Honda CR-V VS Toyota C-HR
- Great practicality
- Good value
- Walk away locking
- Advanced safety kit only on top-spec
- Sunroof limits rear headroom
- CVT drones on
- Cool styling
- Apple CarPlay and Android Auto added
- Bigger touchscreen now standard across range
- Visibility not great in the second row
- 1.2-litre petrol engine lacks oomph
- Manual transmission dropped from line-up
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|
You know the Distracted Boyfriend internet meme? The one where the guy is checking out another lady while his disgusted girlfriend glares at him?
Now, if me actually attempting to translate a meme (and purely a visual gag at that) hasn’t put you off then chances are you’re likely to read this review about the updated C-HR which has just landed, looking like nothing has changed except for the price.
Well, there are changes – some are big such as the addition of a hybrid to the range and a new media system, and some aren’t as noticeable, like the tweaks to the C-HR’s face.
This review will take you through the new prices, reveal the features and safety tech, and tell you what it’s like to drive. And, I promise, no more meme explanations.
|Engine Type||1.2L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
Not making huge design changes is very Toyota – look at the LandCruiser and the 86 – and if anything, keeping the same styling could improve the resale vale of you C-HR if you decide to part with it down the track. The changes that have been made are good ones: the new, bigger screen, Apple CarPlay and Android Auto; and a hybrid.
The sweet spot in the C-HR range is the FWD petrol entry grade, but if money had nothing to do with it, I’d pick the hybrid Koba for sure.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
Absolutely – just look at it. Toyota could have easily just done an SUV version of the Corolla and kept it conservative looking, but they’ve gone all out and risked creating something that might not be to everybody’s tastes, and the company should be commended for the bravery.
The C-HR’s styling is adventurous with that big, fat face, pumped-up wheel guards and protruding tail-lights. Tweaks in this update really are limited to redesigned front and rear bumpers.
I’m a fan of two-tone roofs on all cars and the option to get it on the C-HR enhances the puffed-up body.
I’d say the C-HR has the most interesting cabin of all current Toyotas. Take a close look at the images of the interior with its textured materials and diamond patterns. The new bigger screen really is the only change to the cabin in this update.
You can spot a top-of-the-range Koba from the entry grade C-HR by the privacy glass and larger 18-inch alloy wheels.
The C-HR isn’t a big SUV. Want the dimensions? The C-HR is 4309mm long, 1795mm wide and 1565mm tall. Ah, but is it practical? Let’s talk about that below.
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.
The answer varies between “oh, wow” and “oh, dear”. Oh, wow in terms of rear legroom, because even at 191cm tall I can sit behind my driving position with space to spare (even headroom is good); also, in terms of boot space – because there’s 318 litres.
Oh, dear in terms of the cool-looking rear door handles being so high (small children might not be able to reach them) and the how visibility is reduced for those sitting in the second row by the way the window line kicks up.
That said, cabin storage is good with four cupholders (two in the back and two up front), decent-sized door pockets, a deep centre console bin and a large hidey hole in front of the shifter.
What’s missing? Not much. Wireless charging would be good, but still there’s a 12-volt outlet and a USB port.
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.
The updated C-HR comes with a small price increase. The update also sees the manual variant dropped from the C-HR line-up. This leaves the front-wheel drive (FWD) base-spec C-HR with the auto transmission as the entry point into the model and the price of this has increased by $550 to $29,540, while the all-wheel drive (AWD) costs another $2000.
The Koba grade with FWD now starts at $33,940 (a $650 increase), with the AWD commanding that $2000 price premium.
New to the range and now the priciest C-HR is the FWD Koba Hybrid at $36,440.
Coming standard on the entry-level C-HR is an 8.0-inch touchscreen (which replaced the previous 6.1-inch display), sat nav, Apple CarPlay and Android Auto, dual-zone climate control, six-speaker stereo, fabric seats, LED headlights and running lights, and 17-inch alloy wheels.
Stepping up to the Koba adds 18-inch alloys, privacy glass, leather upholstery, heated front seats, panoramic camera and proximity unlocking.
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 C-HR comes with a choice of petrol engine and, new with this update, a hybrid system.
The petrol variant has a 1.2-litre turbo four-cylinder engine making 85kW/185Nm. Unfortunately, a manual gearbox isn’t offered any more, but there is a CVT auto and you can choose between a two-wheel drive or AWD.
The hybrid combines a 1.8-litre four-cylinder petrol engine (72kW/142Nm) and an electric motor (53kW/163Nm). Toyota says the combined power output of the engine and motor is 90kW. A CVT auto does the honours here, too.
The C-HR is screaming out for a powertrain that offers more grunt – imagine a Gazoo Racing variant?
Until that happens my pick is the hybrid, the little nudges of torque the electric motor provides while cruising along are great and you’ll save fuel, too. Read about that next.
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.
Let’s start with the petrol C-HR. Toyota says the FWD car should use 6.4L/100km over a combination of open and urban roads while the AWD uses a smidge more at 6.5L/100km. The petrol engine requires 95 RON premium unleaded.
The hybrid (which is FWD only) is the mileage hero with Toyota saying the combined fuel economy is 4.3L/100km. Urban fuel economy is even better at 3.8L/100km. The petrol engine used in the hybrid system requires 91 RON unleaded.
The Australian launch of the C-HR was on country roads – the hilly, winding, fast sort which should really use up lots of petrol, but after 50km the trip computer said the hybrid C-HR was using an average of 4.9L/100km.
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.
Don’t dismiss the C-HR as being all about the way it looks. This is one of the best driving small SUVs at this price point. There are more popular ones which don’t ride, steer or handle anywhere near as well as the C-HR, and that’s down to the new-generation platform which also underpins the new-gen Corolla.
Until this update only the 1.2-litre turbo petrol was available in Australia and now the hybrid variant has arrived to join it.
I drove them back-to-back at the Australian launch and was reminded how the 1.2-litre with the CVT just seemed to lack the oomph that this SUV could easily handle.
There’s a 2.0-litre version of the car in the United States and I can’t help but feel we’ve been shortchanged in missing out on that gruntier car.
The hybrid became my pick of the two and not just because it’s way more fuel efficient - it was more fun to drive. I enjoyed the little nudges the electric motor gave when I dabbed accelerator while cruising.
Dab the accelerator in the petrol-only C-HR and as with most turbocharged cars there’s a lag or delay and with a CVT there’s a lot of noise before anything happens. The responsiveness from the hybrid won me over.
The suspension in the hybrid C-HR is different to the petrol, too. The hybrid car’s ride felt softer and more comfortable while the petrol sibling was firmer and a bit sportier feeling.
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.
The Toyota C-HR scored the maximum five-star ANCAP rating when it was tested in 2017. Coming standard across the range is advanced safety equipment such as AEB with pedestrian detection, active cruise control, lane departure alert with steering assistance, auto high beam, and blind spot monitor with rear cross traffic alert.
All C-HRs also come with seven airbags, a reversing camera and front and rear parking sensors.
For child seats there are three top tether points and two ISOFIX points across the second row.
Both grades come with a space saver spare wheel under the boot floor.
The C-HR is covered by Toyota’s five-year/unlimited kilometre warranty. Hybrid versions are also covered by the same warranty including the battery.
Servicing of the petrol and hybrid variants is recommended annually or every 15,000km with the first four services capped at $195.