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January 7, 2024

Review: 2024 Honda CR-V 1.5 V Turbo

P 2.1-million—until now, I find this price tag hard to swallow, especially when I’m talking about the Honda CR-V. Whether the P 361,000 gap between this, the entry-level CR-V 1.5 V Turbo, and the HR-V RS Turbo is tied to inflation or some potential product slotting in-between, but whatever the reason, it does put this compact SUV under pressure. With a low sticker price no longer a USP, what could be the reasons be for people to consider the all-new CR-V?

Admittedly, I don’t see that judging the way the CR-V looks. Honda coined the term, “Blown Away” to describe how the sixth-generation model looks, but you must agree with me that it won’t elicit any strong emotional connection. Instead, it’s all about the CR-V being a CR-V, but with upped levels of refinement and a renewed sense of premium-ness. It’s more understated than bland, and that in itself will play right into the hands of the vast majority of buyers. I don’t find anything wrong with it, but it doesn’t match what my expectation of what being blown away means.

Grade to grade, Honda made sure that it’s harder to tell this entry-level 1.5 V Turbo from the mid-grade 1.5 VX Turbo. For that, it looks like the complete package already. Both have the automatic LED headlights, LED fog lights, sequential turn signals, 18-inch alloy wheels and roof rails. Basically, the differences are down to minor stuff—the matte black grille, non-rain sensing wipers, and the lack of the tailpipe finishers for the dual exhaust.

For all my gripes about the CR-V’s lackluster looks, I can’t complain about its performance. With it being based on the 11th generation Civic, it behaves similarly. As such, it remains the compact SUV segment’s best all-rounder. It may not excel in one aspect, but it does manage to put equal parts performance, handling, and comfort into the mix. This may be to the chagrin of enthusiasts, but to the regular Juan, the tuning is spot on.

Built for the daily drive, you don’t expect it to lean into corners like a sportscar. However, stability and precision are baked right into its foundation. Take curves sensibly and the CR-V will always point in the right direction. The steering is accurate and the body will show just the right amount of lean. Having said that, give it too much enthusiasm and it will wash through a corner with tons of understeer. With lots of suspension travel, it receives an A+ for riding comfort, while still feeling better tied down over undulations than most of the competition.

The availability of a strong hybrid system has grabbed the headlights, but don’t this “base” 1.5-liter turbo turn you off. It may be over reliant on boost for grunt, but with a flat torque curve—240 Nm from 1,500 to 5,000 rpm—it’s up to the task on just about anything. There’s some initial hesitation coming from a dead-stop, but once it overcomes its 1,689-kilogram curb weight, it feels spritely. It’s brisk thanks to its 190-horsepower output and refinement is a strong suit with low levels of NVH. Best of all? It requires a diet of just 91 octane, so technically Petron Xtra Unleaded will suffice. As to fuel economy, I registered 8.4 km/L at the worst and 10.1 km/L at the best. By comparison, the former CR-V 2.0 S managed 7.8 km/L and 10.2 km/L, at similar average speeds.

Like the basis for its mechanical parts, the CR-V’s interior is lifted pretty much straight off the newest Civic; and that’s not a bad place to start. Ergonomics is solid and the best-yet for Honda’s compact SUV. The seating, even at my preferred low-set position, feels high. In combination with the large windows and thin A-pillars, it makes for excellent visibility. Mind you, it’s a necessity at this point because the CR-V’s wide; wider than a Montero Sport. Still, maneuvering it through confines is easy enough, though I would have preferred if it had a standard 360-degree camera or at least front clearance sensors.

Offering an easy-to-master driving environment has always been a Honda hallmark, and it continues here. It offers a wide array of adjustments to its steering wheel and seats. The seats themselves not only offer power adjustments, but they come with memory presets now and even slide away automatically when the driver’s door is opened aiding ingress and egress for the driver.

Space-wise, there’s nothing to fault with the all-new CR-V. The front seats are extremely generous, but the second row reveals enough space for people to sit with their legs crossed. It’s mounted higher than the front for kid-friendly theater-like seating without affecting the available headroom. These not only slide and fold in a 60/40 split, but they also tip forward for access into the third row. Since the handle is located on the top part of the backrest, children may have some difficulty accessing it, and frankly, the small angle of opening still required me to contort my well-endowed waist line to squeeze into the third row. Once there, Honda has managed to include engineering solutions to maximize the available space. The placement of the third-row vents by the sides mean occupants must get cozy near the middle to maximize headroom. It also won’t match a proper mid-sized SUV in terms of knee room.

Honda has leveled up the CR-V in terms of interior build quality and tech, and this is probably why the sticker price jumped a lot this time. Materials are clearly a step-up, though it’s made to be more well-wearing than outright luxurious. Still, soft plastics and supple leather abound. In front of the driver, there’s an all-digital 10.2-inch display. It’s not as customizable as you’d expect, but it does present all information in a clear, concise manner. At the center, there’s a 9-inch screen also shared with the Civic. It’s coated to better persist fingerprints and reflections, and the interface is snappy and sharp. Thankfully, Honda has kept some traditional hard controls, including knobs for the volume and climate control. Wireless CarPlay is present as is a wireless device charger, but for seamless connection, better stick with the traditional wired connection. Over to the back, the power tailgate is not only hands-free, but a unique walkaway mode means you can program it to close automatically as the key bearer moves away. This is a great for highly constricted parking spaces.

Aligned to Honda’s global safety goals, the CR-V receives a high level of safety kit as standard. Honda Sensing, for example, is standard. This not only bundles crash prevention tech, but also adds a layer of convenience for long drives. If I had my way though, I would have swapped the Lane Watch system for proper blind spot indicators. Not only is the camera low-res, but it overrides anything displayed on the infotainment system the moment you switch on the right turn signal. For those who’re reliant on Waze or Google Maps to navigate through an unfamiliar place, this can pose a problem. And sure, the camera can be defeated using a button on the left stalk, but that pretty much defeats the purpose of having Lane Watch, right?

The all-new Honda CR-V is no longer cheap nor is it affordable. Discounting Chinese made compact SUVs, the CR-V is now more expensive than its chief Japanese rival: the Mazda CX-5; and I’m not talking about an entry-level-to-entry-level comparison either. At the CR-V 1.5 V Turbo’s price, you can get the CX-5 2.5 Sport and its standard all-wheel drive. Granted that the CX-5’s getting long in the tooth and is in desperate need of a refresh, it does speak volumes of the mountain the CR-V needs to climb. As such, it’s a summit it has managed to conquer, if only just. True, it’s no longer the affordable compact SUV it once was, but after all’s said and done, it remains a solid offering with high levels of value, refinement, and space. You just can’t be blown away by it.

2024 Honda CR-V 1.5 V Turbo

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Bottom Line
Pros Balanced every day performance, excellent space, flawless ergonomics.
Cons Pricey for a base CR-V, evolutionary looks, tight (but improved) 3rd row.
TL;DR Solid choice with high marks for value, refinement, and space, but you are never in awe of it.
Year Introduced 2023
Warranty 3 years / 100,000 kilometers
The Basics
Body Type Compact SUV
Seating 7
Engine / Drive F/F
Under the Hood
Displacement (liters) 1.5
Aspiration Turbocharged
Fuel Delivery Direct Injection
Layout / # of Cylinders I4
Maximum Output (PS @ rpm) 190 @ 6,000
Maximum Torque (Nm @ rpm) 240 @ 1,700-5,000
Fuel / Min. Octane Gasoline / ~91
Transmission CVT
Cruise Control Yes, Adaptive
Fuel Economy (km/L) @ Ave. Speed (km/h) 8.40 km/L @ 17 km/h,
10.1 km/L @ 28 km/h
(fueled with Petron XCS)
Fuel Tank Size (L) 57
Dimensions and Weights
Length (mm) 4,691
Width (mm) 1,866
Height (mm) 1,681
Wheelbase (mm) 2,701
Curb Weight (kg) 1,689
Suspension and Tires
Front Suspension Independent, MacPherson Strut
Rear Suspension Independent, Multi-link
Front Brakes Vented Disc
Rear Brakes Disc
Parking Brake Electric, w/ Auto Hold
Tires Michelin e-Primacy 235/60 R 18 H (f & r)
Recommended Tire Pressure (PSI) 35 front, 32 rear (partial),
35 all (full)
Wheels Alloy
Safety Features
Airbags 8
Anti-Lock Brakes (ABS) Yes, with EBD
Traction / Stability Control Yes
Parking Sensors Yes, Rear
Parking Camera Yes, Rear
Front Seatbelts 3-pt ELR w/ pre-tensioners x 2
Rear Seatbelts 3-pt ELR x 3 (2nd row),
3-pt ELR x 2 (3rd row)
ISOFIX Child Seat Anchor Yes
Advanced Driver Assist System Collision Mitigation Braking System
Forward Collision Warning
Lane Keep Assist
Lane Departure Warning
Road Departure Mitigation
Lead Car Departure Notification
Other Safety Features Hill Descent Control
Hill Start Assist
Tire Pressure Monitoring System
Lane Watch Blind Spot Camera
Exterior Features
Headlights LED, Auto High Beam
Fog Lamps Front (LED)
Light Operation Automatic
Wiper Operation Variable Intermittent
Tailgate Electric
Interior Features
Steering Wheel Adjust Tilt/Telescopic, Manual
Steering Wheel Material Leather
Seating Adjustment (driver) Electric, 6-way, w/ Memory
Seating Adjustment (front passenger) Electric, 4-way
Seating Surface Leather
2nd Row 60/40 Split Fold, Sliding, Reclining w/ Armrest
3rd Row 50/50 Split-Fold
Sunroof No
Multi-Information Display / Size Yes, 10.2-inch
Convenience Features
Power Steering Yes
Power Door Locks Yes
Power Windows Yes
Power Mirrors Yes, w/ Fold
Rear View Mirror Auto-dimming
Proximity Key Yes
Climate Control Dual (Front), Manual (Rear), w/ Rear Vents
Audio System Stereo
USB Type A
USB Type C
Wireless Charger Front
Infotainment Display / Size 9-inch
Smartphone Connectivity Apple CarPlay (Wireless)
Android Auto
Honda Connect (Telematics)
# of Speakers 8
Steering Controls Yes


  1. This is the beginning of the death of the CRV. Remember, they axed the accord. The CRV will probably be next.

  2. Why does Honda Philippines price it so high? What's wrong with them?

    1. Everything is wrong with honda. Their designs are fugly, the price is skyrocket high, the R18 engine has big issues, 250k new units recalls in the name a few

  3. They're following Toyota's we-don't-care-if-you-buy-it pricing with its RAV4, but unlike Toyota, they don't have any other gas/diesel MPV or PPV that overlaps this model's price range. Toyota doesn't care if people don't get the RAV4 as long as they get an Innova or Fortuner instead. Honda doesn't have that leeway. Either get an HR-V Turbo if you only need 5 seats or buy another brand's 7-seater diesel PPV or van if you are already shopping at this price range.

  4. For me, honda just priced its way out of our market.

  5. While Honda cars are good, reliable and arguably at par with the quality of Toyota's, their pricing discourages a lot of would be buyers looking for the best value for their money especially with the entry of the determined Chinese brands. No wonder Honda's sales reflect a small fraction of the leading brand even if their quality is just as good. I think it has to do with the business model of the PH distributor who as a big corporation have their own reasons and computations for their pricing. Incidentally they also handle the distribution of about 4 other car brands whose prices are also relatively quite high and their sales volume percentage are minimal and a lot worse than that of Honda as reflected in a lot of online sources. For the latest car prices we used as a reference, it is included in a section in this website. It's great that car buyers have lots of options nowadays and their car choice purchases reflect their sentiments and are indicative on who they trust their wallets more.

  6. Uly, pls tell us your thoughts. This CRV variant or CX5 2.0 or Forester 2.0i-S at their current Jan 2024 pricing. Which car to get if you prioritize ride comfort first and fuel efficiency second with space a far third consideration. Thanks!

    1. Get the CX-5 2.5L AWD gas at just 100K more than the 2.0L, and yet it's still less than 2M. Ignore these other overpriced gas-guzzlers.

    2. If I'm not mistaken, the CX5 2.0 rides on 17" tires while the 2.5 rides on 19". I assume ride comfort is better at 17". Added benefit would be the 2.0 has better fuel efficiency since lower weight due to it being FWD.

    3. I'd agree with Mr. 10:15 here. Get the CX-5 AWD Sport.

      Ride difference between the 2.0 (17-inch) and 2.5 (19-inch) CX-5 is negligible. I could say that the equipment level is also pretty similar.

      The 2.0 though would have much better fuel economy...the 2.5 NA, surprisingly is matched by the 2.5 Turbo. So that's the only downer there.

  7. to be honest mas na blown away pa ako sa HR-V, at least yun medyo un-Honda like ang design :) Which I consider a good thing btw...

  8. Not bad........pero I think HCPI needs a CRV Black Edition Turbo AWD:
    - 19 inch wheels (like Australia, Thailand and Indonesia
    - Crystal Black Pearl Color Option
    - BOSE Sound System for Turbo non-hybrid AWD Variants

    I know they did this for 5th this could be something to look into for 6th gen later down the line =)

  9. Uly, should I pick this CRV V variant instead of the CX8 FWD if I'm after ride comfort and fuel efficiency?


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