2024 Honda CR-V RS long term review

After a couple of months with different CR-V models, we’ve reaffirmed why it was a good choice as our Car of the Year.

“I drive a lot of vehicles in my job but this is one of the most impressive in a long time.” That’s what NZ Autocar GM Gavin Shaw thinks of the latest sixth-generation Honda CR-V.

The model he has been driving is the hybrid RS. Under the hood is a self-charging hybrid powertrain with system power of 135kW and 335Nm. The output is directed to the front wheels.

It is the range-topping CR-V and costs $67k. Not up for this much of a spend? You can opt instead for the base five-door variant with a 1.5L turbopetrol in the AWD Sport ($53k), or the same, only FWD with seven seats and a sunroof in the Honda CR-V Sport 7 ($57k).

That’s partly why we chose the CR-V as our Car of the Year in 2023. There are three smart choices, all of them drive well, and they run on 91 and use sod-all fuel.

They’re practical too. The RS has loads of space for people and gear (581L). We fitted our golf clubs, driver included, along with fold-down trundler, no split folding needed.

There’s also loads of kit. Standard RS items include a panoramic sunroof, 19-inch alloys, wireless ACP and device charging, as well as Honda’s Sensing and Connect systems.

There’s also leather upholstery, seat heaters up front, and a powered fifth door.

Hybrid for economy and power

CR-V drives well too. The drive system is a self-charging hybrid so there’s no plug.

The 2.0-litre naturally aspirated engine is used primarily to power the generator, one of two electric motors, the other being the drive motor that spins the wheels. A small 1.06kWh lithium-ion battery allows some EV running.

While complex, the only way you can have any impact on the hybrid proceedings is by using the drive modes. Econ you’d select in town to reduce running costs. ‘Normal’ you’d choose for most out of town running for its mix of economy and easy-going power.

This RS has been averaging in the 6.0-6.5L/100km range over the course of the past couple of months. Comparable vehicles would normally be using 8.5L/100km or more. So the hybrid gubbins should slash your expected fuel bill by about one-quarter.

Select Sport and you can expect brisk enough acceleration. Zero to 100 takes about 7.5sec, while an overtake is a second quicker. But that’s almost secondary.

It’s the practicality of such a vehicle and the EV-like power delivery that impress. You can help regenerate the battery by choosing to use the paddles. There are up to five levels of regen, though the strongest is hardly single-pedal driving.

Opt not to, and it will regen regardless. A clever aspect is that once high-level regen is over it resets to lowest regen automatically.

Another pleasing aspect is that you scarcely hear the engine, at least when it restarts. Sometimes it revs up if the battery is low and you’re doing hill work simultaneously.

We picked this up with just under a half tank of gas, headed up to Mangawhai for the weekend, visited Waipu, and returned to Auckland with a side trip to Te Arai.

There was still fuel in the tank when we got back to Auckland.

Quality build

This medium SUV is sizeable; the three seats in the back have gobs of room, though the middle seat belt hangs from the roof. Luggage capacity is enormous, out to 1636L with an almost flat load area after split folding.

The CR-V reeks of quality too; doors shut with a proper clunk, and there’s not a sign of any squeaks or rattles after almost 8000km. It’s quiet running, tyre noise on coarse chip audible at times but it’s never untoward.

As a drive it’s reasonably rewarding, in so much as any front-drive high-riding crossover might aspire to be. Helping its cause is a new platform.

There are also amplitude-reactive dampers, with twin pistons, sorting slow- and high-speed bumps equally well.

Body roll is nicely controlled at open road speeds, while ride in the burbs still offers a degree of compliance. It’s a good compromise.

Central screen not critical

What we also admire about the CR-V is its analogue approach. Yes, there’s a touchscreen in the centre but it isn’t dominating and you seldom need to go near it.

We only really used it to Bluetooth our phone and select and save our favourite radio stations, both easily done. Climate controls are separate, changes made via three rotating knobs.

And if you wish to turn off any of the myriad safety features, that’s all done in the instruments in front of you. Adaptive cruise you can opt to have with or without lane centring, at the push of a button on the wheel. So easy.

There’s no head-up display but it isn’t missed for the digital speed readout is front and centre anyway. There’s every safety gadget you might expect, including 11 airbags.

As yet, there’s no ANCAP test result but the CR-V with full safety features is a five-star car in EuroNCAP testing.

Other CR-Vs worth considering

So what about the alternative CR-Vs? We’ve previously tested the Sport 7 that costs $10k less, and is obviously something those with too many nippers will want to consider.

It too is a front driver so is similar on the go. However, without all the electrics, and using a 140kW/249Nm 1.5L IL4 turbopetrol it weighs 70kg less. The RS eclipses this in the sprint yet the Sport7 is just as quick on the overtake.

And you can also eke out amazing fuel economy in the seven-seater. It’s only about one litre per 100km worse than the RS (in the sevens vs sixes), while at a cruise better figures are possible.

Don’t need seven pews? The AWD five seater is less expensive again, at $53k. Fuel use for the on-demand AWD is much the same as for the Sport7.

The CR-V range is just sorted and sensible, in large part why it scored our 2023 CoTY award.

This story first appeared in the August 2024 issue of NZ Autocar magazine.