The 2L naturally-aspirated four of the hybrid combines with electric motors to create 204 combined horsepower and 247 lb.ft. of torque. In typical Honda hybrid fashion, they picked too small a basic engine to pair with the hybrid system. Sensitive drivers will notice a muted, distant “frenzy” from under the hood when slight acceleration requested at lowish speeds. That said, if the radio is on at a reasonable volume, the “frenzy” is more felt than heard. Requests for brisker acceleration alters the sonic profile and the engine smooths out and sounds discreetly enthusiastic. Acceleration is eager and the car is a quiet cruiser. The CVT transmission works well and is programmed to simulate shifts as the vehicle accelerates. Double glazed front door windows result in low wind noise and road noise is nicely restrained for a Honda.rnrnSteering is direct and nicely weighted, if not the last word in feedback, but it holds its line well on the highway. Handling is crisp and very stable with no noticeable lean but not at the expense of ride, which is delightfully absorbent. The choice of 235/55/19 tires with a nice thick sidewall demonstrates that Honda views this vehicle as a family hauler and has not sacrificed ride quality in pursuit of ‘Sports Car” handling or the look imparted by massive wheels and tires.

Two powertrains, conventional and hybrid, are offered. The conventional model is powered by a 1.5L turbo four rated at 190 horsepower, and sends power to the front or all wheels via a CVT. The hybrid combines the efforts of a normally-aspirated 2L four with electric motors to produce 204 horsepower and 247 lb-ft of torque. A full active safety suite, including a forward collision warning, autonomous emergency braking, a lane keep assist system, active cruise control, blind spot, rear cross traffic and lane departure warnings, is standard for 2024.
nrnThe CR-V is fronted by a gigantic truck-like grille to create an imposing look, with the side profile being a discreet and softer-lined tribute to the Volkswagen Tiguan. The rear styling of the new CR-V is very Honda but significantly less fussy than that of the last CR-V. Inside, the CR-V driver faces large conventional gauges in lesser models and crisply-marked TFT instrumentation on premium trims. Various Civic cabin themes, including the elegant, slick-acting HVAC knobs and vents hidden behind a Victorian-like grille, are present and cabin materials are impressive. Given the long wheelbase, cabin space is impressive and the massive increase in width  opens up space between the front passengers and deliver greater cabin width for more comfortable three-abreast seating in the rear seat.

With heated seats, remote starting, L.E.D. headlights and an alarm system, the base LX-B trim is nicely equipped. All-wheel drive is standard on all trims but the LX-B, where it is a $2800 option. The Sport trim adds a power driver’s seat, a heated steering wheel, a sunroof and a number of smaller comfort and convenience items and is reasonably priced. The EX-L trim features leather seating, front and rear parking sensors, acoustic glass, a power passenger seat, heated rear seats and a variety of additional features and is good value.  The hybrid powertrain is a $2000 option on the EX-L, The Touring is offered only with the Hybrid powertrain. The Touring adds rain sense wipers, navigation and a Bose-branded audio system but is significantly overpriced. Unlike Toyota, which cannot deliver a RAV4 hybrid in an acceptable time, Honda can get one to a customer within about three months.

Average reliability is predicted. The 1.5L turbo four has not been trouble free and the turbo and intercooler, covered only for three years/60,000 kilometers, is not part of the five years/100,000 kilometer powertrain warranty. Hybrid powertrain unproven and Honda has not had a volume hybrid car in Canada up to this point.