2023 Honda HR-V

2023 is the launch year of the Civic-based third-generation North American HR-V. LX, Sport and EX-L all share one 2.0L DOHC inline-4, up from 141 hp in the outgoing 1.8L but still near the bottom of the SUV band.

Peak torque is 138 lb-ft, arriving at a high 4,200 rpm, on every trim.

Car and Driver's instrumented 2023 EX-L ran 0–60 in 9.4 s, and later tests of the same powertrain land at 9.5–9.6 s. That puts it among the slowest SUVs on sale.

It is quiet and smooth at light throttle, helped by standard Active Noise Cancellation. Reviewers of the 2023 consistently describe the 2.0L as strained and noisy when merging or climbing.

The CVT (with Sport mode) is well-mannered around town and simulates stepped shifts under heavy throttle. It still drones and holds high revs when pushed, and no trim offers paddle shifters.

Honda's 2023 HR-V spec table publishes no US towing capacity, and the owner's manual for this generation says the vehicle is not designed to tow. Dealer-blog AWD figures are unofficial and contradict each other.

Real Time AWD with Intelligent Control System is optional on every trim, with FWD standard. It is a reactive on-demand system with no terrain modes or torque vectoring.

Ground clearance is 7.0–7.3 in and the approach angle a shallow 15.5–16.0°. It has no skid plates, lockers, hill descent control or off-road trim, so it is a pavement-oriented crossover.

There is one 2.0L gas engine with a CVT across all three trims, and the only choice is FWD or AWD. Rivals such as the Kona and Niro offer a hybrid, and the HR-V has none.

EPA rates the FWD volume configuration at 28 MPG combined and AWD at 27. That is respectable for a gas-only subcompact SUV.

EPA rates the FWD configuration at 26 MPG city.

EPA rates the FWD configuration at 32 MPG highway, mid-pack for a gas subcompact SUV.

The small 14.0-gallon tank at 28 MPG combined gives the FWD volume trim about 392 miles, below the midpoint of the SUV band.

EPA estimates $2,400 a year for the FWD HR-V on regular gasoline at standard mileage assumptions.

It runs on regular unleaded, with no premium requirement and no charging to manage.

NHTSA gives the 2023 FWD HR-V five stars overall, with five-star frontal and side results and a four-star rollover rating. The AWD version scored five stars frontal and side but was given no overall or rollover rating for 2023.

The redesigned 2023 HR-V won its first-ever IIHS Top Safety Pick+, with Good ratings in every crash test, including the updated moderate overlap and updated side tests. The headlights rated only Acceptable, which keeps it out of the very top band.

Every trim gets Honda Sensing as standard: AEB, adaptive cruise with Low-Speed Follow, lane keeping assist, lane departure warning, road departure mitigation and auto high beams. Blind-spot and cross-traffic monitoring are not offered on the base LX, only on Sport and EX-L. Low-Speed Braking Control is EX-L only.

In IIHS's original front crash prevention tests, the standard Collision Mitigation Braking System rated Superior for both vehicle-to-vehicle and daytime pedestrian avoidance. IIHS rates the night pedestrian test Good, but the later, tougher vehicle-to-vehicle 2.0 test gave the same hardware only Acceptable.

Blind Spot Information and Cross Traffic Monitor come on Sport and EX-L but cannot be had on the entry LX. Both systems only alert the driver, with no active steering or braking intervention and no safe-exit warning.

Lane Keeping Assist, Lane Departure Warning and Road Departure Mitigation are standard on every trim. Reviewers find the centering usable on well-marked highways, but it can wander or drop out on faded lines.

Adaptive cruise with Low-Speed Follow is standard on every trim and handles stop-and-go traffic. Paired with lane keeping it gives basic highway assist, but there is no traffic-jam assist, and reviewers call it competent rather than class-leading.

No 2023 HR-V trim offers hands-free highway driving. That matches its subcompact SUV peers.

Every trim uses the same LED reflector headlights with standard high-beam assist, and IIHS rates them Acceptable. That is consistent across the range but short of the Good ratings many subcompact rivals earn.

The Civic-based body has a low beltline, slim A-pillars and large side glass, which give good forward and side sightlines. The rear quarters are thicker, and the only camera aid is a multi-angle rear camera; no trim offers a 360-degree view.

IIHS rates LATCH ease of use Acceptable. There are lower anchors in the two outboard rear seats and top tethers in all three rear positions. The rear doors are wide and legroom is generous for the class, but fitting three seats across is a squeeze.

First model year of the Civic-based third-generation US HR-V; two-row five-seater on every trim.

Volume LX/Sport trims without the moonroof get 39.4 in; the moonroof EX-L loses an inch.

Mid-pack front legroom for the subcompact class.

Rear headroom is competitive for a subcompact SUV and unaffected by the EX-L moonroof.

The 2023 redesign's 104.5-in Civic-derived wheelbase yields one of the roomiest rear seats in the class.

Two-row SUV with no third row offered — token score per the framework.

24.4 cu ft trails Kona/Trailblazer/Kicks-class rivals and sits below the framework's SUV floor; the redesign gave up cargo space versus the 2022 model.

55.1 cu ft max sits at the SUV band floor; the 2023 redesign dropped the outgoing HR-V's Magic Seat.

Center console bin, front/rear door bins, an open pass-through tray under the floating center stack and a cargo 12V outlet — competent but conventional, and the Magic Seat flexibility is gone.

Supportive, well-shaped front seats but cloth with manual height adjust on LX/Sport; 8-way power driver seat EX-L only. Rear bench roomy but flat-cushioned.

New multi-link rear suspension (replacing the old torsion beam) gives a well-damped, composed ride that's among the better ones in the subcompact class.

Active noise cancellation helps at cruise, but the 2.0L/CVT drones loudly under acceleration and on grades; road/wind noise average.

Single-zone automatic climate on LX/Sport and dual-zone on EX-L; heated front seats Sport and EX-L; rear heater ducts but no rear vents, heated wheel or ventilated seats on any trim.

The 2023 LX FWD starts at $23,800 MSRP plus $1,295 destination. That is one of the lowest entry prices in the subcompact SUV class for an all-new generation.

The Sport is the volume trim and AWD is the common configuration, at $27,400 MSRP plus $1,295 destination. The six configurations run from $25,095 (LX FWD) to $30,695 (EX-L AWD).

The naturally aspirated 2.0L and CVT are simple and cheap to service, and RepairPal puts average yearly repairs at about $301. The estimates disagree: Edmunds' Sport projection ($5,934 maintenance + $1,685 repairs) sits at the high end and CarEdge at the low end. About $5,000 is used, which is close to KBB's estimate for the same generation.

The 2023 has real used-market history, and it holds value well. KBB says it retained 86% after 3 years and ranks it in the top 10% of 2023 SUVs for depreciation. Edmunds' Sport projection of $9,386 depreciation implies about 65% retained, and CarEdge projects 69%. About 62% is used as a conservative 5-year figure.

Honda gives the industry-minimum 3-year/36,000-mile limited warranty, behind Hyundai, Kia and Mitsubishi.

The 5-year/60,000-mile powertrain coverage is the segment floor, against 10 years/100,000 miles from Hyundai and Kia.

Honda Service Pass covers 2023-model-year vehicles with complimentary oil and filter changes, tire rotations and multipoint inspections for 2 years/24,000 miles, about on par with ToyotaCare. Roadside assistance runs for the 3-year/36k warranty period, and HondaLink adds a connected-services trial.

$28,695 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $17,791) leaves about $10,904 in depreciation. Add the projected $5,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $15,904 in total.

2023 is the launch year of the third-generation North American HR-V (Civic-based platform, new 2.0L/CVT). Consumer Reports rates the 2023 HR-V less reliable than other cars of the same model year. J.D. Power's 82/100 quality score carries over from the previous generation's rating, which JDP itself flags for a redesign. With mixed signals and the usual first-year risk, it lands in the low-average band.

Honda sits in the upper part of the mainstream pack in Consumer Reports brand rankings and above industry average in J.D. Power VDS. Recent recall-heavy cycles (fuel pumps, steering gearboxes) have kept it out of the very top tier.

Three NHTSA campaigns cover the 2023 HR-V, and two touch safety-critical systems. The Denso low-pressure fuel pump recall (23V858000) carries a stall risk, and the steering-gearbox recall (24V744000) covers a worm-wheel defect that can raise steering effort. The third is a seat-belt pretensioner rivet omission (23V782000). Owner complaints for 2023 are elevated, led by steering, the 12V battery and shattering rear glass.

The naturally aspirated 2.0L four-cylinder and CVT are shared with the Civic LX/Sport. It's a simple, proven pairing that avoids the 1.5T's oil-dilution issue. The fuel-pump recall is a supplier part rather than an engine-design flaw, but together with the CVT's long-term question mark it keeps the score below the top band.

The cabin borrows the Civic's design, honeycomb vent strip and solid switchgear, and reviewers rate it a step up for the subcompact class. Hard plastics remain on the lower dash and door panels, as expected at this price.

Reviewers describe solid assembly, but this launch year had an assembly-process recall (missing seat-belt pretensioner rivets). Owners also report shattering rear glass and window/body-hardware complaints, which point to scattered first-year build lapses.

Honda has one of the densest US dealer networks (about 1,000 franchised Honda dealers) with good rural coverage. Service satisfaction is around or slightly above the industry average.

Shared Civic mechanicals plus Honda's large parts and aftermarket supply keep parts cheap and easy to find. Estimated annual repair costs are below the segment average.

Volume LX/Sport trims use a small 7-inch touchscreen; the 9-inch unit is EX-L only.

Simple, logical and has a physical volume knob, but the 7-inch base screen is small with dated graphics; the EX-L's 9-inch unit is markedly better.

Wired CarPlay/Android Auto on LX and Sport; wireless projection only with the EX-L 9-inch screen.

No factory navigation on any 2023 trim; basic voice commands only, so owners rely on phone projection.

Same 180-watt system with 4 (LX), 6 (Sport) or 8 (EX-L) speakers; no premium branded audio offered.

All trims pair an analog speedometer with a 7-inch Driver Information Interface; no full-digital cluster.

Head-unit software updates are limited; no whole-vehicle OTA feature updates for the 2023 HR-V.

HondaLink standard on all trims, but remote lock/start/locate need the paid Remote package after the trial and there is no digital key.

Three USB-A ports (two 2.5-amp charging in the console plus one data port), a cargo 12V outlet, Qi wireless charging only on EX-L; no USB-C or 120V outlet.

Push-button start standard; Smart Entry with Walk Away Auto Lock and fob remote start on Sport and EX-L; no power or hands-free tailgate, no phone-as-key.

Multi-angle rearview camera standard and front/rear parking sensors on EX-L, but no 360-degree camera on any trim.

No head-up display offered on any 2023 HR-V trim.

Wide rear doors and 37.7 in of rear legroom make car-seat installs easy (IIHS LATCH Acceptable), but 24.4 cu ft of cargo limits stroller-plus-groceries duty.

Honda Sensing with adaptive cruise is standard, the FWD model earns NHTSA 5 stars overall and IIHS named the 2023 HR-V a Top Safety Pick+; blind-spot monitoring is withheld from the LX.

Roomy rear seat and composed ride help, but no rear vents or rear-seat amenities, engine drone and modest cargo space limit long family trips.

Excellent visibility, a compliant ride, Automatic Brake Hold and standard adaptive cruise with Low-Speed Follow make it easy in traffic; the slow powertrain is the only real annoyance.

26/32/28 MPG (FWD) on regular fuel is mid-pack and trails rivals like the Kicks and Corolla Cross; simple NA powertrain keeps consumables cheap.

179.8-in footprint, a 35.1-ft turning circle (37.0 ft on Sport's 18-in wheels) and great sightlines make city parking easy; no 360 camera.

Not rated for towing in the US, 55.1 cu ft max cargo and a 158-hp engine — not a work vehicle.

Honda's naturally aspirated 2.0L and CVT carry a solid durability reputation, but nothing is built for hard work duty and 2023 was the first year of a new generation.

Cargo tie-down anchors and a 12V cargo outlet; hitch and roof crossbars are dealer accessories; no 120V outlet or work features.

14.0-gal tank × 28 MPG ≈ 390 miles; good ride and standard ACC/lane-keeping help, but engine drone and modest power wear on long highway stints.

Real Time AWD available on every trim and 7.0–7.3 in of clearance handle gravel roads, but no off-road trim, terrain modes beyond Snow, or factory roof rails, and no US tow rating.

60/40 rear seat folds nearly flat, but 55.1 cu ft max is small and the previous generation's Magic Seat is gone.

The 2023 redesign's Civic-based platform with multi-link rear suspension and Agile Handling Assist corners tidily and securely, though less sharply than a Mazda CX-30.

Precise but light with little feedback; Sport gets a quicker 12.7:1 ratio.

12.3-in vented front / 12.2-in rear discs give a progressive pedal and class-competitive stops.

158-hp 2.0L and CVT are smooth off the line but slow to respond with weak passing power; 0–60 mph in 9.4 s.

Engine gets buzzy and the CVT drones under hard acceleration; quiet enough when cruising thanks to active noise cancellation.

35.1 ft is tight for an SUV; the Sport's 18-in wheels widen it to 37.0 ft.

Slim A-pillars and a low cowl give excellent visibility and controls are logically laid out with tilt/telescopic wheel; power driver seat only on EX-L.

Competent chassis but the sluggish CVT powertrain makes it a pleasant appliance rather than fun.

Every trim gets the Honda Sensing suite, which includes adaptive cruise, lane-keep assist and automatic emergency braking. But the LX lacks blind-spot monitoring, and the LX and Sport have a 7-inch screen with wired-only CarPlay/Android Auto. Wireless phone mirroring and the 9-inch screen are reserved for the EX-L.

At $25,095 to $30,695 with destination, the HR-V offers a roomy Civic-based cabin, top-tier crash safety and strong resale value at a fair price. The slow 158-hp 2.0L/CVT and lack of a hybrid keep it from being a class bargain next to the Seltos, Kona and Corolla Cross.

There are three trims (LX, Sport, EX-L), each in FWD or AWD, and only one powertrain (2.0L + CVT). There is no hybrid, turbo or off-road variant.

The new generation went on sale in June 2022, and US sales climbed to 122,206 in calendar 2023 as supply recovered, then set a record of 151,468 in 2024. That trajectory makes it a fast-rising top seller in the subcompact SUV class.

Honda's mainstream reputation for reliability and resale value is a clear plus for subcompact SUV buyers and supports residuals against Chevrolet, Nissan and Mitsubishi rivals. The brand is not aspirational.

The 2023 launched during the post-pandemic inventory shortage. Honda's low-stock strategy meant HR-Vs generally sold at or near MSRP, with few cash incentives, until supply recovered in 2024.

The 2023 is the launch year of an all-new generation on Honda's Civic-based architecture. Its platform, safety tech and design are current, and a refresh was years away.

The 2023 HR-V earned IIHS's highest award, the 2022 Top Safety Pick+, with Good crash ratings across the board. Reviewers praise its space, ride and handling but consistently criticize the slow powertrain and engine noise, so it rarely wins subcompact SUV comparisons.