The new Honda CR-V introduces a plug-in hybrid system capable of travelling over 80 km in 100% electric mode. We’ve already driven it.
The new Honda CR-V is due to arrive in Portugal later this year, but it is already on sale in China, where it is built-one of the key markets for its commercial success. That importance is reflected in details such as the enormous front grille and the larger overall body proportions.
Now in its sixth generation, the Honda CR-V is not only the largest SUV in the Japanese brand’s line-up; it also becomes Honda’s first model to feature a plug-in hybrid system (e:PHEV).
Under the bonnet, it pairs a 2.0-litre four-cylinder petrol engine producing 148 hp with an electric motor rated at 184 hp. Power comes from a 17.7 kWh battery, and Honda claims a maximum EV-only range of 81 km.
For the dynamic launch of the new Honda CR-V, the brand chose the Porto and Douro region. The drive programme included front-wheel-drive and all-wheel-drive hybrid versions, as well as the plug-in hybrid, which brings the headline technical innovation.
Practicality and more space
With the body grown in size, it’s no surprise the cabin has expanded too-enough to make it one of the most spacious SUVs in its class in this respect.
In the second row, legroom can be adjusted thanks to seats that slide longitudinally and asymmetrically by 19 cm, meaning NBA-sized passengers can now travel without having to scrunch up.
Beyond sheer roominess, the rear seats are also very comfortable. They offer eight backrest positions, and the absence of an intrusive centre tunnel in the floor gives those in the back more freedom to move around.
Access is another strong point: the doors open to an angle close to 90 degrees, making it far easier to get in and out, and simplifying the fitting or removal of child seats.
Boot capacity has increased by 99 litres compared with the previous CR-V, rising to a total of 587 litres. The gain is even more notable in the PHEV, which adds a 72-litre underfloor compartment for small items (such as the battery charging cables, for example).
It’s unusual-if not unprecedented-for the plug-in version to offer a larger boot. Here, that’s possible thanks to the placement of the battery and other components closer to the front of the vehicle.
“A carbon copy” of the Honda ZR-V
Up front, you’ll find the familiar design cues that define Honda’s latest dashboards: a horizontal layout, solid assembly, good-quality materials to the touch, and the hexagonal honeycomb-style strip that integrates the air vents.
Also fitted are a 9-inch central infotainment display and a 10.2-inch digital instrument cluster. Both are clear enough to read, but their appearance already feels dated-both in the graphics and in the heavy use of monochrome tones-while the “old-fashioned” on-screen controls on the centre display feel like a nod to the 1990s.
On higher-spec versions, there’s also a head-up display projected onto the windscreen, a more sophisticated approach than the small pop-up blade mounted above the instrument binnacle.
Compared with the Honda ZR-V, one of the most obvious changes is the wider centre console. Even so, it retains the same automatic transmission controls, the drive-mode selector, and an additional control dedicated to the hybrid system’s operating modes.
Handling gets the thumbs-up
The ride is clearly tuned with comfort in mind, and the differences between drive modes aren’t especially pronounced. On the plug-in hybrid, variable electronic dampers are standard, so ride comfort shifts between extremely plush and very satisfying (again, without huge variation between settings).
Performance in the CR-V plug-in hybrid is adequate, because the instant delivery of electric power means it rarely struggles with in-gear acceleration-even if the 0–100 km/h sprint takes 9.4 seconds.
That said, the plug-in hybrid is heavier thanks to the larger battery, which affects its performance in some areas. On the flip side, because the battery sits centrally under the floor, the extra mass helps the CR-V feel more stable and even makes the steering more “communicative”.
e:PHEV system driving modes
On the standard hybrid (e:HEV), there are no selectable operating modes-the system makes those decisions on its own. With the e:PHEV, however, the driver can choose between EV (pure electric), Auto (hybrid), Save (which keeps the battery charge at the same level), and Charge (activated by holding the drive-mode control for a few seconds, using the petrol engine to charge the battery).
EV mode is disabled when Sport is selected, and it also drops out if you floor the accelerator in order to protect electric range. If battery charge is too low, EV use is limited as well.
There are also paddles behind the steering wheel to adjust regenerative braking strength during deceleration, with four levels available. You can additionally press the “B” button on the transmission selector to generate stronger deceleration. Even so, the CR-V never allows true one-pedal driving-meaning it will not come to a complete stop unless you press the brake pedal.
One of the biggest advances in recent generations of hybrid powertrains has been in the behaviour of continuously variable transmissions, which now do a better job of aligning engine sound with overall response.
That improvement is easy to notice in the hybrid CR-V, but in the plug-in it’s undermined by the synthetic acceleration sound when Sport mode is selected.
Not only does the sound feel rather “basic”, but the synthetic electric acceleration noise ends up blending with the petrol engine when you accelerate hard (and it comes under load to assist), creating an unsettling, inconsistent “din”.
Consumption and range
Our 40 km route in the Honda CR-V e:HEV (hybrid) was almost entirely on national roads and ended with an average of 7.7 l/100 km-well above Honda’s quoted 5.9 l/100 km.
Even so, it’s a reasonable figure given this was a test drive, with several stronger accelerations and an overall pace quicker than you’d typically see in day-to-day driving.
Behind the wheel of the plug-in hybrid, around 120 km were covered, 80 of them with battery charge available-effectively confirming Honda’s claimed 81 km electric range. However, the more demanding conditions of a test drive pushed the recorded overall average up further, ending at 3.4 l/100 km (officially, it is 0.9 l/100 km).
On the other hand, by the time the battery had run out of “juice”, the average was 2.9 l/100 km, which means the final 40 km only increased the figure by half a litre. In other words, it lends weight to Honda engineers who “promise” an average of 6.2 l/100 km when the Honda CR-V is running with no battery charge.
Brands like Honda and Toyota have long been experts in hybrid systems-but not in plug-in hybrids-and the charging setup is evidence of that. For instance, there is still no direct current (DC) charging, only alternating current (AC). On the Honda CR-V, the onboard charger is limited to 6.8 kW, translating to roughly 2.5 hours for a full charge of the 17.7 kWh battery.
Order books are open
The new-generation Honda CR-V will reach the market later this year, but orders are already open. In Portugal, the main focus will be the plug-in hybrid version, even though it starts at €61,500.
As an alternative, Honda will also offer the CR-V with a conventional hybrid system, although pricing has not yet been fully finalised. Even so, the entry price should be around €52,000.
Later on, an all-wheel-drive hybrid version will be added as well, but the brand expects it to represent only a small share of sales in our market.
Comments
No comments yet. Be the first to comment!
Leave a Comment