That’s not so much of a bad thing as two years on, the CR-V remains competitive in many ways. Take for instance the design; it remains easy on the eyes. It doesn’t grab as much attention as the Mazda CX-60 or the Toyota RAV4, but by deliberately going conservative it manages to stay modern. As the RS variant, it continues sporting high-gloss black elements on the sideview mirrors, fenders, wheels, and antenna. This is not going to win it any favors among those who plan to go off the beaten path, but it does make the entire package look lowkey stylish.

The same can be said about the refreshed CR-V’s interior; it’s pretty much the same one introduced way back in 2024. Again, not such a bad thing. It’s still easy to use and straightforward. The front seats are mounted high giving a commanding view of the compact SUV’s immediate surroundings and there’s plenty of adjustments available with the powered seats and tilt/telescopic steering wheel. The rear, on the other hand, has adjustable cushions that can be slid forward and backward, and are also reclinable.

In terms of its man-machine interface, again, nothing much has changed. There’s a 10.2-inch all-digital gauge cluster and a 9-inch infotainment screen in the middle. On paper, this combination puts the CR-V behind in screen size upmanship, but on practice it’s one of the easiest setups to use. The driver’s display is customizable, controlled by the two scroll wheels both spokes of the steering wheel. Intuitively, the left bank controls the left part of the screen and the right bank controls the right part of the screen.

Towards the middle, the infotainment layout may look the same, but underneath, it now has Google Services built-in. This allows access to features like Google Maps and even Google Assistant which can adjust certain vehicle settings using voice commands. You can even have it check the weather or if it’s setup, make calls or respond to messages. It also gives access to the Google Play store to download apps like Spotify. Unfortunately, with no built-in SIM out of the box, you’ll still need to tether a smartphone for internet access negating any of these advantages. That said, the upgraded system does offer improved responsiveness and smoother smartphone mirroring. It also allows the creation of user profiles which saves certain vehicle preferences.

New to the CR-V RS e:HEV this time around is real-time all-wheel drive. It still uses a mechanical configuration which means that there’s a transfer case and all that, but unlike the old system, this one doesn’t default to a front-wheel drive setup. It sends power to all four wheels, in varying amounts, except when coasting. When coasting, it cuts power to the rear wheels not just to save fuel, but because it reengages the rear wheels a the right time during cornering, it actually reduces understeer. It’s all clever stuff, honestly.

Now, to be completely blunt, there’s not much difference between this all-wheel drive CR-V RS e:HEV versus the previous front-wheel drive version, handling-wise, especially in urban confines. It’s stable and precise with a hint of sportiness thrown into the equation. If anything, the most noticeable differences would be down to a heavier steering and firmer ride. It’s only when it’s rushed around corners, even on tame ones like on NAIAX, that the telltale weight and power transfer of the all-wheel drive system are felt.

What is more noticeable is how the addition of a second driven axle has made the CR-V feel more sluggish. Although it’s still spritely on takeoff (the electric motors still give instant torque), it loses that punchiness quickly. It’s not as responsive, draggy even, on occasion. It also has drastically affected fuel economy, dropping the week-long figure to 14.49 km/L versus 19.6 km/L in the two-wheel drive version.

Another new, and more welcome addition to the CR-V are blind spot indicators and a rear cross traffic monitor which replace the archaic LaneWatch system. Instead of using a single, low-res camera pointed to just the right rear periphery, this one uses rear corner radars to warn the driver of motorists that enter the blind spots. It’s a more helpful system since it works on both the left and right sides of the vehicle. Plus, it runs well regardless of visibility or weather condition. It would have been perfect if only the system were tied into the heads-up display or would activate at below 20 km/h.

Now, the real kicker when it comes to this updated CR-V is down to the price premium Honda decided to slap on. Remember, not much has changed between this and the two-wheel drive RS e:HEV, and yet, the suggested retail price has jumped up a whopping P 248,000. The price of the CR-V RS e:HEV AWD? P 2,838,000. Even without considering its competition, and they’re pretty tough at this point, there’s no way anyone can justify this price increase let alone for just the addition of all-wheel drive.

Honda will argue that the return of real-time all-wheel drive makes this CR-V the most complete version they’ve offered for quite a while. And there’s no denying that as the high equipment level, top notch build quality, and the practical spaciousness all help its cause. The clincher is that all these aforementioned features are also found in its competition, and they do so at a more affordable price point. Sure, there are those who believe that there’s some prestige behind the Honda badge, but it’s inelastic. There comes a point when people look beyond the brand appeal and go for something which they consider as better value for money. The CR-V, especially in this guise, may have just reached that breaking point.

Read Pablo’s review of the CR-V VX e:HEV 2WD.