Sector: Crossover Price: £25,425 Fuel: 62.8mpg CO2: 119g/km

Honda has high hopes for its first two-wheel drive diesel CR-V. Not only does it give the carmaker a foothold in what’s claimed to be 25% of European sales in this segment, but with only one diesel engine in the Accord it’s a potential way to net customers who may otherwise choose a D-segment estate.

Under the bonnet is, for the first time, a downsized diesel engine – the same 1.6-litre i-DTEC used to great success in the Civic. It means drivers who can live without the larger wheels of the range-topping SR trim can enjoy some of the lowest fuel consumption and CO2 emissions in the sector – 62.8mpg and 119g/km respectively. The target is not only rivalling D-segment models, where choice lists allow, but putting it on the radar of C-segment drivers wanting a little more space.

Downsizing can be a tricky thing to get right, though. Small engines are great for slipping through fuel economy homologation tests and recording impressive figures on paper, but the reality isn’t always as promising. An underpowered engine in a large car can work so hard that, on the road, it won’t offer much of an economy over a traditional mid-spec unit.

That can even be true of an engine as good as this. The 1.6 i-DTEC offers impressive economy in the Civic because it’s a perfect fit for a C-segment car, so it doesn’t feel underpowered but isn’t overworked either. By comparison, the CR-V is a much larger car.

The smaller engine makes this a very different drive compared to its 2.2-litre sibling. Shedding four-wheel drive and the heavier engine reduces the CR-V's kerb weight by 116kg, twice the reduction achieved in the Civic. It’s not as effortless at higher loads as the 2.2-litre engine but it doesn’t feel laboured, and it’s even more refined here than in the Civic.

But fuel economy doesn’t impress quite as much. While it’s easy to coax the Civic over 70mpg, and bring it within reach of the claimed 78mpg fuel economy, the CR-V takes a steady foot to stretch a gallon of fuel over 50 miles. That’s by no means unimpressive, but the 2.2-litre CR-V is now so efficient that it’s not too far behind its most economical stablemate.

Of course, there’s a wider picture to consider. This is still around 10% more efficient than the larger engine and, on the S or SE’s mud and snow tyres, it’s unlikely most drivers will notice the lack of four-wheel drive when the weather turns. A substantial reduction in Benefit in Kind liability, meanwhile, adds substance to the 1.6-litre model’s appeal. As good as the 2.2-litre version is, most drivers are unlikely to need the extra grip and power.

So the most efficient CR-V to date continues to build on improvements laid out by the rest of the range, making this large and incredibly comfortable crossover more accessible than ever.

Verdict:

Impressive economy, tax efficiency and a large and versatile cabin finally make the CR-V a real asset for Honda’s sales strategy. Four-wheel drive versions are already enjoying renewed success in the UK, and this most frugal model should continue to boost its corporate sales.

Sector: Crossover Price: £25,425 Fuel: 62.8mpg CO2: 119g/km

Honda has high hopes for its first two-wheel drive diesel CR-V. Not only does it give the carmaker a foothold in what’s claimed to be 25% of the segment in Europe, but with only one diesel engine in the Accord it’s a potential way to net customers who may otherwise choose a D-segment estate.

Under the bonnet is, for the first time, a downsized diesel engine. No bad thing, as it’s the same 1.6-litre i-DTEC used to great success in the Civic. It means drivers who can live without the larger wheels of the range-topping SR trim level can enjoy some of the lowest fuel consumption and CO2 emissions in the sector – 62.8mpg and 119g/km respectively.

The target is not only rivalling D-segment models, where choice lists allow, but putting it on the radar of C-segment drivers wanting a little more space too.

Downsizing can be a tricky thing to get right, though. Small engines are great for slipping through fuel economy homologation tests and recording impressive figures on paper, but the reality isn’t always as promising. An underpowered engine in a large car can work so hard that, on the road, it won’t offer much of an economy over a traditional mid-spec unit.

That can even be true of an engine as good as this. The 1.6 i-DTEC offers impressive economy in the Civic because it’s a perfect fit for a C-segment car, so it doesn’t feel underpowered but isn’t overworked either. By comparison, the CR-V is a much larger car.

It’s rather different to drive than its 2.2-litre sibling. Shedding four-wheel drive and the heavier 2.2-litre engine reduces the CR-Vs kerb weight by 116kg, twice the reduction achieved in the Civic. It’s not as effortless at higher loads as the 2.2-litre engine but it doesn’t feel laboured, and it’s even more refined here than in the Civic.

But fuel economy doesn’t impress quite as much. While it’s easy to coax the Civic over 70mpg, and bring it within reach of the claimed 78mpg fuel economy, the CR-V takes a steady foot to stretch a gallon of fuel over 50mpg. That’s by no means unimpressive, but the 2.2-litre CR-V is now so efficient that it’s not too far behind its most economical stablemate.

Of course, there’s a wider picture to consider. This is still around 10% more efficient than the larger engine and, on the S or SE’s mud and snow tyres, it’s unlikely most drivers will notice the lack of four-wheel drive when the weather turns. A substantial reduction in Benefit in Kind liability, meanwhile, adds substance to the 1.6-litre model’s appeal. As good as the 2.2-litre version is, most drivers are unlikely to need the extra grip and power.

So the most efficient CR-V to date continues to build on improvements laid out by the rest of the range, making this large and incredibly comfortable crossover more accessible than ever.

Verdict:

Impressive economy, tax efficiency and a large and versatile cabin finally make the CR-V a real asset for Honda’s sales strategy. Four-wheel drive versions are already enjoying renewed success in the UK, and this most frugal model should continue to boost its corporate sales.