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Honda’s off-roader goes diesel-less for the new generation, offering either petrol or petrol-electric hybrid alternatives this time around

The Big Test - Honda CR-V - 2019 - Gallery image 12

On the road

On the road

The new Honda CR-V has two very distinct characters, each of which is likely to account for around half of the car’s sales.

The 1.5-litre petrol model launched late last year, and has now been joined by the fleet model of choice, the 2.0-litre petrol-electric hybrid. It’s a hybrid system that recharges itself using the engine and braking rather than being plugged in.

The strengths and weaknesses of the hybrid are predictable to anyone familiar with the technology, in that emissions are lower but the cost is higher. In this case the hybrid can get down to 120g/km in front-drive form, while the best the petrol can do is 143g/km, but that flip-side is that the manual two-wheel-drive petrol model costs £3100 less than the auto-only two-wheel-drive hybrid. Like-for-like, which is only possible with the four-wheel-drive petrol model, it’s an extra £800 to go from petrol to hybrid, which is more bridgeable a price gap. Basically, if you’re happy with the manual, then the petrol’s higher emissions will be offset by the price difference; with the auto that’s not so easily the case.

What there isn’t, is a diesel model. Despite the introduction of a Civic diesel last year, the fact that most of Honda’s major markets (including the US and Japan) aren’t interested in diesel means the company is pressing ahead with hybrid power as part of its strategy of electrification – all models will have some electrification by 2025.

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The new CR-V is Honda’s fifth iteration of what is now a well-established nameplate, and it becomes Honda’s only seven-seat option. That’s as long as you choose the petrol model, where all-wheel-drive SE or SR trim cars gain an extra couple of seats in the boot in exchange for £1700. Unfortunately, the hybrids don’t have the same option because of the restrictions caused by packaging the batteries.

Where comparable, the switch from two- to four-wheel drive costs £1410 on the petrol, and takes emissions from 143g/km to 151g/km, while the hybrid goes from 120g/km to 126g/km for two additional driven wheels at a cost of £1100.

Inside, Honda claims that the new CR-V “raises the bar in terms of quality, refinement and spaciousness”, and it definitely succeeds with at least two of those goals.

The final one is the easiest to deal with, because a quick jump into the rear seats highlights just how much space there is back there. Four large adults will be as comfortable as they would be in anything from the class above, such is the amount of passenger space, and the doors open wider than many other cars’ (getting on for 90 degrees), which makes entry and egress easy. Honda makes claims about class-leading space that it’s difficult to argue with.

The Big Test - Honda CR-V - 2019 - Gallery image 17

The boot also feels much larger than the figures suggest, and it looks no different to rivals’ that are supposedly over 100 litres larger. Even if the figures don’t lie, you’re well into the realms of it being large enough to cope without breaking sweat for any regular family or work deployment.

The refinement question is also a reasonably conclusive positive result. Petrol-electric hybrids mated to CVT automatic gearboxes are rarely noted for being the most aurally pleasant of combinations, but the CR-V does a better job than some of not sounding and feeling like a sewing machine is doing the hard work under the bonnet. There’s plenty of power on demand, and the worse strains of engine noise are well muted. It also runs nicely for significant short periods on the battery alone, although an easily readable needle on the dashboard to show just how hard you can push the accelerator before requesting enough power to have the car kick the engine back in would be appreciated around town or in heavy traffic.

It’s also possible to adjust the level of brake energy regeneration, and therefore the force of the regenerative braking when you lift off the accelerator. It’s a shame it’s for only one solitary braking action, after which the system reverts to its lowest level. It would be better to be able to help restore more energy into the battery by having a permanently settable braking mode, such as the likes of the Toyota Prius hybrid offers.

Otherwise, the driving experience is pleasantly neutral and inoffensive, and for a hybrid powertrain that’s more of a compliment than it sounds. The usual verdict of a petrol-electric model is that you have to put up with a car that’s not enjoyable to drive but makes a load of sense on paper, but the CR-V sidesteps that and provides a fuss-free existence. It rides well, particularly over larger bumps and holes, is refined at higher speed and offers the pleasant contradiction of good acceleration when the petrol and electric motors combine for peak performance, yet around town in battery-only mode, low-speed progress is a silent and serene experience.

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Context

Context

The CR-V was launched a full 24 years ago as Honda’s entry into the sports utility vehicle segment in 1995.

The second-generation car (pictured, right) was more of a styling evolution than a full new car, and ran from 2001-2006 before being replaced by a new model.

The third-generation CR-V changed things when it arrived in 2006; this was the first of the Honda SUV models to have a top-hinged tailgate, rather than the previous arrangement of a side-hinged rear door with spare wheel mounted upon it.

There’s a clear progression of design from that car through the fourth generation of the CR-V, which ran from 2011 to last year, to the current car.

Honda claims the CR-V is the world’s best-selling SUV, quoting cumulative 2013-2016 sales figures from market analysis expert Jato, helped a great deal by the brand’s status at the top of the retail chart in America.

This new CR-V contains a couple of useful ‘firsts’, with this new model being the first to offer seven seats as an option, albeit only with the petrol version and not the hybrid powertrain, which constitutes the other significant first.

The Big Test - Honda CR-V - 2019 - In Context - 2nd generation Honda CR-V ran from 2001 to 2006

What they said

What They Said

"The Honda CR-V is the world’s most popular medium-sized SUV. Our all-new CR-V Hybrid adds an intelligent and highly-advanced powertrain to the already impressive list of features. Both sporty and luxurious, the CR-V is available with a range of finance options, a choice of either two- or four-wheel drive, a variety of seating options and an impressive 1756 litres of boot space."

"The highly economical fleet car raises the bar when it comes to advanced safety features, boasting a whole host of features as standard, including parking sensors, rear-view camera and the Honda Sensing package."

Marc Samuel, fleet sales manager, Honda UK

Marc Samuel, fleet sales manager, Honda UK

Comparatively speaking

The Big Test - Honda CR-V - 2019 - Comparatively Speaking Chart

Need to know

The Big Test - Honda CR-V - 2019 - Need to Know Chart

Like/dislike

Three things we like...

The Big Test - Honda CR-V - 2019 - Three Things We Like - 1 - The rear doors open much wider than other cars’ which is great for access
1

The rear doors open much wider than other cars’; great for access

The Big Test - Honda CR-V - 2019 - Three Things We Like - 2 - The huge central bin has a useful sliding shelf-type element
2

The huge central bin has a useful sliding shelf-type element

The Big Test - Honda CR-V - 2019 - Three Things We Like - 3 - Boot space doesn’t necessarily impress on paper but feels huge to look at or use
3

Boot space doesn’t necessarily impress on paper but feels huge to look at or use

...And one we don't

The Big Test - Honda CR-V - 2019 - And One Thing We Don't - You can use the paddles to adjust the brake regen, but only for that single braking action
X

You can use the paddles to adjust the brake regen, but only for that single braking action

Verdict

Verdict

Drive  7/10

Performance is decent if you work the powertrain hard enough, but it’s not a car built for enthusiastic cornering.

Efficiency  8/10

The petrol-electric powertrain is more efficient than less powerful diesel alternatives, with added BIK savings, although diesel fuel economy figures are better.

Practicality  9/10

Masses of space for rear passengers, and the boot feels larger than the on-paper figures suggest; it’s certainly plenty for every reasonable use.

Equipment  8/10

Virtual absence of options is a blessing and a curse; a much simpler range but you have to go for pricier trims if you want certain equipment such as heated seats.

Looks  8/10

Evolutionary over the previous CR-V and with an American flavour that’s unsurprising given that the US  is such a big Honda market.

Comfort and refinement 8/10

The CR-V’s hybrid system scores well for refinement versus others, although it still sounds a little course under hard acceleration. Ride quality is good.

Cabin  8/10

The quality of materials is mixed, with some plastics not feeling as nice as they look. But everything is logically laid out.

Infotainment  7/10

Reasonable, but with a couple of small usability frustrations and graphics a little behind the times.

Whole life costs  8/10

Pretty good all-round costs, with reasonable pricing, good emissions and decent residual values.

CCT opinion  8/10

Decent powertrain with good emissions in a big, sensible car.

VERDICT 79%

Honda is playing to a company car audience with the new CR-V Hybrid, offering low emissions figures, masses of practicality and good spec if you go as high as the SR trim.

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