Honda CR-V SUV (2023 - ) review

The CR-V is only available with hybrid power, but with two levels of electrification according to your needs. The basic CR-V comes with a full hybrid powertrain branded e:HEV that essentially uses the petrol engine as an on-board generator most of the time, allowing the electric motor to drive the wheels. It’s only by the time you reach motorway speeds where the petrol engine actually takes over for the majority of the time. The Advance Tech e:PHEV version teams that system with a battery rechargeable from outside to create a plug-in hybrid system with around 50 miles of electric range. The idea is that you can use the e:PHEV as an electric car during the week, charging overnight, and then use it as a more conventional hybrid for longer journeys at the weekend. Admittedly, you’ll have to have a very specific lifestyle to make that work, but if you fit the bill the plug-in CR-V should prove remarkably easy on your bank balance. Even the full hybrid shouldn’t be too ruinous.

Honda’s reputation for reliability is the envy of pretty much every other car maker, except perhaps Toyota and Lexus. And although sometimes the Japanese company’s products haven’t always felt especially bulletproof, they’ve proven their robustness time and time again. Obviously, because the new CR-V is a completely new model, we don’t know exactly how things will play out as yet, but we don’t expect many problems. Yes, the hybrid system is new, but it’s essentially an evolution of the old CR-V’s, and that was pretty reliable. What’s more, the CR-V’s new-look cabin feels just as robust as that of the Toyota RAV4, with solid materials and well-engineered switchgear. Admittedly, some of the components aren’t quite as tactile as those in, say, a Mazda CX-5, but it’s a step forward for Honda in a car that was already pretty solidly built.

Honda has a good reputation for safety, and the new CR-V is set to continue that tradition. Not only is it an easy car to drive and surprisingly easy to see out of, but it comes with a huge amount of safety equipment as standard. As part of the Honda Sensing 360 driver assistance package, the CR-V gets a reversing camera, along with parking sensors and a host of slightly less-common features. There’s a system that will warn you of oncoming traffic when you’re pulling out of junctions, and another to stop you changing lanes when there’s a car lurking in your blind spot. And that’s in addition to the autonomous emergency braking system that will slow or even stop the car if the driver fails to respond to a hazard. And there’s no need to worry about missing out on any of this stuff if you choose an entry-level model, because all this equipment is included on every CR-V offered in the UK.

To an extent, the comfort of the CR-V rather depends on which version you choose. On the e:HEV the suspension feels a bit firm, particularly around town, and potholes will send a little jolt through the cabin. It isn’t terrible, but it’s shown up by the e:PHEV models, which feel much more composed. They don’t exactly waft along the road, but they soak up the bumps with real maturity, which helps ensure they feel secure and stable. Of course, there’s more to comfort than just a well-judged suspension set-up, and the CR-V comes through with supportive and easily adjusted seats that ensure a comfortable driving position. There’s plenty of space for passengers to stretch out in, too, with lots of rear legroom and eight different backrest positions for rear-seat passengers to help them get comfortable. And it isn’t like you’ll have to cram the cabin with luggage and belongings, either, because the boot is pretty sizeable no matter which model you choose. Combine that with a solidly built and modern-looking cabin, and you’ve got a car that will prove more than comfortable enough over long or short journeys.

Historically, in-car technology hasn’t generally been Honda’s strong suit, but that is changing. Like the Civic and ZR-V, the new CR-V gets the Japanese company’s latest-generation touch-screen infotainment system, providing a clear and generally quite user-friendly display. The graphics may not be as sophisticated as those of some other brands’ systems, but the CR-V’s tech is still a step forward for Honda, and it works well with the standard Apple CarPlay and Android Auto. But the screen is only half the story because Honda has also given the CR-V the same digital instrument display as the Civic. Again, it isn’t the sexiest system on the market, but it’s easy to configure and to read, which is the most important thing. And you can combine that with the optional head-up display, which puts the most important information closer to your eyeline. Even if you don’t touch the options list, though, the CR-V comes with plenty of standard equipment. Leather upholstery, climate control and a panoramic glass roof are all included across the range, along with the instrument cluster and touch-screen.

Although the CR-V is offered with a choice of two hybrid systems, they both get the same 184-horsepower output, which is enough for respectable - if not especially remarkable - straight-line performance. However, there are noticeable differences, not least because the plug-in e:PHEV is not available with the e:HEV full hybrid’s all-wheel-drive system, and that means it has a little less off-road capability. On the road, though, both versions feel agile, with really precise and reassuring steering, as well as good control of the Honda’s bulky bodywork. Refinement is good, too, thanks to the heavy use of the electric motors that whirr away almost silently, while the engine feels very smooth in the background. In fact, it’s quite difficult to tell when the car switches from using the electric motors to drive the wheels and reverts to the petrol engine.