we know that Honda did eventually get its world-beating supercar with the Acura NSX. Dr. Honda lived just long enough to see the NSX turned into a reality—not unlike Enzo's last personally approved project being the F40—and you have to imagine he'd smile to see how beloved the car is today. The recent auction sale of a facelifted first-generation NSX-R for the equivalent of more than $1 million proves that Honda's mid-engined moonshot is getting the credit it deserves. However, wind the clock back and imagine a world where the NSX arrives about 15 years earlier, and with V-8 power mounted amidships. It sounds crazy, but you have to remember that Honda was a fully mature company by the 1970s. While the Civic was a runaway success for its thrift more than sporty handling, the company had found success in Formula 1 racing as far back as the 1960s. In terms of engineering confidence, both Honda the man and Honda the company were overflowing with it. In one of the cheekier moments from company history, GM executives scoffed at Honda's Compound Vortex Controlled Combustion (CVCC) technology, a clean-burning design that meant the 1975 Civic could pass emissions without a catalytic converter. That's fine for motorbikes and tiny cars, the execs said, you can't do that with a proper V-8. Honda Dr. Honda bought a Chevy Impala with a 5.7-liter V-8 and shipped it to Japan, where it was converted to CVCC tech with new cylinder heads, then had it shipped back to the United States. The car promptly passed emissions without a catalytic converter. Mic drop. Emission standards in the 1970s are often derided for strangling the life out of the muscle-car era, but good engineering can preserve power while still running clean. There's not much information out there about what displacement Honda planned for its potential 1970s V-8, but figure something small and high-revving, typical of the bikes and later performance cars it built. A Svelte V-8 Supercar During that time, Honda's designers considered both front-engined and mid-engined layouts, and it was the latter that made it to the full-size clay model part of the design process. Having built actual F1 cars from the ground up, Honda engineers would have had a good grasp of mid-engined design. In sketches, the car looks halfway between a Prelude and a Lotus Esprit. Honda Honda As a concept, the mid-engined Honda sports car didn't make it past the mid-1970s. However, thanks to some volunteers from Honda's design department, the car has been built in static form. It's only a one-fourth-scale model, or as Derek Zoolander would say, '[it] needs to be at least three times bigger than this.' However, volunteers carefully created a 3-D wireframe model based on the original models and sketches, built out surfaces using software, then brought in the original designers to check things over and offer final approval. Honda In model form, this what-might-have-been Honda looks great. Even better, there's no reason why the faithfully measured virtual model couldn't be handed over to the staff at Gran Turismo to be turned into a car you could drive in its racing video game. After all, many concepts find their way into GT. Fancy having a virtual go in a proto NSX with eight cylinders? We bet Dr. Honda would have wanted you to. Brendan McAleer Contributing Editor Brendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki's half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. Read full bio
Yahoo
2 hours ago
- Yahoo
Japan Built These Engines to Be Legendary — And They Still Are
Japanese car manufacturers may be best known for their highly reliable, if somewhat dull, cars. However, as every JDM enthusiast will tell you, carmakers from the land of the rising sun have made some of the best engines ever. Whether you want a highly tunable twin-turbo unit that can easily put an Italian supercar to shame or a screaming naturally aspirated engine that'll last a lifetime, there's a Japanese engine for you. Let's look at some of the best Japanese engines ever made, and please note that this list is by no means exhaustive. To compile this list, we focused on Japanese engines that left a lasting mark on the automotive world, whether through performance, tunability, innovation, or cultural impact. We considered engines from all major Japanese manufacturers, both naturally aspirated and forced induction, as long as they were designed with performance in mind. Key factors included output per liter, rev characteristics, engineering ingenuity, motorsports pedigree, reliability under stress, and real-world tunability. While not exhaustive, this curated list highlights a blend of iconic classics, unsung heroes, and modern marvels that continue to excite enthusiasts and builders alike. Let's kickstart this list of Japanese performance car engines with one of the most iconic powerplants ever made, the Nissan RB26DETT. This twin-turbocharged 2.6-liter lump was the heart of Godzilla, found under the hood of the Nissan Skyline GT-R. In stock form, the RB26DETT produced 276 horsepower, although dyno tests proved that Nissan had severely underrated the engine, as it produced around 330 horses in the R34. Still, as per Drifted, that's nothing compared to what it's capable of, as tuners have extracted ridiculous amounts of power from this JDM legend. Toyota's 2JZ-GTE is probably the only Japanese engine that can match the RB26DETT's fame. Found under the hood of the Supra, among others, the 2JZ became a favorite among tuners after the first Fast & Furious movie in 2001. While JDM engines officially produced 276 horses, 2JZ-GTEs sold on the North American market churned out 320 horsepower. As MotorTrend points out, engine builders quickly figured out how to tease out more ponies from the twin-turbocharged 3.0-liter inline-six, and 2JZs are now installed in anything from mild street cars to full-on race cars and drift missiles. The best part? It still offers Toyota's legendary reliability. Lexus took its sweet time to perfect the LFA, but the end result was nothing short of astonishing. Part of what made it so good was the V10 engine mounted right in front of the driver. The naturally aspirated 4.8-liter V10 unit was co-developed with Yamaha, and has a 9,000 rpm redline; at that point, it sounds like a pack of screaming banshees. Yamaha helped develop it, and judging by their excellent sports bikes, it's safe to say they know a thing or two about building powerful, high-revving engines. In 1989, the US was introduced to the Mitsubishi turbocharged 4G63 2.0-liter DOHC engine via the Mitsubishi Eclipse, Eagle Talon, and Plymouth Laser. As MotorReviewer points out, in other markets, it was also available in the legendary Lancer Evolution, and Mitsubishi also made a rally-spec 4G63T version. Producing roughly 270 horsepower in stock form, the 4G63 was one of the most powerful engines made by Mitsubishi. Both the Eclipse and Lancer Evo have been modified to produce ridiculous amounts of power, both for street and track use. As per Drifted, Honda first introduced us to the now-legendary B-series in 1988. The performance-oriented DOHC unit was sold alongside the economy-focused D-series engine. To extract maximum performance, drivers were required to keep it in the VTEC range, which led to it being called "the torqueless monster." The most potent Honda B engines were found in the 1997 Civic Type R and the Integra Type R. The CTR had a 1.6-liter that produced 182 horsepower, and the ITR used a 1.8-liter with 197 horses, but those were JDM-only. Export versions of the Civic and Integra had less power. Mazda wasn't the first carmaker to experiment with the rotary engine, but it was definitely the most persistent. Over the years, it fine-tuned the Wankel rotary design and the 13B-REW found in the FD RX-7 is by far the best mass-produced version. According to MotorReviewer, it may just be a 1.3-liter, but thanks to its twin-rotor, twin-turbocharged design, it produced between 250 and 276 horsepower. Its turbochargers were also sequential, so one spooled up at low revs, and when it ran out of breath, the next one took over, all the way to its 8,000 rpm redline. Since we included the famous 2.0-liter Mitsubishi engine, we must also include its most significant competitor from the WRC, Subaru's lineup of turbocharged EJ boxer engines. Haltech says it is the pinnacle of Japanese Boxer engines. Subaru first introduced the EJ in 1989, and it remained in production until 2021, so it was clearly a good one. It wasn't 100% trouble-free, but the EJ would last a long time with proper care and maintenance. Turbocharged EJ engines produced anywhere from roughly 200 horsepower to more than 300 wild stallions. Displacement ranged from 2.0 to 2.5 liters, and it made its way under the hood of iconic models, such as the Impreza WRX, Forester, and Legacy. Toyota developed the 4A-GE with help from the engine wizards at Yamaha. It ended up being the Japanese carmaker's longest-running production engine, produced from 1983 through 2000. Early engines produced 112 horsepower, but with time and new technology, this figure grew to a more substantial 163 horses. Toyota installed it in several of its performance cars, such as the MR2, AE86 Corolla, and the Celica. There was even a supercharged version, known as the 4A-GZE, that produced roughly 170 horsepower. The K20A unit ensured that Honda's naturally aspirated VTEC engines went out with a bang. It was the last of its kind, as Honda moved towards turbocharging, and while it packed a decent punch in standard form, enthusiasts soon found out that it was one of the most tuner-friendly engines ever made. As High Performance Academy says, the Honda K-series has since been swapped into practically any car you can think of, from classic British sports cars to iconic JDM machines and even American pony cars. In naturally aspirated form, it can produce a very healthy amount of power, but slap on an aftermarket turbo kit, and the sky's the limit. Enthusiasts weren't happy when Nissan first announced its new GT-R would no longer have the legendary RB26. However, as soon as they learned about its replacement, the VR38DETT, it was all sunshine and rainbows. In standard form, this engine is a proper supercar slayer. According to MotorReviewer, early units produced around 480 horsepower, but some versions have as much as 710 wild horses. Even that is nowhere close to its true potential, as tuners have extracted a whopping 3,500+ horsepower at the crank! This 5.0-liter V8, found under the hood of top-of-the-range Lexus performance models, is no match for the Nissan VR38DETT, but it's still an awe-inspiring engine. Lexus and Toyota build engines that last. Since it's still relatively new, we don't know how long it'll last, but being a Lexus engine, it'll probably keep running forever. That being said, the 2UR-GSE houses over 400 horses, so it's certainly no slouch. It packs enough grunt to keep up with its European rivals, such as the BMW M3 or Mercedes-AMG C63. When Honda introduced the S2000 at the end of the 1990s, it was a complete game-changer, at least engine-wise. The Japanese roadster only had a naturally aspirated 2.0-liter engine, but it produced a whopping 237 horsepower at 8,800 rpm. The Honda F20C engine was so good that it won the International Engine of The Year award five times and was named the best four-cylinder engine of the last 30 years, according to S2KI. It also held the record for the highest specific power output for any mass-production naturally aspirated piston engine until 2010, when Ferrari introduced the 458 Italia. According to High Performance Academy, the SR20DET is another compact four-cylinder with a big reputation. Found in the Nissan Silvia, 180SX, Pulsar GTi-R, and Bluebird, this engine was Nissan's answer to the 3S-GTE and 4G63. With an iron block, strong internals, and a rev-happy nature, it became a darling of the drift and tuning scenes. In stock form, it produced between 200–250 horsepower, but tuners quickly unlocked far more. The SR20 is still widely used in grassroots motorsports today, and its affordability and reliability made it a go-to swap for a generation of JDM fans. Drifted states that the 3S-GTE is a turbocharged inline-four that powered the MR2 Turbo and Celica GT-Four, both WRC legends in their own right. With forged internals, a closed deck block, and serious tuning potential, it became a favorite among rally and track enthusiasts. Stock output ranged from 182 to 260 horsepower, depending on the generation, but with basic mods, it can easily crack 400+. It's one of the most robust and underrated turbocharged engines Toyota ever built. As AutoEvolution's Vlad Radu points out, the Toyota 2ZZ-GE engine was developed in collaboration with Yamaha. It is a high-revving 1.8-liter four-cylinder engine that proved Toyota wasn't done building exciting naturally aspirated engines. It was used in a range of performance cars, including the Lotus Elise and Toyota Celica GT-S. Featuring variable valve timing and lift (VVTL-i), the 2ZZ made 190 horsepower and redlined at 8,200 rpm. It had a sweet powerband and rewarded spirited driving, making it a favorite among tuners and autocross enthusiasts. The 2ZZ is one of the last affordable high-revving N/A engines, and a symbol of a golden era that's fast disappearing. From the iron-block durability of the 2JZ to the screaming redline of the F20C, Japanese performance engines have consistently punched above their weight. They've powered everything from affordable tuner cars to exotic limited-edition supercars, influencing car culture across continents. These engines represent the perfect marriage of engineering precision, reliability, and driving excitement. As the automotive world moves increasingly toward electrification, the golden era of Japanese combustion engines is winding down, but their legacy will live on forever.
The Verge
2 hours ago
- The Verge
Ford's new modified Mustang Mach-E is ready to fly up Pikes Peak
The Pikes Peak International Hill Climb is a racing event that's been going on since 1916. It's a 12.42-mile run that climbs 4,720 feet and serves as a proving ground for carmakers to test the speed and agility of their new vehicles. Electric cars tend to do well in the Pikes Peak race; they don't have to deal with the problems of high altitudes and thinner air that can stymie racecars powered by fossil fuels, making it an ideal testing ground. The first electric car to win was in 2015, when Honda claimed victory with an electric CR-Z. Volkswagen's ID R set a course record in 2018, blasting up the course at over 90 mph in just under eight minutes. But for the past two years, one company has claimed the title of King of the Mountain with its wildly designed electric demonstrators: Ford. The engineers at the automaker's racing division approach the race with the zeal of a mad scientist. First there was the SuperVan 4.2, a 2,000 horsepower (not a typo) 'lightly modified' Transit van with a rear wing so enormous it looked like it could simply fly to the top of the infamous hill. Then there was the F-150 Lightning SuperTruck, a beastly version of the automaker's electric pickup that, like the SuperVan, took home the top prize — even after briefly coming to a complete stop during its run. For the past two years, one company has claimed the title of King of the Mountain with its wildly designed electric demonstrators: Ford This year, Ford is switching things up with the Super Mustang Mach-E, an EV demonstrator with specs similar to the SuperVan and SuperTruck, with some key differences. Still, the Super Mustang Mach-E will have the same challenge: get to the top of the hill faster than anyone else. And while SuperTruck was an evolution of SuperVan, the Super Mustang Mach-E is more of a 'ground-up exercise,' said Zach Burns, F1 and EV demonstration program engineer, in an interview. That includes a new suspension, a full aerodynamic redesign, carbon brakes, and other additions designed to help the demonstrator charge up the notorious hill as fast as possible. Much of that will come down to downforce, and Ford Performance has really outdone itself with this one. Perhaps you've noticed the enormous rear wing that's reminiscent of a more traditional racecar design with endplates over the curved, body-joining structure. This will help the Mustang Mach-E generate a staggering 6,900 pounds of downforce at 150 mph, surpassing even last year's SuperTruck high-downforce configuration. 'You're only going to see that kind of level [of downforce in] F1 and LMP1 [vehicles] back in the day,' Burns said. 'So it's a very high downforce vehicle.' The Super Mustang Mach-E is more of a 'ground-up exercise' Design work began last September, Burns said. By the end of October, the Ford Performance team had 'fully committed' to the design of the vehicle. And final assembly took place about a month and a half ago in Austria by STARD Advanced Research and Development, Ford's manufacturing partner in the project. The team started with a point-mass model, cycling through 'hundreds and hundreds' of iterations until they settled on the form factor that would be most competitive on the track, Burns said. 'So you're looking at wheelbase track, width, lengths, weights, power, downforce — just kind of all the different spectrums of a vehicle and to settle on the attributes you'd want to have,' he added. Crucially, the Super Mustang Mach-E is a lighter and more nimble racer than its predecessors, with more regenerative ability and a more balanced weight distribution. This will help with the 12.42-mile course's twisty ascent, Ford says. At the heart of the Super Mustang Mach-E are three STARD UHP 6-Phase motors producing over 1,400 horsepower, all fed by 50kWh of ultra-high-performance Li-polymer nickel-manganese-cobalt pouch cells. Like last year's entry, the demonstrator operates on a voltage of 799V, but this year's setup sheds critical weight — over 260 pounds — while delivering regenerative braking of 710kW. The car's carbon braking system, forged magnesium wheels, and Pirelli P-Zero tires are engineered to withstand the punishing 156 turns up to the 14,115-foot summit. At the heart of the Super Mustang Mach-E are three STARD UHP 6-Phase motors producing over 1,400 horsepower Ford is eyeing a potential hat trick (or would it be a Triple Crown?) with this year's race, which takes place June 22nd in Colorado. As with Ford's previous Pikes Peak entrants, French racing impresario Romain Dumas will pilot the Mach-E to the summit. To mark Dumas' milestone with the team, the Mustang Mach-E will carry the official race number 310 — a nod to his third entry with Ford Performance and tenth overall run up Pikes Peak. But this is not some vanity project for Ford. Key learnings from the Super Mustang Mach-E and its counterparts are 'actively influencing' the next generation of Ford EVs for production, the company says. This includes innovations in battery chemistry, thermal management, and high-performance electric drive units 'tested under extreme stress at Pikes Peak.' 'These vehicles are the upper echelon of the peak of what you can see and what we do here,' Burns said. 'I think that definitely helps validate and improve what we do on the production side.'
