The $67k question
Should you pay the big money to get the e:HEV hybrid version of Honda’s new CR-V?
After an introduction to the all-new Honda CR-V range at the national media launch, we’ve now spent some extended time with the model everybody’s talking about, the e:HEV (that’s Honda-speak for hybrid).
To get the hybrid you have to go for the top $67k RS specification and give up any thought of all-wheel drive (that’s the entry $53k Sport with a standard petrol-turbo) or third-row seating ($57k Sport 7).
But you do get an iteration of the clever hybrid/range-extender technology we’ve already seen on the Jazz and especially ZR-V e:HEV models; like the latter, the CR-V uses the larger 2.0-litre petrol engine.
Quick refresh: the e:HEV petrol engine works mainly as a generator, supplying power to electric motors. One motor’s allin on making electricity from that precious petrol, while the other drives the front wheels. It’s mainly electric drive, in other words, although in some circumstances the 2.0-litre can engage with the electric motor directly to drive the wheels.
As with every other e:HEV we’ve driven, it sounds complicated but works seamlessly. You don’t have to give it a second thought, just drive the car; as long as you’re okay with some occasionally odd behaviour from the engine, given it’s making electricity rather than responding to your throttle inputs. So sometimes, it’s revving when you don’t expect it; others, it’ll be spinning away at the lights and then shut down when you start driving.
You can select between various drive modes (including Sport) but they don’t make a massive difference, and overall the powertrain is pretty happy doing its own thing.
The CR-V shares its platform with the latest Civic and ZR-V, which is another way of saying it’s really well-sorted. In a family SUV context it’s great to drive, with decent steering and impressive cornering stances.
The RS has firmer suspension than the mainstream CR-V models, but even on 19-inch wheels the ride is still really comfortable and nicely controlled. Yes, Honda is back on form.
So the tech and driving experience are up to scratch, but how’s this new CR-V as a package? It looks sharp for a start, if not entirely original. There’s a lot of Mazda CX-5 at the front (that red doesn’t help) and it’s a bit Outlander at the back (ditto about the red). Odd, given Honda really has no need to replicate those rivals. But overall, it’s a crisplooking machine and quite premium for a mainstream family SUV.
What is weird is how different it looks to the smaller Honda ZR-V, given they’re from the same family. The former is amorphous in shape, but the latter taut and angular.
Inside, the CR-V is very familiar if you’ve seen a Civic or ZR-V. But very fresh-looking all the same, with lots of metal-effect trim and switchgear.
All plastic of course, but there’s still a heft to the physical controls that is pleasing.
Honda’s Sensing driver-assists all work well and are easy to operate — as is the infotainment, which is a relief after the ergonomic disaster zones of the old Civic (especially) and CR-V. Apple CarPlay is wireless, but you’ll need a cable for your Android phone.
It’s a bigger vehicle now and a truly useful family SUV, with generous rear seat space (the back bench slides, even) and a big 581-litre boot.
The rear seatbacks fold nice and flat but the CR-V no longer features Honda’s brilliant Magic Seat set-up. That’s likely to do with packaging for the AWD, 7-seat or plug-in hybrid (offered overseas but not in NZ) versions, but it’s a shame all the same. The CR-V is more spacious than ever . . . just not quite as smart.
It’s an expensive model now in RS form, but the CR-V is also a deeply impressive family car in terms of technology and practicality. There’s a fine balance of hybrid thrift, well-sorted ride/ handling and genuine family space that means this CR-V ticks a lot of boxes.