No question about it – exterior designer Manabu Konaka’s restyling efforts on what is essentially the outgoing model’s structural underpinnings have created a considerably more attractive, even pugnacious-looking fourth-generation Honda CR-V than the outgoing model.

It’s claimed also to be 6.5 per cent more aerodynamically efficient. And the notable lack of significant wind noise even at the 2.2 diesel’s  near-120mph maximum on a Munich autobahn seems to bear this out. Visibility’s better, too, thanks to bigger windows in a package which – against the industry trend – has managed not to grow in overall size from, and is actually lower than, the previous model.

It rides well, ironing out efficiently some atypically bumpy backroads in the Bavarian countryside where we were testing it and its new electric power steering system has enough precision to make the CR-V an undemanding, even fun, car to drive.

Overall, Honda engineers like to describe it as an “all-rounder with a touch of luxury.” That’s over-egging the pudding a bit, but the interior is well thought out, the quality of materials good and fit and finish to the above-industry average standard expectable from Honda.

Business users in need of space efficiency will also appreciate a marginally increased boot and load-length capacity, made possible by some ingenious structural sheet metal changes which have also contrived to increase driver and passenger headroom (a criticism of the outgoing model) despite an overall reduction in vehicle height. Honda claims that three mountain bikes and three people can now be accommodated without problem.

A new benchmark for the sector once again, then?

That status eludes CR-V Mk 4. This new Honda is a mainly well-engineered, good looking and thoroughly competent new player. But it sets no startling new standards and some will also regard its pricing as ambitious. It is competing in a sector drawing in a steady succession of attractive new players, and those much-sought conquest sales may well be tough to find. Not least, there remain issues in terms of CO2 emissions and fuel efficiency, 12 per cent improvements notwithstanding. To specify the 2.2 diesel with the automatic transmission option is to accept a jump in CO2 emissions to a less than inspiring 174g/km and hefty company car tax bill.

Honda CR-V 2.2i-DTEC EX – the low down