Honda CR-V vs Peugeot E-3008

What's the difference?

The most-expensive version of the latest Honda CR-V is one of the most convincing family-orientated mid-sized SUVs in Australia, regardless of price and positioning.

For efficiency, economy, driveability, packaging, safety, quality, refinement and value-for-money, it is an outstanding value proposition. Don't buy a RAV4 or Forester hybrid before checking this one out.

We cannot wait for the e:HEV hybrid powertrain to filter down to cheaper grades, to make the best CR-V in decades even more accessible.

The E-3008 is heading into an increasingly competitive mid-size EV SUV segment and the Peugeot brings design flair, impressive practicality and outstanding efficiency to the table. Safety and dynamic performance are good but not class-leading, while the ownership package is likely to be competitive. Price is almost always a high-ranking factor on a new-car purchase priority list and here it's critical. This car has a lot to offer but if buyers are to be tempted away from better known brands the ask will have to be on the money.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Though considered handsome, the CR-V has never been a style leader. Function over form has always been its calling card, and Number Six is no exception.

Cleanly drawn, with boxy proportions and a blunter, squarer nose providing a contemporary if somewhat bland appearance, the Thai-built Honda lives on the larger end of the mid-sized SUV scale, resulting in lots of space and practicality.

Yet there are interesting and worthwhile details to explore, like narrower-than-usual windscreen pillars for exceptional forward vision.

The same applies to the considered positioning of the exterior mirrors, minimising blind spots, while deep glass areas allow light to flood in.

The stylish, Volvo-esque L-shaped tail-light graphic probably connects most clearly with past CR-Vs, giving the latest version an elegant overall presence.

Compared to the old model, the latest version's wheelbase has been stretched by 40mm to 2700mm, while front and rear tracks are 10mm wider, coming in at 1611mm and 1627mm, respectively.

Note that the front-drive models' ground clearance is 198mm – 10mm less than on the (non-hybrid-only) AWD grades.

The E-3008 is a high-waisted, fastback-style SUV with the turret sloping dramatically behind the top of the C-pillar. It boasts an impressively slippery 0.28 drag coefficient.

There are sharp character lines on the bonnet, around the grille and down the car's flanks, while the tail tapers in from the sides towards a narrow hard deck at the base of the rear screen.

What Peugeot describes as a 'floating' spoiler sits at the rear of the roof and the 'Sofia' 20-inch wheel design on the GT grade we drove at the launch looks amazing. The Allure's 19-inch 'Lulea' rim is similarly graphic.

Interesting detail is the flush closures around the side windows with thin panels dropping in to fill the gap between the glass and sheet metal. Neat and aero-efficient.

And the interior is just as arresting with the big 21-inch screen covering almost half the dashtop and the small (but not tiny) flat top and bottom steering wheel affording a clear view to it.

The two-tier dash is divided by a cross-hatched illuminated section that carries into the front doors. My advice is to tone the brightness down at night because the disco-style reflections can be disconcerting.

It feels open in the front with plenty of breathing space thanks to the dash's broad lower level, trimmed in a fabric-based but suitably tough material. Peugeot says the aim is "living room ambience" and if the words angular and cozy can live together they describe the overall look with genuine aluminium trim pieces enhancing the contemporary, high-tech feel.

Always a subjective call but I reckon the E-3008 looks sleek inside and out.

Little wonder the CR-V was the world's third most-bought SUV worldwide in 2023. It's big enough for most families' needs... and then some.

This is immediately apparent the moment the big doors are opened up nice and wide, revealing an airy, spacious and extremely user-friendly interior.

The Japanese brand has striven successfully for greater visual symmetry, harmony and operational simplicity in the dashboard's design and layout.

And, sure, the 9.0-inch touchscreen lacks the wow factor of vast buttonless displays as found in flashy alternatives such as the disappointing Chery Tiggo 7, but it works very effectively.

Hondas have always nailed the driving position bit down pat, and the RS is no exception, with ample seat and steering column adjustment, considered controls placements and unimpeded views of the instrumentation and road ahead due to the aforementioned thin pillars.

The instrumentation cluster is an electronic set-up offering the driver the choice of either super crisp and ultra-clear analogue dials, or somewhat fussier bar graphs, with a digital speedo augmenting both.

There's so much to enjoy and so little to criticise inside Honda's mid-sized SUV. Along with space to stretch, the front seats are notably comfortable and supportive, as several hundred kilometres sat ensconced in them proved. Both sides have electric adjustment at this price point, too.

Ventilation also rates highly, with the honeycomb full-dash-length grille and lovely toggle switches bringing aesthetic and tactile delight, respectively.

And, reflecting the CR-V's US focus, storage is on a large and helpful scale, offering bottle holders in the doors amongst other places to stash things in and on.

Moving to the rear seat area, entry/egress is ridiculously unimpeded, with a decently-shaped bench.

Families are also likely to appreciate series-best legroom, backed up by a handy amount of girth – always a good thing.

You're also met with occupant-facing air vents, overhead grab handles, even more door storage, the obligatory folding centre armrest with cupholders, front-seat-sited map pockets and a pair of USB-C outlets.

However, the standard sunroof does rob some headroom so people taller than about 180cm had better try before they ride, though the 60/40 backrest reclines to 16 positions and that's helpful here.

Being a hybrid, the RS e:HEV misses out on the sliding bench which adjusts by 190mm in other CR-Vs.

Vision out is exemplary back there, enhancing an already spacious and airy ambience. But if the front seat area majors on Japanese quality, the rear is hardly premium, with plenty of dreary cheap plastic trim, betraying the Honda SUV's focus on the price-driven American market. But nothing squeaked, rattled or broke, thankfully.

Further back, the tailgate rises remotely quickly enough, and there's quite a wide and long area to store things, but the electrification elements make for quite a high and uneven floor – though a deep bin area is also provided to hide stuff in.

There's also just a can of goo in lieu of a spare wheel.

Cargo capacity rises compared to the previous CR-V, ranging from 589 litres with the rear seats up, to 1636L, or 1072L if measured only to the window line.

Measuring a fraction over 4.5m end-to-end, a little more than 1.9m wide and just over 1.6m tall the E-3008 sits squarely in the medium SUV category.

There's plenty of room up front thanks mainly to the low and broad dash design and there are plenty of storage options including large (trimmed) door bins with enough space for large bottles plus dual cupholders in the centre console.

The gearshift sits on the dash which frees up space for two huge storage boxes in the console; the first's lid opening laterally for ultra-easy access and the second (cooled) compartment between the seats topped with a longitudinally divided lid/armrest.

Add a generous wireless charging pad and an oddments tray on the driver's side near the door and it's hard to complain about places to put stuff.

Moving to the back, despite the E-3008's swoopy roofline, at 183cm tall I enjoyed ample head and legroom sitting behind the front seat set to my position, and getting in and out is easy thanks to wide-opening doors sitting in large apertures.

Again, storage is generous. There are decent door bins (not trimmed this time) with room for bottles, plus netted map pockets and a fold-down centre armrest with two cupholders and a slim tray built-in. Adjustable air vents are welcome, as is the oddments tray underneath them.

Connectivity and power runs to two USB-C sockets and a 12V outlet in the front, the same options in the back and a third 12-volt jack in the boot.

Speaking of which, the E-3008 delivers the same 520 litres (VDA) of boot space (to the parcel shelf with all seats up) as its predecessor, extending to 1480 litres with the 40/20/40 split rear seat folded.

There are four tie-down anchors, multiple bag hooks and the boot floor can be lowered to accommodate taller loads, which is nice. But that functionality comes partly because there's no spare wheel, which isn't nice.

Single-motor variants are rated to tow a 1250kg braked trailer (1350kg for the dual motor).

Given the car's Australian launch is still some way off it's no surprise local pricing and specification is yet to be confirmed. But we can make some assumptions based on available trim levels and projected production scheduling.

The E-3008 is offered globally in entry-level Allure and top-spec GT grades with a choice of three powertrains - single-motor standard range, single-motor long range and dual-motor all-wheel drive.

That said, the single-motor standard range set-up will be the only configuration available until production of long-range and dual-motor versions begins in 2025.

So, initially we can expect the E-3008 Allure to include the latest version of Peugeot's 'i-Cockpit' dash layout and multimedia system featuring a single-piece, curved and swipe-able 21-inch panoramic screen combining media, instrumentation and vehicle control displays (as well as 'OK Peugeot' voice recognition). It's optional on the Allure in France but a safe bet as standard here.

Then you can add auto LED headlights, cloth and synthetic leather trim, keyless entry and start, an HD reversing camera (with rear parking sensors), six-speaker audio (with digital radio), dual-zone climate control, 19-inch alloys and the 'i -Connect' system, including wireless Android Auto and Apple CarPlay.

Step up to the GT and you're rolling on 20-inch rims, while you also pick up two-tone paint, pixel LED headlights, front parking sensors, an auto tailgate, Alcantara trim (genuine leather is an option in France), customisable ambient interior lighting, Focal 10-speaker premium audio (with 12-channel 690W amp), heated front seats and steering wheel, a head-up display and an induction smartphone charger. Also likely is the 'VisioPark 360' system (incorporating four cameras and 12 sensors).

As mentioned, Australian range and pricing are yet to be finalised but in the notoriously pricy UK market cost-of-entry for the E-3008 Allure is around £46,000 ($89,000 on a straight currency swap) with a roughly €45,000 ($75,000) starting price in France.

To be competitive locally we'd argue the E-3008 Allure will need to be under $70,000, putting it in the same ballpark as the Hyundai Ioniq 5 (2WD 125kW - $65,000) and Ioniq 6 (2WD 111kW - $65,500), Kia Niro EV (S Electric FWD - $66,590), Renault Megane E-Tech ($64,990), Tesla Model Y (RWD Single Motor - $65,400) and Volvo EX30 (Single Motor Extended Ultra - $64,990).

Worth noting that Hybrid and Plug-In Hybrid versions of the new 3008 will follow this pure EV, with timing and local availability yet to be confirmed.

The CR-V hybrid is powered by a 2.0-litre four-cylinder direct-injection Atkinson Cycle petrol engine.

Married to a pair of electric motors that make a combined power output of 152kW, it delivers a system total of 135kW at between 5000rpm and 8000rpm, as well as an impressive 335Nm of torque from 0-2000rpm.

It sends drive to the front wheels via a single-speed electric continuously variable transmission (e-CVT), featuring deceleration paddles that help redirect regenerative braking energy back into the battery.

Tipping the scales at 1771kg (kerb), the power-to-weight ratio is 76.2kW/tonne. Not great, but the e:HEV's brawn lies in its hefty torque output.

Single-motor standard-range versions of the E-3008 are powered by a 157kW/345Nm permanent magnet synchronous unit, while the AWD dual motor keeps the front set up and adds a 83kW/166Nm motor at the rear.

The motors are produced by the Stellantis-Nidec joint venture in Tremery, France and the single-speed transmission is also manufactured in France by Stellantis in Valenciennes.

A 400V high-voltage lithium-ion battery, with a NMC (Nickel, Manganese and Cobalt) chemical composition is located under the floor.

Like Toyota's hybrids, Honda's do not need to be plugged in; the small 1.06kWh lithium-ion battery fitted is charged by either the engine or via regenerative braking energy.

Honda says the e:HEV RS on the Urban, Extra Urban and Combined cycles should average 4.9, 5.8 and 5.5 litres per 100km, respectively. The latter figure equates to a carbon dioxide emissions rating average of 125 grams/km.

Fitted with a 57L fuel tank, that means the driver can expect to achieve about 1035km between refills – and on 91 RON regular unleaded petrol at that.

Out in the real world, we managed a still-laudable 6.5L/100km during our time with the RS e:HEV, achieved through a mixture of inner-urban and open-road driving.

The 157kW single-motor standard-range version packs a 73kWh lithium ion battery for a claimed (WLTP) range of 525km.

The 171kW single-motor long-range car swaps in a 98kWh battery for a whopping 700km range. And the 239kW dual-motor AWD model reverts to the 73kWh battery/525km range spec.

AC charging capacity is a choice of 11kW and 22kW (with the former likely for our market) and up to 160kW for DC, delivering a 20-80 per cent charge in 30 minutes. The charging plug is Type 2 for AC and CCS Combo2 for DC.

V2L (vehicle to load) capability is a significant E-3008 feature, the car's 400-volt architecture allowing its battery to power large electrical devices.

Claimed (WLTP) energy consumption for the single-motor standard-range car is 16.7kWh/100km for the Allure grade and 17.4kWh/100km for the GT.

Over a roughly 110km launch drive taking in some urban stop-start, highway running, B-roads and twisty mountain sections we recorded 16.1kWh/100km which is a pretty solid result for a close to 2.2-tonne mid-size SUV.

If the good-looking e:HEV RS's compelling value and great interior don't convince, then the driving experience might.

Building on five generations of gradual evolution, the latest CR-V uses an updated version of the previous model's all-new architecture – a very solid foundation to build an SUV upon.

Pairing that with Honda's latest hybrid electrification tech is the automotive equivalent of putting together peaches and cream. Even to a vegan.

From the first push of the starter button, the driving experience is seamless, elevating the e:HEV to the premium realm.

As it's in EV mode for much of the time at lower speeds, the SUV powers forward quickly and effortlessly, gliding along with a determined hum.

When the petrol engine eventually engages, it does so smoothly and quietly, yet the electric motor's influence and effects are far from done; the driver can sense all that torque (335Nm, remember) just from the immediacy of the throttle response.

Result? The CR-V's mid-range thrust makes it a deceptively rapid vehicle, accelerating instantly and surging strongly in almost no time at all. Keep an eye on that speedo, too, because the powertrain delivery is silken.

Furthermore, and going against type, the brakes thankfully avoid the wooden feel of many rival hybrids, and instead pull up immediately and with normal and natural pedal pressure.

Additionally, the paddle shifters provide variable off-throttle braking, though not quite down to a full stop.

Honda's chassis engineers have earned their keep when it comes to the CR-V's dynamics, too.

Light and easy around town for painless parking, the steering weights up nicely at higher speeds, allowing the driver to get into a linear rhythm with the machine, and without it feeling nervous or top-heavy when corners get tight – a rarity in an electrified SUV of this size.

And while it lacks the intimate connection of sportier SUVs like the Mazda CX-5 (given the RS badges), most people will appreciate the Honda's calm and controlled handling and road holding.

For the record, suspension in the CR-V consists of MacPherson-style struts up front and a multi-link rear end. However, a bit more suppleness would transform the e:HEV.

Wearing 235/55 R19 tyres, its ride around town is fine over larger bumps, absorbing them smoothly and without fuss, while overall tyre/road noise intrusion is pretty good, too.

Yet smaller-frequency surface irregularities, like joins and rail tracks, are not so easily dealt with, resulting in some sudden harshness.

Driven over exactly the same roads as the ZR-V e:HEV equivalent, it's clear there isn't quite the polish or sophistication that makes the smaller Honda SUV a highly-convincing dynamic and refined alternative to luxury German alternatives.

Other than the occasionally fidgety suspension, the CR-V hybrid makes for a dynamically impressive family SUV.

The international launch drive focused exclusively on the single-motor, standard-range E-3008, in GT spec, and the program covered high-speed tollways, bumpy back roads, snaking mountain passes and coastal curves in the south of France.

Peugeot claims 0-100km/h in 8.8 seconds for the E-3008 in this configuration, which is pretty sharp on paper. But in reality performance is reasonable. Never slow, but pinning the accelerator doesn't bring the surging thrust of some of this car's potential competitors. That's partly because it tips the scales at a sturdy 2183kg.

There are three drive modes in single-motor models. 'Normal' is the default with power and torque slightly reduced when the accelerator is pressed between 0-70 per cent. Above 70 per cent and you have full power and torque. 'Eco' limits outputs while reducing heating and air con outputs and 'Sport' dials up the steering and accelerator settings.

Despite the drive battery being mounted under the floor for a low centre-of-gravity you can feel that substantial mass in the corners. It's far from ponderous but weight transfer as the car turns in is noticeable. Steering feel is okay rather than great. Even in Sport it's nicely weighted and quick but road feel is modest.

Suspension is strut front, multi-link rear and the GT's standard 20-inch rubber is 235/50 Michelin ePrimacy. On imperfect secondary roads (close to Aussie-spec in their ordinariness) bumps and thumps, especially high-frequency ripples, make their presence felt but not to an extreme degree.

On better surfaces the car is quiet and refined, even in the context of an EV, and the three-stage ('Low', 'Medium', 'High') regenerative braking set-up works well. The two higher levels automatically activate the brake lights and High will slow the car to 5.0-7.0km/h, so no single-pedal driving.

The physical brakes need to be greased in carefully, though, as they can grab a little if you press the pedal too sharply.

A 10.6m turning circle means tight, slow-speed parking manoeuvres are relatively easy to manage, with the GT's 360-degree overhead view and all-around sensors also a big help.

In terms of general observations, the highly-specified Focal audio system sounds good but not exceptional to our lo-fi ears, the dash layout not only looks amazing but works well from an ergonomic point-of-view (only snag is the media 'Home' button obscured by the steering wheel) and the front seats are supportive yet comfortable.

Last but not least the overspeed warning defaults to on every time the car is restarted. Peugeot isn't alone here (hello Hyundai and Kia) and we're told the cause is legislative requirements in multiple markets. Three clicks are required to turn off the warning chime and flashing display off.

Standard active (crash-avoidance) safety tech includes adaptive cruise control (with 'Stop & Go' function), lane keeping assist, lane-change assist, blind-spot monitoring (long-range up to 75 metres), traffic sign recognition, AEB (with day or night pedestrian and cyclist detection from 7.0-140km/h), active lane departure warning (with lane departure correction), 'Driver Attention Alert', 'Hill Descent Control' and 'Advanced Traction Control' (with 'snow', 'mud' and 'sand' modes). No sign of rear cross-traffic alert or rear AEB at this stage.

If a crash is unavoidable there are six airbags onboard - driver and passenger front, front side (thorax and pelvis) and side curtain (head and thorax). No front centre or knee airbags.

Expect three top tethers for child car seats across the rear row, with ISOFIX anchors on the two outer positions.

Honda offers a five-year/unlimited kilometre warranty that also includes roadside assistance.

At the time of publication until the end of March, there is a special offer that extends those to seven years.

Additionally, there is a six-year rust perforation warranty and an eight-year hybrid-battery module warranty.

There's also five years' free subscription to 'Honda Connect', bringing remote-control operation for climate control, lights and locking/unlocking, as well as trip log data, location status, geo-fencing and emergency callout access.

The CR-V's servicing intervals are every 12 months or 10,000km or when the engine oil monitor light illuminates, with capped price servicing pegged at an annual flat fee of $199 for the first five years.

That's under $1000 over that period of time. Nothing extraordinary here unless you remember the old days of how expensive it was to service new Hondas.

Note, however, that the e:HEV's lack of a spare wheel does bring additional costs – namely in the cost of replacing the expensive tyre-repair kit, as well as the substantial time, inconvenience and flow-on issues of a more-severe puncture that can render the CR-V undriveable if the tyre-repair kit is unable to plug the hole.

Honda is not alone in not offering a spare wheel in its hybrid SUV range, but there are real consequences in being stranded with an unfixable flat tyre that needs to be factored in. Family holidays can be made or ruined in such circumstances.

The E-3008 will be covered by Peugeot Automobiles Australia's five-year, unlimited kilometre warranty with the lithium ion drive battery covered for eight years/160,000km.

Although not confirmed at this stage, expect the service interval to be 12 months or 24,000km (as per the E-2008), and pricing to sit in the region of $1750 over five years ($350 annually). A cheaper (three- or five-year) pre-paid option is a near certainty.