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Honda CR-V 2024 review

The new CR-V has a much more restrained design than the busy look of the previous model.

To say the CR-V is Honda’s most important model is an understatement. It’s one of the top-selling models in the United States, has a long history that started in the 1990s and a loyal customer base.

So there is a bit of pressure on the new sixth-generation version that has just gone on sale in Australia.

It has grown considerably over the previous version, and Honda has upped the safety and in-car tech significantly. It has also crept upmarket in terms of interior packaging. Oh, and there is now a hybrid option!

There are some excellent mid-size SUVs on the market - Kia Sportage, Nissan X-Trail and Toyota RAV4 to name a few - but is the new CR-V the new king of the family SUV set?

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Price and features – Does it represent good value for the price? What features does it come with?

There are seven grades in the new CR-V line-up and all but one of them are powered by Honda’s 1.5-litre turbocharged petrol engine

The VTi-X opens the range at $44,500, which, like all Hondas these days, since the brand shifted to an agency dealer model, is drive-away.

Of the petrol grades, there are two five-seat, front-wheel drive grades (VTi X, VTi L), two seven-seat front-wheel drive variants (VTi X7, VTi L7), and two five-seat all-wheel drive models (VTi L AWD, VTi LX AWD). The latter costs $57,000 drive-away.

The e:HEV RS grade CR-V wears a price tag of $59,900 drive-away. The e:HEV RS grade CR-V wears a price tag of $59,900 drive-away.

Topping the range is a new hybrid variant, awkwardly named the e:HEV RS. It is two-wheel drive and five-seat only, and costs $59,900 drive-away.

The addition of this new grade means all Honda models from HR-V to CR-V have at least one hybrid grade available. 

The price of entry to a CR-V has technically gone up by about $9000, but that former Vi base model and its underpowered 2.0-litre engine are gone in the new generation. 

The new hybrid variant, named the e:HEV RS, tops the CR-V range. The new hybrid variant, named the e:HEV RS, tops the CR-V range.

Also, it’s an all-new model that’s much bigger and has loads more features. And given Honda has crept a little upmarket lately, I think this pricing is very competitive.

Nissan’s X-Trail range runs from $37,250 to $57,690 but that’s before on-road costs. Similarly, the RAV4 ranges from $39,760 to $58,360, before on-roads. 

It is a shame the hybrid is only available in the top-spec CR-V grade, while its rivals have multiple hybrid variants at different price points. But watch this space because Honda execs hinted to me that more hybrids are likely to roll out across the Honda model range.

Higher grades have black leather appointed upholstery and the hybrid gains red stitching. Higher grades have black leather appointed upholstery and the hybrid gains red stitching.

In terms of specification in the base grade you get 17-inch alloy wheels, leather-appointed seats, power-adjustable driver's seat, drive-mode selector, 7.0-inch driver display, wireless smartphone charger, a hands-free power tailgate with a walkaway close function, and an eight-way power adjustable driver’s seat. 

There’s a 9.0-inch touchscreen system, wireless Apple CarPlay and wired Android Auto, while some grades score satellite navigation and a premium Bose sound system.

It also comes with a five-year subscription to the Honda Connect app that has features like remote lock, climate control and lights on/off, as well as car status, an emergency call function, visual dashboard and more.

All CR-V grades receive a wireless smartphone charger. All CR-V grades receive a wireless smartphone charger.

Higher grades have black leather appointed upholstery (the hybrid gains red stitching), keyless entry and start, 'Active Noise Control', and front ambient lighting, while the VTi LX AWD and e:HEV RS have 19-inch alloys.

As per Honda’s new sales strategy there are no options. The listed spec is what you get for each respective variant. And Honda does not charge extra for a different colour choice.

Design – Is there anything interesting about its design?

The CR-V has had a similar trajectory to another '90s model that helped start the SUV wave - the Toyota RAV4. 

Those with long memories will remember the original RAV4 - two door or five-door, very small high-riding SUV with the option of a soft-top in some markets. 

That model is now a larger medium family SUV - much like the CR-V. The Honda is largely unrecognisable as a relative of the 1997 original - except for a few cues. 

Up front of the CR-V, there’s a long bonnet and slimline LED headlights. Up front of the CR-V, there’s a long bonnet and slimline LED headlights.

But it is a successful redesign, with Honda shaking off the busy edgy look of its previous-generation cars like the CR-V and Civic in favour of a more restrained, classic approach.

There’s just one line running the length of the CR-V under the window line, but otherwise it’s pretty clean.

Up front there’s a long bonnet, slimline LED headlights (all lights in the CR-V are LED except one of the interior lights) flanking a large black grille, while the rear has the vertical tail-lights found on all CR-V generations. A nice touch.

The new CR-V adopts a more restrained, classic style approach. The new CR-V adopts a more restrained, classic style approach.

From some angles it looks like it could be related to the Mazda CX-60 or Volvo XC60 - both handsome cars.

Even the entry grades have a premium look, and there is not a lot to differentiate the grades, although the hybrid gains red RS badging and different lower air intakes. 

It’s all change inside and that is a good thing. The previous CR-V’s interior was functional, but visually unappealing. 

The CR-V features a minimalist approach to the dash set-up. The CR-V features a minimalist approach to the dash set-up.

The new one adopts design elements from the HR-V, ZR-V and Civic, including a mesh panel hiding the air vents, very cool vent toggles, beautiful metal dials, a minimalist approach to the dash set-up, separate air-con controls from the central screen, and high-quality materials.

Thinking about those rivals - Sportage, RAV4, X-Trail, as well as Hyundai Tucson, Mazda CX-5, Mitsubishi Outlander, Subaru Forester and more - the CR-V’s interior design and layout is hard to beat. 

Practicality – How practical is its space and tech inside?

The new CR-V - like the old one - is offered with the option of a third seating row on two petrol front-drive grades. 

Disappointingly there were no seven-seaters on the launch, so I can’t tell you how easy it is to get in and out of the rear row, or what the space is like. But we will review one soon so keep an eye out for that.

The new SUV is 69mm longer overall than its predecessor, which has liberated 40mm more for the wheelbase, thereby increasing interior and cargo space. It is also 11mm wider than before.

There’s plenty of room across the front row of the CR-V. There’s plenty of room across the front row of the CR-V.

Up front, the clean design doesn’t mean a lack of amenities. There’s a good level of storage, including a 9.0-litre central bin, two decent cupholders, door bins with enough room for large bottles, nooks under the centre stack with a charger and one USB-A and one USB-C port, and a 12-volt outlet. The glove box isn’t massive.

There’s plenty of room across the front and it’s easy to find a driving position that suits. A power-adjustable driver’s seat is standard on all grades, and those seats are comfortable. They offer a good amount of side, lumbar and thigh support and the stitching on the RS is a nice touch.

The digital instrument panel - 7.0 inches on all lower and mid grades and 10.2 inches on VTi LX and above - is easy to read and the 9.0-inch multimedia screen that sits atop the centre stack houses a logical menu set-up that is a breeze to navigate.

The CR-V's rear pew is flat but remains comfortable. The CR-V's rear pew is flat but remains comfortable.

Thumbs up for retaining a physical volume dial on the side of the screen. And a separate climate control area on the dash, too, to avoid fiddly and dangerous menu diving.

We did have a glitchy Apple CarPlay connection on one of the press cars and tried multiple things to try and get it to connect but it wouldn’t. The other examples we drove connected without issue.

Visibility is good in the CR-V and Honda has worked to improve that by repositioning the exterior mirrors, introducing new windscreen washers that have the nozzles on the washer arms, and by changing the A-pillars.

Occupants have two USB-C ports and lower air vents. Occupants have two USB-C ports and lower air vents.

The rear doors open to 90 degrees, which is terrific for loading car seats and the like. The hip height is pretty spot on, too.

The rear seats slide up to 190mm forward or back, which gives rear passengers even more room if they need it. But honestly, you probably won’t need it. I sat behind my 183cm (six foot) driving position and had legroom for days, and ample headroom. 

That rear pew is flat but remains comfortable. Occupants have map pockets, two USB-C ports and lower air vents, as well as a folding central arm rest with two more cupholders. The backrest folds 60/40.

The five-seat VTi L AWD and e:HEV RS hybrid have a 581L boot capacity. The five-seat VTi L AWD and e:HEV RS hybrid have a 581L boot capacity.

Boot space varies depending on the number of seats, if it’s the front- or all-wheel drive version, and what sort of spare wheel it comes with. But Honda says it’s added up to 67 litres of extra room over the old model.

So, the five-seat FWD petrol models, and oddly the VTi L AWD, have cargo space of 589 litres (VDA) with all seats in place, increasing to 1072L with the rear seats folded.

The five-seat VTi L AWD and e:HEV RS hybrid can swallow 581/1063L, while the seven-seat grades can take 150L with all three rows in place, expanding to 840L with the third row stowed.

The five-seat VTi L AWD and e:HEV RS hybrid can increase to a boot capacity of 1063L, with the second row stowed. The five-seat VTi L AWD and e:HEV RS hybrid can increase to a boot capacity of 1063L, with the second row stowed.

Front- and all-wheel drive five-seaters come with a full-size alloy spare wheel, and the seven-seater front-drivers have a space-saver.

The hybrid makes do with a tyre repair kit. 

Under the bonnet – What are the key stats for its engine/motor?

As mentioned, Honda has dropped the old and underwhelming 2.0-litre naturally aspirated petrol engine from the former base CR-V VTi grade and now all but the top-spec grade use the 1.5-litre turbocharged petrol engine found in the Civic and ZR-V.

In this application it pumps out 140kW of power (9.0kW more than in the ZR-V) and 240Nm of torque. This is paired with a continuously variable transmission (CVT) and is front- or all-wheel drive. These figures are roughly similar to petrol versions of the X-Trail (135kW/245Nm) and 2.5L RAV4 (152kW/243Nm).

The sixth-gen version marks the first time the CR-V has been available with a hybrid powertrain option.

The system combines a revised 2.0-litre four-cylinder petrol engine with a two-motor hybrid system and an E-CVT. This makes for a combined output of 152kW of power.

The hybrid grade CR-V combines a revised 2.0-litre four-cylinder petrol engine with a two-motor hybrid system and an E-CVT. The hybrid grade CR-V combines a revised 2.0-litre four-cylinder petrol engine with a two-motor hybrid system and an E-CVT.

Efficiency – What is its fuel consumption? What is its driving range? What is its charging time?

The official combined cycle fuel economy figure for the 1.5-litre petrol CR-V varies depending on whether it’s front- or all-wheel drive, and five or seven seats.

The figure is 7.1 litres per one hundred kilometres for the entry FWD five-seaters, and up to 7.7 litres for the all-paw VTi LX. 

These figures aren’t bad for a heavy family SUV that weighs between 1613-1771kg, depending on the grade.

But the petrol-electric hybrid sips just 5.5L/100km - not far off the RAV4 Hybrid’s 4.7L claim.

Measuring fuel use on a launch is tricky as you’re in and out of different variants, but the trip computer on the hybrid read 5.9L after a lengthy stint. 

The petrol-electric hybrid sips just 5.5L/100km of fuel. The petrol-electric hybrid sips just 5.5L/100km of fuel.

Driving – What's it like to drive?

I drove an example of the previous CR-V relatively recently, and what struck me - aside from the uninspiring, ageing cabin, and general lack of refinement - was how genuinely enjoyable it was to drive.

Since then, every new Honda model has taken a giant leap over the model it replaced and each of them would be considered one of the best models in their respective class - from the HR-V and ZR-V to the new Civic.

The CR-V continues that theme.

The hybrid powertrain is super responsive. The hybrid powertrain is super responsive.

I probably spent the most time behind the wheel of the flagship hybrid, but also drove front and all-wheel drive versions with the 1.5L turbo.

That engine is a cracker. I did not notice any turbo lag and it pulls away nicely. It can get revvy the harder you push it, but never thrashy. The CVT is well calibrated, too, and it doesn’t drone as much as other examples of this transmission. 

The hybrid powertrain is super responsive, as well, and the transition between electric and petrol propulsion is seamless. It’s a smooth and silk set-up and has plenty of punch when overtaking.

The Hybrid's transition between electric and petrol propulsion is seamless. The Hybrid's transition between electric and petrol propulsion is seamless.

Unlike a number of other hybrids that have spongy brakes, the CR-V hybrid’s brakes are strong. Steering is weighted on the heavier side, and feels a little dull, but still direct.

It does have a large turning circle so not as easy to manoeuvre in small spaces as some of its rivals. 

Sport mode in the hybrid improved responsiveness and added more growl from under the bonnet.

Unlike a number of other hybrids that have spongy brakes, the CR-V hybrid’s brakes are strong. Unlike a number of other hybrids that have spongy brakes, the CR-V hybrid’s brakes are strong.

The CR-V gets a big tick for its ride quality across the board. Whether it’s the petrol VTi L on 17-inch wheels or the hybrid rolling on 19s, it soaks up corrugations surprisingly well. If anything, the hybrid is slightly firmer, but still fairly supple. 

As with the previous model, the new CR-V has dynamic chops, offering a balanced chassis and staying relatively flat when cornering. 

Another positive is how quiet the CR-V is, especially when compared with its predecessor. Honda has made big gains when it comes to noise, vibration and harshness levels and it is a well insulated SUV.

The CR-V hybrid’s steering is weighted on the heavier side, and feels a little dull, but still direct. The CR-V hybrid’s steering is weighted on the heavier side, and feels a little dull, but still direct.

Safety – What safety equipment is fitted? What is its safety rating?

ANCAP is yet to assess the new CR-V, but it is expected to be tested soon. Watch this space. 

Honda has upped the safety offering for the latest CR-V, and it comes with the 'Honda Sensing' active safety suite across the range.

That includes auto emergency braking, forward collision warning, lane departure warning, lane keep assist, road departure mitigation, active cruise control with low-speed follow, and more.

The updated CR-V includes the new centre front airbag that helps avoid injury in a side crash. The updated CR-V includes the new centre front airbag that helps avoid injury in a side crash.

Some Honda Sensing features that are new to the CR-V include traffic jam assist and traffic sign recognition.

Disappointingly, lower grades miss out on some features like a blind-spot monitor and rear cross-traffic alert, but overall it’s a lengthy list of standard safety gear in the new CR-V.

It has 11 airbags which is a lot, and that includes the new centre front airbag that helps avoid injury in a side crash.

ANCAP is yet to assess the new CR-V, but it is expected to be tested soon. ANCAP is yet to assess the new CR-V, but it is expected to be tested soon.

Ownership – What warranty is offered? What are its service intervals? What are its running costs?

The CR-V is covered by Honda Australia’s five-year, unlimited kilometre warranty, as well as five years of free roadside assistance

The service schedule is every 12 months or 10,000 kilometres, whichever comes first, but the standard in this segment is usually 15,000km.

Like all other Honda models, the CR-V is covered by the brand’s impressive capped-price servicing program that has to be one of the best in the industry. 

It lasts for five years and will cost just $199 per service - and that’s for anything from an HR-V to a Civic Type R.

The CR-V is covered an industry standard five-year, unlimited kilometre warranty. The CR-V is covered an industry standard five-year, unlimited kilometre warranty.


The Wrap

Honda’s recent run of excellent new models remains unbroken for now. The new CR-V represents a huge step up over its underrated predecessor.

It excels when it comes to value-for-money, interior packaging, design and on-road performance. 

The e:HEV RS hybrid is my pick of this range and hopefully Honda will add more hybrid grades eventually.

The medium family SUV segment has never been more competitive, and Honda has just made life very difficult for every single one of its rivals.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

Likes

Keen pricing and spec
Refined, spacious cabin
Ride and handling

Dislikes

Hybrid only offered in flagship grade
Glitchy Apple CarPlay
Large turning circle

Scores

Tim:

4.1

The Kids:

$44,500

Based on new car retail price


Disclaimer: The pricing information shown in the editorial content (Review Prices) is to be used as a guide only and is based on information provided to Carsguide Autotrader Media Solutions Pty Ltd (Carsguide) both by third party sources and the car manufacturer at the time of publication. The Review Prices were correct at the time of publication.  Carsguide does not warrant or represent that the information is accurate, reliable, complete, current or suitable for any particular purpose. You should not use or rely upon this information without conducting an independent assessment and valuation of the vehicle.