
The fifth-generation Honda CR-V was such a tough act to follow. It offered a lot of firsts like comfortable seating for seven, and the only Philippine model to have a diesel mill. It had good performance, unmatched practicality, and unbeatable value for money.
It was a huge sales success becoming one of the best-selling vehicles from Honda Cars Philippines during its time. This brought the crossover back to ubiquity. Suddenly, we’re seeing a lot of CR-Vs again on our roads, something that previous generations failed to achieve.
Naturally, expectations for the sixth generation were quite high. We were able to test the base V Turbo, and were quite impressed. It was bigger, roomier, and more practical, and it performed better. The Americanization of the model truly yielded some benefits.


And then comes the range-topping RS e:HEV variant, the first time the crossover gets this sportier trim locally. It may look almost the same as the base model we tried—down to the 18-inch wheels—but HCPI has done a great job of prettifying it.
For example, the grille, the side mirrors, the spoiler, and the wheels now come in a piano-black finish. Fender liners here are body-colored. The badges have a blue tinge, which we’ll be talking about later.



The rear taillamp cluster now has an integrated LED fog light. While these changes from the lower models are quite minimal, they do a great job of making the RS look better.
This top-of-the-line variant also looks the same inside as the more affordable trim. The only notable differences are the blacked-out pillars, the headliner, and the huge panoramic sunroof.



Another standout feature here is the 12-speaker Bose audio system. Among all local models offering Bose-branded systems, the implementation of the RS offers one of the best aural experiences out of the box. There’s no compelling reason to do an upgrade unless you’re a hardcore audiophile.
Now, back to the blue-tinged Honda badges front and rear. The CR-V RS wears these because of what’s under the hood: the carmaker’s e:HEV powertrain system.




Pop it open and you’ll find a 2.0-liter in-line four-cylinder Atkinson cycle gasoline engine paired with a set of electric motors and an e-CVT.
The gasoline mill may only make 146hp and 183Nm of torque, but a traction motor adds 181hp and 335Nm to the mix. The total system output isn’t provided, but this mode of propulsion truly offers great performance.



This is no ordinary hybrid though, as it works quite differently. Unlike most hybrids, there are two motors in the system. First is a generator motor responsible for keeping the battery pack juiced up. Next is a traction motor that provides power to the front wheels.
The system prioritizes the use of the electric motor for better acceleration off the line. Additionally, a high/low clutch directly transfers engine power to the wheels through special gear ratios, simulating a top gear in a manual transmission.


This explains why this hybrid CR-V feels quick off its feet, yet offers outstanding fuel efficiency. Even in the worst city traffic, the powertrain can return more than 10km/L, even with no effort at all. When you drive it properly and the roads open up, breaking the 20km/L level is possible.
Despite being a tall vehicle, the new CR-V feels so good to drive. With a good suspension setup and a lower center of gravity thanks to the battery pack’s placement, it feels planted and has minimal body roll even during spirited driving.


It’s comfortable but not floaty. Road imperfections are absorbed well, and the car still offers a great feel for the road underneath you. Steering is light, yet it feels direct.
Having driven some older generations, I find this new CR-V to be one of the easiest to control while giving you a very engaging drive.


It also is one of the safest CR-Vs yet. As all new models come complete with Honda Sensing, you get one of the most comprehensive suites of advanced driver-aid systems. This includes adaptive cruise control with low-speed follow, collision-mitigation braking system, lane-keeping assist, and departure warning.
It also has road departure mitigation, forward-collision warning, auto and automatic high beam, and lead-car departure notification.
I might nitpicking, but while NVH levels have improved, things could be better. Road and wind noise still gets into the cabin at lower speeds compared to some rivals. Its asking price could also scare potential buyers away.


As good and loaded as the all-new model could be, P2,590,000 is a hefty sum to pay for one. The pricing makes this generation the most expensive CR-V yet.
This RS e:HEV is truly pricier than most of its competitors, especially the Chinese-branded ones. Only the Mazda CX-60 and a range-topping Toyota RAV4 are the more expensive options in the segment.
This could still change though, considering President Bongbong Marcos’s latest Executive Order about some tax exemptions for hybrid electric vehicles.


But beyond the shock value of its price tag, the CR-V RS e:HEV offers the perfect compromise between good performance and fuel efficiency. With its long list of standard equipment and safety features, lower emissions, and great fuel efficiency, the pricing suddenly becomes a bargain.
Coming up with something better than the fifth-generation CR-V was a tall order for Honda. But this sixth iteration speaks volumes about Honda’s resolve to improve its product line. Truly, the latest model exceeds most expectations and could easily be the best CR-V yet.
HONDA CR-V RS e:HEV
Engine | 2.0-liter Atkinson cycle in-line four-cylinder with electric motor |
Transmission | e-CVT |
Power | Engine: 146hp @ 6,100rpm; electric motor: 181hp |
Torque | Engine: 183Nm @ 4,500rpm; electric motor: 335Nm |
Dimensions | 4,691mm x 1,866mm x 1,681mm |
Drive layout | FWD |
Seating | 5 |
Price | P2,590,000 |
Upside | Good looks, great drive, impressive list of standard equipment. |
Downside | Very few cosmetic differences from the lower variants. |
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