The CR-V barely depreciates, which is both the good and the bad news. A 2016 EX AWD stickered around $27,000 new and now sits near $12,000–$14,000, on a curve that's gone flat. You won't get one cheap, but you also won't watch your money evaporate — Honda resale holds because these run so long.
This is the fourth-generation CR-V (2012–2016), in its final and most refined model year. The 2016 pairs the 2.4-liter direct-injection K24W with a CVT and real-time AWD. It's the last of the naturally aspirated CR-Vs before the 2017 redesign switched to the 1.5-liter turbo (a different engine with its own, more prominent, oil-dilution history) — which is part of why a clean 2016 is a sweet spot in the used market.
The 2.4L K24W makes 185 horsepower and belongs to one of Honda's most durable engine families. Its one documented quirk is specific to the 2015–2016 direct-injection version in cold climates with lots of short trips: fuel could wash past the rings and dilute the oil. Honda addressed it with a software update (and extended warranty coverage in affected regions), so the job on a used one is simply to confirm the update was applied and the oil is clean. Paired with a CVT and real-time AWD, real-world economy runs 26–28 mpg combined. Towing is rated at 1,500 pounds — light-duty only.
Once the fuel-dilution update is confirmed, not much of consequence. The most expensive common repair is the air conditioning or an occasional fuel-system component, around $1,500 — not an engine or transmission event. Below that: infotainment quirks, a tired battery, and ordinary suspension wear. None is a systemic defect; all are visible and priceable.
The 2016-specific flag is the fuel dilution — verify the software update was applied and check the oil for an over-full level or gasoline smell. Beyond that, confirm the fuel-pump recall (Honda KGC/KGD) and any Takata airbag campaign are closed against the VIN, and check the underbody for rust on salt-state cars. Skipped free recalls tell you how the rest of the car was treated.
Cold first: pull the dipstick, check the level isn't above full, and smell for fuel — the tell for dilution. On the drive, the CVT should be smooth and the AWD should engage cleanly on a slow tight circle. Then get underneath for rust. Cycle the A/C to full cold and run Bluetooth to catch the minor gripes. A confirmed update, clean oil, and solid metal is most of the decision made.
At ~110,000 miles, plan for the next year or two: CVT fluid service if undocumented (~$150–$250), spark plugs if not done (~$150–$250), brake fluid (~$100), coolant if there's no record (~$120), and rear differential fluid on the AWD (~$90–$150). Front brakes and tires are wear items to budget. Suspension bushings and links are the likeliest larger item past 110k.
Budget roughly $3,000 over three years at about 12,000 miles a year, assuming the fuel-dilution update is confirmed and the car is clean at purchase. That covers routine oil services, the maintenance items above, one brake service, a set of tires, and a buffer for the A/C or a suspension component. It excludes fuel and insurance, and it excludes rust repair — which changes the question entirely if the underbody is bad.
The buyer who wants dependable, practical all-weather transportation with room for a family and gear, and is willing to spend one inspection confirming the fuel-dilution update and a clean underbody. Get those right and it's one of the most sensible used SUVs going.
GOOD CAR. The K24 and CVT are a durable pairing, and the one 2016-specific concern — cold-climate fuel dilution on the direct-injection 2.4 — was addressed by a Honda update and is fully verifiable before you buy. Confirm the update, clean oil, closed recalls, and a solid underbody, and you're buying a benchmark compact SUV. The only ways this one disappoints are a skipped update, neglect, or rust — all of which you can check for yourself before you pay.