2024 Honda CR-V vs 2023 Kia Sorento

What's the difference?

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 Kia Sorento HEV GT-Line AWD is a mouthful to say but the all-round experience is light-hearted and practical. The amenities inside are really good and definitely make it feel top-spec. The driving experience is a bit mixed for me to truly love it as the everyday car but families wanting comfort won’t be disappointed. I would still be inclined to consider the bigger Carnival, considering the price but the hybrid powertrain makes it fairly fuel efficient and that makes up for the driving.

My son really enjoyed the amenities in his row and felt comfortable.

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 Sorento is a good-looking SUV that has a refined shape. There’s enough going on to stir some interest, like the chrome panelling and accents, 19-inch alloy wheels and wide LED lights.

Standing at 1900mm tall, the SUV tag feels deserved but the 4810mm length and 1700mm width makes it feel well-proportioned for urban adventures, too.

The interior is beautifully appointed with soft touchpoints, quilted Nappa leather mixed with synthetic leather trims and shiny chrome inserts. It looks on point for the market and definitely top-spec.

The ambient lighting creates a cozy atmosphere in low light and the panoramic display panel on the dashboard looks great.

Each row has similar design points, making the overall aesthetic feel well-executed.

The exterior colour choices are a bit dull, our 'Mineral Blue' paintwork ($695) being one of the more interesting options, but there’s an understated elegance to the Sorento that should keep it feeling modern for years to come.

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.

For a seven-seater that’s not a ‘people mover’, this is very practical.

The front and second rows will enjoy loads of leg and headroom (even with that panoramic sunroof). The driver gets spoiled with easy-to-use tech that feels modern and looks good.

The 10.25-inch touchscreen multimedia system has built-in satellite navigation, Bluetooth connectivity and wired Apple CarPlay and Android Auto.

The 12.3-inch digital instrument panel is customisable and easy to read, as is the head-up display. There are three USB-A ports, a 12-volt socket and a wireless charging pad, too. Like I said, spoiled.

Storage throughout is pretty good but the drink bottle holders in each door are a tad too skinny and shallow to be useful for the popular and bigger reusable bottles out nowadays.

My six-year old felt like a king in the second row. It was easy for him to climb in and out because of the 176mm ground clearance and the door handles weren’t too high for him to access himself.

He also enjoyed the retractable sun shades, directional air vents, cupholders in the armrest and the cupholders in the door handle.

Adults will be happy in this row on a longer journey, too. There is a USB-A port embedded in the side of each front seat, plus an extra at the rear of the middle console. No one will be fighting to stay charged up.

The third row positions are still sometimes seats for adults, in my opinion. But what it lacks in space, it makes up for in amenities.

There are directional air vents, fan control, drink holders, snack trays, reading lights and a couple of USB-A ports.

The boot is a bit of a let-down, though. It sits on the smaller end for the market with 187L (VDA) with all seven seats in use.

Stow the third row and it only jumps up to 616L (VDA). The level load space and squared shaping does make it appear larger than it is, but it was more than enough for my weekday errands and the grocery run.

If you do need extra space, you can bump it to a massive 2011L (VDA) with just the front seats in use. Impressively, you get a full-size spare tyre, as well.

There are only two models for the Sorento HEV variant, the only difference is one is a front-wheel drive and the other (ours) is an all-wheel drive.

The AWD will cost you $69,750, before on-road costs. It ain’t cheap but if you’re familiar with Kia, you’ll know that ‘GT-Line’ means top spec and that means a great features list.

You get the luxury items, like: heated and ventilated front seats that have a Nappa leather mixed trim, heated outboard seats in the second row, heated steering wheel, 14-way electric driver's seat, 10-way electric passenger's seat, panoramic sunroof and a powered tailgate.

The kiddie features are superb with the aforementioned ISOFIX mounts and top tethers, seven seats (2/3/2 configuration), hard kickplates on front seat backs, cupholders galore, directional air vents in each row and retractable sun shades on the rear doors.

Despite the extensive features list, the price tag is average for the competitors and a little under the more expensive Toyota Kluger.

By the end of the week, I did wonder what family would be wanting this over a ‘soccer mum’ people mover because if it’s the seven seats which interest you, you can pick up the top-spec Carnival for the same cash… which might make it more practical for kid stowage.

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.

All hybrid variants (including the plug-in hybrid) share the same engine - a 1.6-litre, four-cylinder, turbo-petrol with a maximum output of 132kW/265Nm.

It also has an electric motor which produces 44 kilowatts of power and 264Nm of torque. The overall combined total is 169kW/350Nm.

The motor is powered by a lithium-ion polymer battery. The electric motor tends to kick in more at lower speeds, stop-start traffic and idling.

The engine can feel a bit under-powered at lower speeds and combined with the six-speed auto transmission it’s not what I would call zippy. But once you get up to speed, it’s an easy SUV to cruise in.

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’m quite happy with how it’s performed with fuel economy but am surprised it didn’t perform better for a hybrid.

The official combined cycle fuel consumption figure is 5.8L/100km, and real-world testing saw me average 7.1L/100km.

That’s not as awesome as some hybrids on the market now, but it’s very respectable given the size of this SUV.

The Sorento has a 67L fuel tank, takes regular unleaded petrol (91 RON min) and has an approximate driving range of 940km, using our on-test figure.

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 driving doesn’t have the polish that the rest of the car does but it will get you from A to B… just maybe without the pizzaz.

When the electric motor is being solely used, the ‘engine’ noise is non-existent and you have reversing beeps like you do in a full EV but then it switches over to the engine, which is loud and can sound whiny when you put your foot down.

The steering is firm but smooth and the 11.6m turning circle helps with tight car parks. As does the crisp 360-degree camera view.

However, the lane keeping aid does make it a bit jerky at times, which I didn’t like. It’s also a pain to turn off every time but I would make an effort in the city.

Unlike a number ofother Kia models, the Sorento Hybrid has not been tuned in Australia to suit local conditions. As a result, the ride comfort is a lot firmer than I was expecting and you feel every bump in the road.

The car shakes, rattles and bounces along the country roads near me; I think this is more suited to urban drivers.

It’s a heavy SUV and you will feel that when you’re slowing down or tackling bends. I got A LOT of noise from my passengers this week, despite a lower cruising speed to not jostle them about.  

The safety list is what makes this a true family car, and anxious parents need not stress because the following come as standard: LED daytime running lights, LED lights, automatic emergency braking (with pedestrian, car, cyclist detection and junction assist), forward collision warning, lane departure alert, lane keeping aid, emergency lane keeping aid, blind-spot monitoring, rear cross-traffic alert, 360-degree view camera with parking guidelines, front and rear parking sensors and rear occupant alert (which pops on every time you park).

A special mention for the blind-spot camera view that pops up on the instrument panel when you indicate. It was a really nice feature in the city which added some reassurance when you had to change lanes.

It only has seven airbags, which does include the newer front centre airbag but unfortunately, the curtain airbags don’t cover the third row. Which is something to consider if you plan on using that row regularly.

The Sorento has a maximum five-star ANCAP safety rating and it was tested not that long ago in 2020.

There are ISOFIX child seat mounts on the outboard seats in the middle row and three top tether anchor points. Interestingly, the third row also boasts two ISOFIX child seat mounts and two top tether anchor points. There is enough room with a 0-4 rearward facing child seat is installed.

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.

Ongoing costs are always something to consider and the Sorento comes with Kia’s seven-year/unlimited km warranty, which is above average for the market.

The Sorento comes with a seven-year capped-priced servicing plan, which is better than most but services are a bit expensive at an annual average of $608.

Servicing intervals could get annoying if you travel a lot, they’re at every 12 months or every 10,000km, whichever occurs first.