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Honda was one of the first companies to realise the potential of offering a vehicle that looked like an off-roader but drove more like a car, and launched the first Honda CR-V in 1995 to capitalise on it. The sixth generation CR-V launched in 2023, but we’re concentrating on the popular fifth-generation as a used model, sold between 2016 and 2022.
The CR-V’s practicality, comfort, and wide range of engines offered over the years mean there should be a little something for everyone, and the maker has an enviable reputation for reliability, so the CR-V makes a lot of sense for a vehicle you might be intending to hang onto for many years.
The Toyota RAV4 beat the original CR-V to market and that car is now in its fifth generation, and remains a compelling alternative to the Honda. Other road-biased SUVs you might consider include the Skoda Kodiaq and its VW Group cousins, the stylish Peugeot 5008, and the equally stylish Mazda CX-5.
Honda clearly had foresight when it launched the original CR-V in 1995. Today, family SUVs like it virtually dominate the roads, and while the CR-V isn’t a best-seller in the UK it does huge numbers in countries like the United States. The fifth-generation car we’re looking at here was sold between 2016 and 2021, with a few facelifts and model updates along the way, and is a familiar sight on the used market.
Those updates over time were mostly to the CR-V’s engine range and to its equipment levels. Your budget will largely dictate which version you’ll be looking at, but in brief earlier cars were a mixture of turbocharged diesels and naturally-aspirated petrol engines, while a turbo petrol and a hybrid came in later, the hybrid eventually being the only model on sale.
All engines are refined, the hybrid in particular, even if the CVT automatic sees the revs rise and stay there under harder acceleration. When it’s not revving away you’ll likely get silence, with the electric motor doing most of the work at lower speeds. The ride quality is similarly relaxing and while some rivals offer a sharper drive, you may not mind for family use.
The interior is practical, and Honda is a master of rear seats that flip perfectly flat for a wide, open load area. It’s well-built too, another strong suit of the Japanese company. It’s a shame the infotainment system is a little dated, even in later models - and earlier models lack even more features.
As far as alternatives go, the Toyota RAV4 has long been the CR-V’s key rival. It too has mostly been offered as a hybrid for a while now and has similarly excellent reliability. The Mazda CX-5 is another sturdy SUV and is a little more entertaining to drive, while a Peugeot 5008 offers more style. The key players in this segment now though are the Volkswagen Tiguan Allspace, Skoda Kodiaq, and SEAT Tarraco - all feel high quality, drive well, and are usefully practical.
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If you’re looking at later CR-V models then the hybrid makes the most sense, for its combination of performance and economy, and its slightly later Euro 6d emissions standards are likely to remain relevant for longer than the regular Euro 6 of earlier cars. Among those earlier models, the regular 1.6-litre diesel has decent performance and is frugal too, though you’ll need the more powerful model if you want all-wheel drive.
For specification, the mid-range SE and SR models probably make the most sense, though as a used buy, there’s no reason not to go for the high-spec EX or the Sport Line if you find a good deal.
Despite significant changes to the engine range over the years, Honda’s trim level names remained fairly consistent between 2016 and 2022. Actual equipment levels did vary, and the car’s look, feel and equipment levels were updated at each minor model change and facelift, but broadly speaking you’re looking at S badging for entry-level models and EX for top-of-the-range cars. For simplicity, we’re listing equipment for later 2020-on models below.
The Honda CR-V’s dimensions are:
The Honda CR-V’s boot size is:
The fifth-generation CR-V wasn’t expensive enough (unlike the latest version) to attract a Vehicle Excise Duty surcharge, so for all versions registered after April 2017 you’ll be looking at a flat rate of VED: either £170 per year for hybrids, or £180 per year for the petrol and diesel models. Prior to this date, VED was based on CO2 emissions, making the front-wheel drive 1.6 diesel cheapest with its 115g/km, only £35 per year at current rates.
Among the latest hybrid models, the cheapest CR-V to insure is the basic S-trim model, in group 22. While this is more expensive than some equivalents - an entry-level Ford Kuga starts in group 10 - it also doesn’t go up much with higher trim levels, topping out at group 24 in EX trim, or group 25 with the 1.5 turbo, also in EX trim.
Read our full Honda CR-V review