Honda CR-V review: practical but pricey hybrid SUV

Quick review

Does the Honda CR-V still stand for ‘Compact Recreational Vehicle? Well, at over 4.7 meters in length for this sixth-generation version, we wouldn’t say so. Perhaps ‘Comfortable Recreational Vehicle’? Again, we’d be inclined to say you can find several rivals that are more comfortable. However, the CR-V is a spacious, well-equipped SUV that’s also packed with safety technology to keep you and your loved ones safe. Mind you, it should come stacked with equipment, considering its premium pricing.

About the Honda CR-V

The CR-V has been a part of the Honda lineup since the late ‘90s when it was the brand’s only SUV, and it competed with rivals like the Land Rover Freelander and Toyota RAV4. Today, the CR-V sits above the smaller Honda HR-V and ZR-V as the largest SUV from the Japanese manufacturer. 

It still goes up against the RAV4 (and its Suzuki Across counterpart), but now it’s the Land Rover Discovery Sport, plus a whole host of other challengers, including the Ford Kuga, Hyundai Santa Fe, Kia Sorento, Mazda CX-60, Nissan X-Trail. Peugeot 5008, Renault Austral, and Skoda Kodiaq. You can even include posh rivals such as the Audi Q5, BMW X3, Lexus NX and the Volvo XC60 in the mix due to the CR-Vs ambitiously high price, which is even greater than some electric alternatives such as the best-selling Tesla Model Y.

That pricing starts at around £46,000 for the entry-level Elegance, rising to nearly £49,000 for the Advance trim, going all the way up to almost £54,000 for the range-topping Advance Tech. We think that’s pretty punchy, considering that puts it in the realm of some excellent premium SUV choices, a few of which have the additional flexibility of seven seats. That’s impossible with the hybrid-only UK CR-V range because the batteries and the associated hybrid gubbins take up the space where the third row would go. Seven seats are available in petrol-only versions of CR-V sold in other countries, but we won’t get that option in the UK because the petrol will be too thirsty for our tastes.

We’re getting the full-hybrid e:HEV CR-V, which uses a 2.0-litre petrol engine, an electric motor, plus a dinky 1.06kWh battery pack, plus a plug-in hybrid e:PHEV to woo potential company car customers. The latter may also tempt people wishing to tow a caravan with its 1500kg towing figure, although it is a shame that this particular version is front-wheel drive only, potentially posing a problem for anyone trying to pull a caravan across wet grass. The regular e:HEV CR-V has the additional traction benefit of four-wheel drive but has a disappointingly low towing limit.

The CR-V is very well-equipped with a panoramic glass roof, electrically adjustable and heated front seats, a heated steering wheel, plus leather trim. There’s also an electric boot lid, a rear-view camera, automatic LED headlights, four different drive modes, a wireless smartphone charger, keyless entry and Honda’s Sensing 360 safety technology. 

Step up to the Advance model, and you’ll get an uprated sound system, electric adjustment for the driver’s seat with memory settings, a head-up display, heated rear seats and ventilation for the front seats, plus adaptive headlights. The priciest Advance Tech is the only way to get the plug-in hybrid version, and adds side parking sensors, black alloy wheels, black exterior trim, and a dark headliner inside.

Engines, performance and drive

You might argue that power and fun aren’t relevant qualities for an SUV like the Honda CR-V, but rivals like the BMW X3 or Ford Kuga offer a more engaging drive. We were disappointed that the same nose-heavy feeling we experienced in the smaller ZR-V goes a step further here, with the limit of grip from the front being lower than we’d like in a large SUV. It’s especially at odds with the heavier-than-expected steering, which, in typical fashion these days, doesn’t offer much feedback as to when the CR-V starts to lose purchase on the Tarmac.

It’s best to drive it in a relaxed manner, which the CR-V is happy to do. Ride comfort is reasonable, and the CR-V doesn’t feel unwieldy on the road despite the increased size. Body lean in the bends is well-managed, but on the whole, there are sharper-handling SUVs out there. Matters aren’t improved in any of the four (or five in the e:PHEV version) drive modes you select: the only difference we noted was the augmented engine sound of a Honda Civic Type R being played through the speakers when ‘Sport’ mode was engaged. 

Alterations can be felt with the CR-Vs regenerative braking system. You can increase or decrease how quickly the vehicle slows when you lift off the accelerator using paddles behind the steering wheel. The system isn’t strong enough for one-pedal driving, like you’ll find in a Nissan equipped with an e-Pedal system, but you’ll still get some satisfaction from using the regen’ to slow you down for a roundabout or help you filter in traffic without needing the brakes, plus it has the benefit of putting some energy back into the battery, helping to boost your fuel efficiency. The brakes themselves are strong, with a reassuring pedal feel.

Around town, the CR-V is supremely quiet when running in its electric mode. The e:HEV hybrid can only manage this for short periods due to its small battery, whereas the e:PHEV plug-in hybrid can travel farther without using the engine. It can also use its electric mode at higher speeds due to its greater battery capacity. 

At motorway speeds, we found more road noise coming from the rear wheels than we’d like in a premium SUV, along with some wind noise. The engine can kick up a fuss when you’re in the midst of an overtake, and isn’t as subdued when stretched as a Renault Austral.

0-62mph acceleration and top speed 

Both versions of the Honda CR-V use a similar 2.0-litre Atkinson cycle engine/electric motor combination used to power the current Civic e:HEV and ZR-V. 

Driving the Honda e:HEV hybrid is straightforward, even if a lot happens behind the scenes. That 2.0-litre engine mostly works as a generator of electricity that powers the electric motors driving the wheels. The upshot is you get an electric car's smooth, jerk-free progress that makes the CR-V feel sprightly up to 20mph. Any electricity not being used to drive the CR-V charges a modest 1.06kWh battery, which stores enough power to allow you to drive for short distances at low speeds without using the engine.

At higher speeds, that battery will provide a power boost when you need to accelerate quickly, like when going for an overtake. It doesn’t have the hesitancy we’ve experienced in the Mazda CX-60 or Austral when asking for more power, but with only 181bhp on tap in a reasonably heavy SUV, the CR-V doesn’t feel particularly rapid. The 0-62mph for both the e:HEV hybrid and PHEV models is 9.4 seconds, which is best described as ‘adequate’ rather than thrilling. It’s marginally slower than a Kuga hybrid, and offers nowhere near the lightning performance of a genuine electric car, such as the Tesla Model Y.

At motorway speeds, the engine is connected to the wheels in a fixed gear ratio. Think of it like putting a regular petrol or diesel car into top gear, with the benefit of this being that unlike a Lexus NX and Toyota RAV4 with e-CVT systems that send the revs soaring when you need to accelerate, the Honda system doesn’t, and behaves much like a normal automatic gearbox. 

The PHEV model has a larger 17.7kWh battery, which can power the CR-V for up to 51 miles on electricity alone. Once depleted, it behaves like the regular hybrid, without the dramatic drop-off in efficiency we’ve experienced in other plug-in hybrid SUVs.

MPG, CO2 and running costs

It doesn't help that the Honda CR-V e:HEV hybrid is four-wheel drive, because the extra weight of such a system hurts efficiency. The official economy figure is 42.8mpg, which is a little better than the Hyundai Santa Fe and Kia Sorento, but lags behind rivals offering two-wheel-drive alternatives such as the Ford Kuga, Renault Austral, and Toyota RAV4. This also means that CR-V emissions are higher, so it sits in a higher company car tax band than those rivals mentioned above, and will cost more money to run. 

The e:PHEV plug-in hybrid has the best economy on paper at 353.1mpg, but you’ll need to charge it very regularly and use the petrol engine sparingly to get better economy than the regular hybrid. Even then, based on our experience with PHEVs, it's doubtful that you’ll get close to the advertised figure in the real world.

The plug-in hybrid is likely a much better choice for company car drivers because it emits just 18g/km of CO2 in WLTP testing, and can travel up to 51 miles on a single charge. That slots the CR-V comfortably within the eight per cent company car tax band, which is better than the equivalent Santa Fe and Sorento plug-in hybrids. If you really want to save some money here, you’ll need to look at an electric car like the Tesla Model Y, because that’s in an even lower tax bracket.

If you have a 7kW wallbox charger at home, you can fully recharge the e:PHEV CR-V in two and a half hours.

Insurance groups

Despite all the advanced safety features designed to help prevent you from getting into a collision, the CR-V will likely cost you more to insure than rivals. The e:HEV hybrid is in group 34, while the e:PHEV plug-in hybrid is in 37. That’s a lot higher than a RAV4, starting in group 26, or even the Kuga hybrid in just group 20.

Still, at least it’ll cost less than the all-electric alternative. The additional performance of the Model Y means even the least potent RWD model is in group 46.

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Depreciation

Our data suggests that the CR-V is on par with the Santa Fe and Sorrento in terms of depreciation, maintaining around 52 per cent of its resale value after three years/36,000 miles.

That puts it behind the Renault Austral, though. In Techno form, the Austral is likely to be still worth 55 per cent of its original value.

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Interior, design and technology

This sixth-gen Honda CR-V takes on a more modern, dynamic look than its predecessor, especially at the front, thanks to its slim, sharp LED headlights and the cleaner bumper and grille designs. Meanwhile, the high-level vertical tail-lights remain similar in form to before, passing on some family resemblance to the newcomer. 

Inside, the dashboard layout is nearly identical to the latest Civic’s. In other words, it’s clutter-free, and the main controls (including physical knobs and buttons for the air-conditioning) all sit where you’d expect them to. It’s a refreshingly sensible and user-friendly approach that forgoes the glitzy huge screen and minimalist environment some of its rivals, like the Tesla Model Y have gone for. Everything feels as tightly screwed together as any premium offering the CR-V will go up against.

Honda makes a big deal over its Sensing 360 safety technology; in our experience, it’s fairly hit-and-miss in the CR-V. We found the road sign display spot on, and the 360-degree radar to help prevent collisions with vehicles and pedestrians around town added a welcome safety net, but the multi-view camera system was infuriating. A camera on the passenger side wing mirror displays your blind spot on the central screen when indicating – just like high-end versions of the Hyundai Santa Fe and Kia Sorento. It isn’t as well integrated as those rivals, though, because while it’s on, you no longer see the sat-nav (or any other information) on the central screen, and we worry some drivers will resort to simply not indicating to ensure they don’t lose key navigation information at junctions. Thankfully, you can turn off the camera in a sub-menu, although doing so makes this technology a bit redundant

Sat-nav, stereo and infotainment

Every version of the CR-V has a nine-inch central touchscreen display, DAB radio, full Apple CarPlay and Android Auto smartphone connectivity, and a sat-nav.

It’s the same screen and software we’ve tried on the latest Honda Civic. We’ve found it to have a logical menu structure, and we welcome maintaining some physical buttons and knobs for controlling frequently used features, such as volume control.

However, it isn’t the most attractive screen display. It looks a little dated next to systems such as OpenR Link in the Renault Austral, and it doesn’t respond as swiftly to inputs as the Austral does with its speedy Qualcomm Snapdragon processor. We also prefer the Google mapping software used in Renault’s system over the CR-Vs pre-installed sat-nav system.

The CR-V's standard sound system is okay, but it might be worth opting for the higher-spec Advance model if you regularly drive on the motorway. Its 12-speaker BOSE system has a better chance of drowning out road noise.

Practicality, comfort and boot space

Those in the front of the Honda CR-V will have plenty of space to stretch out, plus it’s taller than most of its rivals (except for the Hyundai Santa Fe and Kia Sorento), so you get the elevated driving position expected of an SUV. It contributes to the CR-V’s excellent visibility, bolstered further by standard front and rear parking sensors and a reversing camera. Step up to Advance, and you get a 360-degree camera system, while Advance Tech has side parking sensors to help cover all angles and sides.

All versions of CR-V have electric front seats, so it’ll be easy to find a good driving position. Leg- and shoulder room are plentiful, and the standard panoramic glass roof doesn’t significantly impact head room.

You get a large central armrest with a sizable storage space underneath. A pair of cup holders is ahead of that, and ahead of the gear selector is the wireless phone charging pad. The door bins and glove box aren’t the largest around. Still, at least the latter isn’t as disappointingly small as what you’ll find in a Peugeot 5008.

Dimensions and size

The latest generation is also the biggest CR-V ever. An extra 106mm in total length frees up 38mm in wheelbase length, meaning there’s an extra 15mm of rear legroom compared with the previous version.

At 4,706mm in length, the CR-V is longer than a 5008, and a little shorter than a Santa Fe and Sorento. The CR-V is wider than both, so it seems a shame that Honda didn’t manage to give this SUV three individual rear seats like the 5008 despite the extra space.

Leg room, head room & passenger space

Rear knee room for taller passengers is impressive, easily on a par with rivals like the Toyota RAV4. The rear seatbacks can recline through eight positions to increase passenger comfort on longer trips, while the flat floor and wide centre seat make it comfortable for three. It’s a shame you can’t get a more flexible sliding rear bench, as per the Audi Q5 and Renault Austral, to vary boot space or leg room, though. 

ISOFIX points are provided for the outer positions of the rear seats. Helpfully, the rear doors open out up to 90 degrees, giving parents or grandparents who need to put children in child seats much greater access to the back seats. It’s a trick Nissan has also added to models like the seven-seat X-Trail, so we welcome its inclusion on the CR-V.

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Boot space

Unlike every other car that comes as a plug-in hybrid, the CR-V PHEV has the largest boot in the CR-V range. It’s a healthy 617 litres (635 litres including the storage space below the floor) compared to the hybrid’s 596 litres, and it usefully still has space for the charging cables.

This is because the fuel tank that lives under the rear seats has been shrunk in the e:PHEV version, with the battery utilising the leftover space. The e:HEV hybrid has a bigger tank, so the battery pack in this model has to go under the boot floor, taking up valuable space.

The rear seats fold in a 60/40 split, which is average for the class, whereas rivals like the Q5 or BMW X3 have a far more versatile 40/20/40 layout. Also, there’s a step in the boot floor with the seats down in the e:PHEV version, making it more awkward to slide longer items of flat-pack furniture into the boot.

Towing

Anyone interested in towing must fork out for the priciest Advance Tech PHEV model because that can pull a 1,500kg braked trailer or caravan. The regular e:HEV hybrid can only manage a disappointing 750kg, less than the Hyundai Santa Fe or Toyota RAV4, which can tow up to 1650kg.

As we mentioned earlier, the PHEV model is only front-wheel drive, and this could make it difficult for anyone trying to tow anything across slippery terrain, such as a grass field after it’s been rained on.

Reliability and safety

Safety experts at Euro NCAP have given the Honda CR-V two ratings due to the Sensing 360 safety assistance technology being optional on European models. Without it, the CR-V is a four-star car because of concerns that it may not recognise vulnerable road users in an emergency situation. Cars with it (like all models sold in the UK) get the maximum five-star rating, because the upgraded safety assistance system uses a combined radar and camera-based system that’s better equipped to spot pedestrians and cyclists, and apply countermeasures to either mitigate or avoid a collision with them. 

Every version of CR-V comes with blind spot monitoring to warn you of vehicles approaching you on either side, autonomous emergency braking (AEB) to help prevent or mitigate collisions at low speed with pedestrians, vulnerable road users or other vehicles. There’s also an eCall to proactively contact the emergency services if the car is involved in a collision where the airbags are deployed, along with a front and rear cross-traffic alert system to warn you of approaching vehicles when attempting to exit a blind junction or merge between parked cars.

We don’t have any specific reliability data from our 2023 Driver Power satisfaction survey for this generation of CR-V because it’s so new, but we can say that Honda as a brand managed a middling 18th place out of 32 manufacturers. That puts it below Hyundai, Toyota and Kia, but above Nissan, Skoda, VW, Ford, and Renault.

Warranty

The standard manufacturer’s warranty is three years/90,000 miles (whichever comes first), but this can be upgraded either for an additional one or two years – or as part of an add-on to a five-year service plan (more about that in the next section). The cost is either £499 for an additional year, or £899 for two years.

However, a number of rivals have more generous warranty packages, such as Hyundai with its five-year/unlimited mileage warranty, or Toyota with its up to 10 years/100,000-mile warranty – provided you keep having your car serviced annually at a Toyota dealership.

Servicing

Scheduled servicing is as per the terms and conditions of Honda’s five-year servicing plan, meaning the CR-V will need servicing annually or every 12,500 miles.

Speaking of the service plan, you can purchase a five-year policy (transferable to subsequent owners) for £799, and you could add the Customer Care Package add-on to that for an additional £399 to extend the warranty and roadside assistance policies up to five years.