Honda CR-V RS e:HEV

Overview

IN THE 30 years since Honda launched the then small segment, now midsize CR-V Down Under it has run through six generations the latest arriving in late 2023.

An upgrade with mild tweaks and more kit is imminent and ushers in 2.0-litre hybrid e:HEV availability across four models, two with AWD including the replacement for the front wheel drive RS variant recently driven.

Though now AWD, the redundant five-seat RS “bum dragger” tested provided a good opportunity to appraise various aspects of the good-looking medium size SUV range topper from Honda that now, with AWD added and more spec, lists from $64,400 driveaway, a $4500 increase on the model tested.

It also provides an insight into the new lower spec e:HEV FWD models.

The CR-V RS in against versions of Toyota’s incoming, new gen’ RAV4, Hyundai Tucson, Kia Sportage, Mazda’s incoming new CX-5, Mitsubishi Outlander, Nissan X-Trail, Subaru Forester and umpteen others particularly cheaper choices from China.

A trawl through the cyber-sphere shows the Thai-built CR-V generates few customer complaints and maintains Honda’s “premium Japanese brand” reputation across all metrics.

CR-V’s range-wide 2026 upgrades include a suite of new technologies such as a 360-degree camera and driveaway auto door lock added alongside comfort additions like heated rear seats and ventilated front seats.

In addition to variant changes, the model also scores a mild interior and exterior refresh bring a new 9.0-inch infotainment system as standard across all grades, Google Built-In functionality including Google Maps, Google Assistant and access to the Google Play Store for app downloads.

The new AWD RS has been the biggest beneficiary of the update, gaining a head-up display, heated steering wheel, ventilated front seats, heated rear outer seats, a surround-view camera, alloy sports pedals and a customisable drive mode.

It also adopts black wheel arch cladding and black door handles in place of the outgoing model’s body-coloured items. A hands-free powered tailgate is now standard across the range.

Power comes from an Atkinson Cycle 2.0-litre four-cylinder petrol engine plus two side by side electric motors – one providing drive and the other acting as a motor-generator – for combined outputs of only 135kW and 335Nm through an electronic CVT.

Independent testing has shown the unit’s actual output is more like 152kW and about 350Nm.

Combined fuel consumption is from 5.5L/100km for the front-wheel-drive hybrids, more for the AWDs.

Interestingly, the CR-V has only a four-star ANCAP safety rating in Australia – one star fewer than European-market equivalents equipped with Honda’s more advanced ‘Sensing 360’ driver assistance technology suite.

Honda’s MY26 update does not address this specification gap, with all CR-V variants continuing to lack the front cross-traffic alert, lane-change assist and active blind-spot assist features available on the model for overseas markets including Japan and Europe.

The CR-V is covered by Honda’s five-year/unlimited-kilometre warranty with five years of roadside assistance and five capped-price services at $199 each.

Driving Impressions

Now you’re talking! This is a proper car, properly built with proper dynamics instead of a mobile iPad.

It was a refreshing change to be steering the handsome and dynamically endowed CR-V RS e:HEV as opposed to something that looks like a frog and revolves around its huge centre screen, wrests control at the slightest opportunity, handles like a dray and distracts the driver at every turn.

Engineering input for the Honda is obviously from people who know rather than people who think they know.

Right from the get-go, the CR-V impresses with sporty engine performance (accompanied by a nicely muted exhaust growl at full throttle), sharp, sporty dynamics some might say is bordering on too firm and direct steering that seems almost predictive thanks to having two pinions (gears), one on top, one underneath the rack.

The high tech e:HEV hybrid system delivers strong performance, requires no external input, no plugging anything in and delivers impressive fuel economy and range of up to 1000km driven carefully.

On test, the RS fuel average sat resolutely on 5.3L/100km regardless of how the vehicle was driven so that number would theoretically drop with more measured driving.

Efficiency is no doubt facilitated by the model’s clever electric automatic transmission called an E-CVT with lock-up ratios and multiple drive modes.

With the E-CVT, separate gears are used for motor driving and engine driving, enabling use of the most appropriate ratios. The mechanism also contributes to the CR-V’s mostly silent running apart from when full throttle is applied and after a fairly long idle.

It gets off the mark smartly and goes on with it presumably to maximum speed with no drop off unlike many allegedly more powerful BEVs. Engine response is drive mode dependent and the paddle “shift” is for regenerative braking force and includes one pedal driving functionality.

Unlike some CVT transmissions that seem to be continually slurring in concert with engine revs, the CR-V RS behaves like a conventional auto selecting, at times punching in the required “gear” for any given application.

Ride control is by strut front and multi-link rear that is calibrated on the sporty side of the ledger that can become a tad jiggly on broken surfaces but comes into its own with so called “press-on” driving. Mostly it gives a smooth ride with stable responses, no kick back, no pitching, minimal yaw, no bump/thump and true tracking.

Big tick there!

Though a front-wheel drive, torque steer was not evident at all, meaning the new lower spec’ FWD hybrids will be the same.

The new AWD RS is likely even better at tracking true perhaps delivering more drive out of turns and safer motion on slippery surfaces.

Our pet hate, intrusive ADAS, seems somewhat under control in the CR-V with high threshold interventions and only occasional unnecessary panic stops, tugs on the steering wheel, warning beeps and flashing lights.

You know it’s there and switching it off every time is a pain, but not as bad as most new cars driven recently.

The interior is well appointed and somewhat Spartan in design again, better than the full gimmick treatment seen elsewhere.

The five-seat layout might preclude some buyers but not everyone has five kids and the two pews afford a large load space w segmented with neat pockets in the test car’s case. Also appreciated are the stick shift centre console gear selector and array of push button and knob-controlled functions as opposed to on screen.

The audio is terrific, the mesh dash fascia different and the seats are largish and accommodating, especially with the heating and ventilation functions to the fronts.

As you can no doubt tell, we really like the Honda CR-V RS e:HEV on a number of fronts, including its styling and tight build quality, performance and handling, fuel efficiency, sensible hybrid system and its luxury accommodations.

Though it won’t tow much, we doubt that’s a deal-breaker for most, and would otherwise heartily recommend this well-built and enjoyable hybrid offering.