Mini Aceman vs Honda CR-V

What's the difference?

In many ways - range, performance and purchase price, for instance - the Mini Aceman is decent value, somewhat par for the course and would give its logical competition a proper marketplace run. But it’s better than that. The car’s big point of difference is its retro charm and the fact that it’s been tuned to be a fun drive rather than the non-confronting experience some carmakers strive for.

The performance is strong and the handling and steering serve up a bit of entertainment as well as giving the car a particular flavour. Which, as electric drivelines threaten to homogenise cars even further, must count for something.

Yes, some of what you’re paying goes towards that arguably nebulous notion of 'driving-spice' but once you’ve driven it, you’ll probably know what we’re talking about. A new car purchase is always special, so why not make that specialness last a bit longer with a car that will still be an entertainer long after the showroom thrill has worn off.

Meantime, it’s easy to see why Mini has already begun to run-out stocks of the cheaper E model. The SE still manages to play on that cheeky charm, but offers a more mature vehicle into the bargain. Not a bad trick, really.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

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.

Though vaguely retro on the outside, the real nostalgia hit comes when you step inside the Aceman.

The huge, round central display that’s been associated with the Mini brand since day one, returns, but this time in 240mm, OLED screen form.

The display is also where you get to choose how the instrumentation and information looks, with configurable display incorporating a total of eight modes that alter the colours, sounds and visuals of the screen. Is it cool? Er, yes, actually.

There’s also the Mini personal assistant at your service to crank up the heat when you’re cold and switch on the air conditioning when you’re not (all voice activated) and the personal assistant can also learn stuff such as knowing particular navigation co-ordinates mean you’re at the entrance to an underground car-park, at which point the car will wind down the driver’s window so you can flash your credit card. If you think about it too hard, that’s going to be more creepy than cool for some of us.

The move to electrification, of course, is environmentally driven, so the Aceman’s ethos leans into that, too. There is, for example, a complete absence of leather or chrome, the alloy wheels contain as much as 70 per cent recycled material and are produced with renewable energy.

The floor mats, floor structure and interior surfaces are made from at least 90 per cent recycled polyester, and Mini claims a 98 per cent reduction in greenhouse gases compared with the same stuff made from leather.

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.

Perhaps it’s the packaging designed to play the retro card, but I can’t help feeling the door openings on this car are pretty tight. The rear doors, in particular, seem designed for someone smaller than I, and even once I’m in the news doesn’t really improve.

The Aceman’s rear pew seems tight for both foot and legroom and should you have an adult in the back seat, they’re only going to fit by having somebody smaller in the front seats. The chances of a six-footer (183cm) sitting behind a driver of similar stature are pretty slim (over a distance, anyway).

This is all to do with Mini keeping the overall length of the car to just over four metres, and stuffing a compact SUV into that space.

Perhaps that also explains the giant blind spot formed by the thick B-pillar. Either way, taller drivers will find themselves peering around it when crossing or tuning into intersections.

The seats themselves, however, are quite charming. They look a bit small with their cloth trim, but in reality, they’re comfy and supportive. The pleated John Cooper Works front seats that are standard in the SE are phenomenally good. The only thing missing is that distinct smell of leather we’d normally associate with a 60-grand car.

The traditional row of toggle switches under the central screen remains… sort of. These days, they’ve been modified to act as the starter button for the keyless start system and also the gear selector. The problem is that they’re gloss black on a black background, so they can seem a bit indistinct.

The gear selector has also been reinvented – again – with a separate Park button now to the side of the toggle. The other ergonomic glitch I noticed was every time I went for the interior door handle to leave the car, I fumbled for a second till I located it, tucked up under the armrest.

The clean, uncluttered dashboard means a couple of items have moved to the space between the front seats. So, there’s a pair of cupholders, a small, lidded compartments and a pair of USB charge-points all living in the real estate between the front chairs. That’s in the SE, anyway, because the cheaper E retains only the cupholders.

The luggage space is deeper than a lot of EVs manage and the rear seat folds 60/40 to open up a huge area if you don’t need the seats. With the rear seat up, there’s 300 litres of capacity and, with the seat folded, that leaps to 1005 litres.

There are three child restraint tether points, and the luggage space is served by a 12 volt socket.

There’s also a luggage cover that can be quickly removed for taller items. The tailgate is manually operated.

There are also three ISOFIX attachment points for child seats; two on the rear seat and one on the front passenger seat.

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).

Things kick off the with the E model’s 135kW electric motor that also produces 290Nm of torque. That, says Mini, is enough to get it from rest to 100km/h in just under eight seconds. The motor is powered by a 38.5kWh battery living under the floor

The SE gets more battery and more power; 49.2kWh and 160kW, respectively, with 330Nm of torque on tap as well. The claimed 0-100km/h time falls almost a second to 7.1sec.

A single-speed reduction transmission is fitted and the electric motor in both models is a single one, driving the front wheels in true Mini tradition.

Of course, the other aspect of a Mini’s driving experience is its go-kart handling. To that end, the Mini EV is tuned for handling and response and features a MacPherson strut front end and a multi-link suspension arrangement at the rear. Potentially offsetting that sidestep, however, is the car’s heft which, at 1.6 tonnes, is very un-Mini.

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.

Mini claims a power consumption figure of 14kWh per 100km for the E and 14.4 for the SE. Theoretically, that should give the E a (WLPT) range of 310km and the SE a claimed maximum of 406km.

In reality, you’ll be looking for a power-point before that, because those are both maximum range projections and, in highway conditions, without the regeneration potential of suburban running, you’ll use more power per 100km travelled.

Both version of the Mini EV can use fast chargers, the E model capable of 75kW DC charging, and the SE’s bigger battery able to handle 95kW. Charging at home on an 11kW AC outlet is also possible but, obviously, takes a lot longer to reach full charge.

For DC charging, the Mini uses a CCS Type 2 charging plug.

Speaking of which, on that 75kW fast charger, the E’s battery will go from 10 to 80 per cent charged in 28 minutes, while the bigger battery in the SE will take 31 minutes, its faster charging offset by its larger battery capacity.

At 11kW AC, the Aceman E can go from discharged to fully charged in four hours, 15 minutes, while the SE will take five-and-a-half hours.

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.

Much is made by Mini of its tradition of go-kart-like handling. And fair enough, it’s one of the things that allows the Mini brand to justify a premium price-point. And the good news is that this version, electric driveline notwithstanding, continues that theme. Position the manually-adjustable steering column to the right spot and suddenly, you’re in a car that encourages you to enjoy the drive.

The steering is light but accurate and is actually one of the better calibrated modern, electrically-assisted set-ups we’ve sampled for a while.

The only thing it doesn’t do is give the feeling that you’re sitting right over the physical point in the car that it rotates around when it corners.

Instead, you get the impression of there being a fair bit of Mini nose jutting out in front of you, with the driver’s seat positioned well back in the cabin.

Given the extra length of the five-door layout, that’s not completely unexpected, but it’s something drivers of short-wheelbase Minis will perhaps note.

What that doesn’t affect is the way the car feels tied down pretty well, but never degenerates into a crashing, buck-board. Despite the flat cornering, there’s always some suspension travel left, it seems, and the damping is clearly spot on as it arrests wheel movement without interfering with the fun.

There’s plenty of grip, too, and if you play the Mini game and hustle it through a few corners, the Aceman quickly reveals its fun side, which is precisely the point here.

The instant urge of an electric drivetrain is also very much in evidence and flooring the throttle pedal results in an instant surge of Newton-metres. I could do without the Warner Brothers soundtrack (and I did, by turning it off) but the acceleration itself is pretty impressive without being confronting (as some EVs with their brutal delivery can feel).

The only other thing we’d comment on is a level of tyre and road noise that is far from best in class. Okay, so a bit of tyre roar is okay, and it’s only audible at all because silence from traditional mechanical sources is such an EV thing.

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 Mini factory warranty was extended a couple of years ago to five years/unlimited kilometres. That’s an improvement on the three years the brand previously covered, but it’s still well short of the seven, eight and even 10 years of some competitors. In the fully electric Aceman’s case, there’s also eight years/160,000km worth of cover for the high-voltage battery. There’s also five years of roadside assistance thrown in.

There are no set service intervals for the Aceman, Mini instead preferring to use the concept of condition based servicing which involves the car telling you when its ready for maintenance. There’s capped price servicing available which costs $1371 for the first four years.

Beyond that, running costs will depend heavily on where and how your charge the car. Charging at home form a solar array will be the cheapest, while using commercial fast-chargers will inevitably ratchet up your running costs.

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.