The CR-V was launched in 1995 and, almost a quarter of a century later, Honda have introduced the first hybrid version of the popular SUV.

It’s equipped with what Honda are labelling intelligent Multi Mode Drive technology (i-MMD) and it combines two electric motors, an Atkinson-cycle petrol engine, lithium-ion battery and a fixed gear transmission.

Underpinning the new model is Honda’s latest chassis design which features a low centre of gravity thanks to greater use of lightweight materials and high-strength steel but is 25% stiffer than the outgoing model.

The new CR-V sits on a wheelbase that’s 30mm longer and that not only liberates more space for passengers but, along with the large wheel-tyre combination and pronounced wheel arches, short rear overhang and dual exhaust, also contributes to the greater sporting aesthetic the new model displays.

The front wears the latest interpretation of the Japanese firm’s corporate face including the solid wing graphic and signature headlight design. The front bumper has a cleaner look and frames a slim grille in the front valance.

The rear is more heavily sculpted than the last generation model, with L-shaped LED lights that frame the rear windscreen and are linked by a solid chrome wing. A roof spoiler and a high, taut shoulder line add greater substance to the athletic appearance.

It’s worth noting that Honda, while creating a distinctive and handsome motor vehicle, can also lay claim to building the most aerodynamic car in its class.

There’s much to like about the interior. The seats are comfortable and supportive and there’s a good range of adjustment in the steering column for height and reach, while the driver’s seat is equipped with manual height and electric lumbar adjustment.

The seat back angle adjusts in steps and I always felt that the position I really wanted was halfway between each of those increments. Electrically adjustable seats with a much greater degree of adjustability are available but only on the most expensive EX trim.

There’s plenty of room for front-seat passengers, both for their heads and legs, while it’s also possible to carry three adults across the back bench in reasonable comfort.

There’s a decent-sized armrest between the front seats that conceals a huge cubby with a slidable tray. It offers flexible storage options, including enough capacity to slot a laptop in if you remove the tray entirely. The door bins are, however, disappointingly, narrow and the glove box is on the small side too.

The A-pillars are 100mm narrower than the previous model, ensuring excellent visibility out the front and sides, however, the slim rear windscreen impacts on the view out the back.

The dashboard layout will be familiar to anyone who has sat in the latest Civic. The digital instruments have been lifted from the hatchback too. I couldn’t fault the ergonomics but, if you’re unfamiliar with the Honda way of doing things, it might take you a while to figure out what some of the controls actually do. For example, there’s no on/off button for the cruise control, instead it’s labelled ‘Main’.

In the centre of the dash is a seven-inch LCD touchscreen and, in truth, it’s one of the more disappointing elements of the cabin. The resolution isn’t great and the menu structure is more complicated than you’d find in many of its rivals. Thankfully Android Auto and Apple CarPlay are offered as standard from SE trim and above so you can, by and large, avoid too much interaction with Honda’s own operating system and use your phone’s instead.

One saving grace is that you don’t have to trawl through the menu system to adjust the air con, instead there are physical controls beneath the touchscreen.

There are soft-touch plastics and a leather effect on the upper areas, stitched leather on the door panels, gloss black and metal-effect highlights that give the cabin a premium feel. It’s possible to wonder if Honda’s designers have gone a bit over the top with the sheer variety of materials used and that, as a result, the overall effect is less cohesive than in some of its rivals but, for the most part, it feels reassuringly robust and securely bolted together.

Noise levels inside the cabin space are extremely well-managed. Honda have adopted active noise cancellation to reduce low-frequency sounds in the cabin and, as a result of that and some strategically placed sound-proofing, seals and acoustic separators, the CR-V’s passenger space is among the quietest in its class.

The CR-V is available with either a 1.5-litre turbocharged petrol or a hybrid, which is the subject of this review, that combines a 2.0-litre petrol engine with an electric motor.

There’s 144bhp and 220Nm of torque available which translates to a top speed of 112mph and, if you’ve opted for the front-wheel drive version, a 0-62 time of 8.8 seconds. For the record, the all-wheel-drive model is 0.4 seconds slower.

Refinement is generally excellent and you’ll rarely notice when the engine takes over from the battery. EV-only range is 1.2 miles according to Honda but, like all manufacturers’ figures, it should be taken with a large pinch of salt.

There are three drive modes that the on-board computer switches between automatically to maximise efficiency. In EV Drive mode the battery sends power directly to the motor, in Hybrid Drive the engine powers a generator that then powers the motor and, finally, Engine Drive, which connects the petrol engine to the wheels via a lock-up clutch.

In low-speed driving situations, such as around town, the CR-V will switch between Hybrid Drive and EV Drive. If you’re travelling at higher speeds the Engine Drive mode can be supplemented by an on-demand power boost from the electric motor to aid overtaking, for example.

Honda has made a number of major changes to the suspension and steering settings to improve its performance on the UK’s roads. The steering rack is quicker, so the CR-V feels more responsive and agile through corners.

The suspension is softer too, so it does a good job of absorbing and containing surface imperfections. The trade-off is greater body-roll but as this is a car that’s unlikely to be pushed to its limits around the tight and twisty stuff I’m sure that most prospective owners will not begrudge the compromise.

Overall, while the CR-V fails to deliver outright driving excitement, it goes about its business in an amiable and undemanding way that is, itself, quite rewarding. Refinement, comfort and passenger space are commendable, and that should be enough to push it much further up your shopping list.

Honda CR-V 2.0i-MMD Hybrid SR

Price: £31,015

As tested: £31,565

Engine: 2.0-litre petrol

Max power: 143bhp

Max torque: 220Nm

Electric motor: 181bhp/315Nm

Max Speed: 112mph

0-62mph: 8.8sec

Urban: 56.5mpg

Extra urban: 52.3mpg

Combined: 53.3mpg

Emissions: 120g/km

For more information visit www.honda.co.uk