Honda CR-V e:HEV RS Review For Malaysian Buyers
The Honda CR-V e:HEV RS is the new flagship for the brand as the Accord and Odyssey disappear from the market.
There’s no question that the Honda CR-V is dominant in the market. As of July 2024, there have been nearly 150,000 CR-Vs registered in the country making it the most popular nameplate in its segment by far (national make included). What may not be apparent is just how well-deserved Honda’s win is – their chief rivals from Japan simply haven’t committed as strongly to the segment at all. The Nissan X-Trail is an old generation model. The Mazda CX-5 has no full model change 7 years on. Toyota has altogether not bothered with the RAV4 (even though there are more RAV4s sold worldwide than CR-Vs) and Mitsubishi’s new Outlander is nowhere to be seen.
With this 6th generation CR-V, we have more proof that the brand isn’t just giving us the bare minimum as its main rivals flounder. In fact the opposite is true. They’ve risen to the challenge of well-equipped Chinese rivals and are even offering a rare-for-the-segment electrified powertrain option with the CR-V e:HEV RS. Without the price advantage the government has practically given away to Chinese carmakers, Honda Malaysia is forced to offer their own signature magic to sweeten the deal and that starts under the hood.
The e:HEV hybrid powertrain under the hood of this new flagship CR-V has been honed over multiple generations, starting life as the i-MMD for other markets and then being introduced in the Civic RS here. It combines a 2.0L Atkinson cycle petrol engine with a pretty powerful electric motor with tuning and virtual gear ratio optimisations for its application in the CR-V. On paper and in practice, the e:HEV system makes a lot of sense – electric motors are more efficient in start-stop traffic, petrol engines are more efficient at constant highway speeds, so the tasks are divided up accordingly. A full tank in the CR-V e:HEV RS can deliver more than 830km of range in mixed driving, which is at least 200km more than most of its rivals can do under the best conditions.
It’s not lacking in ‘go’ either. The electric motor can work in concert with the petrol engine to deliver 335Nm of torque, lending it a 0-100km/h time of 9 seconds – respectable for a family-oriented SUV. Honda’s tuning of the engine noise is also to be commended. The engineers stated that they went out of their way to ensure ‘Sports’ mode had a distinct tone never before heard on any other Honda model. This is part of the car’s “Active Sound Control” system. While it’s not a perfect simulation of a regular ICE powertrain, it definitely enhances the experience behind the wheel. We also like that brake regeneration can be adjusted on the fly via paddles on the steering wheel as different settings work best on different road and traffic conditions.
As impressive as it is, the powertrain is not really the highlight of the CR-V e:HEV’s driving experience. What’s more impressive is the way the chassis is set up. Just like the current Honda Civic, the CR-V corners better than any other FF vehicle in its class. The body is absolutely planted and you really get to test the extent of your tyres’ grip without ever feeling like you might lose it. It’s a little surprising that a hybrid SUV drives this well, but we’re not going to put it under our list of complaints. After all, there’s no reason any daily driver should be dreadful for the sake of practicality.
Another key strength of the CR-V, regardless of powertrain, is its comfort and size. The previous generation model really cemented the nameplate’s place as being the one to get if you wanted to treat occupants to a tonne of space. This one continues that legacy and in fact pushes the dimensions further even though handling has been tightened up substantially.
Rear passengers now get 8 preset seat recline angles and they’re also rail-mounted this time so they can be slid forward or backward – not something you find on most 5-seater SUVs at all.
It’s also worth noting that the rear doors open really wide and so does the powered boot lid. The boot’s pretty large and can be expanded by folding the rear seats almost flat with no gap between the seats and the boot floor.
In terms of looks, this new CR-V seems to have the internet divided. On the one hand, it’s the cleanest a CR-V has looked since the first generation model debuted in the 1990s. On the other hand, there are some pretty clear BMW and Volvo influences on this design.
Personally, I quite like the look of this new generation, but I prefer how the 1.5 Turbo models appear as the RS kit in its body-coloured lower bumpers don’t provide the kind of contrast typically found on SUV models. Still, painted parts tend to age better than unpainted ones, and the black-painted 18” rims are quite sporty while the roof rails on this model also help to improve its rugged appearance.
The cabin layout is more car-like in this generation than it has ever been for the CR-V. From the outset, the Honda CR-V has been imagined as a soft-roader with off-roader aspirations, but now it appears that it has fully embraced its actual position as a family vehicle for an urban crowd. This, I think is fair, but what we lose out on is a bit of the CR-V’s practical storage bins. The previous model featured a flexible centre box that was large enough for most handbags.
This one has a more modest area under the centre armrest for stowage. The upside is that items are always concealed here where the previous model could be configured in a way that left items visible. There’s evidence that Honda engineers paid some attention here too as there’s a little coin tray that can be positioned in 2 spots or tucked away under the compartment’s lid if not in use.
In terms of tech, the flagship CR-V variant scores well from infotainment to safety systems and everything in between. The 9” Advanced Display screen doesn’t sound like much, but you have to remember it’s the same size as the screen you get on the Volvo XC90, a vehicle that costs twice as much.
This headunit is capable of projecting Apple CarPlay wirelessly and comes equipped with a 360-degree parking camera from the factory – which might be a first for any Honda Malaysia vehicle.
We were also happy to find the front passenger seat has power adjustment and all cabin lighting is LED-supplied. Another interesting feature is the windscreen washer nozzles which are now mounted directly to the wipers for better visibility.
While the pricing for the CR-V is higher than it has ever been, there are some unexpectedly premium touches now, such as the 12-speaker Bose audio system and Honda Connect system, which allows you to monitor and control your car through a smartphone application. One additional feature that feels unexpected for a car of this class is the Key Card. This is roughly the size and weight of two credit cards and can be used in lieu of the standard key fob. Honda have also fitted a heads-up display on the top spec model, finally matching what’s available on the higher tier Mazda CX-5 variants.
You also get a good mix of USB type C (2 in the rear, 1 in front) and a single USB type A port for wired Android Auto/Apple CarPlay connectivity. Plus there’s a 12V/180W socket in front for additional charging needs along with a wireless Qi charging pad ensure the entire family’s set of devices can be powered throughout long roadtrips.
The dual zone climate control system features tactile physical buttons and knobs with digital readouts. The front passenger door card has its own global door lock control and there are easy-to-access physical controls for items like Hill Descent Control and Drive Mode selector. Even the volume knob features a nice dial. These touches show that Honda are more focused on the occupant’s experience of technology rather than by simply shoving as many cutting edge features as possible. Believe me, there are many cars out there that could benefit from rolling back some advancements a little.
The full suite of Honda Sensing features are found here including the hybrid-exclusive Adaptive Driving Beam.
Three other features exclusive to this variant are the Active Shutter Grille that helps optimise between cooling and air flow and the in-wheel resonator which reduces tyre noise. Active Noise Control also is present, and this helps to keep the cabin quiet by cancelling out certain frequencies.
It’s a little tough to justify a pricetag that high on a Honda model, but then again many expected this variant to come in at over RM200,000 so it really could have been far worse. At RM195,900 I don’t see this being the most popular variant of the new CR-V but I also see a lot of new customers coming into the Honda fold. Anyone who would have purchased a Camry or Accord could be easily swayed. Those who know a new Nissan X-Trail or Mitsubishi Outlander are probably not coming to Malaysia might also consider it. Some ex Mercedes-Benz GLC or BMW X3 owners looking for a more practical and financially sound alternative may actually consider this as a suitable replacement. Even a few potential EV customers who simply can’t charge at their condo parking lots and won’t waste their time and energy worrying about public charge-ups might even look at this as a pretty well sized and equipped alternative. There’s definitely a place for the Honda CR-V e:HEV RS in our market.
2023 Honda CR-V e:HEV RS Specifications
Engine: 4 Cylinder, 16 Valve, DOHC (Atkinson Cycle)
Capacity: 1993cc
Gearbox: eCVT
Max power (petrol): 148PS @ 6100rpm
Max power (electric): 184PS @ 5000-8000rpm
Max torque (petrol): 190Nm @ 4500rpm
Max torque (electric): 335Nm @ 0-2000rpm
Top Speed: 187 km/h
0-100 km/h: 9.0 seconds
Price: RM195,900 (Retail Price without insurance)
About the Author
Subhash Nair Written work on dsf.my. @subhashtag on instagram. Autophiles Malaysia on Youtube.
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