2023 Honda HR-V EX-L First Test Review: 0–60 MPH in How Long?
Pros
- High-quality interior
- Spacious cabin for a small SUV
- Standard active safety tech
Cons
- Slow, even for an entry-level SUV
- Small 7.0-inch touchscreen on two of three trims
- Less efficient than before
Time for some crazy talk: The redesigned 2023 Honda HR-V might soon be the company's only SUV with an MSRP comfortably less than $30,000. That's not big news for car enthusiasts, but buyers not aware of the new 2023 Honda CR-V's upmarket move are in for a surprise. Suddenly, price-conscious CR-V intenders will be kicking tires on the more affordable HR-V, which takes on a more important role in Honda's SUV lineup. Those buyers will find in the 2023 Honda HR-V a refined ride with influences from the excellent Civic as well as from the outgoing HR-V—the latter not quite in the way we'd like.
0-60-MPH Acceleration Versus Its Rivals
At MotorTrend, we track-test cars—even small SUVs like the 2023 Honda HR-V—so we can establish how each vehicle's performance compares to the competition. And in this Honda's case, it's not a great story.
Every new HR-V is powered by a 158-hp naturally aspirated 2.0-liter I-4 good for 138 lb-ft of torque. Those numbers match the latest Civic, which uses the same engine. As you'd expect, the engine sweats less with the front-wheel-drive Civic sedan, which is hundreds of pounds lighter than our 2023 HR-V EX-L test SUV with more features and all-wheel drive.
OK, so let's compare the new HR-V's 9.8-second 0-60-mph time to vehicles its own size. A 2022 Toyota Corolla Cross XLE AWD is nearly a half-second quicker (9.3 seconds), while a Subaru Crosstrek with a 2.5-liter engine is a startling 2.0 seconds quicker. As if that isn't enough, the AWD Subaru is also more efficient. Even against the last-gen HR-V, the new model comes up short; a 2019 HR-V Sport AWD we tested reached 60 mph in 9.6 seconds.
Behind the wheel, the HR-V feels slow, but you can still execute highway passes as long as you plan them out a bit. That type of compromise used to be a given in this segment, but that's no longer the case. The Kia Seltos, Subaru Crosstrek, and a couple other competitors won't feel quite as slow as the HR-V. It's not the end of the world, and it won't be the top priority for most buyers, but it's worth noting. This engine doesn't show much power until it revs past 4,000 rpm.
Braking and Handling
The 2023 Honda HR-V doesn't gain competitive ground in 60-0-mph panic-braking, either. Or, rather, it covers more ground than its competitors. A distance of 125 feet is fine for a small SUV like this one, but so is 120 feet (the Corolla Cross), 114-124 feet (two Crosstreks we've tested), or 114 feet (a 2019 HR-V). Clearly, this Honda isn't a numbers car, but at the test track we found brake-pedal feel to be fine for a daily driver. The brakes also remained trustworthy and consistent across our figure-eight testing, being both effective and predictable.
On the figure-eight course—a MotorTrend evaluation that assesses acceleration, handling, braking, and the transitions in between—the 2023 HR-V finished in 28.5 seconds at 0.56 g (average), placing it behind the most recent Subaru Crosstreks, and the Toyota Corolla Cross and Kia Seltos Turbos we tested. The steering felt a little heavy but was precise. The engine displayed merely adequate power, and made lots of noise.
The new HR-V's story improves away from the track. Its continuously variable transmission feels well-tuned around town and on the highway, delivering smoother performance than any conventional or dual-clutch automatic ever could. The suspension is well-damped for a small and inexpensive SUV, too. In other words, put up with the mild acceleration and there's a payoff in the general feeling of solidity you don't get with all of the HR-V's rivals.
Ups and Downs
Honda backs up that feeling with an interior sprinkled with surprising and delightful touches. There's soft material on the side of the center console (perfect for resting your leg against during a long red light), and you get the honeycomb dash-trim design we've seen on the Civic and CR-V. That real metal trim disguises air vents and separates two physical knobs on top to control the audio system (volume and tuning), as well as three knobs below for the HVAC system. A small open storage area can hold your keys, and the back seat is spacious for such a small SUV.
You simply don't get these touches on every HR-V competitor. Where many of them make up ground is digital screen-space. The 2023 HR-V LX and Sport trims come standard with a 7.0-inch touchscreen—smaller than what you can get elsewhere; a larger 9.0-inch unit comes on the top EX-L trim. Apple CarPlay and Android Auto are standard across the line, but we'd welcome a bigger screen or one tilted a bit toward the driver on the lower two trims. By the way, we asked Honda whether it expects any feature omissions due to parts shortages affecting the industry, and the automaker said all HR-Vs should have "the full features and functions listed for each trim level." Great.
The entry-level SUV segment is much larger than it was when the first-generation HR-V arrived, which helps put the Honda's pros and cons into perspective. With fuel economy and driving range, for example, it doesn't quite keep up with our chosen competitive set. An EPA-rated 26 city/32 highway mpg with FWD and 25/30 with AWD is not bad on its own, but it's inferior to the 2022 Toyota Corolla Cross—31/33 mpg with FWD and 29/32 with AWD—and the AWD-only Subaru Crosstrek. For the 2023 model year, the Subaru comes in at 28/33 mpg with its standard 2.0-liter engine and 27/34 with the 2.5-liter unit.
The Subaru also holds a huge advantage compared to the Honda in combined city/highway driving range; you'll travel about 100 miles farther in either automatic-transmission Crosstrek than you will in the Honda.
The Takeaway
The Honda HR-V remains a good choice in its second generation. But with its physical growth, the new 2023 model is slower and less efficient than a couple key competitors. The former isn't a huge deal for an entry-level SUV, but if you don't need to make that compromise, why should you? In the HR-V's case, it would be because of the trust some have in the Honda name and because the SUV drives well. The Civic-based platform means the 2023 Honda HR-V feels good on the road before you even consider its spacious interior. Standard Honda Sensing safety tech and good anticipated safety-test results should also provide buyers with confidence.
Honda loyalists should also appreciate the new interior design and improved HVAC system, but cross-shoppers will want to consider what they really want from an inexpensive SUV. The Kia Seltos is spacious and much quicker, but it lacks a five-star overall safety rating from NHTSA. Subaru's popular Crosstrek offers standard AWD, better efficiency, and a good driving experience, but doesn't look like a traditional SUV.
Especially in LX and Sport trims, the 2023 Honda HR-V represents the brand well enough in this crowded space. For the rare customer seeking a loaded HR-V EX-L, however, we suggest giving a closer look to the competition, and especially the new 2023 CR-V.
Looks good! More details?2023 Honda HR-V AWD (EX-L) Specifications BASE PRICE $30,195 PRICE AS TESTED $30,590 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L port-injected DOHC 16-valve I-4 POWER (SAE NET) 158 hp @ 6,500 rpm TORQUE (SAE NET) 138 lb-ft @ 4,200 rpm TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,271 lb (58/42%) WHEELBASE 104.5 in LENGTH x WIDTH x HEIGHT 179.8 x 72.4 x 63.4 in 0-60 MPH 9.8 sec QUARTER MILE 17.5 sec @ 83.0 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.80 g (avg) MT FIGURE EIGHT 28.5 sec @ 0.56 g (avg) EPA CITY/HWY/COMB FUEL ECON 25/30/27 mpg EPA RANGE, COMB 378 miles (est) ON SALE Now Show AllYou may also like
The double whammy of increasing fuel and vehicle prices has a lot of SUV shoppers not knowing which way to turn. A more efficient modern ride could ease the pain at the pump, but with inflation and rising borrowing costs, many are delaying big-ticket purchases like new cars. Expanding a search to include slightly used SUVs with strong fuel economy might be the way to go if you're looking for an alternative.Knowledge is power, and in our methodology below, you'll find how we came to our tally. Most of the SUVs on this list are subcompact and compact crossovers, but a single midsize offering also managed to qualify. All received an EPA combined fuel economy rating of 27 mpg or greater, and a couple of the entries can be found priced from roughly $15,000. Keep reading to find out which used SUVs under $30,000 have the best fuel economy.About MotorTrend's methodology: The Buyer's Guide recognizes how important a used car purchase can be, which is why we take this so seriously. Our methodology considers many of the same factors in our new-car rankings system, starting with value. The experts at IntelliChoiceconduct extensive research to assess long-term value on 3-5-year-old vehicles, which means our picks start at the 2018 model year. IntelliChoice considers resale value, the cost of insurance, maintenance costs, fuel costs, and more. We prioritize models receiving a Good or Excellent IntelliChoice used-car value rating. An above-average J.D. Powerquality and reliability rating is also a plus. Any vehicle we recommend must have earned anIIHSTop Safety Pick award or NHTSA overall five-star safety rating, and have some used-car inventory with under 80,000 miles (the upper limit on many automaker CPO programs).
We thought we spotted a Ford Maverick Tremor prototype a few weeks ago. It turns out the more rugged-looking Maverick we spied was indeed a Tremor, making it the fourth truck to get the off-road Tremor trim level, joining the Ranger, F-150, and Super Duty. Welcome to the family, baby Tremor. It's a good look.Want a Maverick with the Tremor package? You'll need to spring for a Maverick XLT or Lariat model equipped with the available 250-hp, 277-lb-ft 2.0-liter EcoBoost I-4 engine. That means—for now—the front-wheel-drive-only standard hybrid powertrain and entry-level XL trim cannot be combined with the Tremor, which Ford describes as "an entry-level option for buyers seeking greater off-road capability and bold styling." It's kind of like a souped-up FX4 Off-Road Package already offered on all-wheel-drive Mavericks. So, it's mostly entry-level.Visually, the Maverick Tremor wears a healthy dose of signature Tremor Orange accents, reminiscent of its F-150 brethren. The orange hue coats the tow hooks, fender vents, grille, and wheels. And of course the Tremor bedside logo is in Tremor Orange.Tremor logos are stitched into the Black Onyx seatbacks, which fittingly also have Tremor Orange stitching. There's a dose of non-orange customization in the form of a unique grille finish and blacked-out Ford logos, headlights and taillights.There's also a separate Tremor Appearance Package that includes a Carbonized gray roof and mirror caps. It also includes black side graphics on the hood and lower body.The 17-inch dark gray aluminum wheels are wrapped in 235/65R17 Wildpeak all-terrain tires, though you'll probably only notice the Tremor Orange on the inside pocket of one of the spokes. The speckle of orange almost gives the appearance of orange brake calipers when in motion.The Maverick Tremor gets "off-road tuned suspension with increased ride height" in the form of a 1-inch lift, with claimed "unique front and rear springs and shocks." We're not sure if this includes any of the mechanically similar Bronco Sport SUV's Badlands HOSS (High-Performance Off-Road Stability Suspension) system, or if Ford came up with new bits for the Maverick. Either way, the visual effect is a tougher Maverick.Paring nicely with the upgraded suspension are a tapered front bumper (for an improved approach angle of 10 degrees over the front-wheel drive Maverick Hybrid) and steel skid plates for undercarriage protection. There's also a heavy-duty transmission cooler and upgraded half-shafts.The Maverick Tremor gets five selectable drive modes, but the real story is Trail Control and the upgraded all-wheel-drive system complete with a torque-vectoring rear differential (think Bronco Sport Badlands), both of which the Maverick FX4 does not have. Trail Control is like off-road cruise control, where the driver sets the speed and steers while the truck controls throttle and braking to maintain a (slow) velocity. The torque-vectoring, also new to Maverick, includes a twin-clutch rear-drive unit with a differential lock that allows virtually all rear axle torque to go to either wheel.The 3,807-pound Maverick Tremor is, naturally, the heaviest of the Maverick clan. It can tow 2,000 pounds (indicating it's not offered with the 4K Tow Package, which ups the truck's total to 4,000 lbs) and has a payload rating of 1,200 pounds, 300 pounds less than the other Mavericks.The 2023 Ford Maverick Tremor Off-Road Package comes with $2,995 price tag, and the Tremor Appearance Package is $1,495. Ordering is available in September, with production beginning in fall.
hyundai tucson-plug-in-hybrid Full OverviewWe're slinking silently down a stretch of Southern California's traffic strangled I-405 freeway in the plug-in hybrid version of the 2022 Hyundai Tucson, and for a minute, it's as if we're in an all-electric crossover. But then we hit the go pedal hard to fill a gap in traffic, its turbo-four wakes up, the six-speed automatic downshifts, and we're suddenly back in the world of the internal combustion engine.Such are the trade-offs you'll experience in plug-in hybrids like the Tucson. It's not a bad thing, mind you, just different, though as with all vehicles of this type, it's how you drive them that determines how efficient they'll ultimately be.When you drive the Tucson plug-in hybrid in its all-electric mode (there are three drive modes in all: Automatic, Electric, and Hybrid) and have its 13.8-kWh battery pack topped off, Hyundai says you can eke out as much as 33 miles of electric-only range. Of course, that number will vary, as we found out during our time behind the wheel. But thanks in part to its 7.2-kilowatt onboard charger, if you have a 240-volt Level 2 wall box installed in your garage, Hyundai says you can charge the battery in as little as two hours, so filling it up with electrons at home is relatively quick. Regenerative braking also helps put power back into the battery.As far as the powertrain goes, the company's 1.6-liter turbocharged inline-four with 180 hp and 195 lb-ft of torque is the 2022 Hyundai Tucson plug-in hybrid's gas-powered heart. Add in the power from its 66.9-kW permanent-magnet synchronous motor mounted at the rear axle, and those numbers rise to an estimated 261 horses and 258 lb-ft all in, which is the most any version of the Tucson offers. Power is routed to a six-speed automatic transmission, and all Tucson plug-ins come with Hyundai's HTRAC on-demand (mechanical) all-wheel-drive system as standard equipment.How Well Does the Tucson Plug-In Perform?What does that mean for its overall performance? We took the 2022 Hyundai Tucson plug-in hybrid to the test track to find out. With the battery at 95 percent charge, it launched under EV power at first and then the engine kicked in later in the run, which we clocked at 7.1 seconds from 0 to 60 mph and 15.3 seconds at 92.2 mph through the quarter mile. That's far better than the 2022 Tucson HTRAC we tested with the 2.5-liter inline-four (9.3 seconds), though it was a fair bit off of one of its primary competitors, the 2021 Toyota RAV4 Prime plug-in, which we recorded at an impressive 5.5 seconds to 60 mph. But it did outperform its other main bogey, the 2021 Ford Escape plug-in, which reached the 60-mph mark in 7.7 seconds during our testing.Stopping power of the 2022 Hyundai Tucson PHEV is more than acceptable for a 4,179-pound crossover, with 124 feet required to haul down from 60 mph to 0. That distance essentially splits the difference between the lighter Ford (123 feet) and the heavier Toyota (127 feet). The brakes performed well despite a steeper than normal initial push before they began to bite.But the Tucson plug-in's dynamic performance really brought out the kudos from the MotorTrend test team. Road test director Chris Walton had this to say about the Hyundai midsize crossover after his time wringing it out at the track: "Wow, a much sportier experience than I had anticipated. I found it easy to trail brake into the skidpad, and lateral acceleration registered 0.83 g average. In Sport mode, the steering feels unnecessarily heavy; I prefer the feel of it in other modes. Very mild but predictable understeer on the skidpad, and good acceleration off the corner. It covered the figure-eight course in 27.3 seconds at 0.63 g average. Well done, Hyundai."How Efficient Is the Tucson Plug-In?Although we were surprised by its track performance, when you pit it against its plug-in hybrid crossover competitors in the EPA efficiency arena, the 2022 Hyundai Tucson PHEV brings up the rear. The lighter Ford Escape PHEV carries an EPA-rated 105 mpg-e combined figure, followed by the Toyota RAV4 Prime AWD at 94 mpg-e. The Tucson PHEV AWD checks in at just 80 mpg-e, largely because its six-speed transmission setup is less efficient than the e-CVT setups Ford and Toyota use.There are trade-offs to be sure, another being that today you can only get the Tucson plug-in in the most expensive trim levels like the Limited we tested, and only with all-wheel drive, which guarantees you'll pay more than $40,000 to get into one. On the plus side, you should be able to take advantage of government tax breaks to offset the upcharge.Lots of Good Stuff for the PriceThe good news is that the extra scratch you pay for the Tucson PHEV Limited nets you an impressive-looking package in the cabin with a highly functional 10.3-inch instrument panel featuring screens designed to help you better understand how well you're doing in terms of efficiency, complemented by a 10.3-inch infotainment screen and upscale leather seating. It's also loaded to the gills with safety technology, an advanced stop-and-go adaptive cruise control system, and Hyundai's Smart Park, to name a few.When underway, the Tucson plug-in pulls away from stoplights stealthily yet with authority when you desire a quick pace, and if you want to play a bit, there's a Sport mode with paddles to wind through the six gears. At freeway speeds it happily moves along, and when the road gets rough and rugged, the Tucson plug-in hybrid is more than adept at soaking up imperfections and keeping impact harshness at bay. In essence, it's what you'd expect a family-friendly crossover to deliver in the ride and handling departments.But this vehicle is at its best when you take it easy and use it for what it's meant to do, which is to maximize your opportunities to increase efficiency. Because in the end, plug-in hybrids like the 2022 Hyundai Tucson PHEV are all about using those precious electric-only miles to your advantage.Looks good! More details?2022 Hyundai Tucson Limited HTRAC Plug-In Specifications BASE PRICE $43,945 PRICE AS TESTED $44,140 VEHICLE LAYOUT Front-engine front-motor, AWD, 5-pass, 4-door SUV ENGINE 1.6L direct-injected DOHC 16-valve I-4 plus permanent-magnet electric motor POWER (SAE NET) 180 hp @ 5,500 rpm (gas), 90 hp (elec); 261 hp (est comb) TORQUE (SAE NET) 195 lb-ft @ 1,500 rpm (gas), 224 lb-ft (elec); 258 lb-ft (est comb) TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 4,179 lb (59/41%) WHEELBASE 108.5 in LENGTH x WIDTH x HEIGHT 182.3 x 73.4 x 65.6 in 0-60 MPH 7.1 sec QUARTER MILE 15.3 sec @ 92.2 mph BRAKING, 60-0 MPH 124 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 27.3 sec @ 0.63 g (avg) EPA CITY/HWY/COMB FUEL ECON 35/35/35 mpg (gas), 87/74/80 mpg-e* EPA RANGE, COMB 420 mi* ON SALE Now *EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes. Show All
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