We see a seventh trim enter the 2026 Honda CR-V lineup, which got an update. The new CR-V TrailSport marks the first hybrid powered, off-road catering Honda.
What’s Good: Fantastic ride on the road, more than expected capability off of it. Tons of people and cargo space inside. Comfortable for four adults. | What Could Improve: No skid plates to protect vitals, while off-road. A touch loud on the highway. Fake dual exhaust tips. Steering slightly numb on-center. | My Conclusion: A nice TrailSport appetizer for an otherwise well-behaved compact crossover. Will handle the occasional light adventure with ease. |
OVERVIEW
Honda updated the sixth-generation CR-V for 2026 and added a seventh trim to the lineup in the process. Now four of the seven rely on hybrid power, including the new, off-road leaning, CR-V TrailSport, which receives all-terrain tires and a more aggressive all-wheel-drive system along with several cosmetic changes. All the other CR-Vs get relatively minor updates, but also useful ones.
That leaves three trims to retain pure internal combustion power, the base LX trim, followed by the EX then EX-L. Hybrids start with the Sport, then the new TrailSport, the Sport-L and, finally, the top-of-the-line Sport Touring. Costs follow suit, with the front-wheel-drive (FWD) LX ringing in at $32,315, if you include the $1395 destination charge. Five of the seven trims come standard with FWD, switching to all-wheel-drive (AWD), costs $1500.
The Sport Touring and the new TrailSport come standard with AWD, and start at $43,645 and $40,195, respectively. And, if you want a deep dive into exactly how the new CR-V TrailSport drives, click here for my Gear Junkie review.

powertrain
The aforementioned turbocharged 1.5-liter inline-four-cylinder that lies under the hood of the LX, EX, and EX-L trims outputs a healthy 190 horsepower at 6000 rpm and 179 lb.-ft of torque between 1700 – 5000 rpm. That engine mounts up to a continuously variable transmission before sending power to either the front or all-four-wheels. All the above is also unchanged since the 2023 introduction of the sixth-generation.
The hybrid holds steady as well. The CR-V uses the same setup, with the same power outputs, as the latest Honda Accord. A naturally aspirated 2.0-liter inline-four-cylinder hybrid combines with two electric motors and a small battery pack to deliver a total of 204 horsepower and 247 lb.-ft of torque.
However, most of the time, the hybrids effectively make 181 horsepower and 247 lb.-ft of torque, the drive electric motor’s peak outputs. The 2.0-liter’s 145 horsepower and 138 lb.-ft of torque focuses on spinning the generator electric motor, to produce energy for the drive motor. The engine only directly turns the wheels at highway speeds. It connects via clutch packs. There is no transmission.

Smooth Operator
Honda built a clever system. This setup reduces moving parts, allows for smooth application of power and better than average throttle response. Floor the accelerator and you’ll feel stout pull in short order. And, due to electric propulsion, it’s steady and smooth. Don’t let the engine fool you, often it will climb revs, drop, and climb again as if running through a set of gears. This is nothing more than false nostalgia of yesteryear.
Ironically enough, Honda still mounted paddle shifters behind the steering wheel. Use them to adjust the level of off-throttle deceleration you get. Four levels vary from coasting to just under a tenth of a g of brake pedal free stopping power. It’s not enough for one-pedal driving but comes in handy when you want to maintain a steady speed down a steep slope, as an example.
Going hybrid certainly saves at the pump, most versions manage 40 miles-per-gallon in the city, 34 MPG on the highway, 37 combined. Courtesy of all-terrain tires, the new TrailSport can’t quite manage that, but still delivers a respectable 38/33/35 MPG city/hwy/cmb.

Chassis
Mechanically very similar to before, the CR-V continues to roll down the road with a nice balance of body control and compliance over bumpy roads. And that’s largely true of the new TrailSport as well, but not entirely.
Again, the all-terrain tires use a different compound and sidewall stiffness, which affects both the ride and the steering response. The first becomes fantastic. The TrailSport soaks up heaves in the road easily as well as all the bumps and lumps the modern world contains.
But it negatively impacts steering response, taking an extra moment to respond to inputs as the sidewall flexes and strains. It also makes on-center feel a bit numb. Now, I only noticed this because the CR-V sets a high bar for feel and fun in a mainstream compact crossover. At the same time, the TrailSport doesn’t quite meet it.

Off-Road?
On the plus side, the all-terrains—more specifically the set of Continental CrossContact ATR tires, size 235/60R18 at all four corners—do also add grip to traverse loose gravel, rock, and sand. Moreover, engineers more aggressively tuned torque transfer for all AWD CR-Vs. Now a full 50 percent of total torque will head to the rear axle. Also, at low speeds, brakes will clamp down on slipping wheels much harder to transfer torque to the wheel with traction. Even if three of the four wheels have no grip, the fourth will get power and keep the CR-V moving.
Combined with a respectable 8.2 inches of ground clearance for all the AWD CR-Vs (FWDs get 7.8 inches), the TrailSport gets a more than 21 degrees of approach and 22 degrees of departure angle clearances. On a short off-road course, Honda sent me over a big rocky surface and down a few steep slopes. The TrailSport handled it all obstacles with ease.
I just wish Honda added a skid plate under the front, in case you miss a rock jutting up from the ground or misjudge a slope. But feel confident to take the TrailSport to the more remote trailheads and scenic campsites.

Inside…and a little outside
You’ll find most of the improvements to the CR-V lineup inside. To start, Honda made the larger, nine-inch center display standard equipment. That includes wireless Apple CarPlay and Android Auto. For good measure, engineers also mounted a standard wireless smartphone charger. That’s in addition to, not instead of, several usb-c ports and 12-volt power scattered throughout.
The TrailSport joins the EX-L, Sport-L, and Sport Touring trims in getting a fully digital 10.2-inch instrument cluster as well. The other three trims retain the partially digital seven-inch screen that came in every CR-V from 2023-2025.
Fitting the purpose of the TrailSport, you also get all-season floor mats. From there, Honda uses orange stitching on the shift knob, door trim, center console, and the seats. And on the headrests, you’ll read “TrailSport” embroidered in the same orange stitching.

By the way, that compliments the also orange TrailSport badges mounted on the front grille and rear liftgate. As well as the silver you see at the bottom of the front and rear bumpers. And, why not, the look-at-me gloss black door handles, sideview mirror covers, window trim, and roof rails. Oh yeah, if you raise that liftgate, 39 cubic feet of cargo space awaits you behind the second row. Over 76 cubic feet if you fold them.


Conclusion
Honda sells quite a few CR-Vs here in the U.S., over 400,000 just last year. In fact, the brand sells more of them than any other model on these shores. Considering that, it makes sense to offer a nice and wide variety of versions of the CR-V. Personally, I think the CR-V TrailSport should take one more step closer to the Passport and Pilot versions and offer skid plates.
But the current version impressed me off-road. And it largely retained the same CR-V feel while on it. Honda built a versatile, flexible, spacious machine that feels natural on a wide variety of surfaces. Good fuel economy, too. I don’t expect to sales slow anytime soon.

Competitors
Ford Bronco Sport
Mazda CX-50
Nissan Rogue Rock Creek
Specifications
2026 Honda CR-V TrailSport Hybrid: 4-door, 5-seat, crossover SUV
Base price: $40,195 (includes $1395 destination charge)
Price as Tested: $40,195
Powertrain: 2.0-liter I-4 Hybrid
Engine Peak Power: 145 horsepower at 6100 rpm
Engine Peak Torque: 138 lb.-ft at 4500 rpm
Elec Motor Peak Power: 181 horsepower between 5000 – 8000 rpm
Elec Motor Peak Torque: 247 lb.-ft between 0 – 2000 rpm
Total Sys. Peak Power: 204 horsepower
Total Sys. Peak Torque: 247 lb.-ft
Transmission: no transmission
Drive: all-wheel-drive
Fuel Economy in MPG
38 city
33 highway
35 combined
Dimensions
Length: 184.8 inches
Width: 73.5 inches
Height: 66.5 inches
Wheelbase: 106.3 inches
Weights and Capacities
Curb weight: 3900 lbs.
Interior volume: 103 cu ft
Cargo volume (seats up/folded): 39/77 cu ft
Calculated weight to power (lbs./HP): 19.1:1
Mfr’s claimed 0-62 mph: NA seconds
Mfr’s claimed Top Speed: NA mph
Government classified size: small sport utility vehicle 4WD
Options: na