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In addition to the 2. 0-liter Atkinson-cycle gasoline engine, which also improves power, noise and cooling, the CR-V sends a total of 240 hp and 247 pound-feet of torque to the wheels via a frequently variable transmission. All-wheel drive is popular for the base Hybrid Sport, while all-wheel drive is an option. All-wheel drive is popular on the high-end Hybrid Sport Touring model.
The traction motor also has a lower gear that improves towing functionality and boosts the CR-V Hybrid’s capacity to 1,000 pounds, smart enough for small trailers or powersports teams, but less than the non-hybrid’s 1,500 pounds. That said, past generations weren’t even designed for towing and Honda doesn’t expect most CR-V Hybrid consumers to hang more than a bike rack from their hitch. The V Hybrid’s drive mode selector also includes a new snow setting.
The electric motor at the moment of the two-motor hybrid formula is the starter generator, which also sees an increase in power to 161 hp. While this engine isn’t to blame for moving the SUV, its reinforcement — along with innovations to power sets — allows for smoother gasoline engine running and more effective capture of combustion engine force and regenerative braking.
Moving the gear lever, which is a lever back, instead of last year’s crude Yetton bench, from D to drive B to brake provides just over twice as much regenerative braking (0. 09g vs. 0. 04g) when lifting the accelerator. It almost feels like one-pedal driving in an electric vehicle, but you still want the friction brakes to completely prevent slippage at low speeds. Honda hopes this EV-type regeneration will help consumers become familiar with the concept of single-pedal driving and the behavior of electric cars, preparing them for its next generation of battery-electric cars, starting with the Prologue.
Honda expects about 50% of 2023 CR-Vs to be hybrids.
In addition to the new Snow mode, the CR-V’s Normal and Econ driving modes are joined via a new Sport setting that increases active sound control, directs more engine noise into the cabin and expands throttle reaction to better take advantage of the additional torque. The CR-V feels physically more powerful and confident in all its configurations, however, it is the ultimate right in this mode. There’s still a bit of a CVT chase between engine speeds and gear ratios, but the throttle feel of the seat’s seat is consistent and sleek thanks to the electric motor that closes the torque gaps between shifts. Driving more in Normal and Econ modes, CVT performs much better.
Congratulations to Honda’s chassis engineers, the CR-V handles winding back roads with balance and agility you wouldn’t expect from a circle of hybrid crossover relatives. The steering is smooth and easy, but also responsive and precise. It absorbs the imperfections of cracked and asymmetrical pavement without feeling comfortable in curves. It’s just a fun stroll that encourages you to locate a winding option to directly cross highways that still doesn’t lose much of its charm as it makes its way through suburban traffic.
Honda and the EPA agree that the CR-V Hybrid averages 43 mpg city, 36 mpg highway and 40 mpg combined in its front-wheel drive configuration. Upgrading to AWD lowers those estimates to 40 mpg city, 34 mpg highway, and 40 mpg highway. 37 mpg combined. I averaged 29. 8 mpg on a control day, which is particularly lower than the stated estimates, most likely due to generous use of Sport mode and a liberal right foot in mountainous terrain and long stretches of road.
The new interior design of the CR-V is through the themes established through the new Civic.
Powertrain aside, the rest of the 2023 Honda CR-V Hybrid is largely the same as the non-hybrid EX and EX-L models we tested this year. The SUV is longer than last year, expanding to 2. 7 inches in total (184. 8 inches), with a maximum of that stretch going to a longer wheelbase of 1. 6 inches (106. 3 inches). Inside, second-row passengers get 0. 6 inches of extra legroom and a new adjustable rear seat that can recline 10. 5 degrees. Meanwhile, the driving force can enjoy a better view of the road ahead, thanks to the A-pillars and the remodeled and relocated exterior mirrors.
The SUV’s forced tailgate is now faster and quieter and has a hands-free opening service as in the Sport Touring. The tailgate rises to reveal 36. 3 cubic feet of shipping area in the row of the moment or 76. 5 cubic feet with the seats folded down. That’s 3 cubes more than last year, but also 1. 2 cubic feet less than the new non-hybrid, which doesn’t have a large battery under its charging floor.
The redesigned interior and dashboard also make room for the new technical cabin assembly, built around a popular 7-inch touchscreen for the Hybrid Sport or a tougher 9-inch unit for the Hybrid Sport Touring. It’s the same formula we saw and enjoyed on the new Honda Civic, but with updated navigation software that integrates with the hybrid powertrain to optimize battery charging and regeneration based on the selected route.
Android Auto and Apple CarPlay are with both models and the CR-V has USB Type-A and Type-C for charging, but the larger model also has wireless connectivity with a cordless phone charger at the bottom of the dashboard that is said to be twice as hard as past generations.
Oh, thank God, the lever is back.
Once again, Honda Sensing’s driving force provides a hand-generation suite that’s popular across 2023 CR-V styles, including updated front radar and camera sensors with wider fields of view. Collision warning, adaptive cruise with start and start, and lane-keeping guidance help. Blind spot tracking and rear cross traffic alert are now popular, joining the new traffic jam and the popularity of road signs on the list of popular features. Sport Touring styling also adds automatic low-speed emergency braking for advanced parking safety, which works in conjunction with parking distance sensors added to this trim level.
The 2023 Honda CR-V Hybrid Sport starts at $33,695 by adding the $1,245 destination fare. Add an additional $1,500 for all-wheel drive. That’s $1,340 more than the entry-level non-hybrid EX model. Fully stocked with the popular all-wheel drive and the largest 19-inch wheels available, my Sport Touring example beats proven value diversity by $39,845, a $4,840 premium over the EX-L. More powerful, more effective and, surprisingly, more fun to drive, the hybrid is worth it for the extra load and powertrain you get when you get a new CR-V. The 2023 Honda CR-V Hybrid hits dealerships this month.
Editor’s note: Travel expenses similar to this tale were covered by the manufacturer, which is not unusual in the automotive industry. CNET’s judgments and reviews are ours and we do not settle for paid editorial content.