The all-new Honda HR-V debuts a clean, sporty and expressive exterior design for 2023, featuring a bold new grille, longer hood and sleek roofline. Based on the award-winning 11th generation Honda Civic, the HR-V is larger than its predecessor, with a longer wheelbase and wider stance while still remaining sporty and personal. The HR-V is the right size with the space and utility for an adventurous weekend escape, yet nimble to maneuver city streets. Set to launch in summer 2022, HR-V will feature a more responsive engine and a new independent rear suspension, giving the compact SUV a more confident, refined and fun-to-drive personality.

"By gaining aspirational qualities beyond its segment, the all-new 2023 Honda HR-V will welcome a new generation of customers to Honda and grow in importance as a gateway to the Honda brand," said Michael Kistemaker, assistant vice president of Automobile Sales of American Honda Motor Co., Inc. "This new HR-V will advance its position as the segment leader with young buyers, first-time buyers, and multicultural customers."

Inspired by the thrill of new experiences, Honda HR-V's design is ambitious with a strong sense of adventure. A low horizontal beltline that begins with its extended hood and continues over the swell of the rear fenders gives its flowing forms a sense of motion. Wide-set LED headlights and taillights emphasize HR-V's athletic stance. A sculpted hatch and functional tailgate spoiler highlight its sporty proportions.

A large greenhouse provides excellent visibility, enhanced by door-mounted mirrors and Honda HR-V's low cowl. For a cleaner, upscale look, laser-brazing technology eliminates the need for unsightly roof moldings, and HR-V's windshield wipers hide under the hood line when not in use.

This is our first look at the 2023 Honda HR-V. It is not, however, a full and detailed download of the car. Honda released these three photos, a short video and some preliminary details about the car today. More information is going to become available in the coming months, Honda says.

All that said, there’s a lot to go on right now. For starters, Honda was serious when it said the U.S. version of the HR-V would be nothing like the European or Japanese version. The HR-V we get here has an entirely different body and styling direction, for better or worse — you decide.

Honda didn’t provide dimensions or exact specs but says this new HR-V has both a longer wheelbase and wider stance than the outgoing car. It also has a much longer hood and significantly upsized grille. All of this extra size exists because the HR-V is now based on the 11th-gen Honda Civic’s platform. That inherently upsizes the model, since the outgoing HR-V was based on the old Fit’s platform. Being based on the Civic, Honda is promising that it will be more “refined, confident and fun-to-drive with substantially improved dynamics and powertrain responsiveness.”



If the HR-V retains some of the new Civic’s driving characteristics, it will indeed be a massive improvement to how the model comports itself on the road. Honda doesn’t go into exactly what engine will be powering the HR-V, but it will most likely be fitted with one of the Civic’s powertrains. That means that it’ll get either the naturally aspirated 2.0-liter four-cylinder, or 1.5-liter turbocharged four-cylinder. Honda goes only so far as saying the HR-V will “feature a more responsive engine,” but that’s all for now. Our best guess would be the 2.0-liter. Since the outgoing HR-V made do with a naturally aspirated 1.8-liter four-cylinder, the new 2.0-liter would be a marked improvement. That said, we wouldn’t complain about having the option for the turbo.

Some exterior styling details that Honda points out are the new LED headlights and taillights, larger greenhouse, newly-hidden wiper blade look and door-mounted mirrors. Similar to the new Civic, the HR-V also features Honda’s new laser-brazing technology that rids the car of roof moldings, not as though you’d see them all that often on an SUV anyway.

No photos of the interior are being made available for now, and all Honda says is that the new car will feature excellent visibility from the cabin thanks to a low beltline and emphasis placed on a low cowl height. If some of the new Civic’s refinement finds its way into the HR-V, that would once again be a huge improvement over the current model.

The new HR-V is set to launch this summer, according to Honda. The video in this post of the car shows various color options, so give that a watch if you’re curious about the color palette. And in the meantime, watch out for more details coming at a later date.

For starters, Honda was serious when it said the U.S. version of the HR-V would be nothing like the European or Japanese version. The HR-V we get here has an entirely different body and styling direction, for better or worse — you decide.
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Honda has already shown off the 2023 HR-V’s exterior styling, but we’re still waiting to see the interior. We’ll be waiting a bit longer as Honda isn’t ready to reveal it just yet. However, the automaker is willing to show off the crossover’s cargo area while teasing the rest of the inside, including the center console and a portion of the dashboard.

The 2023 HR-V shares its platform with the Honda Civic, and the compact crossover will also borrow the 11th-generation Civic’s interior “Simplicity and Something” design ethos. Honda doesn’t reveal much of the interior. Instead, it shows off the pass-through center console that looks wrapped in leather.

An image of the cargo area with the rear seats folded flat reveals a bit of the dash at the front, which looks quite similar to the one in the new Civic. A portion of the dash-mounted infotainment screen is visible. Below that appears to be the same honeycomb mesh found in the car that incorporates the vents, which sit above the physical HVAC controls.

So far, Honda has shown off the HR-V’s new styling, which is a considerable departure from the previous design. The rear sports a steeper rake, and the front-end styling is more aggressive, with a sculpted face, a gaping grille, and sleek headlights. The new platform also means the HR-V grows in size over the outgoing model – it’s wider and sports a longer wheelbase.

Honda hasn’t detailed the crossover’s new powertrain, but it appears as if the 1.8-liter is out, possibly in favor of the Civic’s new powertrain duo. The car comes with either the 2.0-liter four-cylinder or the 1.5-liter turbo inline-four. Both are more potent than the 1.8-liter; however, we’ll have to wait for Honda to confirm these specs.

Honda hasn’t announced an on-sale date for the 2023 HR-V. The company still needs to fully reveal the interior and detail the updated powertrain options before it reaches dealer lots. The new HR-V should be on sale before the end of the year, so Honda should provide a full reveal sometime soon.

Honda held a ton of info back when it debuted the 2023 HR-V at the beginning of the month. The tiny new crossover is a little less tiny, expanding its wheelbase and track over the previous model by migrating from the old Honda Fit platform to the current Honda Civic architecture. We assumed that would mean a switch to a Civic engine as well. Honda didn't identify what will go under the hood, instead choosing to promise the HR-V would be more "fun-to-drive with substantially improved dynamics and powertrain responsiveness." Our guess was that the Civic's 2.0-liter four-cylinder got the call up, and it seems we weren't wrong, if CarBuzz is to be believed. CarBuzz said it found documents Honda filed with the California Air Resources Board (CARB) outing the 2.0-liter as the engine of choice.

The naturally aspirated 1.8-liter cylinder in the current HR-V makes 141 horsepower and 127 pound-feet of torque. The EPA rates it at 28 city, 34 highway, and 30 combined miles per gallon when the mill turns the front wheels only, or 27 city, 31 highway, and 29 combined when powering both axles. The naturally aspirated 2.0-liter pulled from the Civic makes 158 hp and 138 lb-ft, less than substantial gains. In base FWD form the Civic sedan weighs just 29 pounds less than the HR-V, but its kinder aerodynamics return 31 city, 40 highway, and 35 combined mpg.

Since the HR-V employs a CVT now and the 2.0-liter is plugged into a CVT as well, we figure matters will hold steady there, but with somewhat lower fuel economy due to the shape of the vehicle. It's possible Honda's pledge of "more responsiveness" results in small changes to the powertrain to ensure drivers feel a difference, but it's more likely referring to the additional power the Civic engine has over the old HR-V's. And there's also still the chance the turbocharged 1.5-liter Civic engine could make an appearance. Honda sold more than 137,000 HR-Vs in the U.S. last year; those subcompact pilots probably aren't looking for much when it comes to the seats of their pants, the current formula clearly a success.

In April, Honda introduced the 2023 HR-V to the U.S. public but kept many details to itself. We still don’t have any interior pictures or technical data for the new crossover. However, the similarities with the Civic compact might give us a clue. Well, thanks to EPA, we now know a little bit more, at least about the new engine and its lackluster fuel economy.
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We first confirmed in April that the 2023 Honda HR-V would come with the naturally-aspirated 2.0-liter four-cylinder engine of the Civic. This and the fact that a CVT transmission will be the only option were revealed by the California Air Resources Board documents. As for the AWD transmission, this would be offered as an option to the most demanding customers. The promise of a more powerful engine should’ve excited the prospective HR-V buyers, but new info coming from EPA suggests this comes with hidden costs.

The 2023 Honda HR-V got listed on EPA’s website, revealing the EPA fuel economy figures for the new engine. This is, not surprisingly, a little thirstier than the outgoing 1.8-liter engine of the 2022 HR-V. The new HR-V is bigger and probably heavier, so a more powerful engine is poised to dry a gas tank faster. But there is also a nasty surprise hidden in plain sight.

According to the EPA, the 2023 HR-V with front-wheel drive is rated at 26/32/28 mpg (for city/highway/combined), while the AWD version is rated at 25/30/27 mpg. These mark a decrease in fuel efficiency compared to last year’s model. The FWD 2022 model was rated 28/34/30, while the AWD variant got 27/31/29 ratings when fitted to a CVT transmission.

The reduction in fuel economy makes the new HR-V less efficient than its bigger brother, the CR-V. The compact SUV offers better figures across the board for front- and all-wheel-drive models than the new HR-V. The CR-V is powered by a more powerful 1.5-liter turbocharged engine (187 horsepower) and still delivers 27/32/29 mpg in the AWD guise. A new generation of the CR-V is just about to make its debut on the market, so these figures might change soon, but still.

We don’t know other technical data for the 2.0-liter engine of the 2023 HR-V. Still, given the similarities with the Civic, we can take an educated guess. The compact sedan’s engine delivers 159 horsepower, and we expect the HR-V to offer a similar figure. This is a step below the Toyota Corolla Cross (2.0 liter/169 hp), which also comes with better fuel economy than the HR-V.

With automakers now focusing on truly global platforms rather than different regional models, Honda is going against the current with the North American HR-V. So, the all-new 2023 model year is not equal to the smaller, global HR-V, but rather the newly introduced ZR-V.
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Now, that move might seem odd, but it was devised to give the New World’s HR-V a better fighting chance against the popular CR-V. Thus, with a Civic-based philosophy and a subtle design, plus a more responsive powertrain, higher-specked cabin, and loads of tech features, let us welcome the all-new HR-V into the Americana lifestyle.

Honda kicks everything off by claiming the new HR-V has “aspirational qualities beyond its segment,” so it naturally arrives with the Civic’s 2.0-liter four-pot that is 17 hp more powerful than its predecessor’s 1.8-liter with 158 hp. And it is also a bit thirstier, according to the EPA mileage ratings. More importantly, there is an available AWD system for when the tough get going outside of the beaten, tarmac-laden path.

The new generation’s highlights include the restrained, upscale exterior and interior design, Honda’s new global architecture, shared with the 11th-gen Civic, standard 7-inch digital instrument cluster plus a seven or optional nine-inch HD touchscreen with wireless Apple CarPlay and Android Auto compatibility on the top trim, among many others.

Speaking of grades, Honda has also announced the pricing details for each version. The 2023 HR-V kicks off in the United States at an MSRP of $23,650 ($24,895 with the $1,245 destination charge) in LX form, with front-wheel drive. The AWD LX is $25,150, then Sport variants go for $25,650 (FWD) and $27,150 (AWD), followed by the flagship EX-L at $27,450 (FWD) and $28,950 (AWD), respectively.

Last, but not least, safety is paramount for the Japanese automaker, so there is a standard Honda Sensing bundle with lots of tech features, plus front occupant knee and rear passenger side-impact airbags are offered from the get-go.

The United States is getting its second-generation Honda HR-V this year. But it's only called HR-V here and in China. Europe, meanwhile, is on its third generation of HR-V, which is also sold in Japan. But in Japan, it's called the Vezel, and so was its predecessor, which we got here and in Europe as the HR-V. Confused? We can't blame you. This little crossover SUV has had a strange history. So we thought we'd take you through it. And it all starts with the original in 1998.

First Generation

Honda introduced the HR-V in Japan in 1998, and it also launched in Europe in 1999, and it was on sale through 2006. And for that first year, it was only available as a two-door. The name stood for "Hi-rider Revolutionary Vehicle," and it slotted right below the also recently introduced CR-V (curiously, that stood for "Comfortable Runabout Vehicle"). And just as the CR-V was based on the Civic, the smaller HR-V was based on the smaller Japanese-market Logo hatchback. That two-door model measured 157.3 inches long, 66.7 inches wide and 62.6 inches tall. The four-door model, introduced in Japan in 1999 as well as other markets, was just under 4 inches longer. Compared to the contemporary CR-V, the HR-V was as much as 20 inches shorter in length. Ground clearance was barely half an inch off the CR-V, though, at 7.5 inches (the "Hi-rider" part of the equation).



The first-generation HR-V was only offered with a naturally aspirated 1.6-liter four-cylinder, but in two forms: one with VTEC, and one without. The plain engine made 104 horsepower and 102 pound-feet of torque, while the VTEC model made 123 horsepower and 106 pound-feet. Two transmissions were available: a five-speed manual and a CVT. The latter transmission was the only option for the VTEC engine. Front-wheel drive was standard with Honda's full-time all-wheel drive available as an option. Suspension featured MacPherson struts up front and a five-link torsion beam at the back with front-wheel drive, or a De Dion independent rear suspension with all-wheel drive.

Second Generation

The HR-V was on a long hiatus after that first generation. And in the case of Japan, it's still on hiatus. That's because Europe's second-generation HR-V, which was our first one, was actually called the Vezel in Japan. The name apparently was a blend of "bezel," referencing its use as a jewelry term, and "vehicle." But, for simplicity, we'll still refer to it as the HR-V. This version was based on the Honda Fit, and while it lost its nifty two-door variant, it picked up cool Fit features. In particular, it got the "Magic Seat," which could either fold down the seat backs, or lift up the seat bottoms for cargo flexibility. This was made possible by relocating the gas tank under the front seats, which also provided an especially low cargo floor.

This HR-V launched initially in Japan at the end of 2013 followed by Europe soon after and eventually the U.S. for 2016. Powertrains varied significantly. In Japan it could be had with hybrid and non-hybrid gas engines with a dual-clutch manual or continuously variable transmission respectively. Europe got the non-hybrid gas engine and a diesel engine with manual and CVT options. Both regions also got turbo versions later, with Europe getting the most appealing 180-horsepower manual option. In the United States, we got one engine option: a naturally aspirated 1.8-liter four-cylinder making 141 horsepower. It was available with a six-speed manual for a while, but it was later discontinued leaving just a CVT. Front- and all-wheel-drive was available in all markets, and the suspension design was the same type as its predecessor.

The HR-V also went on sale in China as the X-RV. It had similar powertrain options as its European and Japanese counterparts. It also had electric models sold under various names through Honda's local partners.

Third Generation

The HR-V lineage becomes even more complex with the latest versions. In Europe and Japan, the model continues to be based on the Fit, and the Japanese version is still called the Vezel. It has lost its turbo model, prioritizing hybrid power. It's hybrid-only in Europe with 129 horsepower, but Japan gets a non-hybrid 1.5-liter four-cylinder version making 116 horsepower. CVTs are the only transmission options, but front- and all-wheel drive are both offered. And like the latest Fit, the Euro HR-V and Vezel still get the Magic Seat. Additionally, a full-electric variant will be sold in China as the e:NS1 and e:NP1. It's pictured above.



As for the U.S., the HR-V is very different. It's now 9.4 inches longer than the last one, plus 2.6 inches wider. Its underpinnings are also now a mix of Civic and CR-V, with dimensions awfully similar to Honda's compact sedan/hatchback. The change in platform also brings more sophisticated suspension with MacPherson struts up front and a multi-link indepedent rear suspension. It also picks up the Civic's naturally aspirated 2.0-liter four-cylinder making 158 horsepower and 138 pound-feet of torque. A CVT is the only transmission available, but it can be had with either front- or all-wheel drive. It does lose the Magic Seat, but has a nice fold-flat rear seat. This version will also go on sale in China as the ZR-V, continuing the long tradition of HR-V models having myriad names across the globe.

STEVENSON, Wash. — When the Honda HR-V arrived on the scene, you only needed one hand to count its subcompact SUV competitors. In fact, it helped establish the idea of the subcompact SUV in the first place. Since then, the number of competitors has swelled so much that it spawned a new subset of “midcompact” choices sized in between subcompacts like the HR-V and compacts like the CR-V. These include the Kia Seltos, Mazda CX-30, Volkswagen Taos and now the second-generation 2023 Honda HR-V.

Its length swells from 170.4 to 179.8 inches. That’s enough to eclipse all those midcompacts while still staying clear of the CR-V and other compacts. It’s also a considerable 2.6 inches wider. These aren’t incremental gains – they’re indicative of a vehicle moving up a class. When you look at the first and second generations together in profile, it’s obvious how much of a change has occurred.

When you look at the interior dimensions, however, things get weird. That’s because the vehicle it replaces was weird. The previous-generation HR-V shared the Honda Fit’s unique packaging, which located the gas tank under the front seats, thereby lowering the rear floor. That increased cargo space and versatility, and created a tall, chair-like rear seating position. Basically, you’d have plentiful legroom even though you’d be sitting awfully close to the front seats. That’s no longer the case. The specs may say the old HR-V had more legroom than the new one (and than a RAV4, for goodness’ sake), but that’s deceptive. The new HR-V, with its longer wheelbase, has a back seat that feels larger and that offers class-competitive legroom at 37.7 inches. The seat is lower to the ground, though, meaning you have less under-thigh support.



The weirdness continues in the cargo area. The specs say the volume is effectively the same at 24.4 cubic-feet, but this time, the real-world nod goes to the old HR-V (above, left). Yes, the cargo area is wider now, but the higher floor and a more sloped roofline are likely to reduce overall usefulness. Some clever engineering, at least, allows the new HR-V’s back seat to fold flat still (an extra set of hinges moves the seat bottom forward and down into the footwell).

Basically, to wrap this up, the 2023 HR-V is a more conventional crossover SUV that may not squeeze as much interior space and versatility out of its footprint as its predecessor, but it’s actually one of the more spacious in its midcompact segment. And by no longer sharing its underpinnings with the Fit, the new HR-V is moving up in the world in other ways.

Its multi-link rear suspension is effectively borrowed from the current Honda CR-V as opposed to the more rudimentary torsion beam rear of the old HR-V/Fit. This improves the ride, settles down the back end while cornering and provides a more substantial, sophisticated driving feel. Increasing the amount of interior sound deadening makes a big difference on that front as well, putting interior noise levels on par with the current CR-V. That’s not the quietest car on the planet, however, and neither is this HR-V.

Much of the front suspension and steering is brought over from the new Honda Civic, along with numerous other elements. Key dimensions are curiously similar as well, including length, legroom and hatchback cargo space. To say that the new HR-V is “based on the Civic,” as I admittedly do in the accompanying video, is not entirely accurate. While it certainly shares components, there’s just as much of the current CR-V in there, and there’s definitely less of a similarity with the Fit than the outgoing HR-V had. Why does this matter? It probably doesn’t, but the Civic connection at least speaks to the HR-V more clearly aligning with Honda’s time-honored compact car. Much as the Mazda CX-30 is the taller, SUV-ish version of the Mazda 3, so too is the HR-V now the taller, SUV-ish version of the Civic.



That point is best illustrated inside. While the high, “floating” center console lined in soft-touch pleather is a nod to the outgoing car, the rest is in keeping with the Civic. That’s great news, because it effectively means the 2023 HR-V similarly boasts a cool-looking cabin with materials and construction that are well above average. The most obvious Civic cue is the wheel-to-door air vent plated by a metal-look honeycomb pattern. There may come a day when Honda overuses this design element but, for now, it’s exceptional.

The touchscreens above, available in 7- or 9-inch sizes, are shared with the Civic, and are exponentially better than the outgoing HR-V’s slow, convoluted and just-plain-old touchscreen. Oh, and it has a volume knob and shortcut buttons now. Three USB-A ports reside in the center console, and the range-topping EX-L trim level gets wireless charging to go with its newfound Apple CarPlay and Android Auto capability. Wired versions come standard.

Safety and driver assistance features increase in number and improve in execution. The standard adaptive cruise control and lane-keeping assist systems have been upgraded from their rather elementary predecessors, including added stop-and-go capabilities and a new camera system that also helps the forward collision warning/emergency braking system detect pedestrians and cyclists. A driver inattention warning system is also now included, while the EX-L gains extra front sonar sensors for improved low-speed braking prevention (your garage wall should appreciate that). And should the safety tech not be enough, the new HR-V gains front knee and rear side airbags.

Other key upgrades involve the front seats. First, moving the gas tank to where it usually resides (toward the rear of the vehicle) allows for a surprisingly low seating position up front with significantly greater seat adjustment. Anyone of above-average height should now fit comfortably, though the lower seating position may not deliver that “commanding” view of the road some seek. The seats themselves have also been redesigned (or more accurately, brought over from the Civic), and provide greater support throughout the body.



Another carryover from the Civic is the engine, but, unfortunately, not the one we’d prefer. The 2023 HR-V comes only with the Civic’s base 2.0-liter naturally aspirated inline-four that produces 158 horsepower and 138 pound-feet of torque. That might be up from 141 hp and 127 lb-ft of the previous generation, but that’s an awfully low bar to clear. It was slow before, and it’s slow now with a dearth of low-end grunt (max torque arrives at a lofty 4,200 rpm). Lay into the throttle and nothing really happens, which is in contrast to competitors’ punchy little turbo engines. Heck, even the base Subaru Crosstrek engine has more torque than the HR-V.

And no, the 2023 HR-V doesn’t offer the Civic’s available 1.5-liter turbocharged inline-four that produces 180 hp and 177 lb-ft. That still wouldn’t be up to the base Mazda CX-30 or Ford Bronco Sport engines, but it’d be in the ballpark, along with the Subaru Crosstrek and Kia Seltos optional upgrades. The question must be asked, then: why is that turbo engine not at least available on the HR-V?

According to senior product planner Quincy Tam, it comes down to demographics and existing customer expectations. First, the turbocharged Civic trim levels are more likely to be purchased by male buyers, whereas about 70% of buyers in the HR-V’s segment are female. Perhaps that element is related to the next bit, perhaps not. Either way, research groups indicated that existing and potential buyers were looking for “sufficient power without waste.” Cost is a concern, and they don’t want to pay for something they aren’t going to use. Tam and his team asked if research group participants wanted more power, and were surprised to find that they did not. Apparently, HR-V buyers are different from Crosstrek buyers, since Subaru researchers found the exact opposite.


PlayOne can assume, then, that potential buyers should have no issue with the standard CVT, especially since it behaves more like a conventional transmission now with simulated gear changes. There’s notably less droning. The Sport and Low transmission modes do a decent job of engine braking when going downhill, and Sport will even raise revs a bit when braking into a corner. Unfortunately, when going uphill, the Sport mode consistently drops the engine down to around 3,500 rpm whenever you lift off the throttle (as opposed to recognizing that revs should remain higher), resulting in a frustrating yo-yo effect. Paddle shifters would counter this, but no dice – they’re not available.

As such, the HR-V’s powertrain continues to be a downside. Even if buyers don’t care, the disparity remains, and although its fuel economy of 27 or 28 mpg combined (depending on drivetrain) is commendable, other more powerful entries in the segment match or surpass it. And by the way, the turbo Civic gets better fuel economy than the 2.0-liter.

Beyond the powertrain, the driving experience is impressively refined for the segment. Perhaps it’s the various CR-V bits and pieces, but it does have a more substantial, sophisticated feel. Body roll is kept in decent check and the steering is consistently weighted with commendable response. The ratio is noticeably slower than the Civic’s, though, and working through a winding mountain road required just a bit more turning angle than expected. There’s definitely a more engaging and sporty version lurking within should the research groups determine such a thing should be unleashed.

Ditto outdoor adventure capability. Ground clearance measures only 7 inches, and there are no roof rails available. If you want to mount something on the roof, you’ll need special window-mounted “feet” to secure the crossbars. Those are more complicated and difficult to use, and could just as easily be popped on a Civic. The marketing story for this car involves young owners leaving the city for weekend adventures, but it’ll require more effort to do so with the HR-V than many competitors. Perhaps there’s a TrailSport lurking within as well.

For now, though, this is the HR-V that exists. It’s a more substantial and refined SUV with improved features throughout and a lovely interior. It may not possess magic interior packaging, but it’s still one of the roomiest entries in its segment. Starting at $24,895, including destination, and topping out at $30,195 for an AWD EX-L, it’s also competitively priced, aligning closely with the Kia Seltos and Subaru Crosstrek. Basically, it's a safe and sensible choice with few bad habits that nevertheless lacks a defining niche such as being especially outdoorsy, sporty, stylish or family-friendly. Whether that makes it well-rounded or mid-pack is probably in the eye of the beholder.

Honda might've said the new HR-V has been specially developed for North America, but the ZR-V unveiled today in Japan is nearly identical. The "Z Runabout Vehicle" has already been introduced in China where it looks almost the same. It will also be launched in Europe next year to slot between the market-specific HR-V and the next-generation CR-V that was unveiled earlier this week in the US.

The JDM model has a different grille than its US sibling by switching from a honeycomb pattern to vertical slats reminding us of the Maserati Grecale Trofeo. The front bumper has been resculpted as well while the mandatory orange side markers have been eliminated. At the back, the new Honda ZR-V gets a dual exhaust system with surprisingly large finishers lending the crossover a sporty look.




The interior is more of the same in the sense it has been carried over from the HR-V, which itself shares most of the cabin with the latest Civic. However, we do notice the ZR-V eschews the bulky gear lever for the automatic transmission in favor of buttons giving it a more modern and cleaner layout. It also gets a burgundy theme with orange stitching creating a cozy ambiance.

Compared to the US-spec HR-V, the most important difference is underneath the familiar skin. While the North American model is powered exclusively by a 2.0-liter gasoline engine making 158 hp and 138 lb-ft of torque, the JDM-spec ZR-V gets the hybrid setup from the Civic e:HEV. It's the car shown here, hence the blue Honda logos and an e:HEV badge on the tailgate. Alternatively, the compact crossover is also going to be offered with a 1.5-liter gasoline unit, and both will get AWD in the Land of the Rising Sun.

Full technical specifications will be disclosed in the coming months ahead of September when Honda will open the order books for the ZR-V in Japan. The equivalent European model is earmarked for a 2023 launch and it too will be electrified to echo the Euro-spec HR-V. Speaking of going hybrid, the upcoming Civic Type R will be the company's last ICE-only car on the Old Continent.