The Honda CR-V has been around for a few years now and is a very familiar site on UK roads. Honda recently launched a diesel version of the CR-V which can only enhance sales figures further. So how did we get on with a week in the Sport version?

The engine isn't totally new to Honda; it debuted first in the Honda Accord saloon and Tourer. Honda entrusted the design of this, its first diesel engine, to Kenichi Nagahiro, the same designer who did the V-TEC variable camshaft timing system. Amazingly, despite the complexity of the V-TEC system, there has never been a single warranty claim on it. Nagahiro hated diesels; hated everything about them; hated the noise, the lack of power, the dirtiness of them. Honda gave him carte blanche to create a new type of diesel, and he didn't let his employer down. In fact Honda's advertising campaign reflects this, the annoyingly unrelenting words to the backing song being "hate something, change something".

The diesel engine in the Honda CR-V uses a revolutionary semi-solid casting process which enables the block to be cast in light aluminium alloy, unlike pretty well every other diesel engine, which use a heavy cast iron block. The 2.2-litre diesel engine produces 138bhp at 4000rpm and backs this up with 251lb.ft of torque at just 2000rpm, while returning a claimed 42.2mpg on the combined cycle and conforming to Euro IV emission regulations. In the CR-V this engine is mated to a six-speed manual gearbox (there is no automatic option) and a part-time four-wheel drive system that runs in front-wheel drive only in normal running, but automatically switches to four-wheel drive at the first hint of front wheel slip, as in Nissan's Murano.

The engine starts on the turn of the key, so no waiting for the glowplugs to warm up like diesels of old, and although a little noisy on start-up, soon settles to something much quieter even if it would never fool anyone that it's a petrol engine. The enormous torque of this engine gives very brisk acceleration that totally belies the 0-62mph figure of 10.6 seconds claimed by Honda. It feels a lot quicker. But standing starts are not what the CR-V is all about; mid-range acceleration is more than strong enough to overtake safely on today's crowded roads.

With six gears covering the range to the top speed of 112mph, there is plenty of scope for high gearing to aid fuel economy; maybe a little too high gearing with sixth providing well over 30mph/1000rpm. Although the engine will pull from lower speeds, there really is little point in using sixth gear below 40mph, accelerating from slower than this produces a resonance which feels much like the buffeting some sunroofs produce. In fact, I found myself driving round urban speed limit areas more usually in fourth gear rather than fifth for much the same reason. Once out of the urban limit, then this engine pulls strongly from as little as 1300rpm all the way up to 4000rpm, and while not petrol engine quiet, is unobtrusive.

I found the ride in the CR-V to be rather firm, a little jiggly even over less smooth surfaces. Sitting so high up, there was always a feeling of roll movement when cornering, but mostly this seems to be in the mind rather than actual significant roll. While not being a low slung sports car, nor capable of cornering associated with one, the CR-V is far more capable round corners than many of the SUV genre, BMW X3 aside. Only when pushing on did the rear seat passengers complain, and that was more down to lack of lateral support in the rear seat than having achieved alarming roll angles.

Up front, the seats (cloth on the Sport model, leather in Executive trim) were very comfortable and supportive with plenty of adjustment to find a good driving position. Weighting of all the controls is nicely balanced as usual for Honda, the steering especially treading that rare ground for power assisted systems by being neither too light nor too heavy. The dashboard looks fine with easy to read instruments; the heater controls both look attractive, and are chunky enough to use while wearing gloves. The standard fit climate control in this model maintained a pleasant environment within the CR-V that meant we never felt tempted to open the windows or the sunroof. It is winter after all...

Honda's CR-V 2.2 i-CTDi Sport (to give the car its full name) has an on-the-road price of £20,300 (the diesel range starts at £18,800 with the SE model) and the trimmings and equipment fully reflect this price. Airbags abound, there being front, side and curtain items fitted. Alloy wheels are fitted as standard (16-inch), and this includes a full size spare which is attached to the rear tailgate, although oddly, there is a spare wheel well under the boot floor too. Talking of boot floor, a nice touch for this leisure-oriented vehicle is that the boot floor lifts out and converts into a square picnic table, the legs folding out from underneath.

The CR-V is as practical as it looks; the tailgate opens fully to 90 degrees and locks into place, making the loading/unloading of bulky/heavy items easier than with many of its competitors. As well as this, the rear hatch glass lifts open separately, and is automatically unlocked whenever the car is so just lifts without needing to unlatch. An arrangement of roller blinds ensure that luggage is kept out of sight, and the rear seat even slides forwards and backwards allowing the boot/legroom compromise to be altered to suit - not that boot room is much compromised, as the loading area is simply massive. Other neat features include a cool box built into the dashboard and cupholders (bottle holders really) in the centre tray between the front seats that doesn't get in the way.

You'll have guessed that the Honda CR-V went down rather well with us at The Car Enthusiast, to the point where I was almost having to look for things I didn't like. They were few and petty, the biggest being the seat belt buzzer that went off as soon as you turned the ignition on, or maybe it's just me that puts on my seatbelt after starting the engine? The lack of an outside temperature gauge, almost standard fitment on anything these days, was annoying as was the clock being part of the radio display rather than a separate item. And finally the central rear headrest restricted view through the rear view mirror. Not much serious there really, those and the lack of an automatic option with the diesel engine.

It was harder to work out what the competition is. Honda feels the rivalry lies mainly in the Nissan X-Trail, although the likes of the Toyota RAV4, Land Rover Freelander and even the BMW X3 are considered fair game. Finally, for the anglophiles out there, the Honda CR-V is British! Every Honda CR-V is built at Honda's plant in Swindon.