2026 Honda CR-V TrailSport Hybrid Review + Video

The 2026 Honda CR-V TrailSport Hybrid seems to be suffering from something of an identity crisis.

To be clear, there’s nothing wrong with an adventurous-looking treatment like this one being applied to a crossover with a hybrid powertrain; however, those characteristics could be seen as running counter to one another. After all, while the raison d’être of a gas-electric vehicle is typically to cut fuel consumption, saddling it with inefficient all-terrain tires comes with very real consequences.

To make matters more complicated, this particular application of Honda’s rugged-ish TrailSport kit doesn’t come with any added capability beyond what those tires do for off-pavement traction, meaning this CR-V Hybrid burns more gas than the rest but has very little to show for it in return. And then there’s the issue of its asking price, which is probably $5,000 more than it should be.

Value 6 / 10

Free-market folks will say Honda can charge whatever it pleases for its products, and it’s up to consumers to decide how much is too much. But in this case, the competitive landscape holds the key, and when it comes to gas-electric crossovers this size, the CR-V sits near the top — especially as far as its starting price. That would be $47,900 before tax but including freight for the CR-V Sport Hybrid.

This TrailSport trim that’s next in the lineup rings in at $49,300, while there are EX-L ($50,700) and Touring ($53,200) versions, too. For the sake of comparison, the 2025 Toyota RAV4 Hybrid starts at just $38,565 before tax but including freight, while even the most expensive one is $49,455. (Pricing for the overhauled 2026 RAV4 wasn’t available at the time of this writing.)

The Hyundai Tucson Hybrid is offered in the choice of two trims: the N Line at $45,449, and the Ultimate at $49,449. Then there’s the closely related Kia Sportage that has a trio of hybrid trims, including the EX ($43,495), EX Premium ($46,495), and SX ($49,995), while the Ford Escape Hybrid ranges from $43,144 to $49,994, although options can make it more expensive still.

The Mazda CX-50 Hybrid that uses Toyota’s gas-electric powertrain comes in three trims including the GS-L ($45,145), Kuro ($47,045), and GT ($50,545) — although the tariff situation means shipments to Canada have been paused — while the Subaru Forester Hybrid combines Subaru and Toyota technology. It’s offered in a single trim in Canada that’s $50,490 before tax. 

Features 7 / 10

It isn’t just how much Honda is charging for this hybrid, but what it’s including for the money. While the front seats are heated, as is the steering wheel, and there’s a power sunroof, the CR-V TrailSport looks and feels like something close to a base trim. Yes, it has two more speakers than the cheaper Sport trim for a total of eight, but that’s about it beyond the tires and badges.

Other niceties include a wireless smartphone charger, height-programmable power tailgate, and proximity sensors on the front door handles for keyless entry (plus push-button start). But stuff that might reasonably be expected in a trim like this — say, heated rear seats, or a removable Bluetooth speaker like the one Toyota includes with some of its TRD packages — is nowhere to be found.

Comfort 7 / 10

Likewise, most of the materials inside belie the cost of this crossover. The upholstery on the seats isn’t especially impressive, nor is the plastic found in high-contact areas like on the door panels and centre console. But the front seats themselves are reasonably comfortable and supportive, while the driver’s side has eight-way power adjustability with two-way lumbar.

Ride quality is OK; even though the squishy all-terrain tires don’t help soften the blows of potholes and pressure cracks as much as they probably should, and while others in the segment are more softly sprung, it would be difficult to discern much of a difference on the average road, whether it be paved or gravel. The dual-zone automatic climate control system keeps the temperature inside right, too.

Driving Feel 9 / 10

The Honda CR-V has been the lightest-riding crossover this size for at least a generation now, and that carries on here with a uniquely neutral drivability and limited body roll. That’s even true of this TrailSport trim in spite of the tires it rides on. It’s not that the steering is light; the CR-V has Honda’s characteristically heavy steering that provides a good amount of feedback without being burdensome.

Instead, it’s deceptively light on its toes, with none of its mass making itself known to the driver, even with the hybrid powertrain that adds somewhere in the neighbourhood of 113 kg (250 lb) to the bottom line. That’s like having an NFL linebacker taking a permanent place inside and yet the CR-V is no worse for wear, with the same satisfying near-weightless ride as its siblings.

Power 9 / 10

While the gas-only CR-V uses a turbocharged engine, the hybrid relies on a slightly larger naturally-aspirated four-cylinder and a pair of electric motors for motivation. The 2.0L runs on the highly-efficient Atkinson cycle and is used to drive the wheels or power the battery, while one electric motor is used as a generator for the 1.1-kWh battery and the other for motivation.

Net output — that’s the peak at which both parts of the powertrain can work together — is 204 hp and 247 lb-ft of torque, which is more than the CR-V’s turbo motor makes on its own (190 and 179, respectively). And it’s the electric portion of the powertrain that chips in noticeably, especially with the drive mode set to sport, with a surge of torque filling in for what’s missing under gas power alone.

Fuel Economy 7 / 10

This is another area where the CR-V TrailSport underwhelms at least a little, with fuel consumption ratings of 6.3 L/100 km in the city, 7.2 on the highway, and 6.7 combined — a third of a litre more than the rest of the hybrid lineup in each measure. And while that might not seem like much, when it comes to gas-electric vehicles like this it makes all the difference, especially since there’s nothing to show for it in terms of capability.

It’s the same formula that applies to, say, the Subaru Crosstrek Wilderness. Sure, it burns more gas than other trims powered by the same engine — 8.8 L/100 km combined versus 8.1 — but there are obvious reasons why. It looks and drives differently, rides higher, and has unique gearing and drive modes, not to mention rugged tires. In the case of the CR-V TrailSport, though, it’s only the latter that sets it apart.

Practicality 8 / 10

Whether it’s this TrailSport or any of the other CR-V Hybrid trims, Honda has done away with the spare tire that’s tucked beneath the cargo floor of the gas-only version. Ostensibly done to accommodate the hybrid battery, which sits back there as opposed to under the rear seat, space for stuff registers at 1,028 L with the bench upright and 2,030 L with it folded (versus 1,113 and 2,166 L).

The bench stows in a 60/40 split, although it doesn’t fold entirely flat, with the dedicated cargo area sitting lower than the seatback — an issue that can make loading bulky items a little awkward. And while there’s a good amount of headroom to go around, the rear seat seems to sit higher than it needs to, especially since the battery isn’t stashed there the way it is in the RAV4 Hybrid.

User-Friendliness 9 / 10

Other crossovers this size, including the CX-50 and Forester, have handles in their cargo bays for lowering the rear seats. Here, the job can only be done using levers on either side of the seat itself. But the cargo area is big and wide, while the liftover height is nice and low. The power tailgate is height-programmable to accommodate low ceilings, plus the locks are of the walk-away variety.

Climbing in and out of the CR-V is easy, while the rear doors open a full 90 degrees. Outward visibility is good, too, while the controls inside make sense. The only issue to report with this particular tester was the persistent trouble sending texts using Apple CarPlay. The only way to do so was to first ask Siri rather than simply tapping the intended recipient’s name on the nine-inch touchscreen.

Safety 8 / 10

In spite of the features this CR-V is missing, Honda has stuffed it with all kinds of advanced safety and driver-assistance items. Automatic high-beam control, forward collision warning with automatic emergency braking, adaptive cruise control, lane departure warning and keeping assistance, and blind-spot monitoring with rear cross-traffic alert are all included across the lineup.

The systems all work as they’re supposed to, although Honda’s forward collision warning is notoriously sensitive and that trend continues here, with an amber light flashing “BRAKE” in the instrument display even in normal traffic conditions. The camera quality is rather poor, too, with none of the various angles offering a crisp view of what’s happening behind the CR-V even on a clear day.

Styling 9 / 10

Finished in an eye-catching shade of green that’s exclusive to the CR-V TrailSport, this version of what’s a rather anonymous crossover otherwise manages to stand out. Regardless of exterior hue — black, white, and green are $300 each, while red is a no-charge choice — the TrailSport is finished with black roof rails, door handles, and other accents, and it rides on grey wheels.

The interior has some orange accent stitching to match the TrailSport badges, but it’s an otherwise simple —though tasteful — space highlighted by Honda’s honeycomb mesh that spans the dash. Not only does it look good, but it houses the quartet of air vents in a unique way. It’s only some of the cheap-feeling materials that bring the space down a notch or two.

The Verdict

There’s nothing wrong with wanting a rugged-looking crossover that’s efficient, too — even if those attributes are at odds. However, there is something wrong with an automaker marketing one that’s less efficient than the rest while offering nothing in return in terms of extra capability. And while Honda was careful to temper expectations with the CR-V Hybrid’s TrailSport treatment, it’s still hard to make sense of.

So, too, is the price tag, which is significantly higher than it should be considering what the 2026 Honda CR-V TrailSport Hybrid comes with. Sure, it looks good; and those all-terrain tires are worth more than the rest. But there’s nothing about this crossover that tells of the money Honda is asking for it. That doesn’t mean it should be avoided altogether, but other options should be considered carefully, too.