We've already tried the latest, all-new Honda CR-V in plug-in hybrid form, and we found it to be a great all-rounder, with impressive low running costs for company buyers - but at a price. 

So, what about the conventional hybrid version? Well, we've finally had the chance to put some serious mileage on one to give our opinion. 

Outside, apart from the e:HEV  badging, this CR-V looks unchanged from the PHEV version. So, this means the same slim LED headlamps, which are integrated with the large, but neatly detailed grille and front air dam. At the side of this Honda, the wheel arches are sharply defined, plus there's a distinctive cut-out at the bottom of the doors - although you'll only spot these design details on lighter-coloured models. At the back, the vertical rear lights are a visual link to previous generations of the CR-V. As we've said before, this sixth-generation CR-V is roughly the same height, but is 69mm longer (now 4,706mm), 10mm wider (up to 1,866mm) and there's a practically shaped 596-litre boot.

Inside, the CR-V's interior has clearly been influenced by the Civic, with the slim dashboard dominated by the 9in touchscreen and the mesh detailing down the centre, hiding the air vents. Talking about ventilation, in an age where other manufacturers are hiding the controls in their touchscreens, Honda gives us welcome physical controls. A high centre console houses the drive controls, welcome bottle holders and wireless charging unit. All the interior plastics and trim feel solid and good quality. The front seats are comfortable and supportive, and the driving position impresses. Move to the back of this Honda, and the rear seats cleverly slide and recline - even with already decent legroom.

Underneath, the e:HEV has the same 2.0-litre direct-injection Atkinson-cycle engine as the PHEV, combined with a 1.06kWh battery and electric motor. As the PHEV and this e:HEV share the same motor, they produce the same 181hp and 335Nm of torque, which when compared to rivals such as the Renault Austral with 200hp, looks underpowered. 

This is all held together by the e-CVT system, that despite the name is not a continuously variable transmission - in fact, there's no gearbox at all - confused? We were. What happens is, the clever clutch pack seamlessly switches between each power source. More clever, is the way the system simulates gearchanges and alters the exhaust note in Sport mode. This illusion is carried on with a proper rev counter and steering paddles - although those don't change gear and instead adjust the regenerative braking.  

Choose the e:HEV Hybrid version of the CR-V, and it is offered in Elegance and the range-topping Advance spec that we had. 

Hit the road, and once you work out the rather over-complicated push button to engage drive, this Honda starts off in silence. Immediately, the CR-V impresses with how comfortable and easy it is to drive. In general, the ride on the standard 18in wheels is impressively smooth and is not too bothered by road imperfections. We could feel the difference in weight thanks to the smaller battery, equalling a more agile drive. Elsewhere, extra grip thanks to four-wheel drive is welcome. All of this and in e:HEV form, this Honda remains impressively frugal with its 42.8mpg figure, which it stayed close to over the 700 miles we covered in it, plus it emits 151g/km of CO2  - a long way off the 8% company car tax band of the PHEV version.

This new e:HEV version of the CR-V is available now, and again proved to be a great all-rounder, although the lowest running costs are saved for the PHEV version. However, this self-charging hybrid version was nicer to drive, but it's still costly. Also, some of the tech such as the blind spot camera works well, but oddly obscures the main infotainment screen - not useful when you're making an important manoeuvre.