Throughout its six generations, the Honda CR-V has never been afraid to experiment. From offering an underfloor picnic table in the first-generation model, cramming ten seats in the second-generation model, to a diesel engine and seven seats in the fifth-generation model, this compact SUV is designed as if it’s got a feel of the market’s pulse as a whole. With the sixth-generation model, Honda has done it again with the introduction of two things: the RS badge and a strong hybrid system called the e:HEV.
Priced at P 2,590,000, the CR-V RS e:HEV goes against two other Japanese hybrid offerings: the segment’s first hybrid, the Toyota RAV4 LTD Hybrid (P 2,632,000) and the Mazda CX-60 3.3 HEV Turbo Sport AWD (P 2,790,000). Compared to these two, the CR-V RS e:HEV has the smallest combustion engine on offer—a 2.0-liter direct injected 4-cylinder running on the efficient Atkinson Cycle. Even when combined with its secret sauce, a two-motor hybrid system, the 207 maximum horsepower is down versus the RAV4’s 218 and the CX-60’s 284. But don’t let any of those numbers turn you off.
The real magic is how Honda has managed to maximize all that available power and torque to make the CR-V RS e:HEV feel spritely and energetic on the move. Whether you’re setting off from a standstill after the traffic lights go green or punching the accelerator for a quick overtake, it obliges. What’s more, there’s nothing that will disrupt its rhythm. By default, it will rely on electric power on most situations, but even when the gas engine does fire up and take control, it’s a smooth, seamless hand-off between the two. If anything, the only thing lacking here is a dedicated EV mode.
What’s more, the E-CVT doesn’t act like a power robbing, elastic rubber band. And that’s by design, because it’s not a true CVT. Rather than using a torque converter or pulleys and belts, it’s about conducting the two motors for driving and generating power. Majority of the time, the system acts as a series hybrid where it’s the electric motor driving the wheels, and the gas engine acting as a generator to charge the battery. At certain circumstances, like steady-state cruising, it switches over to a parallel operation with the gas engine propelling the front wheels via a clutch. There is a Brake or B mode as well as paddle shifters, but these merely increase the energy regeneration (no one-pedal driving though). All this may sound a bit complicated, but the results do speak for themselves as the CR-V RS e:HEV is the new fuel economy champ, achieving 19.6 km/L.
On its road manners, the CR-V RS e:HEV balances comfort and handling. Despite taking on the “Road Sailing” badge, there aren’t any modifications done to the suspension or anything. Still, there’s still a chunk of stability and precision baked in. There’s a bit more heft to the steering for high-speed stability’s sake and this takes some getting used to. Once adjusted for though, it’s actually direct and confidence-inspiring. The brakes, likewise, bite well with good pedal feel even if they’re geared more to maximize energy recuperation. And despite carrying a rather sizeable lithium-ion battery onboard, the ride is quite settled even over speed humps and larger bumps. Road and tire noise is reduced to a murmur and that’s because of some clever use of active noise cancellation.
As the top-of-the-line RS variant, the CR-V e:HEV does happen to enjoy a bit more styling pizzazz, compared to its turbocharged counterparts. The addition of the body-colored wheel fenders and high-gloss black elements do elevate the design somewhat, even if the overall character is still subdued than downright sporty. If anything, the only odd observation here is Honda’s decision to fit the sportier Dunlop SP Sport Maxx tires on the hybrid, while the turbocharged versions get the Michelin e-Primacy low rolling resistance rubber.
The CR-V has always been known for its interior space, and the all-new one manages to up things even more. The current interior design theme—first introduced in the Civic—have been applied here and this results in an easy-to-use driving environment. The seats are perched high, giving a commanding view of the immediate surroundings. Getting comfy takes just a few seconds and a couple of adjustments to the power seats (now with memory) and the tilt/telescopic steering wheel. The driver’s seat itself comes with memory presets and slide away for easier ingress/egress. They can even be linked to the key (including the Smart Card Key) to recall a saved position without the need to press any buttons.
The rear seats adopt a backrest that can be adjusted through 16 positions and the seats themselves can be slid forward or backward by 190 mm maximizing the cargo space. Oh, and the outboard seatbelts can also be adjusted for height—a first in the compact SUV segment. Compared to the seven-seater versions, this five-seater’s second row seats are mounted lower reducing the so-called “stadium seating” effect. This, together with the reduction of ceiling-mounted controls, frees up more headroom. Great timing since the CR-V RS e:HEV does have a panoramic sunroof as standard.
Despite the presence of a 1.06-kWh lithium-ion battery pack, it doesn’t compromise the cargo capacity at all which is set at 589 liters with the rear seats up and growing to 1,064 liters with the rear seats down. Of note, there’s no space for a spare tire here; instead, you’ll get a tire repair kit.
Generally, there’s nothing to fault with the CR-V’s interior. The design itself doesn’t strike you as outwardly premium. Instead, the choice of materials is born out of actual everyday usage. It’s all about offering better materials, more supple leather (with red stitching here), and crisper switchgear while making sure they’re kid- and/or pet-proof.
In front of the driver, there’s an all-digital 10.2-inch display that presents all the information in a clear, concise manner. There’s a 9-inch screen also shared with the Civic poking up at the center. It’s coated to better persist fingerprints and reflections, and the interface is snappy and sharp. Thankfully, Honda has kept some traditional hard controls, including knobs for the volume and climate control. Wireless CarPlay is present as is a 15-watt wireless device charger, but for seamless connection, better stick with the traditional wired connection. Over to the back, the power tailgate is not only hands-free, but a walkaway mode means you can tell it to close automatically as the key bearer moves away.
Most will balk at the P 409,000 premium Honda’s asking for the CR-V RS e:HEV over the base CR-V V Turbo, but at the end of the day, this variant feels like the more complete product. Honda’s always pushed the CR-V to rewrite bits and pieces of its character with each generation, while still keeping close to its “Comfortable Runabout Vehicle” namesake. As such, there’s plenty to like here—the high equipment level, the build quality, the top-notch build quality, and the spaciousness. In the end though, it’s that class-leading hybrid powertrain that swings the vote, especially for discerning buyers who’re focused at the top end of the segment.
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2024 Honda CR-V RS e:HEV |
|
| Bottom Line | |
| Pros | Potent, yet fuel efficient powertrain, smooth road manners, spacious. |
| Cons | High price tag, no all-wheel drive. |
| TL;DR | This current CR-V generation's most complete package. |
| Ownership | |
| Year Introduced | 2023 |
| Warranty |
3 years / 100,000
kilometers, 8 years / 200,000 kilometers (battery) |
| The Basics | |
| Body Type | Compact SUV |
| Seating | 5 |
| Engine / Drive | F/F |
| Under the Hood | |
| Displacement (liters) | 2.0 |
| Aspiration | Normally Aspirated |
| Fuel Delivery | Direct Injection |
| Layout / # of Cylinders | I4 |
| Maximum Output (PS @ rpm) | 148 @ 6,100 (207 combined) |
| Maximum Torque (Nm @ rpm) | 183 @ 4,500 (335 Nm combined) |
| Fuel / Min. Octane | Gasoline / ~91 |
| Transmission | CVT |
| Cruise Control | Yes, Adaptive |
| Fuel Economy (km/L) @ Ave. Speed (km/h) | 19.6 km/L @ 18 km/h |
| Fuel Tank Size (L) | 57 |
| Dimensions and Weights | |
| Length (mm) | 4,691 |
| Width (mm) | 1,866 |
| Height (mm) | 1,681 |
| Wheelbase (mm) | 2,701 |
| Curb Weight (kg) | 1,780 |
| Suspension and Tires | |
| Front Suspension | Independent, MacPherson Strut |
| Rear Suspension | Independent, Multi-link |
| Front Brakes | Vented Disc |
| Rear Brakes | Disc |
| Parking Brake | Electric, w/ Auto Hold |
| Tires | Dunlop SP Sport Maxx 050 235/60 R 18 H (f & r) |
| Recommended Tire Pressure (PSI) | 35 front, 32 rear |
| Wheels | Alloy |
| Safety Features | |
| Airbags | 8 |
| Anti-Lock Brakes (ABS) | Yes, with EBD |
| Traction / Stability Control | Yes |
| Parking Sensors | Yes, Front & Rear |
| Parking Camera | Yes, 360-degree |
| Front Seatbelts | 3-pt ELR w/ pre-tensioners x 2 |
| Rear Seatbelts | 3-pt ELR x 3 |
| ISOFIX Child Seat Anchor | Yes |
| Advanced Driver Assist System |
Collision Mitigation
Braking System Forward Collision Warning Lane Departure Warning Lane Keeping Assist System Road Departure Mitigation Lead Car Departure Notification |
| Other Safety Features |
Hill Descent Control Hill Start Assist LaneWatch Blind Spot Camera Tire Pressure Monitoring System |
| Exterior Features | |
| Headlights | LED, Adaptive w/ Auto High Beam |
| Fog Lamps | Yes, Front & Rear (LED) |
| Light Operation | Automatic |
| Wiper Operation | Rain-Sensing |
| Tailgate | Electric |
| Interior Features | |
| Steering Wheel Adjust | Tilt/Telescopic, Manual |
| Steering Wheel Material | Leather |
| Seating Adjustment (driver) | Electric, 6-way, w/ Memory |
| Seating Adjustment (front passenger) | Electric, 4-way |
| Seating Surface | Leather |
| 2nd Row | 60/40 Split Fold, Sliding, Reclining w/ Armrest |
| 3rd Row | None |
| Sunroof | Yes |
| Multi-Information Display / Size | Yes, 10.2-inch |
| Convenience Features | |
| Power Steering | Yes |
| Power Door Locks | Yes |
| Power Windows | Yes |
| Power Mirrors | Yes, w/ Fold |
| Rear View Mirror | Auto-dimming |
| Proximity Key | Yes |
| Climate Control | Dual, w/ Rear Vents |
| Audio System |
Stereo USB Type A USB Type C Bluetooth |
| Wireless Charger | Front |
| Infotainment Display / Size | 9-inch |
| Smartphone Connectivity |
Apple CarPlay (Wireless) Android Auto Honda Connect (Telematics) |
| # of Speakers | 12, Bose |
| Steering Controls | Yes |
I'd choose the cx5 awd Turbo over this. For pansies and fuel misers however, feel free to buy this.
ReplyDeleteUly, are the hybrid systems of Honda, Toyota and GWM comparable?
ReplyDeleteComparable in the sense that they use the same series-parallel hybrid tech. The implementation is different. The GWM and Honda systems are more closely related though.
Delete207hp lmao what is this, a sedan???
ReplyDeleteThe RAV4 has 218...so it's actually quite normal.
Deleteare you one of those drivers that drive dangerously fast? if yes, please do better. you are endangering others.
DeleteI remember when the current Rav4 came out without awd and with the high price everybody went ballistic. Now the CRV is priced similarly also without awd and an extremely high price I'm not sure what the response will be. Hybrid tech really jacks up the price. Maybe the next gen of these 2 will be near the sub 3m mark hopefully not.
ReplyDeleteRAV4 without hybrid and without AWD wasn't justified before. When Toyota rectified that by adding the standard hybrid powertrain and offering better equipment, it actually started selling better. It's the same with the CR-V RS...Honda tells us that majority of sales are actually the VX AWD Turbo and the RS e:HEV...evenly split.
DeleteHi Uly, what's your take on the CR-V HUD versus the CX-5?
ReplyDeleteThey're equally easy to use, but I were a bit picky, I found the HUD on the CR-V a bit too low and close to my liking. The digits though are much larger and they're easier to set because you just need to toggle the steering wheel knob. The CX-5's HUD fits more in my line of sight. The digits though are smaller, but it also fits a lot more info. In both cases, not really a deal breaker.
DeleteThanks Uly. Kind of sad Honda didn't put this standard across all trims unlike the CX-5. Will do a test drive versus Mazda soon.
Delete2.6m?.. that's good for showroom display
ReplyDeleteHonda already sold hundreds of units of that since its launch last year
DeleteIts out of stock at most Honda car dealerships.
For that price, its better just to buy a B-segment CUV/SUV and 1 toyota wigo.
ReplyDeleteBest of both worlds- one for hiway, the other for city drives. Serves the same purpose but you have two cars to play with.
Not all people want to buy a slow,unrefined and unsafe tincan like the Wigo that's why its sales in the Philippine and Indonesian markets are lower than its rivals the Mirage G4 and Brio as car buyers in that class wanted a much quicker and fuel efficient vehicles.
DeleteNo spare tire is another con
ReplyDeleteThe DFM Aeolus Huge is much better than the CRV. More power & more space.
ReplyDeleteYou're really leaving out the reliability aspect huh?
Delete