Yahoo Autos 2023 Honda CR-V Hybrid Review: You Simply Can't Go Wrong
Certain cars don't need any introduction, and the 2023 Honda CR-V is one of them. Much like the Civic, Accord, and Pilot, the popular compact crossover is a favorite among American households. Boasting a spacious cabin, large trunk, and modern amenities, the CR-V has evolved to keep up with families since its introduction in 1997.
The CR-V may be all new for 2023 but it promises the same ownership experience as the five generations that came before it: Honda reliability, practicality, and comfort. In the end, whether you're a car enthusiast or someone who doesn't ever think about their car after the date of purchase, it's those qualities that build brand loyalty. And also what's helped Honda sell over 200,000 of these in the U.S. so far in 2023.
2023 Honda CR-V Hybrid Specs | |
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The Basics
Honda's new, more chiseled design language debuted in the all-new CR-V and was followed by the all-new Pilot earlier this year. Its large front grille seamlessly incorporates the headlights and has a mildly aggressive look. It's a bold departure from the sleeker, less rugged previous generation. The hybrid-only Sport Touring trim features additional molding under the grille and two silver-accented intakes at each corner. Not all of these openings are functional, but they do enhance its looks. The silhouette reveals a tall yet sharp CR-V, with a higher belt-line, slightly flared wheel fenders, and peeking taillights. The rear carries over the model's signature vertical taillights and is the ideal natural evolution of the CR-V.
Honda's interiors have always followed function over form, making them extremely user-friendly but also somewhat stale. That changed with the introduction of a new cabin design in the Civic a couple of years back, with that same theme carrying over to the CR-V. A nine-inch touchscreen sitting atop the dash displays all media, navigation, camera, and other apps. Below it sits the climate controls, which are organized in a thin panel dominated by three large knobs; driver temperature, fan speed, and passenger temperature. Down low by the shifter, you'll find a switch for the driving modes (Normal, Sport, Econ, and Snow) and buttons for hill-descent control, electronic parking brake, and Brake Hold.
The CR-V Sport Touring is powered by a hybrid-electric drivetrain consisting of a 2.0-liter Atkinson-cycle inline-four aided by two electric motors and a small battery. Together, they produce 204 horsepower and 247 lb-ft of torque, which can be sent to all four wheels. Unlike previous CR-V Hybrids, this new generation allows towing up to 1,000 pounds. It's not much, but it's better than nothing.
Driving the Honda CR-V Hybrid
It's true that 204 hp doesn't sound like much nowadays, but in reality, it's more than most vehicles need to get out of their own way while still delivering good fuel economy. In the case of the new CR-V, it's also more than plenty to make you chuckle due to its electrified acceleration. Step hard on the gas to trigger the four-banger and electric motors, quickly reminding you that hybrid technology has come a long way—especially in this segment. The CR-V can confidently get up and go regardless of the type of road, whether zipping around city streets or passing on the interstate. Acceleration from a standstill is brisk, and even at 80 mph there's plenty of oomph to get you in trouble with the law. It's not a Civic Type R, but it's certainly no slouch.
Steering is typical Honda; direct and slightly firm—very similar to previous generation Accords—and the same goes for the brake pedal. A bit touchy. The suspension is well-damped and you'll never find yourself bouncing too much on undulating surfaces, and you'll never say "Ouch!" either because it's too stiff. If your commute to and from work throws a few curves at you, chances are you'll have a bit of fun courtesy of the 204 hp and relatively solid driving dynamics.
Stepping up to the Sport trim ups the wheel size from 18 to 19 inches, a move that I would normally shy away from in a daily-driven family crossover. Yes, I love the look but I'll always favor the comfort that comes with thicker rubber. However, the 235/55 all-season Continental CrossContacts have enough sidewall to absorb large bumps and minor imperfections alike, keeping things nice and plush inside.
The cabin is well-insulated and for the most part very quiet. At low speeds, however, the transition from battery to gas engine can be loud and slightly obnoxious. You sort of stop noticing it eventually, but it took me a few days to ignore the brash startup of the four-cylinder engine. That said, the transition from battery to gas is smooth and you hardly feel any clunkiness going on in the drivetrain.
