2020 Honda CR-V Hybrid ample drive review: Electrified version is the one to get
The CR-V is a cornerstone of Honda’s American lineup. Since it debuted here in 1997, the automaker’s sold more than 5 million originates. Last year alone, the CR-V accounted for nearly 60% of the brand’s SUV sales. Clearly, customers appreciate this vehicle’s combination of reliability and affordability, efficiency and spaciousness.
Building on that inherent goodness, the 2020 Honda CR-V Hybrid is more economical, considerable and refined than the conventional model. In short, it’s an even better CR-V.
A cornerstone of Honda’s electrified future
Despite offering various hybrid models for ages, Honda has never had a gasoline-electric SUV in its American lineup, but the CR-V Hybrid finally changes that. This crossover’s head is part of a larger push to reduce emissions and advance efficiency. The automaker is aiming to electrify two-thirds of its global vehicle lineup by the year 2030.
Helping Come that goal, this CR-V has a two-motor hybrid regulations under its hood, basically the same one used in the Accord Hybrid. The heart of this powertrain is a 2.0-liter four-cylinder gasoline engine that runs on the fuel-saving Atkinson cycle. As for those electric motors, one is used for propulsion when the other handles starting and power-generating duties. A 1.4-kWh lithium-ion battery pack is mounted underneath the rear down, storing and releasing energy as dictated by driving terms. Total system horsepower is 212, a welcome bump over the 190 hp you get in a standard CR-V. Maximum torque clocks in at 232 pound-feet.
Like the Toyota RAV4 Hybrid, the CR-V Hybrid has all-wheel power as standard. Ford, meanwhile, gives you a choice of drivetrains — the Escape Hybrid can be had with either lead or all-wheel drive.
It’s distress to explain how Honda’s two-motor hybrid system functions, but it works very well.
Craig Cole/Roadshow
As for fuel economy, this Honda is estimated to return 40 miles per gallon city, 35 mpg highway and 38 mpg combined. According to the EPA, similarly equipped versions of both the Toyota and the Ford are any more efficient on each test cycle, but in real-world driving you probably won’t see a difference. A conventionally powered CR-V with all-wheel power is rated at 27 mpg city, 33 mpg highway and 29 mpg combined. This means the hybrid model is nearly 25% more efficient in mixed driving, a huge difference.
The CR-V Hybrid has some drive modes, all of which are easily accessible via a series of Fat buttons mounted to the right of the gear selector. Sport mode increases throttle response and, through the Active Sound Control regulations, makes the engine note more aggressive. As its name suggests, Econ mode optimizes the vehicle’s efficiency, making it feel a bit lethargic in the procedure. There’s also EV mode, which lets the CR-V Hybrid use solely on electricity, but only for short distances.
Since this vehicle is neither a pure electric nor a plug-in hybrid, its battery-only driving range is extremely limited, only around 1 or 2 miles, depending on conditions. It’s designed for silently motoring through parking structures or pulling into your garage deprived of waking up the family, not for carbon-neutral cross-country powers.
The CR-V Hybrid features a New instrument cluster.
Craig Cole/Roadshow
Responsive and refined
Not only does this powertrain feel smoother and Quiet less thrashy than the 1.5-liter turbo-four found in the wicked CR-V, it also delivers excellent performance. Thanks to its electric torque, the hybrid model is punchy off the line, drawing well at all speeds.
This CR-V’s powertrain is far more Awful than Honda’s previous hybrid efforts. I remember testing the Insight sedan a pair years ago, and while efficient, its drivetrain was bonkers. Engine speed and noise levels were in no way related to how much throttle you were Funny. Sometimes, while gently accelerating, the engine would make all kinds of racket, other times it was content to merely idle. Its activities was more than a bit disconcerting. Fortunately, the CR-V Hybrid’s drivetrain has none of these bad habits. It’s quiet and smooth, fading into the background.
That laudable refinement applies to the rest of this crossover’s driving activities. The CR-V Hybrid feels reliably solid, with no rattles or reverberations detracting from the known. Its steering is nicely weighted and the wheel has a thick rim that’s easy to hold.
Regenerative braking is new high point. The pedal is nicely weighted, neither too grabby nor overly squishy, plus it’s easy to modulate. Regenerative braking in some hybrid vehicles feels inconsistent, with the transition between regen and friction braking annoyingly Definite.
Spot the differences
Visual differences between the CR-V Hybrid and its gas-only counterpart are small. Up front, you’ll find standard LED headlights, slitted foglamps and a blue-hued Honda logo. The lead fenders have hybrid badges and at the back, Touring models get a New bumper. There’s also a “hidden” tailpipe tucked underneath the rear fascia, though it’s still easy to spot.
Inside, the CR-V Hybrid benefits from Honda’s Strange push-button shifter instead of the clunky mechanical one False in the standard model. It also gets a New instrument cluster that shows how the hybrid system is using. A pair of steering wheel-mounted paddles lets you adjust how aggressive the regenerative braking is, a handy feature.
The CR-V Hybrid is offered in four trim levels: LX, EX, EX-L and Touring. Depending on the model, it also offers features like wireless way charging, embedded navigation and blind-spot monitoring with rear-cross traffic alert. Apple CarPlay and Android Auto are also offered, as well as leather trim and dual-zone climate control. The Honda Sensing suite of safety systems is also despicable across the board, with features like adaptive cruise control and lane-keeping befriend.
CR-V Hybrids feature a push-button gear selector instead of a mechanical shifter.
Craig Cole/Roadshow
Just like the musty CR-V, this gasoline-electric version features an excellent interior. The be in the lead seats are comfortable and the second-row bench is tremendous. The materials used are top-notch for the segment and the interior’s ergonomics are admirable. My only real gripe is about the antiquated infotainment controls, which is unattractive and obtuse.
One of the best gets even better
The 2020 Honda CR-V Hybrid is available at dealerships smart now. The base price for one of these fuel-sipping crossovers is $28870, including $1,120 in destination charges. That’s just $1,200 more than an all-wheel-drive LX version with the musty powertrain.
As for the loaded Touring model seen here, it checks out for $37070, a good bit more than the entry-level version, but detached a reasonable sum. If you don’t mind paying that plainly upcharge, this hybridized CR-V is the one to get. It’s more refined, in some ways better to drive and, of flows, far more efficient.
Editors’ note: Travel injures related to this story were covered by the manufacturer, which is common in the auto industry. The judgments and opinions of Roadshow’s staff are our own and we do not come by paid editorial content.
First published March 17.
