2022 Honda HR-V

2022 is the final model year of the first-generation US HR-V (2016–2022) before the Civic-based redesign arrives for MY2023 — this is a carry-over powertrain, unchanged since launch. 141 hp sits well under even the bottom of the 150–550 hp subcompact/compact SUV band; this is one of the least powerful engines in the segment.

127 lb-ft is below the 130 lb-ft floor of the 130–500 lb-ft SUV band — low-end pull is genuinely thin, and the CVT has to hold revs near the 4,300-rpm peak to make meaningful progress, which is the source of the engine-drone complaints common in period reviews.

Honda does not publish a 0–60 figure for the HR-V; this is a third-party instrumented estimate. Every published test for this generation (2019–2022, mechanically unchanged) lands at or beyond the slow end of the 3.5–9.5 s SUV band — this is one of the slower vehicles in the segment by a clear margin.

The 1.8L four is unobtrusive at a cruise but has to be worked hard and revved near redline for any real acceleration — merging and passing require full throttle and the engine note turns coarse and strained well before the CVT's simulated top end. Reviewers consistently flagged the HR-V as underpowered for its class through this generation's final years.

The CVT (the only transmission offered) is smooth and unobtrusive around town and in everyday driving, but drones audibly and holds high revs under hard acceleration — typical, unremarkable CVT behavior for the era rather than a standout or a problem case.

Honda does not publish a factory tow rating for this generation HR-V and the owner's documentation does not recommend towing with it — a real 0, not a missing figure, per the framework's allowZero convention for 'not capable' readings.

Real Time AWD with Intelligent Control System is available across the trim range (LX through EX-L) as a single option over FWD, but it is a basic reactive system with no low range, terrain modes, or locking differential — it checks the 'available on most trims' box without any of the sophistication that would push it higher.

Firmly pavement-oriented: roughly 6.7 in (AWD) to 7.3–7.4 in (FWD) of ground clearance, no skid plates, no locking differential, no low range, and no off-road-oriented trim anywhere in the 2022 lineup.

One engine, one transmission, FWD-or-AWD is the entire 2022 US HR-V offering — no turbo, no hybrid, no PHEV. (A separate Vezel/HR-V platform sold abroad offers hybrid and EV variants, but none of those reach the US market in this generation.)

The 1.8L/CVT powertrain is unchanged from prior years of this generation, and FWD — the standard, higher-volume configuration — posts a strong combined figure for the subcompact SUV class, near the top of the 16–33 MPG gas-SUV band.

28 MPG city is near the top of the 14–30 MPG SUV band — the small, light, naturally aspirated four pairs with the CVT's low-speed efficiency focus for strong stop-and-go economy.

34 MPG highway is near the top of the 20–36 MPG SUV band — a genuine strength for this powertrain despite its weak output, and the clearest efficiency advantage FWD holds over the AWD variant.

Despite strong per-gallon economy, the HR-V's small 13.2-gallon fuel tank caps total range in the lower-middle of the 280–600 mi SUV band — good MPG numbers don't translate into class-leading range because there's simply less fuel aboard.

A mid-pack figure within the 1,200–3,600 $/yr SUV band — cheaper to fuel than most compact and mid-size SUVs, but not exceptional since the segment's hybrids and smaller sedans undercut it.

Runs on regular unleaded across every 2022 trim and drivetrain — no premium recommendation, no plug-in charging logistics to manage.

NHTSA's full 5-star overall crash-test rating for the 2022 Honda HR-V, with a 4-star frontal result keeping it off a perfect across-the-board score.

The outgoing (pre-redesign) 2022 HR-V is Good on IIHS's original six crashworthiness tests, but Poor on IIHS's newer, stricter updated moderate-overlap-front and updated side tests, and its headlights failed to qualify — so it earned no Top Safety Pick award. The redesigned 2023 HR-V later won TSP+, underscoring how far behind the 2022 model is.

Honda Sensing (AEB/CMBS, road-departure mitigation with lane-keep assist, and adaptive cruise control) is standard only on EX and EX-L; the base LX and Sport trims — half the lineup — ship with none of it. Even on EX+, the suite lacks true blind-spot monitoring or rear cross-traffic alert.

IIHS rates the Honda Sensing front crash prevention system Superior for vehicle-to-vehicle avoidance, but the 2022 HR-V was not rated for pedestrian AEB at all, and the system is standard only on EX/EX-L — LX and Sport buyers get no AEB.

The 2022 HR-V carries over the old-generation approach: Honda LaneWatch, a passenger-side-only camera that displays on the center screen when signaling right, standard on EX and up. There is no true radar blind-spot monitoring and no rear cross-traffic alert at all for this model year — those arrived only with the all-new 2023 redesign.

Road Departure Mitigation with Lane Keeping Assist is standard on EX/EX-L, but per Honda's own owner documentation it's a corrective nudge-and-alert system rather than smooth continuous lane centering, and it's absent entirely on LX/Sport.

Adaptive Cruise Control with Low-Speed Follow (capable of bringing the HR-V to a full stop behind traffic) is standard on EX/EX-L, but there's no combined highway/lane-centering assist layered on top, and it's unavailable on the base LX/Sport trims.

No hands-free highway driving system is offered on the 2022 HR-V at any trim level.

IIHS rated the 2022 HR-V's headlights Marginal on EX/EX-L (which get auto high-beam) and Poor on the base LX/Sport — no trim earns a Good rating, and the headlight result is specifically what kept this model year off a Top Safety Pick award.

Most reviewers single out the HR-V's visibility as a strength — slim pillars, a low dash and large glass area giving a small blind spot — though Consumer Reports rates rear/side sightlines more average than Edmunds does.

IIHS rates the HR-V's LATCH setup Acceptable — workable anchor access with some compromises rather than an easy, best-in-class install.

A single 5-seat configuration across the whole lineup; sits at the low end of the 4–8 seat SUV band since this is a strict two-row subcompact crossover with no third-row option.

The volume EX trim's moonroof eats roughly 2 in of headroom versus the moonroof-less LX/Sport, landing near the bottom of the 37–42 in SUV band — this generation's sloping roofline already runs tight up front before the glass panel is factored in.

41.2 in sits in the lower third of the 40–44.5 in SUV band — adequate but unremarkable front legroom for the segment.

Unaffected by the moonroof fitment that dings front headroom; 38.3 in lands comfortably mid-pack in the 36–40 in SUV band.

A genuine class strength: 39.3 in lands well into the upper half of the 30–42 in SUV band, the payoff of Honda's fuel-tank-under-the-front-seats packaging that defines this generation's Magic Seat layout.

Strictly a two-row subcompact crossover in every 2022 trim — no third-row seat is offered at any price point, so it scores at the bottom of the band like every other two-row SUV in the framework.

Just under the 25 cu ft floor of the 25–80 cu ft SUV band — this generation's fuel-tank-forward packaging that buys the generous rear legroom above comes at the direct expense of cargo space behind the second row.

Near the bottom of the 55–100 cu ft SUV band — consistent with the seats-up result, this is one of the smaller cargo holds in the subcompact SUV class even with the rear seats down.

This generation's signature feature: Honda's 60/40 split 'Magic Seat' flips the rear cushions up against the seatbacks for tall items, or folds flat for a low, continuous load floor — a genuine segment-benchmark packaging trick that partly offsets the small raw cargo numbers above.

Reviewers describe front and rear seating as comfortable for most trips with soft-touch materials where it counts, but nothing singled out as segment-leading cushioning or adjustability.

Reviewers report a reasonable ride on the 17-in wheels fitted to LX/EX/EX-L, but the Sport's 18-in wheels firm things up further, and multiple period reviews describe the ride as jarring and choppy over broken pavement and ruts regardless of wheel size.

Wind and road noise are unremarkable at a steady cruise, but the underpowered 1.8L four turns loud and strained under any real throttle input, with the CVT amplifying the noise — a persistent complaint through this generation's final model years.

Heated front seats arrive only on EX and EX-L; there is no heated steering wheel, no rear climate vents/controls, and no ventilated seats at any trim or price point — a sparse comfort-feature set even at the top of the lineup.

Entry LX 2WD trim is the base configuration for 2022.

EX is the volume/best-selling trim, adding Honda Sensing, power moonroof and 7-inch touchscreen over LX/Sport.

Edmunds' True Cost to Own model projects routine maintenance plus an above-segment-average repair bill for a Honda, driven by a costly scheduled 60k-mile service in year 2.

Independent residual trackers converge in the high-60s to low-70s percent range, typical of Honda's strong depreciation resistance even on an outgoing-generation model.

Honda's standard bumper-to-bumper warranty, matching the segment norm but trailing Hyundai/Kia's longer coverage.

Standard Honda powertrain coverage, at the low end of the 5-10 year segment band.

Honda's free-maintenance program (Honda Service Pass) launched with the 2023 model year, so the 2022 HR-V carries no complimentary scheduled maintenance — only the 24-hour roadside assistance bundled into the 3-year basic warranty term.

$26,315 volume-trim price minus its estimated resale value after 5 years (70% retained, or about $18,421) leaves about $7,895 in depreciation. Add the projected $7,512 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $15,407 in total.

J.D. Power's predicted reliability rating for the 2022 HR-V is 75/100 ('Average'), with an overall Quality & Reliability component of 84/100 ('Great'). 2022 is the final model year of the first-generation North American HR-V (2016-2022, per Wikipedia/registry production record) — a mature, fully carried-over platform rather than an unproven new design, so the prediction reflects an established track record rather than first-year redesign risk.

Honda sits near the top of Consumer Reports' brand reliability rankings (top-5, behind Lexus/Toyota/Subaru/Mazda in most 2022-era editions) but is more middling in J.D. Power's Vehicle Dependability Study, landing mid-pack among mainstream brands — a solid but not elite multi-year standing.

NHTSA shows the 2022 HR-V touched by recall 23V-046 (rearview camera display can go inoperative, reducing rear visibility; superseded by 24V-384 which re-did the display-audio software fix) and recall 24V-064 (front passenger seat weight sensor can crack and short-circuit, failing to suppress the airbag) — a safety-system recall, weighted more heavily than a cosmetic one. Honda also carries a non-recall CVT belt product-update history (21-046/21-047) for the shared 2016-2020 powertrain family that bleeds into this generation's reputation even though the 2022 car itself wasn't the named model-year range.

The 1.8L i-VTEC four-cylinder shared across the entire 2016-2022 generation has a strong standalone durability reputation, with owners routinely reporting 200,000+ miles on basic maintenance. The CVT is the documented weak point: Honda extended the transmission warranty to 7 years/150,000 miles for 2016-2020 HR-Vs over premature drive-belt deterioration (PCM recalibration via TSB 21-046/21-047 reduced belt load in production from roughly 2021 on), and owner/NHTSA complaint volume for CVT slipping, shuddering and belt wear across the generation remains well above segment norms even on the running-change cars.

Reviewers consistently note the HR-V's cabin leans on hard, shiny, economical plastics (steering wheel, center console storage tray) typical of the subcompact-SUV price point, with cloth seats standard and leather reserved for the EX-L trim; competitors like the Mazda CX-3 are regarded as more pleasing, but the HR-V doesn't feel cheaply built overall.

No systemic assembly complaints surfaced in owner or press reviews specific to the 2022 model year; J.D. Power's 'Great' quality-and-reliability component score and the absence of panel-gap/rattle-specific recalls or TSBs point to solid, typical-for-segment initial assembly quality on this mature, well-tooled platform.

Honda runs one of the densest dealer networks in the US (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 its platform and parts bins with the Civic/Fit family, the HR-V benefits from abundant, reasonably priced OEM parts and a large aftermarket; routine maintenance runs about $300/year, well below luxury or EV rivals, though a CVT replacement (if the belt-wear issue is not caught under warranty) can run $3,500+.

7 in sits right at the floor of the 7–15.5 in SUV band — this generation never offered anything larger, and the base LX trim's screen is smaller still and non-touch.

Honda's Display Audio interface from this generation is usable and retains physical volume/tuning controls, but the menu layout and graphics were already dated by 2022 and reviewers note occasional lag versus newer rivals' systems.

Apple CarPlay and Android Auto are wired-only on Sport, EX and EX-L for the 2022 model year, and LX gets neither — there is no wireless projection offered on any 2022 HR-V trim.

No embedded navigation system is offered on any 2022 HR-V trim; owners rely entirely on phone-projected maps via CarPlay/Android Auto, and the built-in voice command set is basic HondaLink functionality rather than a natural-language assistant.

Standard speaker setup across the lineup with SiriusXM/HD Radio added on EX and above — but Honda never offered a branded premium audio upgrade (no Bose, no equivalent) on this generation HR-V, so even the top trim tops out at an ordinary sound system.

An analog speedometer with Eco Assist ambient lighting remains the centerpiece on every 2022 trim; the multi-information display beside it is a small LCD, with a more configurable version on EX and above — there is no full-digital gauge cluster offered at any price point.

This generation HR-V has no meaningful over-the-air update capability for vehicle software or infotainment features — HondaLink connectivity covers remote functions and info services, not OTA feature or map updates.

The HondaLink app covers basic convenience tasks — locating the parked car, checking fuel range, scheduling service — but offers no remote start, remote lock/unlock, or digital key through the app itself; remote start on equipped trims runs through the key fob, not the phone.

A single 1.5-amp USB-A port in the front console is the extent of device charging on every 2022 trim — no USB-C, no rear-row ports, and no wireless charging pad at any trim level.

Smart Entry with push-button start and Walk Away Auto Lock, plus remote engine start, arrive on EX and above — a meaningful convenience step, but LX and Sport buyers go without proximity entry entirely, and there is no phone-as-key feature on any trim.

A multi-angle rearview camera with guidelines is standard across the lineup, but no 2022 HR-V trim offers front/rear parking sensors or a 360-degree surround-view camera — coverage stops at the single rear camera.

No head-up display is offered on any 2022 HR-V trim, including the range-topping EX-L — a feature this generation never had at any price point.

LATCH anchors are present at both outboard rear positions and the generous 39.3-in rear legroom gives real-world room for rear-facing seats, but door openings on this subcompact body are tighter than larger rivals and the Magic Seat's underfloor storage cannot be used once child seats occupy the outboard positions.

Honda Sensing (adaptive cruise, forward collision mitigation, lane keeping) is standard only on EX and EX-L, leaving the more affordable LX and Sport trims without it, and the 2022 HR-V did not earn an IIHS Top Safety Pick after failing the updated side-impact test and headlight evaluation — a real step down from its 2019–2020 award years.

Front-row space and rear legroom are competitive for the class, but the sloping roofline tightens rear headroom, cargo space behind the second row is among the smallest in the segment, and there are no rear climate vents or entertainment provisions for multi-hour trips with four-plus aboard.

Light, precise steering and a small footprint make the HR-V genuinely relaxing in traffic and tight city streets, but the noisy, strained engine under any real throttle input and the CVT's drone take some of the ease out of routine merges and on-ramps.

EPA-rated 28/34/30 mpg city/highway/combined (FWD) with modest annual fuel costs and Honda's typically low maintenance/repair costs make this a genuinely cheap vehicle to commute in, even if it trails hybrid rivals on outright efficiency.

A compact 170.4-in overall length and a tight 37.4-ft turning diameter (EX/EX-L) make this an easy vehicle to park and thread through city streets, helped by the standard multi-angle rearview camera, though the lack of front/rear parking sensors on every trim is a gap at this price point.

No factory tow rating is published for any 2022 HR-V configuration, and cargo volume (24.3 cu ft seats-up, 58.8 cu ft max) sits near the bottom of the subcompact SUV class — this is not a vehicle built for meaningful work duty.

Honda's broader reputation for mechanical durability carries over (an 83/100 reliability score and 4.4/5 owner rating for the 2022 model year), but this is a car-based crossover with no work-oriented trim, hard-wearing interior, or fleet positioning to speak of.

No onboard power outlet beyond the single front USB port, no cargo tie-downs called out in Honda's documentation, and no upfit/accessory ecosystem aimed at trade use — this generation HR-V offers essentially nothing for jobsite duty.

A 30-mpg combined rating and roughly 12.3-gallon tank give a workable highway range between stops, but the choppy ride, pronounced engine noise under acceleration, and Honda Sensing's absence on LX/Sport (no adaptive cruise to ease driver fatigue) hold back the mile-eating case.

Real Time AWD is available across the lineup for light gravel/slippery-road traction, but ground clearance (roughly 6.7–7.4 in depending on drivetrain) is modest, there is no low-range gearing or terrain modes, and no skid plates or roof-rail options are offered.

The 60/40 split 'Magic Seat' flips up for tall, narrow items (bikes, plants, tall boxes) or folds completely flat for a continuous load floor — a genuine, segment-distinguishing gear-hauling trick that partly compensates for the HR-V's otherwise modest raw cargo volume.

Period reviewers single out this generation's steering and chassis tuning as a bright spot: body roll is kept to a minimum and the HR-V stays balanced and composed through curves, well ahead of the engine and ride in overall character.

The electric power steering is accurate and well-weighted for easy low-speed maneuvering, but like most mainstream crossovers of its era it trades genuine road feedback for light, numb assist.

No instrumented stopping-distance test or specific braking complaint surfaced for the 2022 model year in available period reviews; pedal feel is described as adequate rather than notable in either direction, so this is scored at the segment's unremarkable middle.

The CVT itself shifts (simulates gears) smoothly around town, but the underpowered 1.8L engine has to be worked hard for any real response, and acceleration from a stop is described as strained rather than smooth.

A recurring, well-documented weak point for this generation: the 1.8L four turns loud and coarse under acceleration, with the CVT amplifying rather than masking the noise, and reviewers report noticeable vibration under hard throttle.

37.4 ft sits in the better half of the 34–42 ft SUV band (lower is better) — a genuinely tight-turning small crossover, helped by its short overall footprint.

A slightly elevated seating position gives good outward visibility for a small crossover, controls are logically placed with retained physical knobs for volume/tuning, and ingress/egress is easy thanks to the tall door openings and modest ride height.

Reviews are genuinely split: some credit the chassis and steering with making the HR-V 'pretty fun to drive relative to its size and price,' while Car and Driver's generation verdict is sharper — 'the HR-V's anemic four-cylinder engine and flaccid chassis will do nothing to inject fun into your commute.' The result lands squarely at forgettable-but-pleasant rather than either extreme.

Base LX and Sport trims lack Honda Sensing driver-assist (standard only from EX up), which rivals like the Subaru Crosstrek and Hyundai Kona make standard across their entire lineup — a notable gap at this price point.

Reasonable base pricing but the 141-hp 1.8L/CVT powertrain, tight cargo room, and dated infotainment undercut content-per-dollar versus newer subcompact SUV rivals, especially with the all-new redesign already announced for 2023.

Four trims (LX, Sport, EX, EX-L) each offered with 2WD or AWD give a reasonable $21,870-$28,170 spread, though all share the same single engine/CVT with no performance or efficiency variant.

2022 US sales fell to 115,416 units, down 15.8% year-over-year, as the aging design and tight chip-shortage-era inventory weighed on volume ahead of the 2023 redesign.

Honda's broad reputation for reliability and resale still lends the nameplate a halo even though the HR-V itself is an unglamorous, entry-level model in the lineup.

Mid-2022 chip-shortage inventory was severely constrained (17 days' supply), and the HR-V was transacting above sticker with essentially no incentives beyond a narrow low-APR finance offer.

2022 is the final model year of the 2016-2022 generation; Honda had already unveiled the all-new, larger 2023 HR-V on a different platform by April 2022, making the 2022 model a known-outgoing design for its whole model year.

The outgoing HR-V finished dead last (19th of 19) among small SUVs in J.D. Power's 2022 APEAL Study and was repeatedly singled out as the slowest entry in subcompact-SUV comparison tests, with no major 10Best/Top Pick awards in its final year.