2023 Honda HR-V Review
Though the CR-V is Honda’s runaway sales leader, the smaller HR-V is a success in its own right. Introduced for the 2016 model year, its addition to Honda’s SUV lineup offered younger buyers a new entry point with a sub-$30,000 starting price even for the top-of-the-line model. And now for the 2nd generation, Honda has redesigned the HR-V with a higher degree of shine if you will, a more substantial body and an improved cabin experience.
In pictures, before it arrived in my driveway, this new HR-V reminded me of the unsightly Ford Escape, with its grouper-like grille. But now that we’ve spent some time together in real life, I’ve done an about-face. I think this unusual but captivating Nordic Forest Pearl paint helps matters. It’s definitely got more SUV and less car in its design now which is exactly what the current market commands.
Previously available in 4 trims, the new HR-V is now offered in 3 flavors: LX, Sport and EX-L – each with an all-wheel drive option starting at $24,895 including destination. Honda predicts the volume model will be the HR-V Sport, priced from near $27,000. But the one I’m driving this week is the HR-V with all of the goodies – the AWD EX-L (L is for leather) – including these exclusive features: a moonroof, dual zone climate control, auto dimming rear view mirror, LED cabin lighting, a power driver’s seat, the biggest 9” touchscreen with an 8-speaker audio system, satellite and HD radio, a wireless phone charger, and front and rear parking sensors. So, at $30,590 Honda isn’t holding back…at least not too much. Start snooping around though and you’ll find wafer-thin floormats, no height-adjustment for the passenger seat, no rear center armrest or anything else back here for that matter, just one seatback pocket, and the discreet use of some hard, unbecoming plastics. There’s no built-in navigation either, though if you project your phone, and yes, it is a wireless connection, map directions are integrated into the driver display - a very nice touch. It’s also not the quietest cabin in the world but it is comfy and welcoming with a slightly higher, SUV-like seating position and excellent driver visibility.
From memory, this HR-V feels much bigger inside than before which is why I’m surprised to learn that according to Honda’s spec sheet head and shoulder room has decreased in the rear and cargo volume with the rear seats folded has also been diminished. But overall, passenger volume is up with a greater focus on occupants in the front seats so Honda’s research must’ve told them that rear seats passengers in an HR-V are a rarity. One aspect that’s a given though – this cabin feels far more premium…like a Civic with 7” of ground clearance.
HR-V owners want versatility and under the hatch is more standard space than before with the seats upright. So, it may be possible to skip the optional roof rack and bike attachment – just throw it back here. Honda also sells attachments for kayaks, surfboards, and skis, roof boxes and even a tent that sleeps 6. But the optional HPD decal and badge – short for Honda Performance Development- seem like false advertising, for sure but go for it if you’re feeling frisky.
I’m disappointed by the HR-V’s mileage. Yes, Honda introduces a larger 2.0-liter engine this time around so there’s some much-needed additional power – though not much - and it is noticeable in the way it more confidently steps off. But if I’m only getting 158 horsepower then achieving 30 mpg should be a reasonable expectation no matter how and where it’s driven, yet the EPA rates it at only 25 mpg in city driving, 30 mpg on the highway. I really do miss the manual transmission which was discontinued following the 2018 model year – it breathed life into this car. The CVT carries over as the only transmission though and the only way to beat the continuously variable blues is to shift into Sport mode – I’m talking backroad driving, otherwise the HR-V moans its way up and down hills.
For 90% of prospective HR-V owners I really don’t believe the drive is dissuasive and in around the town and steady state cruising the HR-V is absolutely fine. The new platform feels tight and eager to please with typically excellent Honda steering making me wish for the Civic’s turbo and some more aggressive rubber. The Eco mode will test just about anyone’s patience though with its barely-there throttle response but like I said, shift into Sport on the backroads and all is well again. Use Snow mode for greater control during winter driving where the all-wheel drive system can also now apportion more torque to the rear axle. Hill decent control – a first for a Honda SUV - seems a bit superfluous but there it is.
And driver-assistive technology is high across the board, regardless of trim: like adaptive cruise control with low-speed follow and lane keeping, perfect for traffic jams, traffic sign recognition and auto high beams. Sport and higher trims also receive real blind spot detection – no more camera-based Lane Watch from Honda – and rear cross traffic alert. And because the EX-L has sonar sensors in addition to the front camera, it is the only trim with Low-Speed Braking Control so no more backing into other cars in the grocery store parking lot.
It’s not perfect but the HR-V is perfect for the right buyer, offering a total SUV experience without breaking the bank.
In pictures, before it arrived in my driveway, this new HR-V reminded me of the unsightly Ford Escape, with its grouper-like grille. But now that we’ve spent some time together in real life, I’ve done an about-face. I think this unusual but captivating Nordic Forest Pearl paint helps matters. It’s definitely got more SUV and less car in its design now which is exactly what the current market commands.
Previously available in 4 trims, the new HR-V is now offered in 3 flavors: LX, Sport and EX-L – each with an all-wheel drive option starting at $24,895 including destination. Honda predicts the volume model will be the HR-V Sport, priced from near $27,000. But the one I’m driving this week is the HR-V with all of the goodies – the AWD EX-L (L is for leather) – including these exclusive features: a moonroof, dual zone climate control, auto dimming rear view mirror, LED cabin lighting, a power driver’s seat, the biggest 9” touchscreen with an 8-speaker audio system, satellite and HD radio, a wireless phone charger, and front and rear parking sensors. So, at $30,590 Honda isn’t holding back…at least not too much. Start snooping around though and you’ll find wafer-thin floormats, no height-adjustment for the passenger seat, no rear center armrest or anything else back here for that matter, just one seatback pocket, and the discreet use of some hard, unbecoming plastics. There’s no built-in navigation either, though if you project your phone, and yes, it is a wireless connection, map directions are integrated into the driver display - a very nice touch. It’s also not the quietest cabin in the world but it is comfy and welcoming with a slightly higher, SUV-like seating position and excellent driver visibility.
From memory, this HR-V feels much bigger inside than before which is why I’m surprised to learn that according to Honda’s spec sheet head and shoulder room has decreased in the rear and cargo volume with the rear seats folded has also been diminished. But overall, passenger volume is up with a greater focus on occupants in the front seats so Honda’s research must’ve told them that rear seats passengers in an HR-V are a rarity. One aspect that’s a given though – this cabin feels far more premium…like a Civic with 7” of ground clearance.
HR-V owners want versatility and under the hatch is more standard space than before with the seats upright. So, it may be possible to skip the optional roof rack and bike attachment – just throw it back here. Honda also sells attachments for kayaks, surfboards, and skis, roof boxes and even a tent that sleeps 6. But the optional HPD decal and badge – short for Honda Performance Development- seem like false advertising, for sure but go for it if you’re feeling frisky.
I’m disappointed by the HR-V’s mileage. Yes, Honda introduces a larger 2.0-liter engine this time around so there’s some much-needed additional power – though not much - and it is noticeable in the way it more confidently steps off. But if I’m only getting 158 horsepower then achieving 30 mpg should be a reasonable expectation no matter how and where it’s driven, yet the EPA rates it at only 25 mpg in city driving, 30 mpg on the highway. I really do miss the manual transmission which was discontinued following the 2018 model year – it breathed life into this car. The CVT carries over as the only transmission though and the only way to beat the continuously variable blues is to shift into Sport mode – I’m talking backroad driving, otherwise the HR-V moans its way up and down hills.
For 90% of prospective HR-V owners I really don’t believe the drive is dissuasive and in around the town and steady state cruising the HR-V is absolutely fine. The new platform feels tight and eager to please with typically excellent Honda steering making me wish for the Civic’s turbo and some more aggressive rubber. The Eco mode will test just about anyone’s patience though with its barely-there throttle response but like I said, shift into Sport on the backroads and all is well again. Use Snow mode for greater control during winter driving where the all-wheel drive system can also now apportion more torque to the rear axle. Hill decent control – a first for a Honda SUV - seems a bit superfluous but there it is.
And driver-assistive technology is high across the board, regardless of trim: like adaptive cruise control with low-speed follow and lane keeping, perfect for traffic jams, traffic sign recognition and auto high beams. Sport and higher trims also receive real blind spot detection – no more camera-based Lane Watch from Honda – and rear cross traffic alert. And because the EX-L has sonar sensors in addition to the front camera, it is the only trim with Low-Speed Braking Control so no more backing into other cars in the grocery store parking lot.
It’s not perfect but the HR-V is perfect for the right buyer, offering a total SUV experience without breaking the bank.