2023 Honda Crv Sport Msrp – Honda has announced pricing for the new 2023 CR-V compact crossover, along with fuel economy ratings for hybrid and non-hybrid models. The new model follows the trend of many other vehicles today by eliminating the base trim level, which means the entry point is much higher than before. The 2023 CR-V EX starts at $32,355, which is $1,800 more than last year’s EX and $4,310 more than last year’s base LX.
Front-wheel drive and a turbocharged 1.5-liter inline-four are standard, with all-wheel drive available as a $1,500 option. Among non-hybrid models, there’s also a $35,005 EX-L trim with more equipment, including leather upholstery and a larger touchscreen.
2023 Honda Crv Sport Msrp
The hybrid lineup starts with the $33, $695 CR-V Sport, which introduces a front-wheel-drive hybrid model not available in the previous-generation CR-V. That means it achieves a higher mpg rating than before, with EPA combined estimates rising from 38 mpg to 40 mpg. The 2023 CR-V Sport Touring is a fully loaded model with equipment including 19-inch wheels, and an upgraded audio system is also available only as a hybrid. It starts at $39, $845 or $800 more than last year’s Hybrid Touring model. The CR-V Sport Touring is available only with all-wheel drive and is rated at 37 mpg combined.
Honda says the non-hybrid CR-V will start arriving at dealerships on September 22, and the hybrid will go on sale in October.
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Honda claims the new CR-V Hybrid is the most fun to drive in the model’s 26-year history.
Antoine Goodwin gains car knowledge by turning a wrench in the driveway and getting a speeding ticket. From drivetrain technology and performance to car audio installation and cabin tech, Antoine is very knowledgeable if he’s the wheel.
The new sixth-generation Honda CR-V is pretty good; We knew based on our first drive earlier this year. But when you add some electric power to its performance formula, this compact SUV gets even better. The 2023 Honda CR-V Hybrid is in many ways the best version of the CR-V, with more power, more efficiency and a more engaging, refined driving experience. Honda has also equipped the CR-V Hybrid with new features that it believes will help buyers turn their next car into an all-electric vehicle.
Updates to the CR-V Hybrid’s two-motor hybrid system start with a more powerful electric traction motor, which now cranks out 181 horsepower and 247 pound-feet of torque on its own. That’s 15 lb-ft more than last year, with a small but significant boost in throttle response. The extra grunt is most noticeable when you first step on the gas, but the electric assist keeps it high in the powerband thanks to a small increase in maximum rpm.
With a 2.0-liter Atkinson-cycle gasoline engine (power, noise and cooling have also been improved), the CR-V sends a total of 204 horsepower and 247 pound-feet of torque to the wheels through a continuously variable transmission. Front-wheel drive is standard on the base Hybrid Sport, while all-wheel drive is available as an option. AWD is standard on top-tier Hybrid Sport Touring models.
The traction motor also has an extra low gear that improves towing performance and increases the CR-V Hybrid’s capacity to 1,000 pounds—enough for a small trailer or powersports equipment, but less than the 1,500-pound weight rating of the non-hybrid powerhouse. That said, previous generations weren’t even rated for towing, and Honda doesn’t expect most CR-V Hybrid customers to be able to attach it to a bike rack. Off-road capability gets a slight boost thanks to a new hill descent control feature, and the CR-V Hybrid’s drive mode selector also gets a new snow setting.
The second electric motor in the two-motor hybrid system is a starter-generator that also makes 161 horsepower. While this electric motor is not responsible for moving the SUV, strengthening it – along with improvements to the power control unit – allows easier stop-start operation of the petrol engine and more efficient extraction of energy from the combustion engine and regenerative braking. .
Moving the gear lever—again, a lever instead of last year’s clunky button cluster—moves D for driving to B for braking, and when the accelerator is let off, regenerative braking (0.09 g vs. 0.04 g) is slightly more than double that. It almost feels like one-pedal driving in an electric car, but you still need friction brakes to completely stop the low-speed crawl. Drivers can also pull a paddle shifter on the steering wheel to temporarily increase or decrease the regeneration level in D and B modes. Honda hopes this EV-like regeneration will help consumers ease into the idea of one-pedal driving and EV behavior, helping them prepare for the next generation of battery electric vehicles, starting with the introduction.
In addition to the new Snow mode, the CR-V’s Normal and Eco drive modes are joined by a new Sport setting that adds Active Sound Control, directs more engine noise into the cabin and improves throttle response for better use of the extra torque. -V feels more robust and confident in all its settings, but it’s best in this mode. There’s still some CVT fluctuation between engine rpm and gear ratio, but acceleration feels consistent and smooth thanks to the electric motor filling the torque gap between shifts. Driven more modestly in Normal and Eco modes, the CVT does a better job.
Courtesy of Honda’s chassis engineers, the CR-V handles winding B-roads with poise and agility you don’t get from a family-friendly hybrid crossover. The steering is light, but responsive and accurate. The suspension soaks up cracked, uneven road imperfections beautifully without feeling soft in corners. It’s just a pleasant way to drive, encouraging people to seek out a twisty alternative to the bone-straight interstate that still doesn’t lose its charm while picking its way through commuter traffic.
Honda and the EPA agree that the CR-V Hybrid averages 43 mpg in the city, 36 mpg on the highway and 40 mpg in front-drive configuration. Stepping up to AWD jumps those estimates to 40 mpg city, 34 mpg highway and 37 mpg combined. During a day of testing, I averaged 29.8 mpg, which is significantly below the stated estimate, likely due to heavy use of Sport mode and a free right foot on hilly terrain and long highway stretches.
Powertrain aside, the rest of the 2023 Honda CR-V Hybrid is largely identical to the non-hybrid EX and EX-L models we tested earlier this year. The SUV is longer than last year, increasing by 2.7 inches (184.8 inches) overall, most of which extends to a 1.6-inch (106.3 inches) longer wheelbase. Inside, second-row passengers get 0.6 inches more legroom, and the rear seats recline 10.5 degrees. Meanwhile, the driver can see the road ahead better, thanks to redesigned and repositioned A-pillars and mirrors.
The SUV’s electric tailgate is now quicker and quieter and comes with hands-free kick opening for sport touring. The hatch swings up to reveal 36.3 cubic feet of cargo space behind the second row, or 76.5 cubic feet with the seats folded. That’s three more cubes than last year, but 1.2 cubic feet less than the new non-hybrid, which doesn’t have a large battery under its load floor.
The redesigned interior and dashboard area are also home to a new suite of cabin tech, built around a standard 7-inch touchscreen display on the Hybrid Sport or a more powerful 9-inch unit on the Hybrid Sport Touring. It’s the same system we’ve seen and enjoyed in the new Honda Civic, but with updated navigation software integrated with the hybrid system to optimize battery charging and regeneration based on your chosen route.
Android Auto and Apple CarPlay are standard on the display, and the CR-V has USB Type-A and Type-C for charging, but the big screen also has wireless connectivity, and a wireless phone charging pad at the bottom of the dash.