A significant number of changes have improved the Honda CR-V and its breadth of ability. There’s a sharper driving experience, increased space for passengers and better interior quality, which have been added to the last car’s already impressive levels of practicality and reliability.
Honda’s commitment to hybrid powertrains means there’s no diesel, and only that version offers acceptable fuel consumption. This lack of a diesel option will put off some buyers, as will the increased price tag the CR-V commands as it moves upmarket. However, as a complete package, the CR-V is an impressive and highly-capable car. It’s perfectly suited to family duties and is highly likely to be satisfying to own, too.
Honda clearly felt that the previous generation CR-V had the right kind of exterior style because the new generation model is very similar in appearance. There are flashes of chrome around the nose and large alloy wheels as standard on higher specification models, but ultimately this is a safe and sensible design. It’s unlikely to win the hearts of buyers, but at the same time it won’t put many off, either.
Inside there are more significant changes, and the CR-V benefits from a push upmarket with improvements to the materials used and the layout of the controls. Choose a top-specification EX model and the cabin is finished in high-quality leather and wood, and although some of the lower sections still use less appealing plastics the overall effect is pleasing to look at and to touch.
The layout of the CR-V’s dashboard is sensible and convenient, with a high-set central spar putting the major controls close to the wheel, including the manual or automatic gearlever where fitted. It also leaves plenty of space beneath the centre console and gives the driver the sense of being in command of the car. A digital instrument display is fitted as standard and gives the driver plenty of options to display the required information, while a head-up display system is also available as an option.
Sat-nav, stereo and infotainment
Another useful improvement on the new generation CR-V is an updated infotainment screen, which is seven inches in size and is better integrated into the dashboard than in the previous model. The system itself, however, remains occasionally frustrating, as simple tasks can sometimes prove difficult to complete.
Mitigating this is the fact that the system now has a rotary controller to change the volume and separate controls for the climate control system, while Apple CarPlay and Android Auto come as standard on SE models and above. The CR-V’s in-built Garmin navigation system is also quite dated, with very simple graphics and sometimes sluggish responses. It’s not really in keeping with the quality of the car elsewhere.
Honda has made a number of significant changes to the steering and suspension settings of the latest Honda CR-V in order to improve its performance on challenging British roads. Overall, it has pretty much been a success. A quicker steering rack means there are fewer turns from lock-to-lock, giving the CR-V a more reactive and responsive feel when negotiating corners.
Much more emphasis has been placed on ride quality in the latest CR-V, so the suspension is much softer than before. That makes the CR-V significantly better at absorbing lumps and bumps in the road, increasing comfort for passengers. And although the trade-off is an increased amount of body roll in corners, many prospective owners will be happy to make this compromise.
The result of several enhancements throughout the car is that the CR-V offers more driving pleasure and is more comfortable to travel in than before, with high levels of refinement, low noise levels and a smooth ride. The driving position offers an excellent view out too, and although the CR-V is not an exciting car to drive, it’s undemanding, which will be a major plus for many owners.
Engines, 0-60 acceleration and top speed
The 1.5 VTEC turbo petrol engine is already used in the Civic hatchback, where it proves to be usefully powerful and efficient. In the CR-V, the issue is that it has a lot more work to do pulling a bigger and heavier vehicle around, and as a result it spends more time at higher revs. It has the power and torque to give decent acceleration, but the engine needs to be exercised quite hard to do so. The two-wheel-drive manual model can accelerate from 0-62mph in 9.3 seconds and reach 130mph, while the four-wheel-drive version manages 9.8 seconds and 129mph respectively.
The additional power and torque that comes with the CVT automatic gearbox option is welcome here, and in many ways is preferable to the manual because of its more relaxed operation. Demands for maximum acceleration can cause a typical CVT drone as the engine stays at high revs for an extended period. But when driven with restraint, it’s smooth and refined. The four-wheel-drive CVT model accelerates from 0-62mph in 10.0 seconds and can reach 124mph.
The CR-V Hybrid has a completely different set up, using a 2.0-litre petrol engine and an electric motor that also acts as the gearbox. The result is that the Hybrid is the most refined model in the range, with a smooth and quiet operation and a seamless switch between power modes. At low speeds the CR-V Hybrid can operate solely on electric power, while out on the motorway the electric motor cuts in to provide additional acceleration for overtaking. The two-wheel-drive Hybrid CR-V can achieve 0-62mph in 8.8 seconds and reach 112mph, while the four-wheel-drive version performs the same sprint in 9.2 seconds and can reach the same top speed.
A significant change for the latest generation CR-V is that the Honda Sensing suite of safety systems is now fitted to all models, rather than being limited to the higher-specification versions. This includes forward collision warning and autonomous emergency braking, lane-keep assistance and automatic cruise control, plus traffic sign recognition amongst others. It’s a big boost to the CR-V’s safety credentials. The latest CR-V was tested by Euro NCAP in early 2019, and thanks to the standard-fit Honda Sensing system, it achieved a full five-star rating. It also earned an adult occupant protection score of 93 per cent, making it one of the safest cars in the compact SUV class.
Although the CR-V has been changed significantly compared to the previous car, Honda vehicles generally offer a high level of reliability and owner satisfaction. The outgoing version came sixth out of 75 new cars in the 2018 Driver Power survey, so it’s likely the latest version will offer a similar level of ownership satisfaction. It could even do better, as the notable increase in quality throughout the car improves perceptions of the car’s quality. That’s particularly true of the cabin, with the use of higher grade materials, while the level of fit and finish remains high.
Warranty
The CR-V comes with the standard Honda warranty, which covers the vehicle for three years or 90,000 miles. This is better than the Volkswagen Tiguan, which offers cover up to 60,000 miles or three years, but the Land Rover Discovery Sport has an unlimited mileage three-year warranty, while the Hyundai Tucson and Toyota RAV4 offer five-years of cover and the Kia Sportage has a seven-year warranty.
Servicing
A first-year service for the CR-V costs £210 for petrol or hybrid versions, while 4x4 models pay a small premium at £230. The second year major service is £280 or £300 respectively, which is slightly above average for this type of vehicle. Honda also offers a fixed-price service plan, which can spread the servicing cost over the first five years of ownership for around £900, saving around £300 compared to paying for each service individually.
The fifth-generation CR-V sits on a longer wheelbase than the last car in order to allow a third row of seats, although five-seat models are also available. The driving position is one of the best aspects of the car’s interior, with plenty of adjustment in the seats and steering wheel combined with an uncluttered view through the windscreen, while the view out is also good for passengers in row two.
There are plenty of storage areas in the cabin, in particular, the centre console offers an adaptable amount of space by offering the facility to slide forwards and backwards.
Size
The CR-V is significantly longer than both the Volkswagen Tiguan and Peugeot 3008 and only a fraction shorter than the Land Rover Discovery Sport. That makes it one of the largest vehicles in the segment and contributes to the impressive amount of interior space. Compared with these, vehicles the CR-V is both taller and wider than all but the Discovery Sport, again illustrating an impressive level of space efficiency.
Leg room, head room & passenger space
Occupants of the first and second rows in the CR-V enjoy excellent head and legroom, and a great deal of attention has clearly been paid to maximise comfort and space for passengers. For example, the transmission tunnel has been made as slim as possible to ensure minimal intrusion into legroom for the rear passenger in the middle seat. Where fitted, the third row of seats are not well suited to adults, as both legroom and headroom are significantly reduced in comparison with the second row. However, they are big enough for children to use on a regular basis.
Boot
Due to the latest CR-V’s design, the boot V is fractionally smaller than the previous generation model’s. It still offers a substantial 561 litres, though, which is more than in the Peugeot 3008 but less than in the Volkswagen Tiguan and Land Rover Discovery Sport. An electric tailgate is standard only on the top specification SR models, but the boot itself has a relatively low loading lip for an SUV and a broad opening. Folding the seats is also easy, with a single strap for the third row and convenient levers located in the boot for row two. Honda’s Magic Seat design means the second row folds flat into the floor automatically too.
Towing
With an optional tow bar fitted, the Honda CR-V can tow up to 600kg unbraked and 2,000kg on a braked trailer, making it suitable for owners who may occasionally need to pull other vehicles. It is important to note that CVT-equipped vehicles have a lower maximum braked towing weight of 1,500kg.
The 1.5 VTEC turbo petrol engine in the CR-V is designed with efficiency in mind. But where it performs well in the Civic hatchback, it has to deal with more weight, as well as four-wheel-drive and a CVT transmission in some models, all of which are a further drain on its overall efficiency.
The switch from NEDC testing to the WLTP measure hasn’t done the petrol engined CR-V many favours. The most efficient CR-V petrol in S trim with two-wheel drive and a manual gearbox has the best-quoted economy at 38.7mpg, some 6mpg poorer than the 44.8mpg quoted in the NEDC test. However, it’s doesn’t mean it’s any worse in the real world, and in fact, you’re more likely to match the 38.7mpg when driving. Emissions are 143g/km for the 2WD manual, 151g/k for the AWD manual, and 162g/km for the CVT 4x4 petrol model.
The CR-V Hybrid performs better, although a WLTP-verified best of 40.9mpg for the 2WD model and 38.7mpg for the four-wheel-drive model isn’t a patch on the most efficient diesels. However, the similarly powerful Hyundai Tucson 2.0 CRDi mild hybrid has a similar quoted economy figure. Emissions for the CR-V Hybrid are 120g/km, or up slightly to 126g/km for the 4WD version. It is important to note however that official consumption tests work in favour of hybrid vehicles as they allow much of the low-speed running to take place solely on battery power, something which could only happen for a limited distance when used in the real world.
The main benefit of the CR-V Hybrid is that it avoids the 3 per cent Benefit In Kind surcharge that similar diesel models offer. That puts it in lower BiK tax groups when compared to diesel rivals, so company car users will save cash by choosing the hybrid model.
Electric range, battery life and charge time
Honda doesn’t give an official figure for the range of the Hybrid version on electric power only, but a battery capacity of 1kWh is relatively small compared to rivals such as the Toyota RAV4, so this range is likely to be quite limited. Really the electric motor is there to supplement the petrol engine, rather than power the CR-V along by itself.
The CR-V Hybrid charges its battery by energy regeneration or via the petrol engine, so cannot be charged by plugging into a charging point.
Insurance groups
Insurance groups for the Honda CR-V range from 24E for the S 1.5 VTEC manual two-wheel-drive up to 25E for the most expensive Hybrid SR model with four-wheel-drive. This is somewhat higher than rivals such as the Skoda Karoq in group 15 and the Peugeot 3008, which goes as low as 11. A wide range of safety systems both standard and available as an option help to keep insurance costs down, however.
Depreciation
Honda residual values are competitive if not exceptional, and the CR-V is expected to have a retained value of 37% after three years. That puts it slightly behind cars like the Volkswagen
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