2024 Honda CR-V Hybrid: So nice it made me think twice

2024 Honda CR-V Hybrid AWD Sport Touring: Are first impressions always right?

Price: $39,845 as tested. No options on the test vehicle.

Conventional wisdom: Car and Driver likes that its “well-tuned chassis feels substantial,” and that it’s “less whiny and vibratory than turbo-CVT trims, fuel-economy boost pays for itself within typical ownership period.” On the downside testers said “slightly shrunken cargo area lacks underfloor storage, pity there’s no plug-in-hybrid version.”

Marketer’s pitch: “The hybrid that gives you more.”

Reality: I found the CR-V Hybrid to be such a nice companion, that I became a little paranoid. What was I missing?

What’s new: The CR-V adopted the tougher look of the Passport with the 2023 redesign.

Honda’s spokesperson notes the vehicle is completely redesigned with increased space, comfort, and performance. New hybrid models also feature a sportier new hybrid system.

Competition: Kia Sportage, Hyundai Tucson, Ford Escape, Toyota Venza, Toyota RAV4.

Up to speed: The CR-V Hybrid features a 2.0-liter four-cylinder engine and two-motor hybrid-electric power train, creating 204 horses, a slight increase from previous models.

I put it on highways and hills, in many passing situations, and uphill entrance ramps, and I was never disappointed. It’s not a neck snapper, but it’s no slouch; those three added horses really shine through.

The CR-V is a testament to how 0-60 numbers often are not reflective of real-world driving feel. The hybrid gets to 60 mph in 7.9 seconds, according to Car and Driver, but its daily driving is so much sportier.

Of course, pulling into traffic in a hurry will be its Achilles heel, so if you find yourself having to zip onto the Schuylkill or Blue Route blindly with great frequency, maybe there’s another choice. Among hybrid SUVs, there is little; all of those mentioned above have a similar 0-60 time.

Sadly, a plug-in version is not available, though a fuel cell version is in the works.

Shiftless: Whenever I receive a Honda without a push-button gear selector, I’m overjoyed; I don’t like the row of buttons. And this gearshift is a nice size and a good height with a solid feel.

With the two-motor hybrid setup there are no real gears to select, but there are paddles for adding torque and a distinct shifting feel as the CR-V accelerates.

On the road: The SUV slides through slaloms better than before. It feels sure-footed and confident, although in Normal mode I noticed it can be a little jittery while cornering at lively speeds in town. It almost feels like rather than a smooth steering control, there are distinct nodes where it catches while turning the wheel.

Driver’s Seat: The CR-V Hybrid seat seemed ideal at first, but over time it revealed a very 1990s vibe, with a flattish bucket and not much grip. Bright side, people bothered by tight seat wings might find this to be just right.

The gauges are pure Honda, so they’re easy to follow and adjust. The steering wheel controls also add to the user-friendly feel; setting cruise and adjusting the stereo are all nicely done.

Friends and stuff: Legroom for rear-seat passengers is spacious, and even the middle occupant doesn’t have more than an inch or two of floor hump to suffer.

The rear seat is about as middle-of-the-road as the front. The seat back does adjust some, via the fold-down lever.

Cargo space is 39.3 cubic feet behind the rear seat and 76.5 when it’s folded.

Play some tunes: The stereo is pretty good, but definitely hasn’t achieved the playback that delighted me so much in the Odyssey. I was fine with it for a few days but then realized it really rings and sticks on the high notes, ruining the jangly guitars that Tom Petty fans love. I’d give it a B+.

I even tested some of the songs that had hidden instruments the Odyssey uncovered and … nothing.

Operation is not bad, with a small dial for tuning and arrow buttons for moving around. The 9-inch touchscreen is a small throwback but functional.

Keeping warm and cool: The heater controls are easy to follow and check at a glance — dials for temperature and another one for fan speed, with buttons for the air source and an easy clear display for checking.

Fuel economy: I averaged just under 33 mpg in mostly side roads around Chester County, not that delightfully awesome for a hybrid, but about par for the midsize hybrid SUV course. (The Sportage and the Venza hit 35-36 in Mr. Driver’s Seat testing, but I’m no longer confident in my Hyundai Tucson 29 mpg report; let’s figure it matches the CR-V.)

Where it’s built: Alliston, Ontario

How it’s built: The CR-V Hybrid gets middling predicted reliability from Consumer Reports, a 3 of 5.

In the end: If you can live with the stereo, the seats, and the fuel economy, the CR-V Hybrid really has a lot to offer, and is probably one of the nicest out on the road.

Though I’d be happy in the CR-V or the Sportage, I’d probably pay the freight for the Venza for the very nice surroundings.

Editor’s note: This article has been updated to explain the CR-V Hybrid’s drivetrain.