Honda CR-V VS Subaru XV
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
Subaru XV
Likes
- Excellent cabin fit and finish
- Great to drive
- Advanced safety tech
Dislikes
- Not much more fuel efficient than the petrol version
- Pricey
- Small display screen
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 |
Subaru XV
The idea of a hybrid version of Subaru’s small XV SUV seems to make complete sense – this is a car that probably spends most of its time in traffic but is owned by people who might like to head down a dirt track occasionally. And if it can somehow manage to give off a green glow as well, that could only be a bonus.
But can it actually do all those things? That's the question I’m here to answer, with a bit of real-world testing.
The answer is not a simple yes or no, I'm afraid, because the experience was mostly positive, yet in some ways, I was left wanting more. Allow me to explain.
| Safety rating | |
|---|---|
| Engine Type | 2.0L |
| Fuel Type | Hybrid with Regular Unleaded |
| Fuel Efficiency | 6.5L/100km |
| Seating | 5 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.
Subaru XV7.3/10
Well this is awkward. On one hand the XV Hybrid is excellent and on the other it’s… not.
It’s great to drive on and off the road, the fit and finish of the cabin are superb and the safety tech is outstanding. On the other, the value for money isn’t good when you consider that it’s almost the most expensive XV, but still doesn’t have sat nav, dual-zone climate control, nor the larger display.
And then there’s the fuel economy. Even if we had matched the 6.5L/100km Subaru says we should get, the saving is a mere 500ml for every 100km compared to a straight-petrol XV. The plug-in hybrid version of the XV, as sold in the United States, can get about 2.6L/100km. Now that type of hybrid XV would make far more sense.
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.
Subaru XV
That Lagoon Blue paint. As mentioned above it’s only available on the hybrid and in the metal the colour is so stunning and different that right now from my desk I can see people rubber necking at it parked out the front of my house. The hue, combined with the ‘e-boxer’ badges, makes for an intriguing package, which, from where I sit, is generating a stack of interest. That was always Subaru’s intention, I guess.
Other hybrid-only design features include the frosted silver elements around the fog lights, the slim-line roof rails and, of course, those ‘e-boxer’ badges.
Those are the only styling differences between the Hybrid and the other XV family members.
Not having the chunky roof racks means the overall height is 20mm lower, at 1595mm, but the rest of the dimensions are the same as a regular XV, at 4465mm long and 1800mm wide. Â
The XV is a small SUV, but larger than most of its rivals – it’s about 200mm longer than a Honda H-RV, and similar in size to a Kia Seltos or Nissan Qashqai. That said, its cargo capacity isn’t the best – but more on that in the Practicality section below.
We’re just talking about appearances here and the XV hybrid is cute and angry looking at the same time, with its Pokémon-like face.
Nothing has changed about the overall exterior styling since this new-gen XV was introduced in 2017. And that goes for the interior, too, which is a highlight of this SUV.
There’s no other small SUV in the price range with a cabin that feels this good – the craftsmanship is superb, the fit and finish is excellent and the materials (even the plastics) feel gorgeous. I never use the word gorgeous, but you won’t find a more comfortable and luxurious cabin this side of a Lexus.
That said, the small display screen lets things down, and so does the featureless hard plastic on the back of the centre console, which stares at the rear passengers.  Â
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.
Subaru XV
To sum things up, room for people is good but the cargo capacity is not. That means I can sit behind my driving position, even though I’m 191cm tall, with about 15cm to spare between my knees and the seatback. Headroom is fine for me, too.
Boot space, however, is 345 litres, which sounds like it could be a lot but when you consider the Honda HR-V has a 437-litre cargo capacity and the Kia Seltos has 433 litres of luggage space, it’s clear the XV’s boot isn’t very big.
Cabin storage isn’t so bad, though, with a big centre console bin, two cup holders up front and two more in the rear fold-down armrest, plus bottle holders in the doors. The hidey hole in front of the shifter is showing its age because my phone was too large to fit into it sideways, but there are other little nooks to store your things in.
Parents should know that the XV Hybrid doesn’t have directional air vents for those in the back seats, but the dark-tinted rear windows were a welcome feature whenever we had our five-year-old back there.
The hybrid has three USB ports – two for charging in the centre console bin and one for media under the dashboard. Need a 12V outlet? There are two.
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).
Subaru XV
The XV Hybrid lists for $35,580, which makes it the second-most expensive XV in the line-up, sitting just under the top-of-range $36,530 2.0i-S. The thing is, the Hybrid doesn’t come with nearly as much equipment as the 2.0i-S, and that’s why it loses value-for-money marks in this review.
Standard features range from the disappointing - like the 6.5-inch touch screen, single-zone climate control and halogen headlights - to the impressive; adaptive cruise control, rear privacy glass and proximity unlocking. The Hybrid also scores the same advanced safety tech as the 2.0i-S, which I’ll go into more detail about in the Safety section below.
Other standard features include Apple CarPlay and Android Auto, shifting paddles, X-Mode drive setting, rear-view camera, six-speaker stereo, digital radio, CD player, premium cloth upholstery, roof rails and rain-sensing wipers.
Only the hybrid comes in the Lagoon Blue colour our car wore, and it’s a no-cost option. Good.
How does the XV Hybrid compare with rivals on price? Well, apart from the Toyota C-HR Koba hybrid, there aren’t any other small hybrid SUV rivals. But ask yourself: why are you buying the XV Hybrid? If it’s for ‘green efficiency’ then you really need to skip to the section on fuel economy, because the amount of fuel you’ll save could shock you, and not in a good way.
If it’s for the all-wheel-drive system then you should know that all XVs have all-wheel drive.
Frankly the biggest rival, apart from the C-HR, comes from within – the XV 2.0i Premium, which is $33,420 and is better equipped and boasts excellent fuel economy. A small SUV comparison wouldn’t be complete without the segment’s benchmark – the Kia Seltos, and its Sport + grade with AWD lists for $35,490.
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.
Subaru XV
The XV Hybrid has a 2.0-litre four-cylinder petrol engine under the bonnet (making 110kW and 196Nm) and built into the transmission is an electric motor (making 12.3kW and 66Nm). The batteries are under the boot floor and they’re charged through energy captured during braking, which is then turned into electricity.
The transmission is an automatic called a CVT (Continuously Variable Transmission). I’m not a fan of CVTs because they tend to take all the oomph out of acceleration, but Subaru’s version is one of the best and the addition of the electric motor gives nice little nudges while driving that the straight-petrol XV doesn’t offer.
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.
Subaru XV
Hybrids are all about saving fuel, but the XV Hybrid doesn’t use a lot less petrol than the regular XV, which makes you wonder what the point of it is. According to Subaru the XV Hybrid should use 6.5L/100km after a combination of open and urban roads, while under the same driving conditions the regular petrol version does almost as well at 7L/100km.
My own testing showed higher consumption. After 401.5km of motorways, urban commutes, city traffic, suburban runs, country twisty fun roads and even dirt and gravel tracks, I filled up with 37.51 litres, which comes to 9.3L/100km. The fuel tank in the hybrid is 48 litres and the trip computer told me I had a range of 90km left. The straight petrol XV has a 63-litre tank.
So, even if you use Subaru’s figures you’re saving 500ml per 100km, which comes to about 70c per 100km if 91 RON is about $1.40. Factor in the fact that the XV Hybrid costs $3970 more than the XV 2.0i-L and you’d have to drive more than 550,000km to make that difference in money back. Again, you have to ask, what is the point?
I’ve tested Toyota’s C-HR Hybrid and while it is only two-wheel drive the combined fuel economy is 4.3L/100km.
Subaru’s XV Hybrid needs to be way more fuel efficient for it to be a worthwhile hybrid vehicle. Â
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.
Subaru XV
I said in the video above that I think the XV is one of the best-handling small SUVs for the money and it’s true, even on twisty country roads the vehicle feels planted, with great body control. That’s thanks to well-sorted suspension and the boxer engine design, which lowers the centre of mass, making the car less ‘wobbly’ and more secure in the corners.
If it was just about driving, the XV Hybrid would be my pick out of the entire model range. That’s because I find the basics petrol version has lacklustre acceleration. The hybrid gets little shoves from the electric motor, making it better for moving quickly in traffic. Yep, while the electric motor is tiny and only supplies a small output, when it combines forces with the petrol the difference is noticeable compared to the petrol XV.
Like the petrol, the hybrid uses a Continuously Variable Transmission (CVT). The transmissions are the cause of the indequate acceleration I mentioned, but they seem to be perfectly suited to electric motors.
The entire XV line-up is all-wheel drive, and that includes the hybrid. This is not a four-wheel-drive system, which large off-road vehicles like the Toyota LandCruiser use, so I wouldn’t try to cross the Simpson Desert in an XV. Really the XV’s all-wheel drive is designed for on-road duties but occasional dirt and gravel tracks are fine, as long as you don’t get too wild. Still, it is truly one of the most sure-footed small SUVs for the price that I’ve driven, and the impressive 220mm of ground clearance will let you head down bumpy tracks that would tear the innards out of other small SUVs.
The X-mode function is activated by pressing a button and the throttle, transmission and drive to the wheels is managed automatically to maintain optimum traction.
Where the Hybrid is at a disadvantage against its fellow XV family members is in terms of towing. The braked towing capacity is 130kg less than a straight-petrol XV at 1270kg. Â
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.
Subaru XV
Perhaps the best reason for buying the hybrid version of the XV is for its advanced safety tech. Only the XV Hybrid and the top-of-the-range 2.0i-S come with blind-spot monitoring, auto high beams, lane-changing assist, rear cross traffic alert and reverse AEB.
That’s in addition to what’s standard on all XVs, such as forward AEB, lane-departure warning, lane-keeping assistance, lane-sway alert, lead vehicle start and brake-light recognition.
The XV Hybrid also comes with adaptive cruise control.
A note about the reverse AEB – it works, really well and stopped me from backing into a tree while filming the video above.
The Subaru XV was given a five-star ANCAP safety rating when it was tested in 2017.
For child seats, you’ll find three top-tether anchor points and two ISOFX mounts across the rear row.
Despite all this incredible safety equipment you don’t get a spare tyre on the XV Hybrid – not even a space saver, as you do on the other grades. Instead, you get a puncture-repair kit, which consists of a tyre-inflation device and a type of sealant. I’ve had punctures before while driving cars from other brands and the repair kit didn’t fix the leak. For this reason, the XV hybrid is losing marks here – you can’t beat a real spare tyre, especially in Australia where distances are vast, towns are remote, the climate is extreme and a breakdown could be a life and death situation.
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.
Subaru XV
The Subaru XV Hybrid is covered by a five-year/unlimited-kilometre warranty, while the battery for the electric motor is covered by an eight-year/160,000km warranty. There’s also a five-year/62,500km capped-price-servicing program. Servicing is recommended at 12 month/12,500km intervals, with the first capped at $350.25, the second at $588.31, the third at $354.83, the fourth at $784.77, and the fifth at $354.86 for a total of $2433.02 over the five years.