2025 Honda CR-V

The 2025 gas volume trim (EX) uses the 1.5L turbo four rated 190 hp @ 6,000 rpm, unchanged within the sixth generation (2023–). The two-motor hybrid is the lineup max at 204 hp.

Gas 1.5T peaks at 179 lb-ft across a broad 1,700–5,000 rpm plateau — low for the segment band; the hybrid's motor torque is much stronger but is not the scored class.

Instrumented tests of the sixth-generation 1.5T AWD fall between 8.2 and 8.7 s; the powertrain is unchanged for 2025, so the mid-point stands. The hybrid is about a second quicker.

The 1.5T is smooth and quiet at cruise with little turbo lag thanks to its low-rpm torque plateau, but feels strained on highway merges and grades with a full load. The scored gas version is a step behind the praised hybrid.

The gas CR-V's CVT uses Honda's stepped-shift logic under hard throttle and is among the better CVTs, but it still lets revs flare and drone when pushed.

The gas CR-V is rated to tow 1,500 lbs and the hybrid 1,000 lbs — near the bottom of the SUV band and below RAV4/Rogue-class rivals that reach 1,500–3,500 lbs.

Real-Time AWD with Intelligent Control is optional on every gas trim (LX/EX/EX-L) and on the Sport hybrids, standard on Sport Touring Hybrid. It is a reactive on-demand system with snow mode but no torque vectoring, terrain suite or low range.

Pavement-oriented: about 7.8–8.2 in of ground clearance and AWD for snow and gravel roads, but no skid plates, all-terrain tires or terrain modes. The TrailSport trim did not arrive until the 2026 model year.

There are two mainstream powertrains, the 1.5T gas and the 2.0L two-motor hybrid, each with FWD or AWD. The plug-in hydrogen CR-V e:FCEV, new for 2025, is a California-only lease curiosity rather than a real choice. There is no conventional PHEV or EV.

EPA rates the 2025 gas AWD CR-V at 28 combined, one MPG below the 2024 rating of 29. FWD gas models rate 30.

EPA city rating of 26 MPG for the gas AWD volume configuration.

EPA highway rating of 31 MPG for the gas AWD volume configuration.

The 14.0-gal tank and 28 MPG combined give about 392 miles for the gas AWD volume trim. A small tank holds range below the segment midpoint.

EPA estimate at its standard assumptions (15k mi/yr, 55% city, current regular-fuel price) for the gas AWD volume configuration.

The 1.5T runs on regular 87-octane unleaded, with no premium recommendation and no charging needs. Energy requirements are simple and cheap.

NHTSA rated the 2025 CR-V 5 stars overall; the frontal and rollover sub-ratings are 4 stars, side is 5 stars.

The 2025 CR-V earned an IIHS Top Safety Pick (not TSP+) with Good small overlap and Good updated side results, but its updated moderate overlap front rating is Poor because of rear-passenger restraint performance, and whiplash protection is only Acceptable. An award, but not with all-Good crash results.

Honda Sensing is standard on every 2025 CR-V trim (Collision Mitigation Braking with pedestrian detection, ACC with Low-Speed Follow, Lane Keeping Assist, Road Departure Mitigation, Traffic Sign Recognition, auto high-beams). Blind Spot Information and Rear Cross Traffic Monitor are standard from EX up — the volume gas trim — but missing on base LX.

IIHS rates the CR-V's front crash prevention Acceptable in both the updated vehicle-to-vehicle 2.0 test and the pedestrian test — functional, but short of the Good ratings top rivals post.

Blind Spot Information and Rear Cross Traffic Monitor come standard from the EX volume trim upward, but are absent on the base LX and are alert-only with no active steering or braking intervention.

Standard Lane Keeping Assist provides lane centering on marked highways and reviewers find it competent, though it can wander mildly and drops out on faded markings.

Adaptive Cruise Control with Low-Speed Follow is standard and handles stop-and-go traffic, pairing with LKAS as a de facto highway assist; reviewers note occasionally slow resume and no branded highway-assist package.

No hands-free highway driving system is offered on any 2025 CR-V trim; the driver must keep hands on the wheel.

IIHS rates the LED reflector headlights Good on all trims, aided by standard high-beam assist, so the volume trim gets the same top-rated lighting as the flagship.

A tall greenhouse, slim A-pillar treatment and low cowl give above-average natural sightlines for the class; a multi-angle rearview camera is standard but no 360-degree camera is offered.

IIHS rates LATCH ease of use Acceptable: full LATCH hardware in the two outboard rear seats plus a tether-only center position. The roomy rear (about 41 in of legroom) and wide-opening rear doors make fitting rear-facing seats straightforward.

Two-row, five-passenger compact SUV; no third-row option.

The volume gas EX has the power moonroof, which cuts front headroom to 38.2 in. The LX, which has no moonroof, gets 40.0 in.

Front legroom is about average for the segment.

Rear headroom is mid-pack for the segment.

At 41 in, rear legroom is among the best in the compact SUV segment.

Two-row only. There is no third row on any 2025 CR-V trim.

The gas trims have the most cargo room of the lineup and sit near the top of the compact class. The band is wide because it also covers large SUVs.

Max cargo is generous for a compact SUV.

Practical cabin storage: a big center console, a pass-through shelf area and a low, flat load floor with a two-level cargo floor. There is no standout trick like onboard AC power.

Front seats are supportive. The rear bench reclines and has very generous legroom. The EX has a cloth power driver seat, and some testers find the cushions flat.

The ride is firm but absorbent, with good body control. It is among the more composed rides in the class.

Road noise above highway speeds is a long-running CR-V complaint, and the gas 1.5T/CVT drones under hard throttle.

The EX adds heated front seats and dual-zone automatic climate control, and rear vents are fitted. The heated steering wheel is Sport Touring only, and ventilated seats are not offered on any trim.

Honda's official 2025 pricing lists the LX 2WD at $30,100 plus a $1,395 destination charge — a competitive entry price for a mainstream compact SUV.

The EX-L is the volume gas trim of the CR-V lineup; 2025 MSRP is $35,000 (2WD) plus $1,395 destination, sitting mid-ladder between the LX and the hybrid Sport-L/Sport Touring.

The two major 5-year projections for the 2025 CR-V average about $7,650 in maintenance plus repairs; repairs are low (Honda reliability) but scheduled maintenance projections are around $6,300–6,400.

Projections diverge: KBB forecasts $14,056 depreciation to a $17,439 residual (~55% of the LX price), while Edmunds projects only $12,010 depreciation (~67% on an EX-L-level price); a ~62% blend still places the CR-V above the compact-SUV norm, consistent with its historically strong resale.

Honda's New-Vehicle Limited Warranty is the industry-baseline 3 years / 36,000 miles, behind Hyundai/Kia's 5 yr / 60k.

Powertrain Limited Warranty is 5 years / 60,000 miles on the gas 1.5T, half the length of Hyundai/Kia/Mitsubishi's 10 yr / 100k coverage.

For 2025 models Honda Service Pass covers select scheduled maintenance (oil changes, tire rotations, inspections) for only 1 year / 12,000 miles — cut from the 2 yr / 24k given to select 2024 models — plus roadside assistance during the 3-year basic warranty. Shorter than ToyotaCare's 2 yr / 25k.

$36,395 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $22,565) leaves about $13,830 in depreciation. Add the projected $7,650 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,480 in total.

2025 is a carry-over year for the sixth-generation CR-V (2023–), and outside predictions put it in the good-but-not-top-tier band. J.D. Power rates its quality and reliability 'Great', and Consumer Reports' reliability pages for the 2025 CR-V Hybrid and the closely related 2026 model point to above-average reliability. Neither source puts it in the very top tier.

Honda is reliable, but it is a mid-to-upper-pack brand in recent dependability studies, not top-five. It trails Lexus and Toyota but beats most non-Japanese mainstream brands.

The 2025 model year falls under several large campaigns covering the whole generation: a steering-gearbox friction recall that makes the car hard to steer, a recall for cracked high-pressure fuel pumps that leak fuel (a fire risk), and a tire-repair-kit/spare recall. That is a busy docket for a Honda, and 'sticky steering' is a common owner complaint about this generation, though each problem has a dealer fix.

The volume gas trims use the 1.5L turbo-four and CVT, a combination that has run in the CR-V since 2017 with a good high-mileage record overall. Early cars had oil-dilution complaints, which later updates largely fixed, and the generation-wide fuel-pump recall weighs on this item slightly.

Materials are competitive for the price but not class-leading. There is a good deal of hard plastic, offset by well-placed soft surfaces and solid switchgear; the lower-dash plastics draw some owner criticism.

Assembly is generally tight, and reviewers note the absence of rattles. Scattered owner reports of poorly cut lower trim panels keep it at the upper end of average rather than top-tier.

Honda has one of the densest mainstream dealer networks in the US, so service is easy to find nationwide. Service satisfaction is around average to above average for a mass-market brand.

As one of the best-selling SUVs in America, the CR-V has cheap, plentiful OEM parts and a huge aftermarket, and its annual repair costs run below the segment average.

The volume gas EX keeps the small 7-in screen, and 9 in is the maximum on any trim.

The interface is simple and logical, with a volume knob and physical climate controls. The 7-in unit on the EX looks small and dated next to rivals.

Wired CarPlay and Android Auto are standard. Wireless projection comes only with the 9-in screen on EX-L and above, so the volume EX is wired.

The EX has no native navigation (only Sport Touring offers it). Basic voice recognition is mostly bypassed in favor of phone projection.

The EX has a 6-speaker, 240-watt system. The 12-speaker Bose system is limited to the Sport Touring Hybrid.

The EX pairs a 7-in TFT display with an analog speedometer. The fully digital 10.2-in cluster is Sport Touring only.

Honda does not advertise whole-vehicle OTA updates for the 2025 CR-V. Updates are limited to infotainment and telematics, and few are documented on the 7-in system.

The HondaLink app offers remote start, lock and locate through a subscription after a trial. There is no digital key.

The EX adds USB-C ports front and rear. Wireless charging is EX-L and up, and no household AC outlet is offered.

The EX has smart entry with walk-away auto lock, push-button start and remote start. The power tailgate is EX-L+, hands-free only on Sport Touring, and there is no phone-as-key.

A multi-angle rearview camera is standard. Front and rear parking sensors are EX-L and up, and there is no 360-degree camera on any trim.

No head-up display is offered on any 2025 CR-V trim.

The 41-in rear legroom and nearly 90-degree rear door openings make car seats easy to fit. The cargo floor takes strollers easily. IIHS rates LATCH Acceptable.

Honda Sensing is standard, and blind-spot and cross-traffic monitoring arrive at EX. The car is an IIHS Top Safety Pick with a 5-star NHTSA overall rating, though the updated moderate overlap test is rated Poor (rear-seat protection).

Rear-seat space, the reclining rear seatback, rear vents, rear USB-C and a large cargo hold suit trips well. Road noise and the absence of rear-seat entertainment hold it back.

Light controls, good outward visibility and standard ACC with low-speed follow make it an easy commuter. The gas turbo/CVT can feel slightly hesitant at tip-in.

Fuel economy is 28 MPG combined (AWD 1.5T) on regular fuel, which is average for gas compact SUVs. The hybrid is the efficiency pick.

The compact footprint and 37.3-ft turning circle make it easy to manage in town. The EX lacks parking sensors and has no 360-degree camera.

The gas CR-V tows only 1,500 lbs. It suits light hauling in the cargo bay, not real work duty.

The CR-V has a proven nameplate reputation, but the cloth/leather-trimmed cabin and small turbo are not built for hard use.

It has cargo tie-down hooks and accessory roof rails and a hitch, but no onboard AC power or work-oriented features.

It is a comfortable highway cruiser with standard ACC and lane-keeping and about 390 miles of range. Road noise is the endurance limit.

Real Time AWD and 8.2 in of clearance handle gravel and snow. Tow capacity is modest, and the off-road TrailSport did not arrive until MY2026.

The 60/40 rear seat folds nearly flat for 76.5 cu ft, and the cargo floor is low and wide. Roof rails and a hitch are accessories rather than standard on the EX.

Responsive steering and well-controlled body roll make it secure and composed in corners. It is among the better-handling mainstream compact SUVs, though not sporty.

The steering is accurate and well weighted, but feedback is limited.

The pedal is well weighted and progressive, and stops are smooth. Stopping distances are average for the class.

The 190-hp 1.5T/CVT is smooth around town but adequate rather than strong. There is some lag and rubber-band feel when passing.

The engine is quiet at a cruise but drones under hard acceleration through the CVT.

At 37.3 ft, the turning circle is about average for a compact SUV.

The driving position is upright with good sightlines and thin pillars. Physical climate knobs and logical controls help, and the EX has a power driver seat.

Composed and pleasant, but the gas powertrain makes it feel like an appliance. Enthusiasts point to the hybrid instead.

Every 2025 CR-V gets the full Honda Sensing suite (AEB, adaptive cruise, lane-keeping, road-departure mitigation), but the LX still makes do with a 7-inch screen and wired CarPlay/Android Auto and lacks blind-spot monitoring, items Hyundai/Kia rivals include at similar money. The 9-inch screen and wireless mirroring wait for the EX.

Fair value: the CR-V's roomy cabin, build quality and resale justify a price that is middle-of-the-pack rather than a bargain; the gas EX-L at $36,395 delivered is competitive but Tucson/Sportage offer more equipment per dollar, and the efficient hybrid requires stepping to the $34,650 Sport.

Six trims from $30,100 to $41,100 across two powertrains (1.5T gas on LX/EX/EX-L, two-motor hybrid on Sport/Sport-L/Sport Touring) with FWD or AWD on all but the AWD-only Sport Touring. The hard split between gas and hybrid trims limits mix-and-match, and there is no off-road-flavored trim yet (TrailSport arrives for 2026).

Record year: 403,768 US sales in calendar 2025, the second straight year above 400,000, making it America's No. 2 SUV behind only the RAV4 (479,288). Momentum carried into 2026, when the CR-V became the country's best-selling vehicle in the first half.

Honda carries strong mainstream equity for engineering, reliability and resale with a loyal repeat-buyer base; not aspirational in a luxury sense, but the CR-V nameplate is a first-stop benchmark in the segment.

Honda runs no cash rebates, but the 2025 gas CR-V has carried up to $2,000 in captive lease cash in many states, 2.99% APR for 36 months with a $1,250 financing bonus, and LX leases around $319/month — real buyer benefit without fire-sale pricing. Hybrid trims get smaller support ($900–1,250).

2025 is the third model year of the sixth generation (launched MY2023) and a pure carry-over with only a price increase; the mid-cycle refresh (9-inch screen across the line, TrailSport, chassis updates) lands for 2026, so a 2025 buyer gets a current but soon-superseded spec.

Consistently well reviewed: IIHS Top Safety Pick (2025 criteria), NHTSA 5-star overall, a repeat Car and Driver 10Best Trucks and SUVs nameplate, and The Drive's 9/10. Edmunds' 7.1/10 shows it is a top choice rather than a runaway class winner.