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In the distant future, automotive historians will look back at the Honda CR-V as one of the true SUV originals.
Sure, it and the conceptually-identical Subaru Forester, trailed the trendsetting Toyota RAV4 of 1994 by three years, but collectively all three Japanese brands broke and then reset the Australian family-car mould in lightning-quick time. Too much so for the floundering local car industry to ever catch up.
Today, they remain the blue-chip mid-sized SUV contenders.
Six generations in, how does the completely-redesigned CR-V in all-new e:HEV (petrol-electric hybrid) guise stack up? Let's find out!
The Jeep Wrangler is a very capable 4WD with real bush cred, but the all-out glory is usually reserved for the hard-core Wrangler variant, the Rubicon.
The Overland is often disparagingly referred to as the city Wrangler. But is that really the case? After all, it’s 'Trail Rated', as well.
We tested the four-door Overland over a seven-day period to see how it’d perform on-road, but most of our focus was on its comfort and capability in an off-road environment.
Read on.
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.
The Overland is (surprisingly) not atrocious on-road and (not surprisingly) very capable off-road. It costs a lot but, geez, it's a barrel of laughs.
If your heart is set on a four-door mid-size 4WD that's a whole lot of fun to drive, but rather impractical for daily life, then it’s difficult to over-look the Overland.
If you’re really gung-ho about hard-core off-roading – rock-crawling etc – then perhaps you should focus on the Rubicon, but for everything else the Overland, even on standard tyres, is more than capable.
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 Wrangler's appearance has been tweaked throughout the years without ever sacrificing any of the ol’ Wrangler spirit.
It has stuck to its traditional roots and, as such, retains its old-school chunkiness, which is good, but the Overland is less of a hardcore-looking 4WD and more of a lifestyle-suited off-roader than its Rubicon stablemate.
Though the Overland version has a certain blocky appeal, I reckon the Rubicon is better for having fully embraced the all-out off-road look and feel, tyres and all.
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.
What can you say about a vehicle that has a “wash-out interior with drain plugs” listed in its specs?
This is a purpose-built off-roader and the Overland’s five-seat cabin is a basic but functional space, in which it’s easy to immediately feel comfortable.
All dials, knobs and switches are easy to locate and chunky enough to operate while skipping over corrugations or climbing up steep rock steps.
There's leather everywhere – seats, steering wheel, shifter knob – but durable outdoors-tough surfaces also abound.
What always strikes me about the Wrangler interior is the fact that it’s abundantly clear Jeep designers regularly experience – or at least are familiar with – the type of life that Wranglers are aimed at: fun, dirty, rough-and-tumble adventures in the great outdoors.
There isn’t a lot of storage space inside but there are a few small, deep, and textured receptacles – ideal for keeping your bits and pieces in the same spot while you bounce around off-road – as well as grab handles, including a big sturdy one in front of the front-seat passenger.
There are also tensioned net pockets on the doors so you can throw stuff in there, but beyond those there aren't a lot of storage options.
There are air vents, two USB-C ports, and a 230V inverter in the centre console.
Rear cargo space is listed at 898 litres; with the rear seat stowed away, there is a claimed 2050 litres of room.
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).
If you’re keen on one of these Jeeps you’ll have to be ready to sell one of your organs – and I don’t mean your church keyboard.
This five-seat vehicle as tested has a manufacturer suggested retail price of $86,950, excluding on-road costs.
The list of standard features is extensive, as it should be at this price, and includes an 8.4-inch multimedia touchscreen unit, Apple CarPlay and Android Auto, a nine-speaker Alpine premium audio system (with subwoofer), as well as premium touches like heating for the steering wheel and front seats, black leather trimmed seats (with ‘Overland’ logo), leather-wrapped gear-shifter knob and parking brake handle, 18-inch alloy wheels and more.
Exterior paint includes 'Bright White' (on our test vehicle) and black (both standard), and optional colours such as 'Silver Zynith', 'Sting Grey', 'Firecracker Red', 'Punk’n' (orange), 'Earl' (blue-ish grey), 'Hydro Blue' and 'High Velocity' (yellow).
If you opt for the 'Sky-One-Touch Premium Package' (which includes the 'Sky-One-Touch Power Top', and body colour fender flares) that’s an extra $6450.
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.
This Jeep has a 3.6-litre 'Pentastar' V6 engine – producing 209kW at 6400rpm and 347Nm at 4100rpm – and an eight-speed automatic transmission.
It's an effective engine-and-auto pairing for driving on sealed surfaces and well suited to high- and low-range 4WDing.
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.
Official fuel consumption is listed as 9.7L/100km on a combined cycle.
Actual fuel consumption on this test, from pump to pump, was 13.6L/100km, largely attributable to the fact I did a lot of low-range four-wheel driving on this test, as always.
The Wrangler Overland Unlimited has an 81-litre tank so, going by that fuel figure above, you could reasonably expect a driving range of about 595km from a full tank.
Note: Drop 30km to 50km from your total calculated fuel-range figure for a better idea of your vehicle’s safe touring range – so that figure above would be 565km.
Also, remember that numerous other factors affect your fuel consumption and so impact your touring range, including how much extra weight you have onboard (passengers, camping gear etc), whether your vehicle is fitted with any aftermarket equipment (bullbar, spare-wheel carrier, etc), whether you are towing (a camper-trailer, caravan, or boat etc), your vehicle's tyre pressures and the conditions.
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.
The Wrangler Overland is a fun, go-kart style drive and yields a real driver-direct experience you get from few other contemporary vehicles on the blacktop and the dirt.
But while it’s nowhere near as atrocious as you might expect on sealed surfaces its planted, squared-off stance gives it a definite composure on bitumen. It’s certainly no sports car in terms of ride and handling.
It’s quite soft on-road, soaking up most imperfections with ease, but it also takes quite a lot of effort and concentration to keep this Jeep in line on the open road because it tends to float around on the blacktop if not constantly reined in.
Also, its steering has a lightness about it that can sometimes be a bit disconcerting.
The V6 is a gutsy unit, capable of punching the Overland along at a fair clip, all while the eight-speed auto handles clever and nicely controlled shifts.
Because it’s so blocky, straight up and down, with big wing mirrors and the like, the Overland is rather noisy on sealed surfaces.
But it remains one of the few modern vehicles that deserves to be driven with the windows down, because it offers that kind of visceral driving experience – as the LC70 Series, or Suzuki Jimny do.
So, how does the Overland perform off-road? Bloody glad you asked.
Spoiler alert: The Overland is not as good an off-roader as the Rubicon because it does not have that variant’s BFGoodrich Mud-Terrain tyres, 'Rock-Trac' active on-demand 4x4 system (with 4:1 transfer case*, and 77.2:1 crawl ratio), front and rear locking differentials, or the Rubicon’s very handy electronic front sway bar disconnect. (* The Overland has 2.72:1.)
But, having said that, the Overland is still an extremely capable off-roader.
To be honest, I wasn't expecting any strife because it retains all the traditional goodness of the Wrangler with very few compromises. It’s a genuine 4WD with a dual-range transfer case, a ladder chassis, solid axles and well-proven 4WD heritage.
In terms of size, the Overland is 4882mm long (with a 3008mm wheelbase), 1894mm wide, 1838mm high. It has a listed kerb weight of 1900kg.
Steering has a nice weight to it at lower speeds, giving the driver a great sense of sustained control through even the most severe obstacles, but the Overland’s turning circle is a listed 12.44m, so this off-roader can sometimes feel like a mini-bus to steer through tight turns.
However, this is a purpose-built off-roader with a wide wheel track and low centre of gravity, so it feels planted no matter how rough and bumpy the terrain gets.
On the gravel track to our off-road testing site, there are numerous steering-wheel-jolting corrugations but overall the Overland – with a coil spring at each corner – soaked them up.
Our 4WD loop included the aforementioned gravel tracks, light to medium corrugations, undulating mud tracks and mud holes, and some very challenging low-range 4WD sections (in particular, a steep rocky hill), and a few other set-pieces to see if the Overland was able to do everything safely and comfortably.
As a true 4WD worth its weight in gold, the Wrangler is immediately more at home taking on low-speed 4WDing than it is negotiating suburban traffic.
Again, the V6 engine comes into its own, delivering smooth, even torque when needed, but not ever over-working to achieve that.
Considered driving is necessary as is slow and steady throttle, but that's easily achieved in the Wrangler as its go pedal is none too sensitive to a bouncing boot.
It’s refreshing to note that switching to 4WD High or 4WD Low range is still done via a stubby stick to the left of the auto shifter, rather than the push of a button, or the turn of a dial.
Low-range gearing is very good and the Overland has a well-calibrated off-road traction control that seamlessly launches into action when required, and wasted wheelspin is kept to an absolute minimum.
This Wrangler has 242mm ground clearance and a standard wading depth of 760mm, and was never troubled on climbing steep rock steps, traversing deep ruts or punching through mudholes.
It’s supremely sure-footed during low-range work but visibility can be an issue: over-bonnet visibility has improved slightly over previous generations but the driver’s view to the front and side is still a bit squeezed, making it at times difficult to visually pick correct wheel-placement, especially when driving steep terrain at sharp angles.
It can go hardcore, no worries, but it simply requires a bit more thought and you know what? That’s fine with me because it makes the off-roading experience an even more engaging one.
The Overland has approach, departure and breakover angles of 35.8, 31.2 and 20.4 degrees, respectively.
With live axles front and rear, the Overland has plenty of wheel travel to keep moving and under control through truly off-grid country.
The only real compromises in the Overland’s 4x4 set-up are its standard Bridgestone Dueler (255/70R18) highway tyres and, even on those, the Overland walked up and over our toughest off-road challenges.
Though the Overland is not historically regarded as a towing platform, it’s handy for you to know that it has listed towing capacities of 750kg (unbraked trailer) and 2495kg (braked).
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 Wrangler Overland Unlimited has the maximum five-star ANCAP safety rating from testing in 2019.
Standard safety gear onboard includes four airbags (driver and front-seat passenger only), AEB, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, forward collision warning, rear-view camera, and front and rear parking sensors.
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.
The Overland Unlimited is covered by a five-year/unlimited km warranty.
Servicing is set at 12 month or 12,000km intervals at a total cost of $1995 over five years, with servicing capped at a maximum $399 per appointment.
Lifetime roadside assist is available to Overland owners when they service through Jeep.