2021 Honda HR-V

Sole engine across the 2021 HR-V lineup (LX, Sport, EX, EX-L, Touring), FWD or AWD.

Same 1.8L i-VTEC engine across all trims and both drivetrains.

Instrumented test result for the HR-V's 1.8L/CVT powertrain, consistent across FWD and AWD given minimal weight difference.

The 141-hp 1.8L four is adequate at low speeds but strains noticeably on highway merges and with a full cabin; reviewers (Edmunds, Car and Driver) consistently flag it as underpowered for the segment.

The CVT is smooth around town and doesn't hunt for gears, but produces noticeable engine drone under hard acceleration since there's no stepped-gear simulation to mask it.

Honda does not publish a towing rating for the HR-V on any trim or drivetrain; the owner's manual states the vehicle is not designed to tow a trailer.

Honda's Real Time AWD is offered as a ~$1,500 option on every trim (LX through EX-L) and standard on Touring, but it is a basic reactive single-speed system with no low range, locking modes, or terrain settings.

Unladen ground clearance of about 6.7 in with no skid plates, locking differential, or dedicated off-road trim — the HR-V is purely pavement-oriented.

A single 1.8L gas engine and CVT is offered across all five trims and both drivetrains for 2021 — no turbo, hybrid, or electrified option in the US market.

FWD is the lower-cost, higher-volume configuration; AWD trades 1 combined MPG for all-weather traction.

FWD volume configuration city rating.

FWD volume configuration highway rating.

Computed from EPA combined MPG and the 13.2-gallon fuel tank shared by all trims.

EPA standard assumptions (15,000 mi/yr, regular unleaded) for the FWD volume configuration.

Runs on regular unleaded gasoline across every trim and drivetrain, with no premium recommendation.

The first-generation HR-V (2016-2022, carried into 2021 without structural change) earned NHTSA's top overall rating, with 5-star side and 4-star frontal/rollover results.

The 2021 HR-V (first-generation, pre-redesign) scored Good in both small overlap front tests, the original moderate overlap front, the original side test, roof strength and head restraints — but Poor in IIHS's updated moderate overlap front and updated side tests, the two criteria that now gate Top Safety Pick. It did not earn TSP or TSP+ for 2021 (the six 2021 Honda models that did were Accord, Insight, Odyssey, CR-V and Civic, not HR-V).

Honda Sensing (AEB/CMBS, Road Departure Mitigation, Adaptive Cruise Control, Lane Keeping Assist) is standard only on the EX and EX-L trims — it is entirely absent on the base LX and the volume Sport trim, which ship with no automated driver-assistance suite at all beyond a standard rearview camera.

IIHS rates the optional Collision Mitigation Braking System Superior for vehicle-to-vehicle front crash prevention, avoiding collisions in both the 12 mph and 25 mph test scenarios. IIHS did not publish a pedestrian front crash prevention rating for this model year, and the system is optional equipment (EX/EX-L only), not standard.

The 2021 HR-V has no blind-spot monitoring or rear cross-traffic alert on any trim. In their place Honda offers LaneWatch, a passenger-side mirror camera displayed on the infotainment screen (EX and above only) — a mirror-image aid, not a blind-spot warning system, and it provides no rear cross-traffic coverage at all.

Lane Keeping Assist and Road Departure Mitigation are standard only on EX/EX-L (optional equipment, not fleet-wide). Edmunds found the suite works 'relatively well' for the era but it is a lane-keeping system rather than true lane-centering, with the usual early-generation Honda Sensing tendency to intervene late at lane edges rather than hold a smooth center line.

Adaptive Cruise Control is standard only on EX/EX-L. Edmunds reports it functions adequately but keeps a notably long following distance even at its closest gap setting, and there is no combined highway-assist mode or lane-centering branding on this generation.

No hands-free highway driving system is offered on the 2021 HR-V at any trim — Honda Sensing on this generation is a hands-on, driver-assist suite only.

IIHS rated the halogen reflector headlights on the volume LX and Sport trims Poor, and the halogen projector units on EX/EX-L Marginal; only an upper-trim LED reflector option tested Acceptable. The volume trims carry the worst-rated lights IIHS tested for this generation.

A genuine strength of this generation: slim, well-placed front pillars, a low dashboard and large glass area give excellent forward and side sightlines, and large rear windows keep the blind spot small. Car and Driver separately characterized visibility as good.

Two complete outboard LATCH positions with an additional center tether anchor, rated Acceptable by IIHS for ease of use — workable for a subcompact SUV but tight rear quarters mean 3-across or bulky convertible seats are a squeeze.

The first-generation (2016-2022) HR-V is a 5-passenger, two-row subcompact crossover across all four 2021 trims (LX, Sport, EX, EX-L).

LX and Sport (no moonroof) measure 39.5 in; EX and EX-L lose headroom to the standard moonroof.

Consistent across all 2021 HR-V trims.

Rear headroom is flat across trims since the moonroof only affects the front.

A genuine segment strength — the HR-V's long wheelbase relative to its footprint gives it rear legroom closer to compact SUVs than subcompacts.

No third row is offered at any trim or model year of the first-generation HR-V; it is a strict 5-seat, two-row crossover.

Below-average for the SUV segment band; AWD models lose roughly a cubic foot to the rear driveline hardware.

Near the bottom of the SUV normalization band, reflecting the HR-V's subcompact footprint.

The second-row 'Magic Seat' is a genuine segment differentiator: 60/40 split seatbacks fold flat, and the seat cushions flip upward to swallow tall items like plants or bikes — a trick no rival in this segment offers.

Reviewers describe the front seats as reasonably supportive for the class but not plush; rear seat is upright and best for shorter trips given its subcompact proportions.

A well-tuned, relatively stiff suspension gives composed body control and minimal roll, but rougher pavement and potholes jostle the cabin more than in plusher rivals.

The 1.8L four-cylinder is notably coarse and loud under hard acceleration through the CVT, a recurring criticism; road noise is moderate at cruising speed.

Heated front seats arrive only on EX and EX-L; there is no heated steering wheel, no ventilated seats, and no heated rear seats at any trim — sparse even by subcompact-SUV standards.

Entry LX 2WD trim MSRP plus Honda's 2021 destination charge, shown for reference only.

EX is the historically best-equipped-for-price HR-V trim and the one most reviewers test, pairing alloy wheels, Apple CarPlay/Android Auto and a moonroof without jumping to leather-trimmed EX-L pricing.

CarEdge's 5-year maintenance-and-repair estimate for the HR-V nameplate is well below the subcompact-SUV average, consistent with Honda's reputation for low running costs; figure is model-level rather than 2021-specific.

Multiple residual-value sources put HR-V 5-year depreciation around 28-34%, averaging to roughly 69% retention — better than the subcompact-SUV-segment average of ~62% retention (38.4% depreciation).

Standard Honda new-vehicle limited warranty for the 2021 model year, unchanged from prior years.

Standard Honda powertrain limited warranty for the 2021 HR-V's gas powertrain.

The 2021 HR-V predates Honda Service Pass (introduced for 2023-model-year vehicles), so there is no included scheduled maintenance — owners get only the standard 3-year/36,000-mile roadside assistance bundled with the warranty and a basic HondaLink connected-services trial on higher trims, placing it below rivals offering multi-year complimentary maintenance.

$25,595 volume-trim price minus its estimated resale value after 5 years (69% retained, or about $17,661) leaves about $7,934 in depreciation. Add the projected $2,347 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $10,281 in total.

Consumer Reports gave the 2021 HR-V a top (5/5) predicted reliability rating. J.D. Power's Quality & Reliability rating of 83/100 ('Great') for the redesigned model carried forward the prior generation's score since the new third-generation body was unproven in its first year, with a predicted-reliability sub-score of 78/100 ('Average').

Honda sits near the top of Consumer Reports' brand reliability rankings (4th of all brands) but is more middling in J.D. Power's Vehicle Dependability Study, landing 16th of 29 brands with 211 problems per 100 vehicles versus category leader Toyota's 185 — a solid but not elite multi-year standing.

NHTSA shows 3 recall campaigns touching the 2021 HR-V: an inoperative rearview camera display (2019-2022 HR-V, audio-display power circuit design error) and a front passenger seat weight sensor that can crack and short, risking unintended airbag deployment — a safety-system recall, which the guidance treats more seriously than cosmetic ones. Honda also ran a non-recall product-update/extended-warranty campaign (21-046/21-047) for premature CVT drive-belt deterioration on 2016-2020 HR-Vs, carried into the 2021 CVT family's reputation even though it predates the redesign.

The 1.8L i-VTEC four-cylinder carried into the redesigned 2021 HR-V has a strong durability reputation, with owners routinely reporting 200,000+ miles on basic maintenance. The pairing CVT is the one soft spot: Honda extended the CVT warranty on earlier (2016-2020) HR-Vs to 7 years/150,000 miles over premature drive-belt deterioration, and the transmission demands diligent fluid-change intervals (30-60k mi) to avoid a repeat — a mixed-history powertrain rather than an unimpeachable one.

Reviews are split: some outlets call the redesigned cabin classy and well-built for the price with nicer fit and finish than the outgoing model, while others note the HR-V still leans on shiny, economical plastics typical of the subcompact-SUV price point, with cloth seats standard and leather reserved for the EX-L. Competitive for a mainstream subcompact but not class-leading.

No systemic assembly complaints surfaced in owner or press reviews for the redesigned 2021 HR-V; J.D. Power's 'Great' quality-and-reliability rating and the absence of panel-gap/rattle-specific recalls or TSBs point to solid, typical-for-segment initial assembly quality.

Honda runs one of the densest dealer networks in the US (over 1,000 dealerships nationwide), giving HR-V owners easy access to service; J.D. Power's broader Customer Service Index work shows Honda among the stronger mainstream brands for service satisfaction even as industry-wide parts and labor shortages have stretched wait times.

As a high-volume mainstream nameplate sharing parts bins with the Civic/Fit-based platform, the HR-V benefits from abundant, reasonably priced OEM parts and a large aftermarket; routine maintenance (including CVT fluid service) is inexpensive relative to compact luxury or EV rivals.

The volume Sport trim carries the 7-inch Display Audio touchscreen; the base LX uses a smaller non-touch 5-inch audio display with no CarPlay/Android Auto.

Honda's Display Audio interface on the 2021 HR-V is usable with physical volume/tune knobs restored after past criticism, but the menu layout is dated and response is sluggish compared to newer rivals.

2021 was the first HR-V model year to gain Apple CarPlay and Android Auto, but only wired via USB and only on Sport, EX, EX-L and Touring — the base LX has neither, and no trim offers wireless projection.

No built-in navigation system is offered on the 2021 HR-V at any trim; owners rely entirely on CarPlay/Android Auto or Siri/Google Assistant voice through a projected phone, with only basic Bluetooth voice commands native to the system.

EX-L/Touring get a 180-watt, 6-speaker system with added tweeters; lower trims use a basic 4-speaker setup. Adequate for the segment but no branded premium option (no Bose/Honda Premium Audio tier).

The 2021 HR-V uses fully analog gauges with a small monochrome multi-information display; a configurable digital cluster did not arrive until the redesigned 2023 model.

The 2021 HR-V's Display Audio/HondaLink stack has no over-the-air update capability for vehicle software or maps; any updates require a dealer visit.

HondaLink app supports remote start, remote lock/unlock, vehicle locator, speed/curfew alerts and sending destinations to the car — solid core functionality, though no digital key and some features require an active subscription after the trial period.

Only USB-A ports are offered (a single 1.5A port on LX, two on upper trims), all front-row only; no USB-C, no wireless charging pad, no rear-seat power at any 2021 trim.

LX and the volume Sport trim use a traditional key with remote-entry fob (power locks only); Smart Entry proximity access and push-button start are reserved for EX and EX-L.

A multi-angle (normal/top-down/wide) rearview camera is standard across the line; Honda LaneWatch blind-spot camera is standard EX and above; front/rear parking sensors are a dealer-added option on LX only. No 360-degree surround view is offered.

No head-up display is offered on any 2021 HR-V trim; Honda's feature guide for the model year lists no HUD option, unlike larger Honda models of the same era.

Rear doors open wide enough for car-seat installs and LATCH anchors are easy to access, but the subcompact footprint and below-average cargo volume (24.3 cu ft) make loading kids plus a stroller and gear tighter than in compact-SUV rivals.

Honda Sensing (adaptive cruise, automatic emergency braking, lane-keep, road-departure mitigation) is standard only on EX and EX-L, not on the more affordable LX or Sport trims most family buyers cross-shop; IIHS also scored the HR-V 'Poor' on its updated moderate-overlap and updated side tests for 2021.

Rear legroom (39.3 in) is a genuine strength for multi-hour trips, but rear amenities are thin (heater ducts only, no rear vents or USB for rear passengers) and cargo space shrinks quickly once luggage for four is loaded.

Light steering, a tight turning diameter and a compact footprint make the HR-V easy to place in traffic; the CVT and 141-hp engine feel strained under harder acceleration but are unobtrusive at steady city/suburban speeds.

EPA-rated 30 MPG combined (FWD) / 29 MPG combined (AWD) on regular gas, plus Honda's reputation for low maintenance and insurance costs, keeps per-mile commuting costs reasonable, though it trails newer hybrid subcompact crossovers.

A short 170.4-in overall length and 37.4-ft turning diameter (38.7 ft on Sport) make the HR-V easy to thread through city streets and parking garages; a multi-angle rearview camera is standard to aid tight spots.

Maximum towing capacity is just 1,500 lbs when properly equipped, and payload is limited by the subcompact platform — the HR-V is not positioned or capable as a work tool.

Honda's naturally aspirated 1.8L/CVT powertrain has a strong reliability reputation for ordinary use, but the HR-V has no fleet or hard-use pedigree and is not engineered or marketed for work-vehicle duty.

No onboard power outlets beyond low-amperage USB, no factory tie-down system, and no upfit or accessory ecosystem aimed at work use; cargo area is carpeted passenger-car trim rather than washable work surfaces.

A 13.2-gallon tank and 30 MPG combined (FWD) give roughly 390-400 miles of highway range, respectable for the class, but engine/road noise at highway speed and the absence of Honda Sensing on LX/Sport undercut long-haul comfort and reduce driver-assist fatigue relief on lower trims.

Honda's Real Time AWD is available (not standard) and roof rails are offered on Sport/EX/EX-L for carrying gear, but ground clearance (6.7-7.3 in) and the 1,500-lb tow rating limit it to light gravel-road and bike-rack duty rather than genuine off-pavement use.

The Magic Seat's fold-flat and flip-up second row helps swallow tall or odd-shaped gear, but overall cargo volume (24.3 cu ft / 58.8 cu ft max) is below the SUV segment average, and no factory hitch/towing package is marketed for racks or trailers beyond the 1,500-lb rating.

A well-tuned chassis with minimal body roll and well-weighted steering makes the HR-V one of the more genuinely enjoyable subcompact crossovers to drive on a twisty road, a notable segment strength.

Steering is well-weighted and precise enough for confident placement, but reviewers note it delivers little genuine road feedback, typical for the class.

No major brake complaints or standout praise surfaced in contemporary reviews, consistent with adequate, unremarkable stopping performance typical of the segment.

The 141-hp 1.8L engine paired with a CVT produces the characteristic 'rubber-band' sensation under hard acceleration, with the engine flaring to high RPM and holding there under load — a recurring criticism in reviews.

The four-cylinder becomes notably loud and strained when accelerating or passing, a specific and repeated complaint that tempers otherwise positive dynamic reviews.

The Sport trim's larger 18-inch wheels give it a slightly wider turning diameter than the other three trims.

A slightly elevated seating position gives good outward visibility for the class, with a manually adjustable driver's seat accommodating most body sizes; controls are conventionally and sensibly laid out.

The chassis tuning gives the HR-V genuine enthusiast appeal relative to segment rivals, but the coarse, underpowered engine and CVT drone blunt the overall enjoyment.

Honda Sensing (collision mitigation braking, road departure mitigation, adaptive cruise, lane keeping assist) is standard on every 2021 HR-V trim including the $21,220 base LX — unusual generosity for a subcompact crossover, where several rivals still gate ADAS behind mid or top trims.

Standard safety tech is generous, but the 141-hp 1.8L/CVT powertrain, lack of a turbo or hybrid option, and tighter rear seat/cargo room than newer segment entries leave overall content-per-dollar only middling against fresher rivals like the Kia Seltos and Hyundai Kona.

Five trims (LX, Sport, EX, EX-L, Touring) span $21,220-$29,340, with FWD/AWD choice on LX/EX/EX-L; reasonable spread but no manual, no sportier powertrain option, and Touring is AWD-only.

US sales rebounded sharply to 137,090 units in 2021 (+63.1% YoY), keeping the HR-V among the top-selling subcompact SUVs despite its age, though the gain partly reflects recovery from a depressed 2020 base.

Honda carries a strong mainstream reputation for reliability and resale value that lifts the HR-V's desirability beyond what its dated platform alone would earn, though the brand lacks an aspirational halo versus premium competitors.

2021 fell during the semiconductor-shortage inventory crunch, when Honda dealers held thin stock and buyers typically paid at or very near MSRP with minimal incentives or financing offers.

This generation launched for 2016 and was last facelifted for 2019; by 2021 it is a carry-over year late in its life cycle, with Honda's all-new, Civic-based North American HR-V already confirmed for a 2023 launch.

Reviewers consistently criticized the 141-hp engine and CVT as underpowered and noisy (0-60 mph around 10.4 seconds), rarely naming the HR-V the pick of comparison tests against the Kia Seltos, Hyundai Kona or Mazda CX-30; praise centered on cargo flexibility (Magic Seat) and reliability rather than overall competitiveness, and it received no major 2021 awards.