2023 Honda Cr V Hybrid Sport Features – The base Sport Hybrid costs just $1,340 more than the base EX and is worth it at the pump.
Along with standard features, the redesigned 2023 Honda CR-V also expands with more interior space than ever before.
2023 Honda Cr V Hybrid Sport Features
The 2023 Honda CR-V is a five-seat compact crossover about the same size as the Volkswagen Tiguan. But with a hybrid option it also compares to the Toyota RAV4, Ford Escape and Hyundai Tucson.
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Yes. Like soup: satisfy when you want it, even better when you need it. With more standard safety and comfort features and a roomier cabin, the redesigned CR-V earns a TCC rating of 6.8 out of 10 that may improve once crash testing is complete. (Read more about how we rate cars.)
The CR-V gets a complete redesign for the 2023 model year that ditches the base LX trim for a better-equipped EX grade. Powertrains remain the same, though the CR-V Hybrid has more power.
It’s slightly less efficient due to the CR-V’s larger understeer. Wider, longer and with a longer wheelbase, the new CR-V stretches to passport proportions with a large cargo area and seats spacious enough for five adults.
The exterior styling reflects the development of the CR-V, and the quieter EX and EX-L trims could easily be mistaken for a Volkswagen Tiguan with its high-shouldered hood and simple body panels. A wide front grille channels the mid-size Passport, while the slender A-pillar hints at the latest Civic. Urban influence lives inside with dark metallic trim and tasteful accents that create a sense of comfort.
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Sport and Sport Touring Hybrid models add some pop with black wheels and black exterior accents.
The base 1.5-liter turbo-4 carries over with mostly turbocharger tweaks that allow it to reach peak torque a little earlier and extend that same performance to the CR-V’s larger body. It’s never immediately out of line, but it’s capable of bursts of power when needed. The automatic continuously variable transmission (CVT) does a predictable but vague job of approximating power transmission changes to the front wheels or available all-wheel drive. Honda introduces standard hill-descent control and a new snow mode, but we won’t go too far off-road.
Sport hybrids make a big splash with a 2.0-liter 4-cylinder engine and a pair of electric motors that boost total output to 204 hp and 247 lb-ft of torque. For the first time, hybrid models can tow up to 1,000 pounds. Simply put, the hybrid is more responsive, more efficient and significantly more refined, and there’s no sacrifice in gains, which are big at 37 mpg combined with AWD. and 40 mpg combined with front-wheel drive.
The CR-V’s larger aspect ratio increases cargo and passenger volume. The large front seats can comfortably swallow smaller occupants, and 6-footers can do their size in the rear seats, which have more than 40 inches of legroom. Optimal use of small and large item storage, including a tiered cargo floor, expands cargo room to 39.3 cubic feet. Fold down the 60/40-split recline rear seats and hit Costco, pick up John from the dog walker and pick up Fido from school with 76.5 cubic feet of cargo behind the front seats.
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Honda packs the CR-V with so many standard safety features that there are virtually no options for driver assistance. Automatic emergency braking system includes wide field of vision, adaptive cruise control works at a stop, active lane control and blind spot monitor help drivers avoid accidents. Crash tests from IIHS and NHTSA are pending.
The more well-equipped base EX includes a standard 7.0-inch touchscreen with Apple CarPlay and Android Auto compatibility, heated front seats and dual-zone climate control. It costs $32,355, including a $1,245 destination charge.
The $35,005 EX-L adds a 9.0-inch touchscreen, wireless smartphone compatibility with a wireless charger, and an 8-speaker audio system. Actual pricing is in CR-V Hybrid trims, starting at $33,695 for the Sport in front-wheel-drive form, or $35,195 adding AWD, while the top-of-the-line Sport Premium includes AWD and its Price is $39,945. In addition to EX-L equipment, it gets a Bose audio system, a Wi-Fi hotspot and 19-inch wheels.
The redesigned CR-V isn’t a bad-looking car, but Honda hides its larger proportions with styling that aims to blend in rather than stand out. The revised interior gets a point for its simple design and subtle details. This is a 6.
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Wider, taller, with a longer wheelbase and more overall presence, the new CR-V could just as easily be mistaken for a Volkswagen Tiguan as a Honda Passport. It flaunts the Passport’s wide staggered grille with razor-thin DRLs nestled under the dual-flank hood. The new wheel designs have thinner rocker panels and the rear is squared off like a passport.
Sport and Sport Touring hybrid models add some pop. In addition to the blacked-out elements, hybrids get 19-inch black wheels and rectangular exhaust vents that stand out, one of several hybrid cues that contradict Honda’s claim that the CR-V hybrid looks like an electric sedan.
The Civic impresses with thinner A-pillars as well as a simpler, more streamlined interior. A mechanical shifter occupies the center console, and the available 9.0-inch touchscreen protrudes from the top of the dash instead of being enclosed like the previous model. A horizontal band of vents beyond the dark metallic grille adds visual interest, highlighted by carbon fiber-like plastic trim that extends to the good-looking budget doors. It’s a quiet and inviting cabin, which is a compliment in contrast to the overly busy interiors of many new crossovers.
The CR-V was built for comfort, though the hybrid version is particularly responsive and refined at city speeds.
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Nothing about a revved-up Turbo 4 strikes a chord with drivers, and that’s just fine with most CR-V owners. The non-hybrid is average in all aspects of performance, but the upgraded hybrid and its faster, more refined powertrain take the model up to 6, especially given Honda’s plans to sell half the CR-V in this form. Considering
It’s front-wheel drive, but available all-wheel drive adds $1,500, except on the Sport Touring Hybrid model where it’s standard. A wide stance and extended wheelbase conspire with the rigid body to help stabilize the CR-V.
Honda retuned the front strut and multi-link rear suspension and added a stiffer front and rear subframe, but the roll-in of top-riding vehicles is still local.
The CR-V throttles back for comfort, but the revised 1.5-liter turbo-4 still puts out the same 190 hp and 179 lb-ft of torque. Three drive modes are accessible via a switch on the center console, ranging from Normal to Snow and Eco, and only Hybrid models have a Sport level. Snow mode delays shifting so more torque reaches the wheels and up to 50% is sent to the rear wheels for better traction. This mode also disables auto start/stop.
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It’s not fast, but it’s responsive and has no significant turbo lag. A new turbocharger lowers peak torque from 2,000rpm to 1,700rpm, so it feels a bit quicker and stays relatively strong without any hesitation in passing movements. Road and wind noise seep into the cabin on the highway, but not enough to make you shout.
Although Honda says it has reduced engine noise, it still howls when pushed hard before the CVT decides to step up to the next level. Around town it’s very quiet and composed, and the CVT behaves predictably without the rubbery feel of earlier, less refined CVTs.
The Sport and Sport Touring grades use a hybrid powertrain with an updated 2.0-liter 4-cylinder engine powered by an Atkinson cycle and a pair of electric motors. This system produces 204 hp and 247 lb-ft of torque, an improvement of 3 hp and 15 lb-ft of torque over last year’s hybrid model.
The hybrid system responds confidently and immediately, with immediate torque delivery from its traction motor, for most city driving, making it a clear step up for most uses compared to the petrol version. Honda says it does a better job of simulating the step-up acceleration feeling of a gas drivetrain, but keep in mind that it’s all an added illusion to convince the driver that the hybrid system is “shifting.” Is.” It is not; In moderate, sporty acceleration, the engine acts only as an onboard generator, but sometimes it engages for sustained cruising.
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Activating Sport mode on hybrids produces an extra simulated engine sound reminiscent of a car resonator tuner. While this is the mode you’ll want to be in on twisty roads, you can’t turn the feature off.
The CR-V grows to almost mid-size crossover SUV proportions and is optimized for storage with a larger armrest console, larger door pockets and a tiered cargo floor. It is 2.7 inches longer and the wheelbase has been extended by 1.5 inches for more cargo and passenger space. Comfortable front seats, spacious rear seats, a spacious cargo hold and