While the base hybrid costs $33,695 (including a $1,295 destination charge), or $1,340 more than the EX, my $40,395 Sport Touring adds nearly $4,000 to the EX-L's price tag. The former is broadly analogous to the EX, while the latter builds on the EX-L, but their prices only partially reflect that similarity. Where the gas-powered CR-V is available in three trims ( base LX, volume EX, and plusher EX-L), the CR-V Hybrid is only available in Sport or Sport Touring. There's a touch too much pedal travel, but modulation is easy and the bite point is predictable. And while it possesses regenerative braking abilities separate of the actual brake pedal, the mechanical stoppers work well enough too. The CR-V possesses average handling for the class, with composed body motions along with general lack of enthusiasm. And too often, those conditions provoke the gas engine into action, which lends far more noise than action. Highway driving, though, requires a bit too much pedal for passing maneuvers, even relative to the turbocharged 1.5-liter CR-V. Still, the CR-V has ample low-end shove that makes suburban driving a cinch. That doesn't mean the CR-V is a two-box race car ( although that does exist now), especially compared to rivals that offer zippier powertrain options. Evans' first drive from October 2022 does a good job of that – but suffice to say that power and torque are up in the 2023 model. I won't dip into the complexities of why the new CR-V Hybrid's powertrain is better than the old – Brett T.

Transmission: Dual-Motor Integrated Power Unit.Output: 204 Horsepower / 247 Pound-Feet.The seats are either black (featured here) or gray, while every other surface is as dark as a moonless night. However, like the Accord, there's a mind-numbing lack of color. All the switchgear is top-of-the-line for a compact CUV, with satisfying actions on the climate control knobs and assorted buttons/switches. The honeycomb strip running from door to door on the dash is no longer novel, but it still looks very nice, and material quality throughout is near the top of the class (only the aged Mazda CX-5 is better). The CR-V's cabin is derivative, borrowing heavily from the Civic, but the execution is superior to the exterior. But in between the two ends, there's little to distinguish this Honda's two-box shape or styling from any of its competitors. At the back, the new CR-V makes only small changes to last generation’s attractive, mostly vertical taillights. Narrow headlights flank a hexagonal grille – aside from the boxed H in the center, the fascia could belong to a vehicle from any number of automakers. No other vehicle in the lineup typifies the problem with that approach than the characterless CR-V. I've said plenty about Honda's current focus on conservative design, which feels like a gross overreaction to the chilly reception for the last Civic's style.

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