Holden Acadia vs Honda CR-V

What's the difference?

The Holden Acadia is a proper seven-seater SUV in that it will fit adults in the third row without turning your friends into enemies. It’s also practical and well fitted out with storage places and utilities such as USB ports.

I was particularly impressed with the advanced safety equipment on-board even at this entry LT level. Yes, it’s a V6 petrol and it’s not the most fuel-efficient SUV, but our time with it showed that with cylinder deactivation and the stop-start system it might not be as thirsty as you’d think.

The most-expensive version of the latest Honda CR-V is one of the most convincing family-orientated mid-sized SUVs in Australia, regardless of price and positioning.

For efficiency, economy, driveability, packaging, safety, quality, refinement and value-for-money, it is an outstanding value proposition. Don't buy a RAV4 or Forester hybrid before checking this one out.

We cannot wait for the e:HEV hybrid powertrain to filter down to cheaper grades, to make the best CR-V in decades even more accessible.

To fully understand the look of the Acadia, take a peek at the GMC website - but make sure you shield your eyes in the same way you would during a solar eclipse, or when welding, or in an atomic blast.

You’ll understand when you get there but suffice it to say contained within the site are some pretty confronting trucks and SUVs. Once you’ve recovered, you’ll realise the Acadia is the supermodel of the GMC family.

Yep, it has a big, blocky, truck-like look but it’s a refreshingly tough styling alternative to more elegant looking SUVs such as the Mazda CX-9.

The Acadia is also one of the smallest members of the GMC family, yet its dimensions position it as a large SUV in Australia. Even then it’s not huge compared to other large SUVs here, so you won’t have an issue piloting it in Aussie car parks or fitting into spaces.

The Acadia measures 4979mm end-to-end, 2139mm across (with the mirrors out) and 1762mm tall.

Along with the Mazda CX-9 the Acadia would also consider the Kia Sorento and Nissan Pathfinder to be among its rivals.

Inside, the Acadia is a modern and stylish looking place, although it’s a bit unrefined. Still, as one YouTube commenter reminded me parents will like the wipe clean surfaces.

Well her comment wasn’t written that politely but being a parent, I concur that the hard plastics have that advantage.

The interior is not all unrefined. The seats, even in the entry grade LT we tested, while cloth (and only available in Jet Black) are sculptured with bolsters and finished with a textured pattern that looks and feels great.

Though considered handsome, the CR-V has never been a style leader. Function over form has always been its calling card, and Number Six is no exception.

Cleanly drawn, with boxy proportions and a blunter, squarer nose providing a contemporary if somewhat bland appearance, the Thai-built Honda lives on the larger end of the mid-sized SUV scale, resulting in lots of space and practicality.

Yet there are interesting and worthwhile details to explore, like narrower-than-usual windscreen pillars for exceptional forward vision.

The same applies to the considered positioning of the exterior mirrors, minimising blind spots, while deep glass areas allow light to flood in.

The stylish, Volvo-esque L-shaped tail-light graphic probably connects most clearly with past CR-Vs, giving the latest version an elegant overall presence.

Compared to the old model, the latest version's wheelbase has been stretched by 40mm to 2700mm, while front and rear tracks are 10mm wider, coming in at 1611mm and 1627mm, respectively.

Note that the front-drive models' ground clearance is 198mm – 10mm less than on the (non-hybrid-only) AWD grades.

The Acadia’s practicality game is strong. It boasts seven seats with third row positions actually able to fit adults, five USB ports sprinkled through the cabin, and a cargo capacity of 1042 litres with the third-row seats folded flat and 292 litres with them in place. If you have three kids, even teenagers, the Acadia could be the perfect family personnel carrier for you.

All three rows are spacious and even at 191cm tall I had good shoulder and elbow room up front, and in the second and third rows I had enough legroom to sit in each seat behind my seating position without feeling cramped.

Feeling a bit down because you might not be able to stretch the budget to get the LTZ-V? Well, cheer up – the LT has more headroom and that’s because it doesn’t get the sunroof which eats into the ceiling height.

Cabin storage is excellent. There’s a wide and deep centre console bin, a hidey hole in front of the shifter, a tray for second row passengers, six cup holders (two in each row) and decent-sized door pockets.

Directional air vents for everybody on board, three-zone climate control, two 12-volt power outlets, privacy glass and proximity unlocking complete a great practicality package.

Little wonder the CR-V was the world's third most-bought SUV worldwide in 2023. It's big enough for most families' needs... and then some.

This is immediately apparent the moment the big doors are opened up nice and wide, revealing an airy, spacious and extremely user-friendly interior.

The Japanese brand has striven successfully for greater visual symmetry, harmony and operational simplicity in the dashboard's design and layout.

And, sure, the 9.0-inch touchscreen lacks the wow factor of vast buttonless displays as found in flashy alternatives such as the disappointing Chery Tiggo 7, but it works very effectively.

Hondas have always nailed the driving position bit down pat, and the RS is no exception, with ample seat and steering column adjustment, considered controls placements and unimpeded views of the instrumentation and road ahead due to the aforementioned thin pillars.

The instrumentation cluster is an electronic set-up offering the driver the choice of either super crisp and ultra-clear analogue dials, or somewhat fussier bar graphs, with a digital speedo augmenting both.

There's so much to enjoy and so little to criticise inside Honda's mid-sized SUV. Along with space to stretch, the front seats are notably comfortable and supportive, as several hundred kilometres sat ensconced in them proved. Both sides have electric adjustment at this price point, too.

Ventilation also rates highly, with the honeycomb full-dash-length grille and lovely toggle switches bringing aesthetic and tactile delight, respectively.

And, reflecting the CR-V's US focus, storage is on a large and helpful scale, offering bottle holders in the doors amongst other places to stash things in and on.

Moving to the rear seat area, entry/egress is ridiculously unimpeded, with a decently-shaped bench.

Families are also likely to appreciate series-best legroom, backed up by a handy amount of girth – always a good thing.

You're also met with occupant-facing air vents, overhead grab handles, even more door storage, the obligatory folding centre armrest with cupholders, front-seat-sited map pockets and a pair of USB-C outlets.

However, the standard sunroof does rob some headroom so people taller than about 180cm had better try before they ride, though the 60/40 backrest reclines to 16 positions and that's helpful here.

Being a hybrid, the RS e:HEV misses out on the sliding bench which adjusts by 190mm in other CR-Vs.

Vision out is exemplary back there, enhancing an already spacious and airy ambience. But if the front seat area majors on Japanese quality, the rear is hardly premium, with plenty of dreary cheap plastic trim, betraying the Honda SUV's focus on the price-driven American market. But nothing squeaked, rattled or broke, thankfully.

Further back, the tailgate rises remotely quickly enough, and there's quite a wide and long area to store things, but the electrification elements make for quite a high and uneven floor – though a deep bin area is also provided to hide stuff in.

There's also just a can of goo in lieu of a spare wheel.

Cargo capacity rises compared to the previous CR-V, ranging from 589 litres with the rear seats up, to 1636L, or 1072L if measured only to the window line.

At the time of writing, choosing the hybrid version over the regular petrol-turbo CR-V means forking out for the top-of-the-line RS. Less expensive (and luxurious) hybrid grades are expected soon.

Starting from $59,900 drive-away, it isn't cheap, especially as its two closest rivals – the RAV4 Cruiser Hybrid and Nissan X-Trail Ti e-Power e4orce – offer all-wheel drive (AWD) for around the same price, while the Honda is front-wheel drive only.

At least the RS e:HEV isn't short on equipment, especially safety, with 11 airbags, Autonomous Emergency Braking (AEB), blind-spot alert, lane-keep assist, rear cross-traffic alert and adaptive cruise control included. Check out our safety section below for more details.

Being the CR-V flagship, you'll also find adaptive LED headlights, a panoramic sunroof, dual-zone climate control, leather upholstery, powered and heated front seats, a 9.0-inch touchscreen, sat-nav, wireless Apple CarPlay/wired Android Auto, Bose premium audio with 12 speakers, digital radio, a wireless charger, privacy glass, hands-free powered tailgate, roof rails, front and rear parking sensors and 19-inch alloys.

Note, however, there is no spare wheel, just a tyre-repair kit. Not good enough. For why, please see the Cost of Ownership/Warranty section.

There's also five years' free subscription to 'Honda Connect', bringing remote-control operation for climate control, lights and locking/unlocking, trip log data, location status, geo-fencing and emergency callout.

What's missing? Along with the aforementioned AWD, some rivals at this price point include larger alloy wheels if that's your thing.

Otherwise, the RS e:HEV brings plenty of features to the table. Sadly, not of the picnic variety, however, unlike in the first two generations of CR-V (1997 and 2001).

All Acadias come with a 3.6-litre V6 petrol engine which makes big dollops of power and torque or 231kW (at 6600rpm) and 367Nm (at 5000rpm).

A nine-speed automatic swaps gears, and in the case of our two-wheel drive LT test car the drive went to the front wheels only.

The V6 gets the thumbs up for its stop-start fuel saving system and cylinder deactivation, plus good acceleration and the smooth power delivery you’d associate with a naturally aspirated engine, but a thumbs down for needing to rev hard to make that mumbo.

The CR-V hybrid is powered by a 2.0-litre four-cylinder direct-injection Atkinson Cycle petrol engine.

Married to a pair of electric motors that make a combined power output of 152kW, it delivers a system total of 135kW at between 5000rpm and 8000rpm, as well as an impressive 335Nm of torque from 0-2000rpm.

It sends drive to the front wheels via a single-speed electric continuously variable transmission (e-CVT), featuring deceleration paddles that help redirect regenerative braking energy back into the battery.

Tipping the scales at 1771kg (kerb), the power-to-weight ratio is 76.2kW/tonne. Not great, but the e:HEV's brawn lies in its hefty torque output.

We were surprised by the Acadia’s fuel efficiency. After filling up the tank I drove for 136.9km on a combination of hilly country roads and peak hour evening city traffic and then filled up again – only 13.98 litres were used. That’s a mileage of 10.2L/100km. The official combined consumption figure is 8.9L/100km.

So, while the engine is big and not particularly new (it’s an evolution of the V6 built by Holden in Australia for the Commodore) it does have fuel-saving tech like cylinder deactivation and a stop-start system – which you can’t switch off.

Still, not the most fuel-efficient seven-seater – those with turbos and smaller capacity engines such as Mazda CX-9 are truly amazing in the way they can deliver grunt without getting thirsty.

Like Toyota's hybrids, Honda's do not need to be plugged in; the small 1.06kWh lithium-ion battery fitted is charged by either the engine or via regenerative braking energy.

Honda says the e:HEV RS on the Urban, Extra Urban and Combined cycles should average 4.9, 5.8 and 5.5 litres per 100km, respectively. The latter figure equates to a carbon dioxide emissions rating average of 125 grams/km.

Fitted with a 57L fuel tank, that means the driver can expect to achieve about 1035km between refills – and on 91 RON regular unleaded petrol at that.

Out in the real world, we managed a still-laudable 6.5L/100km during our time with the RS e:HEV, achieved through a mixture of inner-urban and open-road driving.

I drove the Holden Acadia back-to-back with the Nissan Pathfinder – you can watch the model comparison in the video above, but the upshot of that experience was important.

See, while I wasn’t a major fan of the Acadia driving experience when I first met the SUV at its Australian launch in 2018, when I drove it straight after the Pathfinder the difference was like night and day.

The Acadia is comfortable, from the big seats to the smooth ride. If you’re covering a stack of territory the Acadia makes a great highways cruiser and will chomp up big distances  effortlessly.

That V6 does need to rev hard, but it’s powerful and acceleration is swift, while the nine-speed automatic shifts pretty seamlessly. Noise cancelling tech keeps the cabin fairly serene, too.

Look, it’s not the most dynamic of SUVs and there was a bit of tyre chirp in the corners when pushed, but this isn’t a performance car and nor is it trying to be.

Small windows mean a cooler, tough look, but the downside is a dark cabin and occasionally visibility is limited by the A-pillars or out the rear windows.

A 2000kg braked towing capacity will rule the Acadia out for many thinking of pulling a large caravan or big boat. The Pathfinder’s 2700kg braked towing capacity is a strength of that SUV.

Do you need all-wheel drive? Nope, but it’s handy for dirt and gravel roads. Still the 198mm ground clearance with only front-wheel drive should see you get down bumpy roads that regular sedans couldn’t handle.

If the good-looking e:HEV RS's compelling value and great interior don't convince, then the driving experience might.

Building on five generations of gradual evolution, the latest CR-V uses an updated version of the previous model's all-new architecture – a very solid foundation to build an SUV upon.

Pairing that with Honda's latest hybrid electrification tech is the automotive equivalent of putting together peaches and cream. Even to a vegan.

From the first push of the starter button, the driving experience is seamless, elevating the e:HEV to the premium realm.

As it's in EV mode for much of the time at lower speeds, the SUV powers forward quickly and effortlessly, gliding along with a determined hum.

When the petrol engine eventually engages, it does so smoothly and quietly, yet the electric motor's influence and effects are far from done; the driver can sense all that torque (335Nm, remember) just from the immediacy of the throttle response.

Result? The CR-V's mid-range thrust makes it a deceptively rapid vehicle, accelerating instantly and surging strongly in almost no time at all. Keep an eye on that speedo, too, because the powertrain delivery is silken.

Furthermore, and going against type, the brakes thankfully avoid the wooden feel of many rival hybrids, and instead pull up immediately and with normal and natural pedal pressure.

Additionally, the paddle shifters provide variable off-throttle braking, though not quite down to a full stop.

Honda's chassis engineers have earned their keep when it comes to the CR-V's dynamics, too.

Light and easy around town for painless parking, the steering weights up nicely at higher speeds, allowing the driver to get into a linear rhythm with the machine, and without it feeling nervous or top-heavy when corners get tight – a rarity in an electrified SUV of this size.

And while it lacks the intimate connection of sportier SUVs like the Mazda CX-5 (given the RS badges), most people will appreciate the Honda's calm and controlled handling and road holding.

For the record, suspension in the CR-V consists of MacPherson-style struts up front and a multi-link rear end. However, a bit more suppleness would transform the e:HEV.

Wearing 235/55 R19 tyres, its ride around town is fine over larger bumps, absorbing them smoothly and without fuss, while overall tyre/road noise intrusion is pretty good, too.

Yet smaller-frequency surface irregularities, like joins and rail tracks, are not so easily dealt with, resulting in some sudden harshness.

Driven over exactly the same roads as the ZR-V e:HEV equivalent, it's clear there isn't quite the polish or sophistication that makes the smaller Honda SUV a highly-convincing dynamic and refined alternative to luxury German alternatives.

Other than the occasionally fidgety suspension, the CR-V hybrid makes for a dynamically impressive family SUV.

Honda has yet to publish ANCAP crash-test results for the latest CR-V. For what it's worth, the previous two generation models achieved a maximum five-star assessment.

Today's CR-V comes with 11 airbags, including two dual front, dual side, dual front knee, front-centre, dual rear side and full-length curtains.

On the active-safety front, there is AEB with pedestrian and cyclist detection, low-speed braking control front and rear, road departure mitigation (RDM), forward-collision warning, blind-spot alert, lane-departure warning/keep, rear cross-traffic alert, adaptive cruise control (with full stop-go), low-speed follow and traffic-jam assist, traffic-sign recognition, driver-fatigue warning, adaptive driving beam and auto high beams.

You'll also find front/rear parking sensors, anti-lock braking with brake assist, 'Electronic Brake-force Distribution', hill-start assist, stability control, traction control, an intelligent speed limiter, trailer stability assist, tyre-pressure monitors and something called 'Straight Driving Steering Assist'.

An ISOFIX child-seat latch is fitted to each outboard rear seat position, while a trio of anchorage points for straps are included either on or behind, as well.

Honda says its AEB system is operational from 5.0km/h, the RDM from 30km/h, the lane support systems from 72km/h and the traffic-jam assist tech works between 0-72km/h. Top speed is 186km/h.

The Acadia is covered by Holden’s five year/unlimited kilometre warranty.

Servicing is recommended every 12 months or 12,000km. Expect to pay $259 for the first service, $299 for the second, $259 for the third, $359 for the fourth and $359 again for the fifth.

Honda offers a five-year/unlimited kilometre warranty that also includes roadside assistance.

At the time of publication until the end of March, there is a special offer that extends those to seven years.

Additionally, there is a six-year rust perforation warranty and an eight-year hybrid-battery module warranty.

There's also five years' free subscription to 'Honda Connect', bringing remote-control operation for climate control, lights and locking/unlocking, as well as trip log data, location status, geo-fencing and emergency callout access.

The CR-V's servicing intervals are every 12 months or 10,000km or when the engine oil monitor light illuminates, with capped price servicing pegged at an annual flat fee of $199 for the first five years.

That's under $1000 over that period of time. Nothing extraordinary here unless you remember the old days of how expensive it was to service new Hondas.

Note, however, that the e:HEV's lack of a spare wheel does bring additional costs – namely in the cost of replacing the expensive tyre-repair kit, as well as the substantial time, inconvenience and flow-on issues of a more-severe puncture that can render the CR-V undriveable if the tyre-repair kit is unable to plug the hole.

Honda is not alone in not offering a spare wheel in its hybrid SUV range, but there are real consequences in being stranded with an unfixable flat tyre that needs to be factored in. Family holidays can be made or ruined in such circumstances.