2023 Honda CR-V Sport Touring Hybrid

We got here away mighty impressed with the brand new sixth-generation 2023 Honda CR-V after sampling an EX-L some weeks again. However that overview used the phrase “incremental,” as a result of whereas the car’s inside house and driving atmosphere had unquestionably improved, no new floor was clearly damaged. The output and gas effectivity of the powertrain—a turbocharged 1.5-liter inline-four engine and repeatedly variable automated transmission—hadn’t budged.

That characterization completely doesn’t apply to the brand new hybridized CR-V, which encompasses a comprehensively reworked hybrid powertrain and an entire new angle that begins with the truth that it is not positioned as a stand-alone hybrid model. If you would like your 2023 CR-V to be a hybrid—and also you do—search for the Sport or Sport Touring badge. Moreover superior gas economic system, these two fashions ship the sportiest and smoothest driving of the lot, with the Sport Touring being probably the most well-appointed in all the lineup. The Sport duo can be recognized on seller tons by their black touches, together with grille and grille bar, roof rails, alloy wheels, and mirror housings.

The qualitative distinction is clear even after shutting the door and driving a number of hundred toes. The hybrid offers off a way of structural rigidity and outright calm you do not count on, as if it is a way more costly machine. Like all 2023 CR-Vs, the hybrid fashions profit from a stiffer physique shell, made so by way of the addition of structural adhesive alongside the same old spot welds. The entrance and rear subframes are beefier, and there is extra sound insulation within the cowl, within the firewall, and behind the instrument panel. However the hybrid takes issues additional, with a stronger B-pillar-to-floor joint, thicker entrance facet home windows (noise insulated on the Sport Touring), and an insulated windshield.

On prime of that, the Sport Touring’s suspension sucked up tough roads nearly as if that they had been freshly repaved, with little shake or growth transmitted into the cabin. The steering managed the trick of delivering good on-center really feel and deft response whereas feeling neither too mild nor too tight, and the hybrid’s sportier suspension tune and thicker stabilizer bars delivered confidence-inspiring response and a C/D-measured 0.85 g’s price of stick on pretty pedestrian all-season rubber. However the overriding impression is one among substance, a sense that the CR-V hybrid is punching above its weight, even on some twisty again roads with broken pavement.

The impact of all of that’s magnified by the absence of a repeatedly variable automated transmission. The hybrid is as an alternative powered (more often than not) by a 181-hp AC synchronous electrical motor. That is no pure EV, although, as a result of its battery, a tiny 1.1-kWh lithium-ion unit, is made for short-term storage, not distance. (Satirically, the battery eats into storage, elevating the cargo ground flush with the sill and trimming load capability from 39 to 36 cubic toes.) After we stomped on the loud pedal throughout our acceleration runs or climbed a grade, the 145-hp 2.0-liter Atkinson-cycle engine’s essential responsibility was that of stationary real-time generator in partnership with a second 161-hp electrical machine that is completely ignored within the spec panel under as a result of, effectively, it is only a generator—and likewise the starter motor.

If you speed up arduous from a useless cease, you will hear a number of engine rpm sweeps that sound like shifts, however the course of lacks hiccups in acceleration or any sense of shift shock. That is as a result of in that situation, the engine is only a series-hybrid generator, and the rpm sweeps are there for present, a deliberate programmatic dance that gives the mandatory energy whereas avoiding the CVT-like drone all of us detest. In the meantime, the electrical motor is pulling steadily during, therefore the utter lack of head bobbing at every simu-upshift.

Regardless of that our check automobile was a 3914-pound all-wheel-drive model, its 7.9-second 60-mph run was faster than that of a 302-pound-lighter front-drive EX-L we timed at 8.3 seconds. The hybrid pipped the EX-L on the quarter as effectively, 16.3 seconds to 16.4, however the truth that its lure velocity of 85 mph was bested by the turbo’s 88-mph exhibiting signifies that the hybrid setup just isn’t made with extended high-velocity acceleration in thoughts. In spite of everything, the 145-hp, 138-lb-ft engine can shovel solely a lot coal within the route of the 181-hp, 247-lb-ft electrical motor.

However the engine is not only a generator, and substantial adjustments made this yr have given it extra time to shine. For the primary time, additionally they enable the hybrid a tow ranking—simply 1000 kilos, however it’s one thing. That is due to the internal-combustion engine, electrical motor, and generator now not sharing a typical axis. They have been moved off-axis from each other, permitting the engine to be clutched into the combo to immediately drive the wheels in two ratios, not only one, as was the case final yr. Add a 3rd ratio for electric-motor drive, and you’ve got what quantities to a three-speed automated such as you’ve by no means seen.

The principle situation by which the engine comes on-line is steady-state cruising, when the Atkinson-cycle engine’s effectivity as a direct-propulsion unit is best than if it have been relegated to generator duties. Low-gear lockups can happen between 12 and 50 mph, whereas excessive gear could interact between 50 and 68 mph. Throughout freeway cruising, the engine might be doing the work by itself, with rpm solely gently rising or falling in relation to hurry. But when the grade suggestions up otherwise you want additional oomph, the electrical motor can and can take part. This yr’s most mixed output is 204 horsepower, an enchancment over the past model’s 201 horsepower. (It was reported as 212 horsepower at launch, however altering to an ISO horsepower ranking from an SAE methodology drops it to 201.)

On the pump, the additional efficiency, the newfound potential to tow, and a little bit of year-over-year weight acquire have taken the slightest little bit of shine off the fuel-economy rankings. Our all-wheel-drive check pattern is rated at 37 mpg mixed (40 metropolis and 34 freeway), and it earned 31 mpg on our 75-mph freeway fuel-economy check. Final yr’s model was good for 38 mpg mixed (40 metropolis and 35 freeway), and our 2021 long-term pattern earned 29 and 31 mpg in two tries on the similar check.

There was by no means a front-drive CR-V hybrid earlier than, however now there’s within the CR-V Sport. It is rated at a compelling 40 mpg mixed (43 metropolis and 36 freeway). That is doable as a result of the rear-drive system, in contrast to some Toyota hybrids we are able to identify, employs a rear driveshaft off the transmission in lieu of a rear-mounted electrical motor. Making a front-drive model is as straightforward as leaving the rear-drive mechanicals on the shelf. Likewise, altering the torque distribution from 60/40 to 50/50, as on this new model, is a simple mechanical-engineering drawback for Workforce Honda.

In pure greenback phrases, the brand new hybrids make a ton of sense. The Sport is akin to a hybrid model of the EX, and we determine that the $1340 value distinction can pay itself again in lower than three years, relying on annual mileage and native gas value. However that misses a number of factors: You additionally get crisper dealing with, extra energy, improved drivability, and higher noise, vibration, and harshness, to not point out a pair extra rear USB-C ports and a leather-wrapped steering wheel and shifter. Within the case of the Sport Touring versus the EX-L, the worth distinction is $3340, however right here we additionally should contemplate the Touring’s 19-inch wheels, 12-speaker Bose stereo, heated steering wheel, rain-sensing wipers, hands-free energy tailgate, and different goodies. On the priciest excessive, you will not crack the $40K barrier except you spring for a premium shade. Our check pattern’s base and as-tested costs are equal at $39,845.

The entire above makes the Sport and Sport Touring CR-V hybrids fairly compelling, and that is on prime of the improved inside, pleasing cockpit, approachable infotainment, and different “incremental” enhancements lavished on the 2023 Honda CR-V basically. From the hybrid viewpoint, all of it feels extra substantial. Increstantial, anybody? How about subcremental? You choose. Each work for us.