Honda CR-V e:PHEV review

Honda CR-V e:PHEV review

We road test the first plug-in hybrid from Honda – the all-new CR-V e:PHEV…

 The Honda CR-V started off life as a pioneering family-friendly SUV way back in 1995. The Comfortable Runabout Vehicle’ is now in its sixth generation, and as a sign of the times, it’s now only available as a full hybrid (badged e:HEV) or plug-in hybrid (e:PHEV).

Such is the popularity of crossovers, the list of rivals for the CR-V is enormous these days, and includes the Toyota RAV4, Kia Sportage, Ford Kuga, Nissan Qashqai and Hyundai Tucson.

Honda CR-V e:PHEV review

Wider, longer and taller than the previous generation car, we reckon the latest Honda CR-V is the best proportioned model yet with its chiselled lines and sporty stance.

It feels roomy and light as soon as you step into the cabin, while the driving position provides a commanding view of the road.

It’s comfortable too, with standard eight-way electrically adjustable leather seats, plus a useful memory function.

Honda CR-V e:PHEV review

The rear seats slide and recline, and offer excellent legroom, though taller adults may struggle for headroom, and there is no seven-seat option.

There is also a generous boot capacity of 617 litres, expanding to 1,710 litres with the 60/40 rear seats folded down.

The CR-V gets the same clear and responsive 9.0-inch central infotainment touchscreen as the latest Civic, which sits alongside a 10.2-inch digital driver’s display on the dashboard. Physical buttons and dials for items such as climate control are welcome too, and there’s also a head-up display for essential driving information.

Honda CR-V e:PHEV review

Other goodies include a multi-view camera system, Honda Parking Pilot, heated steering wheel, heated front and rear seats, front cooling seats, premium Bose sound system and My Honda app connectivity.

The CR-V is also the first European model to get Honda’s latest safety and driver assist system which removes blind spots around the vehicle.

Overall, the cabin is well put together and it’s a step-up in terms of quality, but there are still a few too many plastics and hard surfaces.

Honda CR-V e:PHEV review

The Honda CR-V e:PHEV pairs a 2.0-litre four-cylinder engine with a 17.7kWh battery and single electric motor, producing 181bhp.

It can travel in pure electric mode for up to 50 miles on a single charge, plus there’s a tow drive mode, which means it’s capable of pulling a decent 1.5 tonnes.

The 0-62mph sprint in the CR-V e:PHEV takes 9.4 seconds, while top speed is 121mph. In theory, it’s capable of 353mpg. The reality is that fuel economy will dip to a claimed 45.6mpg when the battery charge has been used up and it’s functioning more as a full hybrid.

Honda CR-V e:PHEV review

CO2 emissions are as low as 18g/km, which means lower VED, plus a tax benefit for company car drivers.

As with any plug-in hybrid, it’s most efficient when the battery is kept charged up. On shorter trips, impressive fuel economy is possible because the petrol engine is getting electric assistance from the battery, or its running in pure EV mode. However, on longer motorway journeys we found that it can dip below 40mpg.

That said, the 50-mile EV range is longer than most rivals, and driven sensibly diesel-equivalent economy overall is quite possible.

Honda CR-V e:PHEV review

There’s a choice of five drive modes: Sport, Normal, Econ, Snow and Tow.

Frankly, it’s just fine in Normal mode, but worth flicking into Econ when cruising or on motorways. We didn’t get the opportunity to try it in snow or tow mode, not did we take it off-road.

However, unlike the full hybrid CRV the e:PHEV is only available with front-wheel drive, so it will always have its limitations.

Honda CR-V e:PHEV review

There’s no shortage of power from the hybrid system and it’s smooth for the most part, with the petrol engine only becoming vocal when it kicks in under heavier acceleration.

The switch from electric to engine power (and vice versa) is seamless, and it’s particularly satisfying to see the EV light illuminate on the dashboard so often – sometimes when just cruising along.

With a maximum charging rate of 6.8kW, plugging the CR-V into a 7kW home charger will get you from 0-100% in around 2.5 hours.

The biggest different between this and the outgoing model is the new two-stage automatic gearbox, so no more high revs on acceleration like the old CVT transmission. It’s still not perfect, but a huge improvement.

On the road, the two-tonne CR-V feels substantial, so while it’s quick off the line, composed and refined, it’s not particularly nimble.

Honda CR-V e:PHEV review

Hustle it on more challenging roads and there’s a little body lean, but it’s manageable. Sport mode delivers a little extra performance and a firmer suspension for improved handling, but we’re not great fans of the accompanying fake exhaust note pumped through the cabin.

Oh, and if you’re heavy with your right foot it’s all too easy to spin the front wheels in wet or slippery conditions.

Ultimately, the CR-V Is easy to drive and more about comfort than driving dynamics.

It’s also a doddle to manoeuvre around town too, thanks to the numerous cameras and sensors.

Starting at £53,995, the plug-in hybrid CR-V is more expensive than the full hybrid (from £45,895), and whereas the latter is available in Elegance, Advance and Advance Tech trims, you can currently only order the e:PHEV in the top grade.

Verdict: The Honda CR-V e:PHEV is an impressive plug-in hybrid and a real step-up from the previous generation model. Spacious, safe, comfortable, practical and with a good EV range and hybrid economy, it ticks plenty of SUV boxes for families and business drivers.

Honda UK

Revealed: The world’s most popular new car of 2023

Gareth Herincx

4 days ago
Auto News

Tesla Model Y

The Tesla Model Y is on course to take the crown as the world’s best-selling vehicle of last year.

While a small number of countries are yet to release their sales figures for 2023, preliminary data collected by automotive analyst JATO Dynamics indicates that the Model Y is in an unassailable position with 1.23 million cars sold – a 64% increase year-on-year.

“The increase in global sales of the Model Y is unprecedented, particularly for a vehicle in the top ten best-sellers,” said Felipe Munoz, Global Analyst at JATO Dynamics. “What Tesla has been able to achieve with the Model Y in such a short space of time is simply remarkable.”

Crucially, it topped sales in both Europe and China, the world’s two largest EV markets. According to data from the China Association of Automobile Manufacturers (CAAM), more than 456,000 were registered in China alone – an increase of 45% from 2022.

All this means that 2023 will mark the end of Toyota’s recent dominance with the RAV4 and Corolla leading the way. However, both models lack pure electric options, with only hybrid alternatives on offer.

Despite this, the second best-selling vehicle in 2023 is set to be the Toyota RAV4, with 1.07 million registrations, pipping the Corolla in third place (1.01 million).

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Lexus LBX crowned ‘Car of the Year’

Home / Auto News / Lexus LBX crowned ‘Car of the Year’

Gareth Herincx

3 days ago
Auto News

Lexus LBX

The all-new Lexus LBX has been named What Car? Car of the Year for 2024. The stylish hybrid crossover also took home the Best Small SUV category award.

What Car? editor Steve Huntingford, said: “The title of What Car? Car of the Year is reserved for the model that has moved things on the farthest in the past 12 months, and this year, that’s the Lexus LBX.

“Despite competing in the hugely competitive small SUV market, it’s a better all-rounder than every rival, not least because it’s the first car in the class to combine hybrid efficiency with big-car luxury.”

What Car? Car of the Year Winners 2024

  • Car of the Year: Lexus LBX
  • Small Car, sponsored by MotorEasy: Renault Clio 1.0 TCe 90 Techno
  • Family Car: Toyota Corolla 1.8 Hybrid Icon
  • Hot Hatch: Mercedes-AMG A45 S Plus
  • Small SUV, sponsored by Solera Cap HPI: Lexus LBX 1.5 Premium Plus
  • Family SUV, sponsored by Quotezone: Kia Sportage 1.6 T-GDi 3
  • Plug-in Hybrid: Mazda MX-30 R-EV Prime-Line
  • Small Electric Car, sponsored by Myenergi: MG4 EV SE
  • Executive Car: Tesla Model 3 RWD
  • Estate Car: Toyota Corolla Touring Sports 1.8 Hybrid Icon
  • Seven-seater: Land Rover Defender 110 D300 X-Dynamic S
  • Luxury Car: BMW X7 40d M Sport (Ultimate Pack)
  • Small Electric SUV, sponsored by Blackhorse Finance: Smart #1 Premium
  • Family Electric SUV, sponsored by Blackhorse Finance: Kia EV6
  • Reliability Award, in association with MotorEasy: Lexus
  • Safety Award, sponsored by Thatcham Research: Volkswagen ID 7
  • Technology Award, sponsored by Goodwood: Tesla Superchargers V4
  • Tow Car Award, in association with The Camping and Caravanning Club: Kia
  • Readers’ Choice Award: Renault 5

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Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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Nissan Qashqai e-Power review

Nissan Qashqai e-Power

We get behind the wheel of the Nissan Qashqai e-Power – a full hybrid like no other…

The Nissan Qashqai has been a huge success. Originally launched in the UK back in 2007, it pioneered the crossover concept with its blend of hatchback compactness and SUV practicality, becoming the best-selling car in the UK by 2022.

Built in Britain at Nissan’s giant plant in Sunderland, it entered its third generation in 2021 and it’s better than ever.

Introduced initially with just a 1.3-litre mild hybrid engine, an intriguing e-Power version was added in 2022. And it’s this model that’s the subject of this week’s road test.

Nissan Qashqai e-Power

Unlike a conventional hybrid, the e-Power’s 1.5-litre petrol engine doesn’t directly drive the car. Instead, it acts as a generator, sending power to a small 1.97kWh lithium ion battery, then on to an electric motor (outputting 187bhp), which drives the front wheels.

As the marketing blurb says, it’s “powered by electric, refuelled with petrol”, so there’s no need to recharge the Nissan Qashqai e-Power. In fact, you can wave goodbye to the range anxiety so often associated with pure electric vehicles.

Priced from £34,020, the Nissan Qashqai e-Power feels more like an EV to drive (instant torque, single-speed, seamless performance), but it never has to be plugged in – nor will it run out of charge.

Nissan Qashqai e-Power

The system is happiest in low-speed urban driving environments or when cruising where there’s no stress on the engine and it can almost tick over as it charges the battery. Sometimes, the engine will cut out altogether and it will just run in pure electric mode.

It’s only under heavy acceleration or prolonged high-speed driving, on motorways for instance, that the engine has to work harder and it makes itself known.

But even then (unlike some full hybrids) the revs don’t shoot up creating a din in the cabin, even if it’s not a completely whisper-quiet experience. Disconcertingly, the engine’s revs sometimes seem to bear little relation to the demands made by your right foot, but broadly speaking, it works well.

Nissan Qashqai e-Power

For the record, it’s capable of a 0-62mph dash in a spritely 7.9 seconds, and on to a top speed of 105mph.

Nothing goes to waste either. Kinetic energy otherwise lost via braking and coasting is used to recharge the battery (brake regeneration) and you can engage e-Pedal mode to give you a one pedal driving like the 100% electric Nissan Leaf.

In practice, the Nissan Qashqai e-Power offers economy close to a diesel. Officially, it will return 53.3mpg, and in everyday driving that’s realistic and can be bettered – especially if you drive sensibly. During our week with the car, at best we managed close on 70mpg, at worst closer to 40mpg.

Nissan Qashqai e-Power

Of course, the downside is that it’s not 100% electric, so while it’s capable of good fuel economy, CO2 emissions are a low, but significant 120g/km – despite all that tech.

Three driving modes are available (Eco, Standard and Sport) with the car always defaulting to standard, which is just as well because it offers the best blend of performance and economy.

Elsewhere, the e-Power is much like a regular Qashqai, which is no bad thing. Distinctive and modern, it offers serious kerb appeal.

Nissan Qashqai e-Power

Inside, it looks fresh, it’s well put together, soft-touch surfaces give it a classy feel and it’s packed with technology.

The 12.3-inch infotainment touchscreen, featuring Android Auto and Apple CarPlay connectivity, is responsive and easy to use. There’s also a 12.3-inch digital driver’s instrument cluster, plus the latest version of Nissan’s ProPILOT semi-autonomous driving system.

All models are equipped with Nissan’s driver assistance and safety package, which includes autonomous emergency braking (AEB), adaptive cruise control, lane keep assist and blind spot monitoring.

Nissan Qashqai e-Power

There’s plenty of space for all the family to be seated in comfort, and the rear doors open wide for easy access. Luggage capacity is a decent 504 litres, expanding to 1,447 with the rear seats folded down.

The driving position is ideal, and just as you’d expect from a high-rider, visibility is impressive.

The Nissan Qashqai e-Power handles well and is surprisingly agile. Push it and there’s a little body lean in corners, but otherwise it offers a comfortable ride with ample grip, while the light steering works a treat in town.

It would be an exaggeration to call it an engaging drive, but then the e-Power is more about practicality and economy.

The Qashqai e-Power has a long list of rivals, including the Kia Sportage, Hyundai Tucson and Suzuki S-Cross, though none use Nissan’s novel hybrid system.

Verdict: Nissan has dared to be different with the Qashqai e-Power – a cross between a full hybrid and an EV. Economical, comfortable, smooth, safe and practical, it’s a perfect stepping stone for drivers who aren’t ready – or can’t yet – make the switch to a pure electric vehicle.

Nissan UK

Toyota Prius crowned Japan Car of the Year

Gareth Herincx

2 days ago
Auto News

Toyota Prius chief engineer Satoki Oya holds the Japan Car of the Year trophy

The all-new Toyota Prius has convincingly won the prestigious Japan Car of the Year trophy in Tokyo.

Entering the awards ceremony as the favourite to win, the sleekly-styled Prius polled a massive 360 votes. The BMW X1 finished in second place with 150 votes to take the Import Car of the Year trophy, with the Honda ZR-V crossover came in third with 100 votes.

In the first round of voting in early November, jurors selected the “10 Best” cars for 2023 which included the Toyota Prius, Toyota Alphard, Nissan Serena, Honda ZR-V, Subaru Crosstrek, Mitsubishi Delica Mini, Abarth 500e, BMW X1, Maserati Grecale and Volkswagen ID.4.

According to Prius chief engineer Satoki Oya, the car’s reinvention was a case of extremes when former CEO Akio Toyoda recommended that the Prius, a game-changing petrol-hybrid first introduced in 1997, had run its course and should be retired and relegated to taxi status.

But product planners and engineers, believing the Prius’s fate could be turned around, totally redesigned the exterior and rethought the powertrain, making the hybrid pioneer the most stylish it’s ever been with significantly increased performance and better fuel economy.

In the special awards categories, the 660cc Mitsubishi Delica Mini kei-car won the Design Car of the Year trophy, while the Nissan Serena took home the Technology Car of the Year award for its new e-Power system employing a 3-cylinder 1.4-litre hybrid and Pro-Pilot 2.0 driver assist system which allows hands-off driving on highways.

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