Value improves on lower CR-V trims with this year’s upgrades. Plus, getting dirty in the new TrailSport soft-road SUV.
for its all-around goodness. Of late, however, the competition has gotten stiffer, with some rivals delivering better efficiency, more impressive tech, greater capability, or a combination of all three.
As a result, these days Honda’s most popular model sits back in the class—still a solid pick, but one that could be better.ADVERTISEMENT - CONTINUE READING BELOW Like the original Passport TrailSport—the second generation of which is more thoroughly upgraded—this CR-V TrailSport is more of an appearance job, though it includes minor improvements in traction management and cabin tech that are part of the CR-V lineup’s overall mid-cycle refresh for 2026. The pairing of Honda’s two-motor hybrid system and TrailSport goodies pays off for us immediately, as we prefer the CR-V Hybrid’s powertrain to the weaker turbocharged four-cylinder standard on the entry-level model. But is driving the TrailSport just, the visuals of this CR-V are on the subtle side, but then again, even Honda’s other TrailSports are relatively restrained cosmetically. Dead giveaways are the front and rear badges and gray 18-inch wheels under the fenders, which the other TrailSports get as well, though the Ridgeline comes with Pewter Gray rims while its cousins score Shark Gray rollers. The CR-V version is also available in a model-specific paint, not Diffused Sky Blue like the Ridgeline and Pilot but a fetching Ash Green Pearl. A front “skid garnish” silver accent attempts to visually emulate the actual underbody protection that comes with other TrailSports—but is missing here—while around back is the same color for the rear bumper cover. The CR-V variant also receives black door handles that pair nicely with the new black window surrounds coming on all 2026 CR-V Hybrids. A new, optional 18-inch wheel design arrives this year for every CR-V model, too.Like others, the CR-V TrailSport interior receives low-key orange seat stitching and embroidered logos on the front headrests, as well as some snazzy all-season floormats with the sub-brand’s logo. As with the Passport version, here too we find neat amber ambient lighting that bathes the cabin in a tactical glow. Still, we can’t help but wish the interior had more pop and leaned more into the contrast of TrailSport orange.These features come in an interior that offers more standard tech at all trim levels this year. The previously available 9.0-inch touchscreen is now standard, and while it’s 2.0 inches bigger than the old interface, it’s still small, relatively speaking.come standard with a 12.3-inch display. Thankfully the CR-V’s touchscreen is sharp, fairly quick to execute commands, and easy to operate. Honda democratizes a wireless phone charger and wireless Apple CarPlay and Android Auto across the lineup. An available 10.2-inch driver display is also new this year, 3.2 inches bigger than the standard display and included with the CR-V EX-L on the gas side and TrailSport and up on the hybrid side.What hasn’t changed is how easy and straightforward the cockpit’s physical controls remain. We know the industry seems to be moving away from this kind of old-school switchgear treatment, but we dig how familiar it all feels in the CR-V. The seating is also still comfortable, and front seats ideally bolstered. It might be time for Honda to rethink this center console, though, principally to either shrink or completely relocate the gear selector for a bit more usable space. And speaking of room, the CR-V continues to offer a capacious cabin compared to some of its most popular rivals, though cargo space is better in the gas model. Standard capacity for stuff in the gas CR-V’s rear hold is 39.3 cubic feet and 36.3 cubes for hybrids except the Sport Touring, which gets only 34.7 cubic feet. New RAV4 specs aren’t out yet, but its predecessor provided 37.6 cubic feet in both gas and hybrid forms, while the Tucson gas and hybrid models come with 38.7 cubic feet. Along with its model-specific 18-inch wheels, the TrailSport is outfitted with Continental CrossContact ATR all-terrain tires. It’s not a super aggressive-looking product, but the maker says the rubber delivers low road noise and good wet capability, in addition to balanced on- and off-road performance. Conti is right about the road noise. They didn’t seem much noisier than the lineup’s all-season standbys, and at times the only thing louder was the hybrid’s droning 2.0-liter four-cylinder engine, exacerbated by the transmission’s fake-shift programming. Despite its groaning, the powertrain gets the job done of matching expressway speeds and executing passes without too much planning or fuss—we recorded a 0–60-mph time of 7.4 seconds, which is decent but far from fast. Ride and handling remain CR-V dynamic fortes thanks partly to shared roots with the current Civic. Suspension tuning remains pleasant, brake bite is still easy to discern and force easy to modulate, and the steering comes with a touch of weight to it, though feedback remains largely absent. Only the Sport Touring top trim adds an Individual setting to its drive modes for 2026. This allows users limited freedom to personalize steering assist, throttle response, engine note, and the driver screen. All trims gain a new driver attention monitor, while blind-spot and cross-traffic monitoring trickle down to the base model as standard content.The CR-V Sport Touring and now TrailSport are the only two 2026 CR-V models to feature standard all-wheel drive . All other trims this year start off with standard front-wheel drive. Supplementing that system is revised low-speed traction management that comes with every 2026 CR-V AWD. The update means it vectors more torque to the wheels with the most traction. It can also apply more brake force than before to the slipping wheels. Don’t think this will allow for any fun shenanigans, even on snow, however; this is a safety-first setup. In practical terms, the CR-V is a little more able to avoid getting stuck at slow speeds, especially on uneven trail surfaces of suspect grip levels, thanks almost entirely to the TrailSport’s tires. Honda says hill descent control is also improved this year, providing more control on grades of seven percent or more.While the TrailSport brand means to suggest one thing , in reality the treatment varies wildly depending on the model. Honda seems like it’s following a strategy drawn up when the first TrailSport arrived with the 2022 Passport lineup., what was a bundle of largely appearance mods came with proper hardware that turned the SUV into a credible light-duty off-roader. The 2026 CR-V TrailSport isn’t there yet. Will it gain dirt-slinging chops when an all-new generation appears in a few years? Perhaps. At least the current model already has a lot going for it, namely that it’s a CR-V, which means it comes with good bones, excellent packaging, a user-friendly interior, and engaging driving manners for an SUV. Since it’s a hybrid, fuel economy is good, too, although any CR-V does well against similar rivals and the TrailSport happens to get the worst mpg of the hybrid lineup. Hopefully enough customers take a bite of this TrailSport amuse-bouche and convince Honda a real CR-V off-roader would make sense. For now, if you’re looking for something with a little more visual beef than the typical CR-V, here’s your ride. It’s priced nicely, as well—unlike other TrailSports that top their respective lineups, the CR-V TrailSport slots between the EX-L and Sport-L and starts at $40,250.Get the newest car reviews, hottest auto news, and expert analysis of the latest trends delivered straight to your inbox!My dad was a do-it-yourselfer, which is where my interest in cars began. To save money, he used to service his own vehicles, and I often got sent to the garage to hold a flashlight or fetch a tool for him while he was on his back under a car. Those formative experiences activated and fostered a curiosity in Japanese automobiles because that’s all my Mexican immigrant folks owned then. For as far back as I can remember, my family always had Hondas and Toyotas. There was a Mazda and a Subaru in there, too, a Datsun as well. My dad loved their fuel efficiency and build quality, so that’s how he spent and still chooses to spend his vehicle budget. Then, like a lot of young men in Southern California, fast modified cars entered the picture in my late teens and early 20s. Back then my best bud and I occasionally got into inadvisable high-speed shenanigans in his Honda. Coincidentally, that same dear friend got me my first job in publishing, where I wrote and copy edited for action sports lifestyle magazines. It was my first “real job” post college, and it gave me the experience to move just a couple years later to Auto Sound & Security magazine, my first gig in the car enthusiast space. From there, I was extremely fortunate to land staff positions at some highly regarded tuner media brands: Honda Tuning, UrbanRacer.com, and Super Street. I see myself as a Honda guy, and that’s mostly what I’ve owned, though not that many—I’ve had one each Civic, Accord, and, currently, an Acura RSX Type S. I also had a fourth-gen Toyota pickup when I met my wife, with its bulletproof single-cam 22R inline-four, way before the brand started calling its trucks Tacoma and Tundra. I’m seriously in lust with the motorsport of drifting, partly because it reminds me of my boarding and BMX days, partly because it’s uncorked vehicle performance, and partly because it has Japanese roots. I’ve never been much of a car modifier, but my DC5 is lowered, has a few bolt-ons, and the ECU is re-flashed. I love being behind the wheel of most vehicles, whether that’s road tripping or circuit flogging, although a lifetime exposed to traffic in the greater L.A. area has dulled that passion some. And unlike my dear ol’ dad, I am not a DIYer, because frankly I break everything I touch.
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