The concept of having multiple protagonists is something not a lot of literature attempts all too often, but damn if it isn't memorable when the best writers nail it. That it opens up wider possibilities to expand the characters and the tales they tell is another benefit.

That is the crux behind our review of the 2024 Honda CR-V 1.5 V turbo today. You won't see it on billboards as much as the CR-V RS e:HEV – but make no mistake it has its place as the deuteragonist, being the solid crowd favourite by way of sales.

But things won't be too easy for it this time around, with Chinese competitors seemingly offering more for less money inching ever closer with each new model launch. The CR-V's got its work cut out for it; so let's see if it still has what it takes.

2024 Honda CR-V: Well-designed exterior, but lacks an edge

So, the V. Only one step below the RS, so it misses out on the bodykit and blacked-out wheels. Overall, the base design is still an agreeable one – no one's taking away the neat lines and sweet light signatures – but considering the price point, it comes off a teeny bit unenthusiastic.

At least in my eyes, the problem per se is the lack of visual heft; it doesn't arrest attention at first look. The black plastics making up the claddings and lower halves of the front and rear bumpers would've looked great being body coloured (or just gloss) and the flat silver wheels help little in breaking up the relative monotony.

Also read: Why do concept cars look so much better than normal cars?

The plus points are it doesn't have fake exhaust outlets, and the fact that the entire colour palette is available across all variants is awesome. Look at one in the flesh and it's little surprise why this Canyon River Blue is the best-seller, plus you can opt for a Modulo kit that adds a lot more flair.

2024 Honda CR-V: Improved passenger space, huge boot

The masterclass in cabin design that's the interior is fortunately unchanged across the years. Tons of space to go around in this iteration, with the exterior growth indicative of its larger room for passengers inside: 16 mm more legroom than the 5th-gen model, a bit more headroom, and a whole lot more boot space.

In tennis balls terms: three can fit between my knees and the front seat, while two tennis balls of headroom is better than the previous car's one.

It's also good news that practical seating and cargo solutions aren't paywalled to just the RS. This has the sliding second-row seats that can move fore-aft by up to 190 mm, and the adjustable backrests that can recline by up to 10 degrees. And so do the S and E variants.

As far as we've tested, none of the recent Chinese competitors have these seat functions, so there's one more edge for the Honda.

Also read: Honda Malaysia explains why the 2024 Honda CR-V only comes as a five-seater here

Speaking of which, the second also row features a stadium-seat layout – where the rear seats are slightly elevated compared to the front – providing better outward visibility and in turn reduces motion sickness.

Thoughtful touches like this show the CR-V's laser focus into making it a truly family-friendly experience, one that tired parents and cranky children will enjoy across those inter-state drives that seemingly go on forever.

Note also that the V variant, like every other one in the range, gets a 589-litre boot. The main difference between it and the sole hybrid RS is that it comes with a full-size spare tyre underneath, so extra points there.

2024 Honda CR-V: Sweet interior, good kit, but lacks final polish

What we truly love with the CR-V's cabin is how fit-for-purpose everything is. Nothing is overdesigned in the name of conforming to the passing fad, and like most Hondas we've seen so far, everything is super easy to make sense of.

Buttons and controls are all easily reachable and clearly marked, nothing uncomplicated about it. The 9-inch infotainment screen is adequately simple to use and responds brilliantly, all made better with good stuff like wireless Android Auto & Apple CarPlay, and a wireless charger.

It may seem like a relatively anodyne point at first glance but the difference between a well-executed software and a rubbish one is immense when it comes to the overall day-to-day experience. In its relative simplicity and snappiness is where the Honda excels; Chinese rivals still stumble with this. The Tiggo 8 Pro is a glaring example, with its laggy infotainment.

Also read: Euro NCAP: From 2026, cars must have physical buttons for basic functions or risk losing points

The seats are also the same across the range, so what good experience we had with them in the RS e:HEV translates here as well. It fits most body sizes quite well (snug, rather than tight), and there's a slight recline that adds to the comfort. Overall, it's a plus in comfort compared to the last-gen.

Add to that multiway seat adjustments (with memory function) and a tilt-and-telescopic steering wheel, and you have an SUV that will cater easily to most drivers.

Visibility is brilliant, in fact much improved from the model it successes. Where the old car's rounded body made it a bit tough to judge its extremities, the new model's straight edges eliminates that problem.

Gripes? The cheap-n'-scratchy plastics peppered everywhere, even by the rear doors' touchpoints. The bigger crime here is the semi-digital instrument cluster. Works as it should, of course, but it doesn't look like it belongs in a car of this price range – it's much too rudimentary in something that looks this expensive.

For RM 182k, having more cool stuff wouldn't hurt its chances too. Perhaps a sunroof, maybe even ventilated seats, will go a long way, especially whe it's fighting against competitors who are throwing the kitchen sink at their own spec sheets.

2024 Honda CR-V: Reasonably powerful, AWD helps with grip

At least where features and functions are concerned, there's really not too much that seperates this V with the RS. The big bulk of the RM 13.6k difference is the powertrain – in here is Honda's corporate 1.5-litre turbo and CVT combination, good for 193 PS and 243 Nm.

It makes 11 PS and 3 Nm more than the same setup in the Civic, so in addition to the slightly extra poke, torque is accessible earlier than in the old CR-V – 1,700 rpm vs 2,200 rpm. The upside to all this is an engine that’s relatively relaxed, even when accelerating with a loaded cabin.

This powertrain combo doesn't scream out-and-out powerhouse, but buyers will find it to be a perfectly agreeable combination cruising through suburbia and highways. Keeping it calm is the best play here, as the response rewards smooth inputs which also means a quieter, more fuel efficient drive.

Now, the CVT might earn a few leery looks, but hey don't change what works. There's a reason Honda sticks to it - its smooth, it does its job, and it'll keep going as long as you're not dumb with it. DCTs sound nice, though our experience with a few tend to alternate between good and 'err...is it working properly?', so the simplicity of having something that's familiar shouldn't be overlooked.

Try parallel parking a Tiggo 8 Pro and you'll see what we mean...

Also read: Review: 2022 Honda Civic RS (FE) - If there were ever a perfect car for Malaysians, this is it

Speaking of which, it returned 11.3 km/l (8.8 l/100 km) across 388.2 km. Pace was relatively brisk, there was some hard acceleration, and it was between 3 driver changes and a loaded cabin, so do account for some improvement in more everyday conditions.

Another key facet of the CR-V 1.5 V turbo is that it's the only one in the range to get real-time all-wheel drive (AWD), and it’s a fancy system too. It tracks things like your inputs, road conditions, steering angle and all that fun stuff to manage torque split.

It's a pretty intelligent system, and we think that the CR-V is all the better for it. The higher levels of grip is palpable, and in turns it does feel a little calmer up the twisties than the CR-V e:HEV RS. Body roll is well-contained keep occupants from sloshing about, so that's another positive there.

Overall ride comfort is nearly indiscernible from the hybrid, made better by the slightly softer damping. Hybrid cars usually have slightly stiffer suspension to compensate with the extra weight of the battery pack and all the anciliaries, so without being dogged by that the CR-V 1.5 V offers a plusher ride.

Also read: All-new 2024 Honda CR-V launched in Malaysia - 4 variants, including hybrid, from RM 159,900

Lots of positives then, save for one glaring issue: noise insulation. A considerable amount of wind noise and tyre roar seeps into the cabin, which is a shame as it cheapens the atmosphere a fair bit. Our decibel meter shows that it was 2 to 3 dB louder across the board, compared to the hybrid CR-V RS.

Verdict

As we said in the hybrid variant's review, Honda's game is a step higher with this generation of the CR-V. Improvements made over the last-gen are more than just incremental; they're sharp in their focus with all the extra space and thoughtful features they've put in across the board.

Yes, at RM 182k it's inevitable that comparisons will be drawn to upcoming competitors that seemingly offer so much for much less money. For what it it's worth, the CR-V does a lot of things right – behind the wheel feel is certainly better than almost any Chinese competitor, and there's a solid level of equipment across the range; more so in this V variant.

Ultimately, the CR-V offers plenty by way of efficiency, space, and versatility, backed by a high-quality presentation that should find an easy home among discerning SUV buyers.

Also read: Review: 2024 Honda CR-V RS e:HEV hybrid - 'Premium mainstream' has a new face