Honda CR-V 2026 review: e:HEV RS

Price and features – Does it represent good value for the price? What features does it come with?

8 / 10

There are six grades in the CR-V range, split across petrol and hybrid powertrains. We’re testing the flagship e:HEV RS hybrid here, priced from $64,400 drive-away. That puts it toward the upper end of the segment. The Hyundai Tucson Hybrid Premium undercuts it at $58,350, while the Toyota RAV4 Cruiser Hybrid AWD sits at $60,340 and Kia Sportage GT-Line Hybrid is $60,370.

However, Honda's pricing is drive-away and includes on-road costs, whereas those rivals do not. When you consider that, the pricing isn't that much different.

For the money, the RS presents as well-specified and you'll enjoy a panoramic sunroof, heated and ventilated electric front seats, heated outer rear seats, leather upholstery and a heated steering wheel. It covers the comfort brief without issue.

Where it loses a tiny bit of ground is in the tech. There’s a strong base with a 12-speaker Bose sound system, wireless Apple CarPlay and Android Auto, built-in satellite navigation and a head-up display. But the 9.0-inch touchscreen feels undersized for a flagship in this segment, especially when rivals have moved to 12.3-inch (and above) displays as standard.

Practical touches are solid, with dual-zone climate control, four USB-C ports and a powered tailgate. However, the hybrid's switch to a tyre repair kit instead of a temporary spare is another area where competitors have the edge.

While the CR-V RS hybrid ticks plenty of boxes on paper, it doesn’t quite match the breadth of equipment offered elsewhere, though it remains competitive overall for the segment.

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Design – Is there anything interesting about its design?

9 / 10

The CR-V hasn’t changed much since this generation launched in 2023, but it remains a purposeful-looking SUV for the segment. A slightly longer body and 198mm of ground clearance give it a bit more presence on the road than some of its rivals.

The silhouette is clean and confident, lifted by black 19-inch alloy wheels, matching door handles and a sharply styled honeycomb grille.

Inside, the cabin reflects the RS grade nicely. The embossed leather seats with red contrast stitching add a sporty edge, while the dashboard design feels cohesive and well thought out. The honeycomb air vents tie in nicely with the grille and look modern. There's a satisfying tactility throughout, with plenty of soft-touch materials and clicky buttons. The panoramic sunroof and black headliner also give a subtle sense of sophistication.

As far as flagship grades go, it looks the part.

Practicality – How practical is its space and tech inside?

8 / 10

Up front, there’s plenty of space and the seats are comfortable over longer drives, helped by the extra adjustment and functions on offer. The seat bases are on the shorter side though, so I would have liked to see extendable under-thigh support for added comfort.

Storage is well thought out, making it easy to keep things tidy. There’s a deep centre console, two cupholders and decent door bins, along with a large tray that houses the wireless charging pad and two USB-C ports.

In the back, legroom is generous and the seats themselves are comfortable, especially with the heat function on the outboard seats. The transmission tunnel is also not too high for middle seaters. Headroom is a touch tighter, due to the panoramic sunroof, but it’s not a dealbreaker. The wide-opening rear doors also make access easy.

Features in the backseat are a little more modest than expected for a flagship. You get directional air vents and a couple of USB-C ports, but miss out on extras like separate climate controls and device pockets. There are two ISOFIX points and three top-tether anchors, though realistically two child seats will fit best.

Around the back, the 581L boot capacity means it easily handled luggage for four adults along with a weekend shop. This grade also includes a powered tailgate, though it makes do with a tyre repair kit rather than a spare, which won't suit everyone.

From the driver’s seat, the tech experience is a bit of a mixed bag. The multimedia system feels dated, both in size and graphics, and some settings can be fiddly to locate and adjust, including the head-up display. Wireless Apple CarPlay is a welcome inclusion, though it did take a few attempts to connect initially. Once paired, it’s been reliable.

On the plus side, Honda has kept physical buttons and dials for key functions, which makes a big difference to everyday usability. Very little is buried in menus, and it all feels intuitive to operate on the move.

Under the bonnet – What are the key stats for its engine and transmission?

7 / 10

The CR-V RS hybrid is all-wheel drive and pairs a 2.0-litre four-cylinder Atkinson-cycle engine with two electric motors, delivering up to 135kW and 355Nm. Both figures are a bit lower than its Kia and Hyundai rivals, which both produce up to 173kW/367Nm, but for the most part, there’s enough punch for both city driving and longer highway runs.

The electronic continuously variable transmission (e-CVT) can get a bit vocal under load though, particularly on hills where it tends to hold higher revs.

Efficiency – What is its fuel consumption? What is its driving range?

9 / 10

The CR-V hybrid has a claimed combined fuel consumption of 5.7L/100km. Paired with a 57-litre fuel tank, that gives it a theoretical driving range of around 1000km, which is strong for a mid-size SUV.

In the real world, I saw 6.7L/100km over the week. That’s still a solid result, especially considering how much highway driving was involved, where hybrids typically aren’t at their most efficient.

Driving – What's it like to drive?

7 / 10

On the road, the RS hybrid has enough power to keep things moving, even on winding hills, though you do need to lean into the throttle to get the most out of it. The engine can sound quite strained under load, but it’s more noise than anything, with performance still holding up.

Through corners, it feels more dynamic than you might expect. The suspension and steering lean firm and responsive, which makes it a capable tourer. That said, road noise does creep into the cabin, particularly on longer drives, and takes a bit of the shine off.

To maximise energy recovery, you can switch from Drive to B mode to increase regenerative braking. It’s especially useful in stop-start traffic or on hilly roads, though it does mean you can’t use cruise control in this setting.

Around town, visibility and parking are made easier with a 360-degree camera. The image is clear, although the slight fish-eye effect takes a little getting used to. Once you’re familiar with it, though, it’s a straightforward car to manoeuvre.

Safety – What safety equipment is fitted? What is its safety rating?

7 / 10

The CR-V holds a four-star ANCAP safety rating from testing conducted in 2023. While that’s not class-leading, it’s backed by a solid list of safety equipment.

There are 10 airbags in total, including side chest airbags for both rows, which is a nice inclusion given many rivals reserve these for the front seats only. You do miss out on features like emergency call functionality and side exit assist, though.

The broader safety suite includes blind-spot monitoring, lane keeping aid, lane departure warning, traffic sign recognition, rear cross-traffic alert, a driver attention monitor and tyre pressure monitoring.

On the road, most of these systems operate unobtrusively. The adaptive cruise control can be a little slow to respond when accelerating, but otherwise it doesn’t interfere with everyday driving.

For families, there are two ISOFIX points and three top-tether anchor points in the rear. The RS also includes a forward collision warning and autonomous emergency braking, which operates between 5.0 and 195km/h and can detect cars, pedestrians and cyclists.

Ownership – What warranty is offered? What are its service intervals? What are its running costs?

8 / 10

The CR-V is covered by Honda’s five-year, unlimited kilometre warranty, which is below average now for the segment. However, it can be extended by a further three years if you service exclusively through Honda.

Ownership costs are where it stands out positively. You get five years of complimentary roadside assistance, along with a capped-price servicing program where visits are just $199 each. That’s one of the more affordable offerings in this class. For context, the Toyota RAV4 comes in at $325 per service over the same period, followed by $458 for the Hyundai Tucson and $583 for the Kia Sportage.

Service intervals are set at every 12 months or 10,000km, whichever comes first.

Verdict