Honda CR-V VS Kia Sportage
- Great practicality
- Good value
- Walk away locking
- Advanced safety kit only on top-spec
- Sunroof limits rear headroom
- CVT drones on
- Great ride
- Good standard safety
- Great standard features
- Rivals offer AWD cheaper
- Full safety suite on GT-Line only
- Petrol engine thirsty
Honda's CR-V is one of the original compact SUVs, and when it appeared in Australia in 1997 its only real rival was the Toyota RAV4, so it didn't leave us with much choice. It was a case of that one or the other one.
Now that's all changed, and there are currently more than 20 different mid-sized SUVs under $60k on sale in this market.
All that could change with the arrival of the fifth generation CR-V. We went along to the Australian launch to see if the CX-5 has anything to be afraid of, and found out a lot more in the process, including that it might be worth waiting before you buy one.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
If you take a snapshot of the Australian mid-size SUV market, it becomes apparent that the Kia Sportage is an oft-overlooked option in a sea of storied Japanese nameplates.
Perhaps it’s because the Sportage is a bit more controversially styled than its Tucson cousin, or perhaps it’s a victim of its own success, having been an attractive option for populating car-share fleets like GoGet.
But I’d argue that the Sportage is special in more ways than it gets credit for, and shouldn’t be overlooked by Australians on the hunt for a new mid-sizer, even this far into its lifecycle.
Read on to find out why, and which variant in the Sportage’s just updated 2020 lineup is our pick of the bunch.
|Engine Type||2.0L turbo|
In the mid-sized SUV world the X-Trail is known for being super practical, the Mazda CX-5 for its looks and the way it drives, and now the new CR-V slides into the gap between them. Great value, practical and good to drive, the sweet spot in the range is absolutely the VTi-S; well equipped, with the option of AWD. Keep your eyes peeled though for when Honda updates the base grades with advanced safety kit. We'll let you know when it does.
Is the CR-V going to steal you away from the Mazda CX-5? Tell us what you think in the comments below.
The Sportage continues to age gracefully, now offering an increasingly finely tuned range of variants to suit most price brackets.
While its engine and transmission choices leave a little to be desired, it continues to offer impressive ride, handing, and technology when compared to many (but not all) Japanese segment rivals.
Our pick of the range is the SX in either engine, as it offers the lion’s share of Sportage spec items at the right price.
This fifth-generation CR-V looks like it found a gym and reappeared as a beefed-up version of the last model. The dimensions don't lie – the new CR-V is 11mm longer at 4585mm end-to-end, it’s 6mm taller at 1679mm for the FWD and 4mm more in the 1689mm AWD.
At 1820mm across, it's 35mm wider and the wheelbase is 40mm longer. Ground clearance is also up by 28mm in the FWD at 198mm, and 38mm in the AWD, with its 208mm.
Just look at the pictures, there are those swept back headlights, that huge black and chrome grille, adorned with an oversized Honda badge, the muscular front wheel guards, which seem to push up and make the bonnet bulge.
From the back the CR-V looks wide and planted, but busy with all those creases and angles. While the profile isn't as sleek as others, such as the CX-5, it’s designed for practicality.
You might not have noticed, but the A-pillars either side of the windscreen are super thin to improve visibility.
The Sportage isn’t as conservatively styled as its sensible spec would suggest. Clearly influenced by the likes of the Porsche Cayenne, with the bonnet-mounted light fittings, curvaceous edges and strip-light across the tailgate, the overall look aims to put the “sport” in “Sportage”.
It has enough of its almost insectoid personality to be criticised as a straight rip-off though, for better or worse, and its most recent facelift in 2018 accentuated its best features. At least one criticism that can’t be leveled at the Sportage is that it looks boring.
The more aggressive look certainly sets it apart from the conservatively styled Hyundai Tucson with which it shares a chassis, and that’s even more evident on the inside where there’s a sportier asymmetrical dash with a raised centre-console and slick, three-spoke steering wheel.
While everything is ergonomic in here – with an added bonus of dials and shortcut buttons for the climate controls - the screen-in-dash look is getting a bit dated. The same could be said for the interior plastics, which are finished largely in the same drab grey colour, no matter which grade you pick. The design of them is nice, but anything under the soft dash-topper is hard to the touch.
Thankfully, everything is superbly put together with not a squeak or rattle to be heard on any of the test cars I sampled, and the pared-back application of silver highlights in the dash is tasteful. The quad-dial instrument cluster is a classic layout. There’s no option for a digital dash in the Sportage range.
The two-tone alloys look great, no matter which grade you pick, and aside from the flared bits and LED light fittings on the GT-Line, it’s genuinely hard to tell the grades apart from each other, which is good for low-spec buyers.
Overall, the Sportage presents a design which has aged well, thanks to a more risqué approach being taken when this generation first launched in 2016.
While the new CR-V misses out on a sleek profile, it gains in practicality. Tall, wide doors which open at almost 90 degrees to the side of the car make getting kids (and yourself) in and out a lot easier.
The tailgate opens high enough for me at 191cm to just walk under, and the low load lip means you don't have to hammer throw your shopping over the bumper into the boot.
Cargo space is 522 litres in the five seater and 472 litres in the seven-seat CR-V, an LED light which can be flicked on and off is great for when you're fumbling for gear in the dark.
That auto tailgate can sense if there are fingers in the way and will stop just as it touches them but before it crushes them – I know I tested it myself, with my own fingers, and all of them are still on my hand.
The increase in wheelbase means more legroom in the second row and I can sit behind my driving position with about 10cm of space - that's verging on limo territory.
The third row in the seven-seat VTi-L is cramped for me, and my knees are tucked under my chin, but your kids will love it - unless they're giants.
Climbing into the third row isn't too much of a challenge – the footpath-side seat slides and flips forward to open up a little pathway through to the back.
Each row has two cupholders (yup, even in the VTi-L's back seats) there are small bottle holders in the rear doors and bigger ones up front.
The centre console storage bin is excellent – you can configure it several ways.
The lock and go function is excellent, too – walk two metres away from the car for more than two seconds and it will lock itself. You only have to touch the handle to unlock it again.
Like most Korean SUVs, the Sportage has the idea of practicality cooked-in throughout its cabin. It starts in the front row, where the driver and passenger have access to some large cupholders in the doors and centre console (suitable for 500ml containers), a decently sized top-box and glovebox, as well as a very large trench in front of the shift-lever, which also hosts the USB and aux inputs, as well as dual 12V power outlets.
In the back seat, there are plenty of amenities, with decently sized cupholders in each door, pockets on the back of the seats, air-conditioning vents on the back of the console as well as dual power outlets. Another neat trick is that the Sportage has reclining rear seats, allowing extra comfort for rear-seat passengers, or extra boot space where required.
To its credit, the boot space is easy to use and comes with an adjustable rolling cover. Part of the reduction in sheer capacity is due to a full-size alloy spare living under the boot floor – a big bonus for regional buyers, who may need one as a matter of safety.
Leg and headroom are simply great, no matter which seat you’re sitting in, and the big rear doors on the Sportage open nice and wide – good for low-mobility passengers or those needing to fit a child-seat.
Price and features
Prices have gone up… and down, depending on which grade of CR-V we're talking about. The entry-level VTi lists for $30,690 (a $900 increase), the front-wheel drive (FWD) VTi-S above it is $33,290 (a $1000 jump) while the all-wheel drive is $35,490 (up $200). The VTi-L has dropped by $300 to $38,990 and the top-of-the-range VTi-LX is down $1500 at $44,290.
Honda says it's added between $2600-$4350 of value across the range with this new model, which sounds awfully nice of them, and going by the healthy standard features list, and in comparison to its rivals such as the Mazda CX-5, Nissan X-Trail, and Toyota RAV4, the value for money is good.
Standard on the base-spec VTi is a 7.0-inch touchscreen with Apple CarPlay and Android Auto, multi-angle reversing camera, Bluetooth connectivity, an eight-speaker sound system, dual-zone climate control, 17-inch alloy wheels, push-button ignition and proximity unlocking.
Stepping up to the VTi-S adds front and rear parking sensors, power tailgate and 18-inch alloy wheels.
The VTi-L is the FWD seven-seater and gets all of the VTi-S's features and adds a panoramic sunroof, auto wipers, and heated front seats with the driver's being power adjustable.
King of the range is the VTi-LX, which picks up all the VTi-L's gear and adds leather-appointed seats, LED headlights, tinted windows and an advanced safety equipment package which includes AEB.
You did read that right, the Sportage range – despite looking exactly the same as last year’s iteration – has received a mild nip and tuck, which includes new variants and pricing. As before, the Sportage range is offered with a choice of three engines, two petrols and a diesel, with either front- or all-wheel drive across four trim levels. All prices on the Sportage range are drive-away.
Kicking off the range is the S, which is available as a 2.0-litre petrol front-wheel drive in either a re-introduced six-speed manual ($28,990), six-speed auto ($29,990) or as an eight-speed auto diesel AWD ($36,990).
Standard spec, even on the entry-level car, is impressive. Included are 17-inch alloy wheels (no steelies here), LED DRLs (but halogen headlights), leather-trimmed wheel and shift-lever, hard-wearing cloth seat trim, a 3.5-inch dot-matrix info screen in the dash, a 7.0-inch multimedia touchscreen with Apple CarPlay and Android auto support, dual-zone climate control, as well as rear parking sensors and camera. Another nice touch is that the base S model also scores auto rain-sensing wipers as standard.
Considering the standard active-safety suite explored in the safety section of this review, the S could easily be the pick of the range of any other SUV lineup, but our pick is still the mid-grade SX (previously known as the Si).
Available in the same three drivetrain choices at a $2500 premium, the SX adds larger 18-inch alloy wheels, front-facing parking sensors, a more impressive-looking 8.0-inch touchscreen with DAB+ digital radio and built-in sat-nav, backed by an eight-speaker JBL audio system. We’d say the extra spice is well worth it, making the SX our pick.
Jumping up to the SX Plus (previously the SLi) adds leather seat trim (which is hard-wearing, but isn’t the most luxurious-feeling fake leather on the market), an upgrade to the visual treatment with chrome and gloss black highlights, a larger colour TFT screen embedded in the dash, and, for the first time in a mid-grade Sportage, a powered tailgate. The SX Plus is well equipped, but if you can do without leather seat trim, it's not really worth the $7000 like-for-like switch up from the SX…
Available as an all-wheel-drive only, the penultimate Sportage is the GT-Line. Finally gaining a full suite of LED front lights and, frustratingly, the only way to specify a Sportage with blind-spot monitoring, active cruise control and rear cross traffic alert, the GT-Line is relatively expensive, even for the segment, at $46,490 for the 2.4-litre six-speed auto petrol or $49,490 for the eight-speed auto turbo diesel.
Other fruit for the extra money includes a sports bodykit, aggressive 19-inch alloy wheels, a panoramic sunroof, flat-bottomed sports steering wheel, a wireless phone-charging bay, and an automatic-parking suite.
Engine & trans
Simple. One engine for the whole range. It's a 1.5-litre four-cylinder turbo-petrol which makes 140kW/240Nm. That's not a great deal of grunt, but it’s more than the same engine makes in the Honda Civic, and at no point did it feel like it needed more oomph during our hilly drive.
The automatic transmission is a CVT. They're prone to making the engine drone loudly without producing much in the way of acceleration. Honda's CVT is one of the best I’ve encountered, though.
Do you need an AWD CR-V? Well, the CR-V is not an off-roader, the on-demand AWD is really for a bit of extra traction and stability in the wet or on dirt and gravel. My advice is to get it if you can afford it and not worry about the fuel bills. The CVT is so good at being economical the difference is almost zilch. Read on to find just how much zilch.
The Sportage is offered with a choice of three engines, all of which are unremarkable.
These engines are also starting to show their age, but the fact that you can choose either petrol or diesel across the range will be a win for some consumers.
The 2.0-litre petrol offered as the front-wheel drive option on the S, SX, and SX Plus grades produces 114kW/192Nm and can be chosen with either a six-speed auto, or a six-speed manual on the bottom two grades.
The 2.0-litre turbo diesel engine offered across the range with only an eight-speed automatic in all-wheel drive produces a better-sounding 136kW/400Nm (hence the price hike).
The GT-Line is the only grade that can be had as a petrol in all-wheel drive, it benefits from a larger 2.4-litre petrol engine with outputs set at 135kW/237Nm, paired only to a six-speed automatic.
It would be nice to see higher tech turbocharged petrol engines make it to the Sportage range for the sake of both power and fuel efficiency, but these kinds of dated petrol powertrains are par-for-the course in the Australian mid-size SUV landscape.
A benefit to many drivers will be the torque-converter automatic transmissions, rather than their lacklustre CVT counterparts, which appear in most of this car’s Japanese rivals.
Despite my gripes with CVTs, they are super fuel efficient. In the FWD VTi Honda says it'll consume 91RON at a rate of 7.0L/100km (we recorded 8.9L/100km) then step up to 7.3L/100km in the VTi-S FWD, then 7.4L/100km in the AWD version. The seven seat VTi-L is also officially 7.3L/100km (we recorded 8.3L/100km) and the AWD VTi-LX is 7.4L/100km.
A downside to old engines with rigid transmission ratios pulling heavy SUV bodies is a notable cost in the fuel-consumption department.
The 2.0-litre front-drive variants carry claimed combined fuel-consumption figures of 7.9L/100km, but the figure most people will experience is in the rather more honest official “urban” figure of 10.9L/100km.
In my back-to-back tests of the 2.0-litre petrol versions of the SX and SX Plus I produced figures on either side of that number, scoring 10.5L/100km and 11L/100km in the real world, over about 350km of testing respectively.
Not great, then, and those figures are easily bested by CVT rivals – even the 2.5-litre all-wheel-drive Forester – according to real-world figures put on the board in recent CarsGuide reviews.
Mercifully, the Sportage is capable of drinking base-grade 91RON petrol to fill its 62-litre tank.
We drove three of the four grades of CR-V at its Australian launch – the base spec VTi, and the VTi-L seven seater, which are FWD, and the AWD only VTi-LX.
Honestly, there is next to no perceptible difference in the way any of them drives, apart from the AWD being more sure-footed on gravel roads.
That engine is a good thing. It's small, but delivers a decent output. Our drive route included hilly country, and it didn't feel underpowered, at all.
The CVT drones on and is joined by quite a bit of road noise from the tyres filtering into the cabin, but the ride is comfortable and the handling impressive for an SUV in this price range.
Visibility is excellent around those super thin A-pillars, but the curvy bonnet limits vision in car parks.
Front seating is comfortable, but the chairs feel too large, and lack bolstering to hold you in place in corners. The back seats are flatter and harder.
All models have excellent brake response, thanks to and electronic brake booster system. And steering is quick compared to the old model, with fewer turns of the wheel required to turn the same distance.
The Sportage’s engine choices don’t offer the most modern drive experience on the mid-size SUV market, but its locally tuned suspension really makes it stand apart from the pack. This means it’s at its best in most driving scenarios you’ll experience in Australia. I’ve driven Sportage variants on long-distance freeway drives, across the worst, most potholed streets Sydney’s CBD has to offer, as well as rutted gravel tracks on the other side of NSW’s Blue Mountains, and all of them behaved admirably, everywhere.
On the axis of sport-to-comfort I’d say the Sportage’s ride sits slightly to the sportier end of the equation. It’s a stiffer ride than the Honda CR-V, Nissan X-Trail, or the new Toyota RAV4, for example. Yet it seems to strike a more comfortable balance than the sporty CX-5.
The handling is really nice for an SUV this size, as I’ve said in previous reviews – it’s nimble and feels almost like you’re piloting a giant hatchback. For reasons I can’t seem to pin down, I vastly prefer the Sportage’s ride and handling to that of the Tucson. It just feels more balanced all round than its Hyundai cousin.
The engines are a bit of a letdown, however. While all are adequate for city-commuting duty, on the open road and up hills the petrol drivetrains get thrashy and noisy quickly – and at higher revs the limitations of these engines' outputs become apparent.
That having been said, both automatic transmissions are slick and predictable. When power is needed they also lock into gear nicely, unlike their CVT competition. We are yet to sample the re-introduced manual variants.
Okay, first up, the new CR-V isn't fitted with Takata airbags, which are the ones at the centre of the current worldwide recall.
The new CR-V has not been given an ANCAP rating yet, but the previous model did score the maximum five-stars.
What you should know, too, is that only the top-of-the-range VTi-LX grade comes with advanced safety equipment such as AEB, lane departure warning, lane keeping assistance, and adaptive cruise control.
Honda told us at the launch that the advanced safety tech would soon be available on all grades, but could not tell us when. So, you might like to wait until it arrives on more grades.
You'll find two ISOFIX points and three top tether mounts for child seats across the second row, and all grades of CR-V have a full sized spare wheel.
Even just last year, the Sportage’s standard active-safety equipment would have been considered pretty good, even a whole point better than what I’ve given it here. The thing is, though, thanks largely to ANCAP and EuroNCAP’s far more stringent analysis of active technology in the last year, the game has been raised by many of the Sportage’s competitors.
It would be nice, for example, to see active cruise control and blind-spot monitoring available on the SX Plus grade, or, better still, available as an option pack across the range, a-la-Hyundai’s approach.
And now, with the introduction of high-tier active-safety suites on low-spec variants of the Toyota RAV4, Mazda CX-5 and Subaru Forester, it’s hard to give the Sportage flying colours in this department.
Still, the fact that auto emergency braking (AEB), lane-keep assist (LKAS) and driver-attention alert (DAA) ship on the base-model S is reasonably impressive.
Outside of that, all Sportage grades get six airbags, the expected stability and brake controls, as well as three top-tether and two ISOFIX child-seat mounting points.
The Sportage carries a maximum five-star ANCAP safety rating as of this-generation’s launch in 2016.
Kia continues to lead the pack with a seven-year, unlimited-kilometre warranty, which is two years more than the acceptable segment standard. That’s also backed by eight years of roadside assist if you service at an authorised dealer.
There’s also a comprehensive capped-price-servicing program for the life of the warranty, averaging out to a not-particularly-cheap $391.71 per year for the 2.0L petrol, $408.14 for the 2.4L petrol, or $511.43 for the diesel.
The Sportage will have a battle on its hands in the coming years, with fellow Korean competitor, Ssangyong, looking to launch its new-generation Korando with a highly competitive seven-year ownership program.