2023 Honda HR-V First Drive Review: They Grow Up So Fast

The second-generation Honda HR-V is the nail in the coffin of the truly sub-compact crossover.

Back when the previous model touched down for 2016, it made sense for Honda to base it off the brand’s smallest offering, the Fit hatchback. The market was clamoring for crossovers of all sizes, so a straight-up, high-riding stand-in for the Fit was a no-brainer.

Yet just as the market’s tastes were changing then, so are they now. Tiny is out: so long, Mazda CX-3 (discontinued in 2021), Ford EcoSport (ended production last month), and Chevy Trax (production ending later this year). Plus, the never-ending growth of the “compact” crossover class—and the accompanying price hikes—have created enough clear air for a whole other sub-segment. Into this space rolls the larger second-gen HR-V, all grown up and ready to offer buyers a smooth, mature, car-like driving experience.

With this 2023 model, the HR-V has gone from one of the smallest options in the class, to the largest. The growth spurt has added around nine inches from tip to tail. Not only does the HR-V eclipse the class, but at 179.8 inches (4,567 millimeters) long, it comes within spitting distance of big brother CR-V. (No wonder it’s getting a whole new model this summer, too.) Underneath, it borrows much from the latest Civic, the modular platform including the car’s multi-link rear suspension.

And outside? Well, you certainly won’t mistake the new HR-V for the old one. Instead of an evolution, the new model adopts a look all its own. The proportions are now more traditional SUV, with a long nose and strong rear shoulder line. Echoes of the old car’s taillights exist in the wing-shaped units here. I’d argue the rear three-quarter is the HR-V’s most flattering angle, especially in the Nordic Mist color here.

I’m happy to report the front-end isn’t as jarring in person as photos might’ve suggested. It’s still not what I’d call pretty—I waver between “puckered lips” and “Lambo Urus bought on Wish.com.” I applaud Honda for resisting the urge to stick big wheels on every model; the Sport rides on 18s, but it’s 17s for the rest.

Honda is particularly proud of the lazer-brazing tech that has eliminated the need for unsightly roof moldings. However, that means roof racks now bolt around the door frame.

Honda has really classed up the joint here. Slotted in behind the steering wheel, the HR-V’s interior is a huge step forward, pulling plenty of influence from the Civic. The now-familiar mesh insert stretches across most of the low-profile dashboard. The excellent physical climate controls have made the trip over, too. There’s an all-permeating sense of width, a reminder that the HR-V has grown up.

It’s lower down where Honda has wrought changes, tapering the center console and carving out a shallow shelf underneath. It might seem gimmicky at first, but it proves a useful spot to chuck a smartphone, especially if it’s tethered to one of the USB ports on either side. I for one am surprised this new-for-2023 model is sticking to only USB-A ports, but I digress.

The softer, rounder shapes of the center console are mirrored in the door panels. It’s here where the HR-V takes a (very slight) step backwards in quality, with more hard plastics than the previous model. That’s not enough to detract from what is one of the better interiors in the class, however.

And there’s just so much of it. The HR-V’s big stretch pays off for passengers, even if the numbers say there’s less space than before. At 5’10”, I’m able to sit “behind myself” with multiple inches of knee space. Not only that, the flatter roofline keeps hair and headliner separate, where the old model tapered down sooner. The lower window line and addition of a rear quarter window dramatically improves sight lines, and the sense of space. Meanwhile the front seats, done up here in leather, are supportive and mounted at the right height for an easy lateral move into the cabin.

Storage space hovers right around where it did before: 24.4 cubic feet (691 liters) with the rear row up, and 55.1 cubes (1,560 L) with it down. The seat cushions now move with the fold, serving up a flatter load floor. It can’t hold a candle to the previous Magic Seat however—impossible this generation, since the gas tank has migrated under the rear seats.

The HR-V uses a hybrid instrument cluster consisting of one right-mounted analog dial, and a 7.0-inch digital panel. The left side offers up a good amount of highly legible info, with easy controls via the steering wheel.

Honda’s latest infotainment system occupies a 9.0-inch screen sitting proud of the dashboard. (A 7.0-unit is standard on LX and Sport.) It doesn’t have the prettiest layout, but the color-coding makes it easier to operate with your peripheral vision, and the response times are decent. I appreciate the physical buttons, too. The larger screen brings wireless Apple CarPlay and Android Auto functionality as well. The former is super-simple to set up, though I found my phone wouldn’t stay put on the wireless charger for more than two minutes at a time.

A notable absence, on all trims: a powered liftgate. The Corolla Cross, CX-30, and Taos all offer them, sometimes at a lower price tag, too.

The Honda Sensing suite of safety assists is standard on all 2023 HR-Vs. This includes your usual automated emergency braking, lane-keep assist, auto high beams, traffic sign recognition, and adaptive cruise control. Blind-spot monitoring joins the lineup on the Sport and EX-L. The backup camera resolution is merely okay, but the dynamic guidelines are most welcome. On the safety front, Honda has also redesigned the front airbags to better cradle the heads of the driver and passenger, should the worst happen.

As before, the HR-V comes with a single engine option, and the choice of either front- or all-wheel drive. That four-cylinder is now the same 2.0-liter found in the base Civic, pushing out 158 horsepower and 138 pound-feet of torque. Power is once again sent to the wheels via a continuously variable transmission.

Useful gains, sure, but the HR-V now lugs around more weight. Even the base LX FWD (3,159 lb / 1,433 kg) weighs more than the 2022 HR-V EX-L AWD (3,142 lb / 1,425 kg), and this top-trim tester stuffs in an additional 170-ish pounds. The net result is a car capable of … adequate forward motion. “Acceleration” is too strong a word. Straight-line performance is unlikely to be a make-it-or-break-it factor in this class, but just know the HR-V is one of the pokier players.

How the HR-V goes about its business is very different. For starters, it’s much more refined, that new rear suspension smothering large bumps while the car tracks true through corners. There’s far less road noise now, as well. On the highway, the HR-V rides with a quiet confidence that the old model—which Honda had on site for handy back-to-backs—could never quite muster.

Honda has retuned the CVT for a more natural feel. This is especially noticeable downhill, where the transmission will hold the revs higher. This was a conscious decision, says product planner Quincy Tam, to increase the driver’s sense of control. Nudge the shifter to the Sport setting and everything shifts upward about 1,200 rpm, increasing engine braking. I was skeptical of the “fun to drive” claims in the presentation, but on the misty, twisty downhill mountain road of our morning drive, the HR-V has a poised, predictable character. It might not be at the level of the CX-30, but it’s in the same conversation.

During a drive route around the Portland, Oregon surrounding area, that took in a lot of stops for photos, the HR-V posted 28 mpg, slightly better than the quoted 27 mpg combined figure. At steady highway speeds, it was good for around 32 mpg. Those figures are bang-on for the class.

Pricing for the 2023 Honda HR-V kicks off from $24,895 ($30,680 CAD), putting it near the top of the class in more than just size. Honda does pack in a lot of creature comforts for that price, however, including automatic climate control, push button start, 7.0-inch touchscreen, and the whole Honda Sensing suite. The mid-grade Sport $26,895 ($35,880 CAD with AWD) adds blind-spot information, heated front seats, leather-wrapped steering wheel, unique interior design, and 18-inch wheels. Honda expects it to be the volume leader.

The launch event focused on the top-shelf EX-L AWD ($30,195 / $39,080 CAD). For that not-inconsiderable amount of scratch, buyers make out with a power moonroof, parking sensors, dual-zone climate control, larger touchscreen, wireless charger, and double the speakers (now eight). Other niceties include leather seating, an eight-way power-adjustable driver’s seat, and ambient lighting.

In America, that’s pricey, as only the VW Taos starts hitting those heights. Canada’s ballooned sticker also puts the HR-V within spitting distance of the CX-30 Turbo—a wholly different proposition, sure, but a tempting one.

There’s an altogether tougher competitor too, and the call’s coming from inside the house: the excellent Civic hatchback. The Sport Touring rings in at around a grand more in the US, and obviously foregoes AWD, but has more power, better fuel economy, and more creature comforts. To these eyes, it looks better, too. The Civic gives up a single cubic foot of passenger space, so if you’re planning on staying on paved roads, don’t overlook it. Especially in Canada, where it’s four grand less than the top-spec HR-V.

There’s a cold, calculated logic to the 2023 Honda HR-V. Buyers want raw space? Honda has given it to them, with a crossover that stretches the definition of “sub-compact.” What it loses in cleverness (RIP Magic Seat), it gains in upmarket appeal.

High pricing and a lack of grunt are its two biggest weak points in the sub-compact segment. That it’s even more car-like than before makes the in-family competition with the Civic even stronger, too; a decade ago, Honda might’ve called this the Civic Crosstour. Overall, the changes wrought on the second-gen HR-V have made it a product fit for its time, just like the first-gen when it launched. That model retired as the best-seller in its segment; the signs are strong that the new one will carry that torch forward.