LIKE an unplanned pregnancy, the arrival of the segment-splitting ZR-V forced a few changes in the house of Honda. Sized between the compact HR-V and the mid-sized CR-V, the ZR-V exists at the lower end of the medium spectrum, measuring up against rivals like the Mazda CX-5 and Volkswagen Tiguan.
Consequently, a figurative bunk bed has been squeezed into the CR-V's bedroom, as Honda's mainstay SUV will have to learn to share its space with its newest sibling.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/0005000040.jpg]
But the CR-V has been making moves of its own. In terms of size, this sixth-generation version is now a tricky vehicle to define, its exterior straddling midsize and large. But clever packaging means it has more interior utility than many vehicles we traditionally throught of as residing in the next class up.
The cost of entry is now up by $8600, but the range offers more by default - pure atmo engines are gone, the CR-V now powered by either 1.5-litre turbo or 2.0-litre petrol/electric hybrid powertrains (the latter only available in flagship RS trim).
And the new CR-V's footprint now within mere millimetres of Mitsubishi's Outlander, a vehicle that truly tests the boundaries of what 'medium' SUV means, could Honda's newest midsizer hold its own against traditional large SUV stalwarts? With the petrol/electric powertrain also being new territory for CR-V in Australia, we took the opportunity to examine whether this box-fresh Honda is the David to a similarly positioned large SUV Goliath: Hyundai's Santa Fe hybrid.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/0740411074.jpg]
So how much are they, and what do you get?
The Honda has an edge from the get-go. The Santa Fe hybrid retails for $63,000 in the more affordable Elite grade we have here, while the top-spec CR-V RS e:Hybrid carries a $59,900 drive-away sticker. Then again, given the size differences it's not quite an apples-to-apples comparison to begin with - particularly as the Santa Fe packs a third row of seats while the range-topping CR-V RS is strictly a five-seater (seven-seat CR-V variants are available lower in the range, without AWD).
There are also some equipment shortfalls in the Honda: the CR-V's infotainment screen is 9.0-inches across versus the Hyundai's 10.25, and while the RS grade scores a bright and crisp 10.2-inch digital dash, the Santa Fe Elite trumps it again with a 12.3-inch layout. But the Santa Fe is showing its age, with only USB-A jacks in its cabin - two up front, three in the rear - while the Honda provides three more modern USB-C connections in addition to a single USB-A. The CR-V also has a panoramic glass sunroof and a 12-speaker Bose stereo, which pips the 10-speaker system in the Santa Fe and sounds better too.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/7545540047.jpg]
In other respects, there's significant commonality. Both have heated front seats, climate control, power-operated tailgates, built-in sat-nav, adaptive cruise control, 19-inch alloys, wireless phone chargers and wireless Apple CarPlay (but only wired Android Auto).
In terms of interior comfort, this one's pretty much a draw. The Santa Fe, with its longer wheelbase, wider cabin and additional row of seats, gets the gong for pure passenger-carrying capability - no great surprise there. There's also a greater utilisation of the space available, with a handy mid-dash and an under-console cubby for stashing small things, as well as integrated retractable sunshades in the rear doors. What the Honda does, however, is provide a better way of transporting people than the Hyundai.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/1070774447.jpg]
The qualitative difference between the two is vast, with the fancier furnishings of the Honda holding greater tactile and visual appeal than the shiny polymers of the Santa Fe's cabin. And while the seats may appear flatter in the Honda, their cushioning conforms better and provides a more natural, comfortable posture. The Santa Fe also feels weirdly constricting up front, its high centre console propping up your elbow while your inboard knee kisses the console's vinyl padding. The Honda, with more clear air between the front seats, feels more commodious as a result (though that stick shifter just takes up space and would be better replaced with something lower-profile).
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/4007707504.jpg]
The CR-V's rear seat now benefits from fore-aft sliders, giving additional flexibility when it comes to carrying passengers and cargo. Racked all the way to the rear, there's also stacks of legroom to enjoy, as well as abundant headroom and plenty of light when the sunroof's fabric shade is retracted. However, for more than two adults it's a bit squeezy - the Santa Fe, owing to its greater cabin width, simply provides more room across its rear bench. The Hyundai also provides a top tether for its centre-middle seat as well as the outboard positions. The narrower CR-V only has the outer two seats so equipped.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/1001414405.jpg]
So the CR-V is a dud for families, then? Not exactly. While its child-seat capability isn't as generous as the Santa Fe and the RS grade lacks a third row, the CR-V's rear doors open almost to 90 degrees from the body, while the Hyundai's doors stop well short. It's a feature that may be overlooked by many (and isn't really mentioned in Honda's marketing material), but coupled with a generously-sized door aperture, the Honda is definitely easier to load kids into. Other thoughtful touches include a retractable fish-eye mirror that allows both fronts-eaters to see what's going on in the back seat, and height-adjustable rear seatbelts.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/0407517454.jpg]
The CR-V is also far easier to load with cargo. Thanks to its large boot opening and very low boot floor, it offers up to 589 litres with the second row in place, and 1072 litres when they're folded down. A prominent ramp between the boot floor and the folded down seatbacks impinges slightly on its load-taking versatility, but with the bigger Santa Fe only delivering 571 litres of seats-up capacity, the CR-V's packaging is admirable. It should, however, be pointed out that the CR-V in hybrid form has no spare wheel, while the Santa Fe slings a full-size under its boot floor.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/0754715011.jpg]
There are also some fairly stark contrasts between these two SUVs in the way they drive, but what's surprising is that little of it seems to be tied to their relative size and weight differences. The CR-V, which shares its bones with the Civic hatch, feels profoundly car-like on both urban streets and mountain roads: agile, willing, and a joy to steer hard. The only thing holding it back...
Consequently, a figurative bunk bed has been squeezed into the CR-V's bedroom, as Honda's mainstay SUV will have to learn to share its space with its newest sibling.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/0005000040.jpg]
But the CR-V has been making moves of its own. In terms of size, this sixth-generation version is now a tricky vehicle to define, its exterior straddling midsize and large. But clever packaging means it has more interior utility than many vehicles we traditionally throught of as residing in the next class up.
The cost of entry is now up by $8600, but the range offers more by default - pure atmo engines are gone, the CR-V now powered by either 1.5-litre turbo or 2.0-litre petrol/electric hybrid powertrains (the latter only available in flagship RS trim).
And the new CR-V's footprint now within mere millimetres of Mitsubishi's Outlander, a vehicle that truly tests the boundaries of what 'medium' SUV means, could Honda's newest midsizer hold its own against traditional large SUV stalwarts? With the petrol/electric powertrain also being new territory for CR-V in Australia, we took the opportunity to examine whether this box-fresh Honda is the David to a similarly positioned large SUV Goliath: Hyundai's Santa Fe hybrid.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/0740411074.jpg]
So how much are they, and what do you get?
The Honda has an edge from the get-go. The Santa Fe hybrid retails for $63,000 in the more affordable Elite grade we have here, while the top-spec CR-V RS e:Hybrid carries a $59,900 drive-away sticker. Then again, given the size differences it's not quite an apples-to-apples comparison to begin with - particularly as the Santa Fe packs a third row of seats while the range-topping CR-V RS is strictly a five-seater (seven-seat CR-V variants are available lower in the range, without AWD).
There are also some equipment shortfalls in the Honda: the CR-V's infotainment screen is 9.0-inches across versus the Hyundai's 10.25, and while the RS grade scores a bright and crisp 10.2-inch digital dash, the Santa Fe Elite trumps it again with a 12.3-inch layout. But the Santa Fe is showing its age, with only USB-A jacks in its cabin - two up front, three in the rear - while the Honda provides three more modern USB-C connections in addition to a single USB-A. The CR-V also has a panoramic glass sunroof and a 12-speaker Bose stereo, which pips the 10-speaker system in the Santa Fe and sounds better too.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/7545540047.jpg]
In other respects, there's significant commonality. Both have heated front seats, climate control, power-operated tailgates, built-in sat-nav, adaptive cruise control, 19-inch alloys, wireless phone chargers and wireless Apple CarPlay (but only wired Android Auto).
In terms of interior comfort, this one's pretty much a draw. The Santa Fe, with its longer wheelbase, wider cabin and additional row of seats, gets the gong for pure passenger-carrying capability - no great surprise there. There's also a greater utilisation of the space available, with a handy mid-dash and an under-console cubby for stashing small things, as well as integrated retractable sunshades in the rear doors. What the Honda does, however, is provide a better way of transporting people than the Hyundai.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/1070774447.jpg]
The qualitative difference between the two is vast, with the fancier furnishings of the Honda holding greater tactile and visual appeal than the shiny polymers of the Santa Fe's cabin. And while the seats may appear flatter in the Honda, their cushioning conforms better and provides a more natural, comfortable posture. The Santa Fe also feels weirdly constricting up front, its high centre console propping up your elbow while your inboard knee kisses the console's vinyl padding. The Honda, with more clear air between the front seats, feels more commodious as a result (though that stick shifter just takes up space and would be better replaced with something lower-profile).
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/4007707504.jpg]
The CR-V's rear seat now benefits from fore-aft sliders, giving additional flexibility when it comes to carrying passengers and cargo. Racked all the way to the rear, there's also stacks of legroom to enjoy, as well as abundant headroom and plenty of light when the sunroof's fabric shade is retracted. However, for more than two adults it's a bit squeezy - the Santa Fe, owing to its greater cabin width, simply provides more room across its rear bench. The Hyundai also provides a top tether for its centre-middle seat as well as the outboard positions. The narrower CR-V only has the outer two seats so equipped.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/1001414405.jpg]
So the CR-V is a dud for families, then? Not exactly. While its child-seat capability isn't as generous as the Santa Fe and the RS grade lacks a third row, the CR-V's rear doors open almost to 90 degrees from the body, while the Hyundai's doors stop well short. It's a feature that may be overlooked by many (and isn't really mentioned in Honda's marketing material), but coupled with a generously-sized door aperture, the Honda is definitely easier to load kids into. Other thoughtful touches include a retractable fish-eye mirror that allows both fronts-eaters to see what's going on in the back seat, and height-adjustable rear seatbelts.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/0407517454.jpg]
The CR-V is also far easier to load with cargo. Thanks to its large boot opening and very low boot floor, it offers up to 589 litres with the second row in place, and 1072 litres when they're folded down. A prominent ramp between the boot floor and the folded down seatbacks impinges slightly on its load-taking versatility, but with the bigger Santa Fe only delivering 571 litres of seats-up capacity, the CR-V's packaging is admirable. It should, however, be pointed out that the CR-V in hybrid form has no spare wheel, while the Santa Fe slings a full-size under its boot floor.
[https://cdn.magzter.com/1416374258/1700468779/articles/HKUppFTJJ1700476443499/0754715011.jpg]
There are also some fairly stark contrasts between these two SUVs in the way they drive, but what's surprising is that little of it seems to be tied to their relative size and weight differences. The CR-V, which shares its bones with the Civic hatch, feels profoundly car-like on both urban streets and mountain roads: agile, willing, and a joy to steer hard. The only thing holding it back...
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Wheels Australia (Digital) - 1 Issue, December 2023