Honda CR-V VS Holden Acadia
Honda CR-V
Likes
- Exceptional value for money
- Superb engineering
- Excellent family-focused packaging
Dislikes
- No full-sized spare wheel
- No hybrid AWD availability
- Firm ride
Holden Acadia
Likes
- Truck-like exterior
- Third row spacious for class
- Good value
Dislikes
- Truck-like interior
- V6 needs to be pushed hard for results
- Handling not as good as CX-9
Summary
Honda CR-V
In the distant future, automotive historians will look back at the Honda CR-V as one of the true SUV originals.
Sure, it and the conceptually-identical Subaru Forester, trailed the trendsetting Toyota RAV4 of 1994 by three years, but collectively all three Japanese brands broke and then reset the Australian family-car mould in lightning-quick time. Too much so for the floundering local car industry to ever catch up.
Today, they remain the blue-chip mid-sized SUV contenders.
Six generations in, how does the completely-redesigned CR-V in all-new e:HEV (petrol-electric hybrid) guise stack up? Let's find out!
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| Safety rating | |
|---|---|
| Engine Type | 2.0L |
| Fuel Type | — |
| Fuel Efficiency | 5.5L/100km |
| Seating | 5 seats |
Holden Acadia
The Acadia is now here and finally Holden has a proper seven-seat SUV in its range. Yup, the now redundant Captiva can rust in peace because the Acadia is bigger, safer, more practical and high tech.
The thing is, there are some excellent seven-seat SUVs out there already – Mazda’s CX-9 is outstanding in terms of its cabin refinement and on-road dynamics, while Kia’s Sorento is great value and there’s the popular Toyota Kluger.
Made in Tennessee in the US of A, the Acadia has some serious competition. So, can the American with a Holden badge do anything the others can’t?
We attended the launch of the Holden Acadia and learned a lot. Let us tell you…
| Safety rating | |
|---|---|
| Engine Type | 3.6L |
| Fuel Type | Regular Unleaded Petrol |
| Fuel Efficiency | 8.9L/100km |
| Seating | 7 seats |
Verdict
Honda CR-V8.5/10
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.
Holden Acadia7.6/10
The Acadia offers a tough-looking American take on the seven-seat SUV which won’t be appealing to everybody but will be loved by others. While the interior quality and design falls short of rivals such as the CX-9 and the handling isn’t as sharp as that SUV either, the ride is comfortable, the features list is extensive, the cabin space is outstanding and the level of advanced safety equipment is impressive.
The sweet spot for the range is really the base grade LT, but the best car is the LTZ-V.
What do you think of the Acadia's tough truck looks? Tell us what you think in the comments below.
Design
Honda CR-V
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.
Holden Acadia7/10
Made in Tennessee in the United States, the Acadia couldn’t look more American, with that blocky profile and truck-like face. Only the Toyota Kluger comes close to matching its macho design, while Mazda’s CX-9 and Kia’s Sorento have sleeker and more curvaceous styling.
Some people aren’t going to be fans of those bold, angular looks, but this is a large seven-seat SUV that’s obviously not trying to please everybody, and that will probably be part of the appeal to its fans – the Acadia is unapologetically tough looking.
The swapping of the GMC lettering (it's called GMC Acadia in North Amercia) for a Holden badge and subtler grille treatment give the Acadia a more refined and upmarket look.
However, refined isn’t a word you’d use to describe the interior, because while its truck-like looks make the Acadia appealing on the outside, the commercial styling in the cabin is disappointing.
Moulded plastics around the doors and hard plastics on the dash and centre console feel cheap and look tacky. The Acadia’s cabin lags behind the more stylish cockpit of the CX-9 with its excellent fit and finish.
Buying a higher grade in the Acadia range won’t really improve the cabin scenery much either. The LTZ-V is the top-of-the-line Acadia and while it comes with ventilated leather seats, the rest of the cabin looks almost identical in styling and materials as the base-grade LT.
The exterior differences between the grades isn’t that obvious either. While all grades come with rear privacy glass and LED tail-lights, the LTZ-V comes with square exhaust tips, aluminium roof rails and a dual-pane sunroof.
What are the Acadia’s dimensions? The Acadia is just under 5.0m long, while the CX-9 is 5.1m end-to-end. The Acadia is 2.1m wide (to the mirrors) and 1.8m tall.
The colour range is fairly limited with 'Glory Red', 'Mineral Black', 'Blue Steel', 'Summit White', 'Scorpion' (brown), 'Nitrate Silver', 'Dark Shadow' (a dark blue) and 'Abalone White' your only choices.
Practicality
Honda CR-V
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.
Holden Acadia9/10
All Acadias are seven-seaters, but not all seven-seater SUVs in the world really fit seven adults. I can’t sit comfortably in the third row of the CX-9 – the sloping roof line destroys headroom back there and my legs are wedged into the seat back.
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Here’s the big news: even at 191cm tall I can sit in the Acadia’s second row (behind my driving position), and then behind that in the third row all without my head touching the roof or knees hitting the back of the seat in front. That is exceptional.
The dual sunroof in the LTZ-V limits headroom, so think about the LTZ if you’re going to be carrying tall freaks like me all the time, but it’ll be plenty spacious for kids.
Climbing into that third row is easier than the CX-9 thanks to the Acadia’s tall roofline, although being American-made the larger folding section of the second row is on our kerb side (not the case with CX-9).
Still, the second row slid far enough forward to make getting into the back easy enough for me.
Cabin storage and utilities are excellent. Third-row passengers have two cupholders, a hidey hole for loose items, air vents and a USB port. Second-row dwellers have two USB ports, a large storage drawer, two cupholders in the fold down armrest, climate control dials and air vents, plus decent-sized door pockets.
Up front, the centre console bin is large and deep, the storage compartment in front of the shifter fits my iPhone 8 (in the LTZ and above there’s wireless charging in there), you’ll also find two large cupholders, a large glove box and door pockets. There are two 12-volt power outlets – one in the cockpit and the other in the cargo area.
Boot capacity with the third row in place is 292 litres, but that is measured to the roof (Mazda measures to the cargo cover). With the third row folded flat the luggage space of the Acadia is 1042 litres, and with the second and third rows folded you have 2102 litres of cargo room.
Price and features
Honda CR-V
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).
Holden Acadia8/10
The Acadia range has three grades to it – the entry level LT which lists for $43,990, then the mid-spec LTZ for $53,490 and at the top of the range is the LTZ-V for $63,490. These are the prices for the front-wheel drive Acadias and you can have them in all-wheel drive, but it’ll be an extra $4000 on top.
The LT comes with a mountain of standard features, including an 8.0-inch touchscreen with sat nav, reversing camera, Apple CarPlay and Android Auto, three-zone climate control, rear parking sensors, proximity key, rear privacy glass and 18-inch alloy wheels. There’s also an impressive array of advanced safety equipment which I’ll take you though further down this review.
The LTZ gets all the LT’s features and adds leather seats, power adjustable and heated front seats, rain sensing wipers, wireless charging for phones, power tailgate, front parking sensors, and this will make some people very happy – automatic parking.
The LTZ-V comes with all the LTZ’s features and more including ventilated seats, 20-inch wheels, dual-pane sun roof, 8.0-inch virtual instrument cluster, eight-speaker Bose stereo with amplifier and subwoofer, and adaptive suspension.
That’s great value and it’s on the same level as the CX-9, although the Mazda comes with a head-up display on all grades. You can’t get one even on the top-of-the-range Acadia.
Under the bonnet
Honda CR-V
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.
Holden Acadia7/10
Now the engine – it’s a V6 petrol that makes stacks of power at 231kW and plenty of torque at 367Nm. The problem here is the maximum torque comes in at 5000 rpm. Torque is the force that’s sent from the engine and turns the wheels and it’s preferable to have all the torque come in low in the rev range.
See, most of the time I drove the Acadia the revs never got above 3000rpm. If I wanted to overtake I needed to hammer it. The CX-9 makes 420Nm of torque at 2000rpm – it’s under your right foot almost always. It’s preferable to have low-end torque for towing, too.
Talking of that, the braked towing capacity of the Acadia is 2000kg.
The transmission is a nine-speed automatic – a torque converter. It’s an excellent transmission, that shifts intuitively and smoothly. The Acadia offers a choice of front-wheel drive or the optional all-wheel drive.
Efficiency
Honda CR-V
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.
Holden Acadia6/10
It’s a V6 so it’s going to be thirsty right? Yes, but this engine can deactivate two cylinders to run on four when not under load. That said even on the country roads that the Acadia launch was held on, the mileage the trip computer was reporting ranged from about 10.0L-11.0/100km for both the all-wheel drive and front-wheel drive Acadias.
You can bet that will head higher in the traffic of the suburbs and city. Holden says that after a combination of urban and open roads the FWD Acadia should use 8.9L/100km and the all-wheel drive will need 9.3L/100km. Those are pretty optimistic numbers and the real-world fuel economy will certainly be higher.
Driving
Honda CR-V
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.
Holden Acadia7/10
If you’re a fan of SUVs because they can make you feel like you’re a hundred feet tall wearing a Transformers suit, then you’re going to like driving the Acadia. Yup, it looks like a truck and feels like one when you’re looking out over that high, broad bonnet.
The dashboard is also tall, and this combined with the truck-like bonnet meant I had to raise my seat higher than the setting I’d normally use, just to see clearly over. Even then visibility isn’t great thanks to long and wide A-Pillars framing the windscreen.
There are other ergonomic issues you’ll face in this cabin. I found the centre console armrest way too high and my elbow kept hitting it as I turned the steering wheel it also made changing the drive modes on the rotating dial in front of it awkward using your left hand to scratch your left armpit. Made you do it, didn’t I?
The indicator and wiper stalks are also positioned at a high angle and on the highest wiper setting I had to take my hand off the wheel to turn them off. If my hands aren’t big enough to reach them while holding the steering wheel, there’s no way Donald Trump could.
So how does the Acadia drive? Well there are two very different feeling Acadias in the range. There’s the one Holden brought to Australia to test rigorously around its test track and Australian roads, tuning the adaptive suspension to offer a comfortable ride that suits our conditions – it’s the LTZ-V.
Then there’s the LT and LTZ, which didn’t get the full Holden suspension work-over. Sure, Holden went to the US and helped develop a suspension system for these two grades, but they had to make a compromise and agree on a tune that would make the American drivers happy, too. In the US drivers prefer a softer, more cushioned ride, while in Australia we tend to like a firmer sportier one with better handling.
That means the LT and LTZ just don’t handle as well as the LTZ-V. Not only do those lower grades have a softer ride that feels almost like you’re bouncing on a space hopper at times, they also don’t have the great adaptive suspension of the top grade LTZ-V. The adaptive suspension can not only be set in a sport setting, for better handling but is constantly adjusting itself to the driving style.
On the highway all grades cruise beautifully, like battleships ploughing through the miles of road – this is where they are really in their element. You’ll also find them all comfortable for suburban adventures, too – even on patchy streets with bad surfaces the ride is composed and compliant.
But when I took the LT with AWD along a fantastic bit of familiar road with a great surface and plenty of twists, I could feel that suspension doing everything it could to rein in the body roll, but not winning. This is a 2.0-tonne and tall SUV and I don’t expect it to behave like a sports car, but Mazda’s CX-9 feels more agile with quicker steering and better handling than the Acadia.
The LTZ-V has an exceptional ride – almost limo like with adaptive suspension ironing out the road ahead.
Even as a passenger in the second row the journey was comfy and serene, the cabin well insulated, although those rear seats are unsupportive and in the corners I felt myself sliding around back there. And that’s the thing, even in the corners the Aussie-developed LTZ-V still struggled to control its heft, and when pushed more the tyres began to chirp in the bends. The LTZ-V wears Continental ContiCrossContact high performance all-terrain tyres (235, 55 R20) if you’re wondering.
Still I didn’t feel the Acadia lacked grunt, the V6 is smooth and there was an instant connection between the accelerator pedal and the acceleration that you don’t get with the turbo-charged CX-9.
The thing is you really need to get the Acadia up to 5000rpm to really get good oomph – and that’s going to harm your fuel economy.
Choosing a front-wheel drive variant will save you a bit of money at the pump, and while the all-wheel drive adds some reassuring traction on wet roads and gravel, it’s not essential. Front and all-wheel drive Acadias had identical comfort levels in terms of ride.
Safety
Honda CR-V
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.
Holden Acadia8/10
The Acadia has yet to be given an ANCAP crash rating, but the level of advanced safety equipment is outstanding. All grades come with AEB (on the LT and LTZ it’s a city speed version, while the LTZ has higher speed AEB), there’s blind spot warning, rear cross traffic alert, lane keeping assistance and lane departure warning, plus lateral impact avoidance which will swerve to avoid a vehicle that drifts into your lane.
Also excellent is that the side curtain airbags extend all the way back the entire third row – the CX-9’s do, too, but not the Kia Sorrento’s.
The chink in the Acadia’s safety armour is a low-tech but essential item – the spare wheel; it’s a space saver, which is not ideal in Australia where distances between towns can be vast. Also, to get the space saver out requires a stack of effort – it’s under the boot floor but you’ll need to remove the storage under the floor to get to it. We tried it on the launch and the process was overly difficult.
Ownership
Honda CR-V
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.
Holden Acadia9/10
The Acadia is covered by Holden’s five-year/unlimited km warranty. Servicing is recommended annually or every 12,000km. Servicing is capped at $259 for the first service, $299 for the second, $259 for the third, $359 for the fourth and $359 again for the fifth.