Nissan Qashqai vs Honda CR-V

What's the difference?

The facelifted Nissan Qashqai N-Design e-Power is a well-rounded package. It offers comfort, style and decent efficiency. The on-road experience will be the winning factor as it’s sure-footed and easy going to drive. You’ll have the best of both worlds in the city with the hybrid powertrain and small SUV size, which makes this a winner in my books.

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 Qashqai is sharply styled with crisp pleating across the body panels and the N-Design comes with unique 20-inch alloy wheels, sequential turn signals and extra black accents across its body which adds to its sporty road-side presence. Our test model’s Fuji Sunset Red paintwork also adds a bit of spice to the kerb appeal.

The cabin immediately feels high end with the mix of synthetic leather and suede that is scattered liberally across the seats, dashboard and doors. The black headliner makes the cabin feel cosy but it becomes bright and airy when you open it to reveal the panoramic sunroof.

The dashboard features both traditional and modern elements with its buttons and dials and the dual 12.3-inch displays, which will satisfy fans of both.

The design looks great, it's plush and well-built inside. The only drawback is how the synthetic leather on the seat feels as it’s a bit too plasticky for my liking but otherwise, the Qashqai has a lovely cabin that should appeal to a lot of people.

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.

While the cabin of the Qashqai isn't huge, there's room enough for four adults to be relatively comfortable on a longer trip, providing the adults in the rear seat aren't pushing too far above the six-foot mark.

Access is good for both rows because of the 175mm ground clearance and wide door apertures. There will be absolutely no grunts or groans getting in and out of this model.

Both rows offer comfortable seating with deep seat beds and thick padding. The front passenger seat isn't powered but still offers decent adjustment, including lumbar support, for even a choosy passenger to feel at ease. I particularly like the two-seat memory position on the drivers' side if you regularly share your vehicle with your other half.

Individual storage is about what you'd expect of a small SUV with the front row getting the best of it. The glove box holds more than a manual, the middle console features a separate shelf for smaller items and you get a dedicated phone cradle which also doubles as the wireless charging pad.

There are a total of eight drink holders (four in the front, four in the rear) in the car, a couple of map pockets in the rear and a boot capacity that's as large as it's non-hybrid siblings at 404 litres.

The boot space is practical with a wide and squarish shape, level loading space and powered tailgate. There is a raised cover over some hybrid stuff that sometimes gets in the way and a dicky-looking cargo cover but otherwise the boot is sufficient for the everyday stuff.

Great to see Nissan including a temporary spare wheel in the hybrid Qashqai, rather than the tyre repair kit that's found in many hybrids and electric cars.

Technology is on the simple side as it lacks the ability to customise much in both the multimedia system or digital instrument cluster but everything still feels logical and easy to use. Also the graphics are clear, so there are no complaints from this party.

The built-in satellite navigation pulls through directions to the coloured head-up display and the wireless Apple CarPlay was easy to connect to and maintained a strong connection this week. There is also wireless Android Auto for those users.

Charging options are solid with each row getting two USB-C ports, while the front also gets a wireless charging pad and 12-volt socket. Another 12-volt socket is found in the boot space.

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).

The flagship N-Design is a hybrid and pairs a 1.5-litre three-cylinder turbo-petrol engine and a single electric motor. Together they produce up to 140kW of power and 330Nm of torque but how they interact is the fun part.

Usually hybrids use both components to drive the wheels but this uses the petrol engine to charge its battery so the electric motor can drive the front wheels. What does this mean? Think of engine as a generator. It translates to a driving experience that leans more towards the EV than internal combustion (ICE), especially around town.

The N-Design e-Power has a single-speed reduction-gear transmission, or an ‘e-CVT’ and it’s a very smooth example.

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.

The N-Design e-Power has a claimed combined fuel cycle usage figure of 4.8L/100km, which is slightly higher than its rivals but it does have a larger fuel tank of 55L which means you should get a theoretical driving range of up to 1145km.

After doing a mix of open-road and city driving this week, my real world fuel use has popped out at 6.2L/100km and that’s based on my kilometres travelled and litres filled at the bowser. I’m happy with that result overall because I’ve certainly not been shy with pushing and testing this model out.

Nissan recommends a minimum of 95 RON unleaded petrol to be used but 91 RON is also acceptable.

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.

Driving the flagship grade feels the same as sliding a hot knife through butter - smooth and effortless. The steering has been direct for everything I’ve thrown at it - a winding coast road, quick city lane changes and navigating small car parks.

The N-Design handles happily on the open road and the city. Around town it stays primarily in EV mode with small interjections from the engine when you accelerate quickly. The switch between the two can deliver a loud burring sound but it’s otherwise quiet.

The only time it gets a little loud inside is at higher speeds and you’ll notice some tyre noise but it’s not enough to warrant raising your voice to chat. Ride comfort is up there with the best and despite a firm-feeling suspension, it doesn’t translate to a stiff ride.

The visibility is good from my driving position and power is delivered promptly, making this feel sure footed and capable. There is a tendency to over-rev at higher speeds but it doesn’t feel underpowered.

Parking the Qashqai is a simple affair because of the clear quality 360-degree camera system, as well as the front and rear parking sensors. You can fit it anywhere and it has a tight 11.1m turning circle, which makes it a friend in the city.

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 Qashqai is covered by Nissans new 10-year/300,000km warranty which is class leading but you have to service on time and with a Nissan service centre, otherwise it’s the standard five-year/unlimited kilometre warranty. On those same terms, you also get auto-renewal on every service for roadside assistance.

There is a five-year capped-price servicing program which costs a flat $1995 and is competitive for the class, while servicing intervals are every 12 months or 10,000km, whichever occurs first.

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.