2025 Honda HR-V

Every 2025 HR-V trim (LX, Sport, EX-L) uses the same 2.0L DOHC i-VTEC inline-4; 2025 is a carry-over year of the third generation introduced for 2023, with no optional engine.

Peak torque is 138 lb-ft at a high 4,200 rpm on all trims and drivetrains, near the bottom of the SUV band.

Instrumented tests of the unchanged 2023–2025 powertrain land at 9.4–9.6 s, with Consumer Reports' AWD car at 11.1 s; one of the slowest vehicles in the SUV field.

Smooth and quiet at light throttle (Active Noise Cancellation standard), but the 2.0L becomes coarse and strained when merging or climbing, as reviewers consistently note.

The CVT is well-mannered in town with stepped 'shift' logic under heavier throttle, but it drones and holds high revs on hard acceleration; no paddle shifters on any trim.

Honda publishes no US towing rating for the 2025 HR-V in any configuration and does not recommend towing with it.

Real Time AWD with Intelligent Control System is optional on every trim (FWD standard); it is a reactive on-demand system without terrain modes or torque vectoring.

Clearance of 7.0–7.3 in and shallow 15.5–16.0° approach angles, with no skid plates, lockers, terrain modes or off-road trim; a pavement-oriented crossover.

A single 2.0L gas/CVT combination across all three trims, with only FWD/AWD as a choice; no hybrid, unlike Corolla Cross Hybrid, Kona Hybrid or Niro rivals.

EPA rates the FWD volume configuration at 28 MPG combined (AWD 27); respectable for a gas-only subcompact SUV.

26 MPG city for the FWD configuration per EPA.

32 MPG highway for the FWD configuration per EPA; mid-pack for a gas subcompact SUV.

A small 14.0-gallon tank at 28 MPG combined yields about 392 miles for the FWD volume trim, below the SUV band midpoint.

EPA's current annual fuel-cost estimate for the FWD HR-V at 15,000 miles/yr on regular gasoline is $2,400.

Runs on regular unleaded; there is no premium requirement and no charging to manage.

NHTSA rates the 2025 HR-V five stars overall in both FWD and AWD form, with five-star frontal and side results and a four-star rollover rating.

The 2025 HR-V earned IIHS's top award, Top Safety Pick+, under the stricter 2025 criteria. It rated Good in every crash test, including the updated moderate overlap test with a rear passenger and the higher-energy updated side test. Headlights rated only Acceptable, which keeps it out of the very top band.

Every trim gets Honda Sensing as standard: AEB, forward collision warning, adaptive cruise with Low-Speed Follow, lane keeping assist, road departure mitigation, traffic sign recognition and auto high beams. New for 2025, blind-spot and cross-traffic monitoring are standard on Sport and EX-L, but the base LX still goes without them. Parking sensors and low-speed braking come only on EX-L.

IIHS rates the standard pedestrian AEB Good. The tougher vehicle-to-vehicle 2.0 test, which uses higher speeds and includes motorcycle and semi-trailer targets, earned only Acceptable. That is solid but behind rivals that score Good on both tests.

Blind Spot Information and Cross Traffic Monitor are standard on two of the three trims (Sport and EX-L) for 2025, but the entry LX cannot get them at all. Both systems only alert the driver; there is 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 let go on faded lines and feels less polished than Toyota's or Hyundai's latest systems.

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

No HR-V trim offers hands-free highway driving; the driver must keep their hands on the wheel at all times. That matches subcompact SUV peers, none of which offer it.

Every trim uses the same LED reflector headlights with standard auto high beams, 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 reviewers praise for an airy cabin and good forward and side sightlines. The rear quarter is thicker, and only a multi-angle rear camera helps, with no 360-degree view on any trim.

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

Two-row, five-passenger subcompact SUV on every 2025 trim (LX, Sport, EX-L); 2025 is a carry-over year of the third generation launched for 2023.

Without a moonroof the HR-V offers 39.4 in up front; the EX-L's standard moonroof trims it to 38.4 in.

41.9 in of front legroom on all trims — mid-pack for the class.

38.0 in of rear headroom on all trims, unaffected by the EX-L moonroof.

37.7 in rear legroom is among the best in the subcompact SUV class, a benefit of the stretched Civic-derived wheelbase.

No third row is offered — two rows, five seats only.

24.4 cu ft behind the rear seat is below the SUV band floor and trails roomier subcompacts like the Kia Seltos and Chevy Trailblazer.

55.1 cu ft maximum sits right at the SUV band floor; the previous generation's Magic Seat was not carried over.

Conventional storage: a bridge-style console with a pass-through tray beneath, decent door pockets, and cargo tie-downs. The flexible Magic Seat of the prior generation is gone, so nothing stands out.

Front seats are well-shaped with good support, but LX/Sport get only a manual height-adjustable driver seat (8-way power is EX-L only). The rear bench is flat but genuinely roomy.

The Civic-derived multi-link rear suspension gives one of the more settled, well-damped rides in the subcompact SUV class.

Wind and road noise are average, but the 2.0L four and CVT drone loudly under load — the most common refinement complaint. Active Noise Cancellation helps only partly.

Heated front seats come on Sport and EX-L, but LX/Sport have manual single-zone A/C. Dual-zone automatic climate is EX-L only. No ventilated seats, rear vents or heated rear seats on any trim.

The 2025 LX FWD starts at $25,400 MSRP plus $1,395 destination, about $800 more than 2024 for a carry-over model. That is very affordable for the subcompact SUV segment.

The Sport is the volume trim, and AWD is the common configuration: $29,000 MSRP plus $1,395 destination. The six-configuration range runs from $26,795 (LX FWD) to $32,395 (EX-L AWD).

The naturally aspirated 2.0L/CVT drivetrain is cheap to keep running, but the estimates disagree. CarEdge puts maintenance and repairs at about $2,350 over 5 years, while KBB's broader estimate, which includes wear items, is about $6,500. A blended figure of about $4,000 is used.

KBB projects a $14,056 residual and $12,739 of depreciation on the base trim, about 52.5% retained after 5 years. Higher trims typically hold a little better, so ~54% is used for the volume Sport. That is solid for the segment but behind the CR-V.

Honda gives the industry-minimum 3-year/36,000-mile limited warranty, well 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.

For 2025 and newer model years, Honda Service Pass includes complimentary oil and filter changes, tire rotations and inspections for 1 year/12,000 miles (cut from 2 years/24,000 miles on 2023–24 models). Roadside assistance runs for the 3-year/36k warranty period. That is a short included-maintenance period, below ToyotaCare's 2 years/25k.

$30,395 volume-trim price minus its estimated resale value after 5 years (54% retained, or about $16,413) leaves about $13,982 in depreciation. Add the projected $4,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $17,982 in total.

2025 is the third year of the third-generation HR-V (US launch MY2023) and a carry-over in powertrain; Consumer Reports predicts it to be more reliable than the average new car based on 2023–2024 owner data. Held short of top tier because the generation's data pool is still only two years deep and J.D. Power's 2025 VDS showed Honda slipping.

Honda remains an upper-tier mainstream brand in Consumer Reports' multi-year brand rankings, but its J.D. Power VDS standing weakened in 2025 as mass-market brands took a 16 PP100 hit, much of it from software/infotainment complaints. Strong long-run record with recent softening, so upper mid-pack rather than top-5.

The 2025 model year carries a single NHTSA campaign, the broad Honda steering-gearbox (EPS worm gear) recall shared with Civic/CR-V/Integra; the generation's other campaigns (front seat-belt pretensioner rivet 23V782000, driver seat-frame fasteners, 2023 fuel pump) did not reach MY2025. One recall, but it touches a safety system and covers ~1.7M vehicles, so typical rather than clean.

The 2025 HR-V uses the naturally aspirated 2.0L K20C2 four and CVT shared with the 10th/11th-gen Civic — a simple, port/direct-injected NA layout with a long high-mileage record and none of the oil-dilution concerns of Honda's 1.5L turbo. CVT is the one long-term watch item.

Civic-derived cabin with honeycomb vent strip and soft-touch surfaces on primary contact points, well regarded for a subcompact SUV; hard plastics dominate lower doors and console, as expected for the price.

Built in Celaya, Mexico with consistent Honda assembly; reviewers report tight panel gaps and a quiet, rattle-free cabin. Two assembly-related recalls on 2023–24 cars (missing pretensioner rivet, under-torqued seat-frame bolts) show some line-quality slips, though neither covers MY2025.

Honda has one of the densest US dealer networks (roughly 1,000 franchised Honda dealers), with good rural coverage; service satisfaction sits around or slightly above the mass-market average.

Shares engine, transmission and many chassis parts with the high-volume Civic, so parts are abundant and cheap with deep aftermarket support; annual repair cost estimates for the HR-V are below the segment average.

The volume Sport trim uses a 7-inch touchscreen, at the bottom of the SUV band; the 9-inch unit is EX-L only for 2025. It became standard for 2026.

The 7-inch unit is simple and keeps a physical volume knob and shortcut buttons, but reviewers call it small and dated. The EX-L's 9-inch system is noticeably better.

Apple CarPlay and Android Auto are wired-only on LX and Sport; wireless phone projection requires the EX-L.

No factory navigation on any 2025 trim and no Google built-in. Voice control is basic, so owners rely on phone projection.

The audio steps from a 180-watt, 4-speaker LX to 6 speakers on Sport and 8 on EX-L. No branded premium system is offered.

Every trim has an analog speedometer next to a 7-inch TFT driver display. No fully digital cluster is offered.

Updates are limited to HondaLink/infotainment firmware; there are no whole-vehicle OTA updates or feature additions.

The HondaLink app covers lock/unlock, vehicle status and locating the car, but app-based remote start needs a paid subscription after the trial. There's no digital key.

Two 3.0-amp USB-C ports plus a 2.5-amp USB-A up front on every trim. Wireless charging is EX-L only, there are no dedicated rear-seat ports, and there's no 120V outlet.

Smart Entry with Walk Away Auto Lock, push-button start and key-fob remote engine start come on Sport and EX-L. The LX keeps a traditional key, and there's no power liftgate.

A multi-angle rear camera with dynamic guidelines is standard, but front/rear parking sensors are EX-L only and no 360-degree camera is offered.

No head-up display on any 2025 HR-V trim.

Wide rear door openings and 37.7 in of rear legroom make car-seat installs easy. However, 24.4 cu ft of cargo space is tight for a stroller plus groceries, and the center seat is narrow.

Honda Sensing (AEB, ACC with low-speed follow, lane keeping) is standard from the LX. For 2025, Blind Spot Information and Cross Traffic Monitor became standard on the volume Sport trim. Crash results are mixed under IIHS's tougher updated tests, and NHTSA rates it 4 stars overall.

Adults fit well in back, but there are no rear vents, LX/Sport get single-zone A/C, the engine drones at highway speed, and cargo space with four aboard is limited.

Excellent visibility, a composed ride and standard stop-and-go adaptive cruise make it an easy commuter. The coarse, slow 158-hp/CVT powertrain is the main drawback.

28 mpg combined (FWD) on regular fuel is only middling for the class, and no hybrid is offered. Honda's low maintenance costs help.

Compact footprint and great sightlines. The volume Sport trim's 37.1 ft turning circle is wider than the 35.1 ft of the LX/EX-L, and only the EX-L gets parking sensors.

Honda publishes no US towing rating. Max cargo is a modest 55.1 cu ft and the 158-hp engine is weak under load, so it's not a work tool.

The proven 2.0L Honda four and CVT, plus Honda's reliability reputation, should hold up. There's no work-oriented trim or fleet track record.

Cargo tie-downs and dealer roof crossbars are about it: no 120V outlet, no factory hitch rating and no upfit ecosystem.

Range is about 390 mi (14-gal tank × 28 mpg), and the ride and standard ACC/lane keeping help on long drives. Engine drone and the manual-seat Sport limit long-haul comfort.

Real Time AWD is available and the Sport has 7.3 in of ground clearance, but there's no terrain mode, no skid plates, no tow rating, and no TrailSport-style variant.

The 60/40 rear seat folds to a 55.1 cu ft maximum, with roof crossbars available from the dealer. Without the Magic Seat or a tow rating, bulky gear is a squeeze.

The Civic-based chassis with multi-link rear suspension corners tidily and securely, though it isn't as sharp as a Mazda CX-30.

Precise but light, slow-ratio and largely numb.

Brakes are firm and progressive with no fade in testing, and stopping distances are competitive for the class.

Smooth at low speed, but the 158-hp 2.0L and CVT respond slowly and lack midrange punch. 0–60 mph takes about 9.5 seconds.

The engine gets buzzy and the CVT drones under hard acceleration; it's quiet only at light throttle.

The volume Sport trim's turning diameter is 37.1 ft curb-to-curb; LX FWD and EX-L manage a tighter 35.1 ft.

Excellent visibility thanks to slim A-pillars, and the controls fall easily to hand. LX/Sport get only a manual driver seat with height adjustment.

Competent handling, but the slow powertrain and numb steering make it a pleasant appliance rather than a fun car.

For 2025, blind-spot information and rear cross-traffic monitoring became standard (they had been optional on Sport and EX-L), adding to the standard Honda Sensing suite with adaptive cruise and lane-keep assist. The volume Sport adds heated front seats, smart entry, remote start, a 6-speaker 180-watt audio system and 18-inch wheels. Lower trims still have a small 7-inch screen and wired-only CarPlay/Android Auto.

From $26,795 to $32,395 with destination, the HR-V offers a roomy cabin, strong safety content and Honda resale value at a fair price. But the slow 158-hp 2.0L/CVT, the lack of a hybrid option and the dated tech on volume trims put its capability per dollar behind the Kia Seltos and the Corolla Cross Hybrid. Prices rose $800 with no new content beyond standard BSI.

There are three trims (LX, Sport, EX-L), each offered as FWD or AWD, and only one powertrain (2.0L + CVT). There is no hybrid, turbo or off-road variant. The lineup is narrow next to rivals like the Seltos, Trax and Corolla Cross.

The HR-V is one of the top-selling subcompact SUVs in the US. Honda delivered 148,771 in calendar 2025, close to its record, alongside the Trax and Corolla Cross at the top of the segment.

Honda's mainstream reputation for reliability and resale value is a clear positive for subcompact SUV shoppers. It supports pricing and residual values relative to Chevrolet, Nissan, Mitsubishi and VW rivals, although the brand is not aspirational.

Honda usually supports the HR-V with promotional APR and lease specials through Honda Financial Services rather than cash rebates. With 2026 refresh stock arriving, leftover 2025 units drew some year-end discounting, but room to negotiate stays modest.

This generation launched for MY2023 (Civic-based), and 2025 is its third model year, a carry-over apart from pricing and standard BSI. A styling and tech refresh followed for MY2026, so a 2025 buyer gets the pre-refresh version.

Reviewers praise the HR-V's composed ride, quiet and roomy cabin, cargo space and standard safety tech. They consistently criticize the slow 2.0L/CVT, the missing hybrid and the small screen on volume trims. It typically finishes mid-pack in subcompact SUV rankings and was not on the 2025 IIHS Top Safety Pick list.