Honda CR-V 2024 review

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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. 

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 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.

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.

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.