Honda is calling 2022 the “Year of the Crossover,” partially due to 2021 being the year of their 11th-generation Civic, but more specifically because of two very important upcoming SUV releases. Top…

Honda teases a larger, sportier looking 2023 HR-V

2023 Honda HR-V Teaser
Honda has released two artist’s renderings of their next-gen HR-V subcompact crossover SUV, and we like what we see.

Honda is calling 2022 the “Year of the Crossover,” partially due to 2021 being the year of their 11th-generation Civic, but more specifically because of two very important upcoming SUV releases. Top of the list will be a complete redesign of Honda’s best-selling CR-V, expected later this year as a 2023 model, but the smaller 2023 HR-V that’s teased here in two artist’s renderings, is at least as critical for its entry-level gateway position.

The subcompact crossover SUV class has gained a lot of traction in recent years, growing from just eight models in 2010, to a shocking 27 now, and while the current HR-V is no longer the segment’s top-seller, it’s done very well for a design that’s been around for almost a decade with only one mid-cycle refresh.

2023 Honda HR-V Teaser
The new HR-V’s front end gets a sportier grille, more conventional LED headlamps, and Acura RDX-like corner vents for a very clean, sharp design.

To be clear, the HR-V arrived to the Canadian market in June of 2015, but it was already two years old and in its second-generation. Amazingly, despite arriving halfway through the year, it managed second in sales for the category, only beaten by Kia’s Soul, while it narrowly missed the top spot by just 301 units in 2016. Calendar year 2017 saw the HR-V rise right up to the top with 14,149 deliveries, but that triumph was quickly quelled when Nissan’s ultra-affordable Qashqai hit the streets in 2018, followed by the current sales-leading Hyundai Kona that sold a whopping 25,817 units in 2019, plus 31,733 in 2020 (despite the health crisis). What’s more, even though a microchip shortage caused calamity through last year’s auto production, the Kona nearly equaled 2020 results with a total of 31,101 units down Canadian roads in 2021.

2023 Honda HR-V Teaser
Focusing in on the new HR-V’s grille design shows an aggressive shape almost Ford Mustang-like in shape, that’s filled with a large honeycomb-pattern mesh insert.

Comparatively, the aging HR-V placed sixth in Canada’s subcompact crossover segment last year, with 11,616 deliveries, allowing it to narrowly edge out the smaller Hyundai Venue that found 11,548 buyers, plus the Mazda CX-30 that managed a strong 11,407 unit-sales. Additionally, it fell marginally behind Nissan’s Qashqai that overtook its Japanese rival with 11,972 examples sold. The second-place Subaru Crosstrek attracted more subcompact SUV buyers than the HR-V as well, with 23,342 unit-sales, while the third-ranking Nissan Kicks did likewise with 18,750 deliveries. Finally, the Kia Seltos managed fourth thanks to 14,436 new owners in 2021. While it might appear as if HR-V sales are much below average, keep in mind that it still outsold 19 mainstream volume-branded subcompact SUV competitors, which is no small feat.

2023 Honda HR-V Teaser
Here’s a closer look at the LED headlight clusters.

A much better HR-V story gets told south of our border, mind you, where Honda was able to sell a staggering 137,090 units last year, which is almost 10,000 more than the U.S. subcompact SUV segment’s next-best-selling Crosstrek. Exactly how they upped year-over-year sales by more than 63 percent in 2021 is anyone’s guess outside of the brand’s inner circle, and it wasn’t only because the model took a slight dive in 2020. In fact, sales were up more than 38 percent from 2019, but it may have come down to available microchips in a market that made many vehicles hard to get.

2023 Honda HR-V Teaser
Do you like the C-shaped corner vents? Might these look better on a possible Acura ADX variant?

Being that the second-generation HR-V was based on the back of the now discontinued (in North America) entry-level Fit hatchback, it was always much more accommodating than its diminutive dimensions let on. Just like the Fit, the HR-V boasts an extremely low cargo floor, plus an ultra-flexible 60/40-split rear “Magic Seat” that comes with backrests that fold down in the traditional way for carrying larger cargo loads, plus lower cushions that flip upwards, pickup truck style, for stowing taller items on the second-row passenger compartment’s floor. The innovative packaging allows it to compete with larger subcompact models like the Qashqai, Crosstrek, Seltos, CX-30 and new Toyota Corolla Cross, despite being externally sized more closely to the Kona, Kicks and Toyota C-HR. This makes it significantly larger than a Venue, incidentally, the smallest crossover currently available in our market.

2023 Honda HR-V Teaser
The new HR-V’s rear design looks very attractive, while pulling on plenty of Honda styling cues.

If you happen to follow global automotive news you might already realize Honda debuted the updated Japanese Domestic Market version of the HR-V in 2021. It’s named Vezel in Japan, while the same SUV replaced the first-generation HR-V in Europe. That new model features an identical 2,610 mm (102.8 in) wheelbase as the outgoing model and our current HR-V, plus approximately the same overall length of 4,330 mm (170.5 in), the previous generation spanning 4,295 to 4,335 mm (169.1 to 170.7 in) from nose to tail depending on markets and trims. It’s just 20 mm (0.8 in) wider too, at 1,790 mm (70.5 in), and slightly lower overall at 1,580 to 1,590 mm (62.2 to 62.6 in) when compared to 1,605 to 1,610 mm (63.2 to 63.4 in) for the previous model, the latter difference likely dependant on tire choices.

This said, our second-generation HR-V (the third-generation globally) will be North American-specific and therefore won’t necessarily share the Japanese/European model’s platform. Instead, there’s a greater chance we’ll see it riding on a version of Civic/Insight and CR-V underpinnings, not to mention the new Acura Integra (a.k.a. ILX), which means it should receive a stronger powertrain, plus possibly the option of a sportier and/or fuel-friendly hybrid model too, as well as the continuation of Honda’s Real Time all-wheel drive.

2023 Honda HR-V Teaser
Here’s a close-up look at the LED taillight clusters.

Currently, our 2022 HR-V is available with front- and all-wheel drivetrains, while employing Honda’s 1.8-litre inline four-cylinder engine and continuously variable transmission (CVT) across the line. The engine is good for 141 horsepower and 127 lb-ft of torque no matter the trim, and as verified by the HR-V’s continued popularity it’s been potent enough for most peoples’ needs.

Probably more important than performance in this class is efficiency, and to that end today’s HR-V gets a claimed five-cycle rating of 8.4 L/100km in the city, 7.0 on the highway and 7.8 combined with FWD, plus 8.8 city, 7.5 highway and 8.2 combined with AWD, and lastly 9.1, 7.7 and 8.5 respectively with the sportier AV7 version of the same transmission, which makes it fairly stingy for the segment.

2023 Honda HR-V Teaser
Would you be more interested in a future HR-V if it looks as aggressive as these drawings?

It’s difficult to say if Honda will be able to maintain the second-generation’s miserly ways with a larger 2.0-litre powertrain if incorporated into the design, especially considering the subcompact SUV will also grow in size and weight, but that 200-cc larger engine is rated at 7.7 L/100km city, 6.0 highway and 6.9 combined in the 2022 Civic Sedan, which also uses a CVT and FWD, so there’s no reason to think it will be much thirstier in a slightly taller crossover. That engine also puts out a much more suitable 158 horsepower and 138 lb-ft of torque, which should more than make up for the renewed 2023 HR-V’s size and weight gain.

Other possibilities include a hybrid variant, at least in markets where Honda can make a viable business case for selling one. Unfortunately, infinitesimal Insight sales in Canada, due to higher pricing than electrified competitors, plus no CR-V Hybrid availability at all, make it appear that moving large numbers of hybrids hasn’t been Honda Canada’s priority in recent years, a shame considering how well it once did with the Civic Hybrid.

2021 Honda Vezel/HR-V
This is the 2021 Honda Vezel, still called HR-V in Europe. Just right or too bland?

Still, it only makes sense the Japanese brand will eventually want to put forth a serious hybrid or electric challenger North of the 49th (Accord Hybrid aside). After all, despite our relatively small population, Canada remains the 13th largest automotive market globally. If Honda does choose to sell a hybrid variant into North America, they’d have the option of the 129-horsepower electrified drivetrain currently offered to European HR-V customers, or the 151-hp setup provided in our Insight sedan, the latter probably more suitable to buyers in our market.

All said, it’s impossible to know if a larger HR-V will return more sales than the current model. Of course, redesigns normally produce an immediate spike in activity, but being that we have so many brands selling multiple models into this class, and the sales results of their smaller and larger models vary dramatically, we need to believe that Honda has based its decision to produce a larger HR-V on extensive market research, because changing up their highly successful subcompact SUV formula poses a significant risk. What’s more, if Honda isn’t able to integrate its versatile Magic Seat system into the new design, usable cargo space may not increase. Loyal HR-V owners will be collectively hoping they do.

2021 Honda Vezel/HR-V
The Vezel looks nice from behind, but not as eye-catching as the HR-V rendering Honda provided earlier this week.

When it comes to styling, what we can gather from the artist’s rendering is a vastly more appealing crossover SUV, even discounting the added width, tire/wheel sizes and other visual tricks artists play when rendering prototype vehicles. The upcoming HR-V appears to be a sportier, tougher looking crossover, with an attractive new grille design that seems to frown instead of smile. This more menacing theme has worked well for Toyota trucks and SUVs, while the C-shaped glossy-black corner vents are so similar to the outgoing Acura RDX’ (pre-facelift) that one has to assume we’ll also be getting a spin-off for Honda’s luxury brand. An ADX with the Civic’s optional 180-horsepower turbocharged engine, anyone? How about an optional 200-hp Type S? Its powertrain could easily be pulled from the Civic Si. That would give the Lexus UX a run for its money.

2021 Honda Vezel/HR-V
This is the 2021 Vezel’s interior design, which shows some interesting details around the centre stack, but not much creativity elsewhere.

The rendering’s rear styling shows enlarged taillight clusters bearing some semblance to the current model’s design, not to mention a respectful nod to past Civic models, particularly the eighth-generation sedan. It’s also easy to see additional Acura influences on the backside of the new HR-V, so it will be interesting to find out how the finished product looks.

As for the interior, small crossover SUVs are often where automakers let their proverbial hair down in order to have some fun. Just the same, Honda did no such thing with the domestic-market Vezel, which gets a fairly staid, conservative dash design, featuring only the slightest bit of creativity around the centre stack (see the gallery for photos).

In the end, these two renderings only serve to tell us that an “all-new HR-V will launch in North America this year,” further promising to be both “sporty and versatile,” or so says the two-line press release. Thankfully, we shouldn’t have to wait very long to find out.

Story credits: Trevor Hofmann

Photo credits: Honda

Honda has been a strong player in the subcompact crossover market for decades, although only chose to bring such models to North American markets when our desire for more affordable SUVs firmly took root.…

2021 Honda HR-V Sport Road Test

2021 Honda HR-V Sport
The 2021 Honda HR-V, tested in mid-range Sport trim, still looks good after all these years.

Honda has been a strong player in the subcompact crossover market for decades, although only chose to bring such models to North American markets when our desire for more affordable SUVs firmly took root.

Those of us that like small, useful crossovers owe thanks to early adopters, such as Honda Element that blazed the trail in 2003. Others followed, like Jeep’s Compass and Patriot in 2006, Nissan’s Cube and Juke in 2009 and 2010 respectively, and the Scion (Toyota) xB that arrived here in 2011, albeit joined the element in the U.S. for 2003. Suzuki’s Samurai actually dates all the way back to 1985, but it (and the Vitara that followed) was a true 4×4 and therefore doesn’t really fit into this crossover segment that often doesn’t even offer all-wheel drive.

2021 Honda HR-V Sport
The HR-V Sport’s styling benefits from plenty of glossy black trim and sportier alloy wheels.

Being that AWD is optional and standard on my tester’s Sport trim line, the HR-V isn’t relegated amongst the subcompact SUV segment’s FWD-only alternatives, which are quickly replacing subcompact hatchbacks, but just the same it effectively ousted the once-popular Fit as Honda’s subcompact ride of choice.

The two, in fact, have a lot in common. Both share platform architectures and other unseen components, plus most noticeably their innovative 60/40-split “Magic Seats” system in back, that’s long provided class-leading storage in their respective categories. This last attribute, along with their overall comfort, reasonable performance, impressive fuel economy, and expected reliability, are why I’ve probably recommended them more than any other two cars in their classes.

2021 Honda HR-V Sport
The Sport receives a gloss-black grille insert, lower lip spoiler, wheel cut-out flairs, sill extensions, wheel pockets, and rear bumper, plus fog lamps up front.

Honda isn’t alone in discontinuing its subcompact car, by the way. In fact, this once dozen-or-so-strong segment has been whittled down to just three cars, or five when including 2020 models still loitering around unsold on dealer lots. A smattering of new Fits are probably on that list, so for those wanting to save big on a similarly sized car with near identical functionality, may want to take advantage of a $16,390 (plus freight and fees) starting price, plus factory leasing and financing rates from zero percent according to CarCostCanada (whose members having been saving an average of $1,000 when purchasing a new Fit due to their access of dealer invoice pricing info and more).

2021 Honda HR-V Sport
Unique fabric wrapped door uppers can be found on the inside of the rear doors as well.

The HR-V, incidentally, starts at $25,200, although Honda is currently offering up to $1,000 in additional incentives no questions asked, while CarCostCanada members have been saving an average of $2,571. You really should check out how easy and affordable it is to save so much money, plus access all their other information about manufacturer rebates, pricing, options, etcetera. It’s a great service, and now available from a free smartphone app that’s downloadable at Google’s Play Store or the Apple Store.

Honda provides the HR-V in three trims for 2021, including LX, which is available in both FWD or AWD, the latter starting at $27,500, plus as-tested Sport, which as noted earlier comes standard with AWD for $30,500, and finally Touring that starts at $33,700 and also features standard AWD.

2021 Honda HR-V Sport
The HR-V’s instrument panels is well organized and quite upscale thanks to a padded soft-touch bolster ahead of the front passenger.

With the only available options for each trim being dealer-added accessories and $300 metallic paint colours, my tester finished in eye-catching Orange Burst Metallic, I might as well get such extras out of the way before delving into standard features. With respect to the latter, base LX trim includes 17-inch alloy wheels on 215/55 all-season tires, a front wiper de-icer, heated and powered side mirrors, remote access, heatable front seats, single-zone automatic climate control, a multi-angle rearview parking camera, a centre display with Apple CarPlay and Android Auto smartphone integration, a 160-watt four-speaker stereo, and more, including those fabulous Magic Seats mentioned earlier.

2021 Honda HR-V Sport
This is a very sporty leather-wrapped steering wheel for this subcompact SUV class.

All HR-Vs come with the Honda Sensing suite of advanced safety and convenience technologies too, such as Forward Collision Warning (FCW), Collision Mitigation Braking System (CMBS), Lane Departure Warning (LDW), Lane Keeping Assist System (LKAS), Road Departure Mitigation (RDM), Adaptive Cruise Control (ACC), and automatic high beams, plus of course all the usual active and passive safety gear.

Adding AWD to the LX brings nothing more to the trim line, but moving up to the HR-V Sport makes a big difference visually thanks to much sportier looking machine-finished 17-inch alloys with black painted pockets, plus a glossy black surface treatment added to the grille insert, revised front lip spoiler, wheel cut-out and rocker panel extensions, rear bumper and more. Front fog lamps continue the performance theme, as does a chrome exhaust tip in back, while the mirror caps receive integrated LED turn indicators, and the roof becomes more useful due to silver rails at each side and a black glass moonroof in the middle.

2021 Honda HR-V Sport
The big gauge cluster is highly legible in all lighting conditions.

That powered glass sunroof is a lot more enjoyable from the inside, where it sheds light on a special leather-wrapped steering wheel with attached paddle shifters above, and chrome-accented sport pedals below, not to mention another zone for the auto HVAC system, two more speakers and 20 additional watts of power for the audio system, Active Noise Cancellation (ANC) to help maintain a hushed sense of serenity from the outside world, and possible best of all, proximity-sensing entry for easier access.

2021 Honda HR-V Sport
The centre display’s rearview camera is made even more helpful with multiple viewing angles.

Touring trim replaces the wheels’ black paint with a shade of medium grey, swaps out the halogen projector-beam headlights with LEDs and simple auto-off system with auto-on/off, reverts the grille insert to the base LX’ dark chrome hue, paints the Sport’s gloss-black exterior trim elements in body-colour, and adds rain-sensing wipers, leather for the shift knob and seating surfaces, ups the infotainment system with navigation plus HD and satellite radio, and tops everything off with an auto-dimming rearview mirror.

All HR-Vs come standard with Honda’s i-VTEC-enhanced 1.8-litre naturally aspirated four-cylinder engine making 141 horsepower and 127 lb-ft of torque, resulting in amply spirited performance off the line and a cruising speed that’s considerably faster than the posted limits. The aforementioned paddle shifters are good for downshifting to hold a “gear” when coursing through corners, something the HR-V does quite well despite its torsion-beam rear suspension, although I must admit to being more comfortable recommending this little ute for buyers who rate practicality over performance.

2021 Honda HR-V Sport
Touch-sensitive controls make this dual-zone auto HVAC interface feel pretty upscale.

To that end it provides one of the more compliant suspension setups in the class, capable of absorbing any city’s or countryside’s pavement irregularities with grace and composure thanks in part to amplitude reactive dampers, while eking out a pretty decent fuel economy rating of 9.1 L/100km city, 7.7 highway and 8.5 combined. You’ll need to engage the HR-V’s standard Eco Assist system and drive modestly if you want to attain such numbers, but thanks in part to an efficient continuously variable transmission (CVT) it’s easily doable.

2021 Honda HR-V Sport
The HR-V’s standard CVT results in smooth, linear operation, while paddle shifters on the steering wheel make the entire driving experience more engaging.

If those numbers seem a bit high, the LX FWD is stingier at 8.4 L/100km in the city, 7.0 on the highway and 7.8 combined, while the same base trim with AWD gets a respective rating of 8.8, 7.5 and 8.2. Some in this class do better, but then again others aren’t quite as miserly. You should also keep in mind that most manufacturers provide more than one model in this burgeoning subcompact SUV category, with many that are smaller than the HR-V, while a few brands include hybrid-electric and full-EV variants as well, which, while initially more expensive, are much thriftier to drive.

Of course, now that this rapidly growing segment includes more than two dozen entries, compared to just 14 when the HR-V arrived in June of 2015, choosing the exact one to serve your needs has become more complicated. This said, despite the HR-V being three years into its fairly comprehensive mid-cycle refresh, and seven years into this second-generation body style (we never saw the first-gen model), its strong fifth-place position on 2020’s subcompact SUV sales chart should help you understand what a superb little runabout it truly is.

2021 Honda HR-V Sport
Sport trim’s fabric-upholstered seats are very comfortable and totally supportive.

The interior has always been finished well, with a premium-like soft composite surrounding the centre display and bolster ahead of the front passenger, plus unique woven black fabric one-piece door uppers and inserts with comfortable padding underneath. The material almost looks like a black denim, but it’s softer and appears more like the cloth used for the roof-liner above. I like the look and the feel, as its plush and easy on arms and elbows. The door panels’ armrests are large and covered in a stitched leatherette, these mirroring the centre armrest and looking much like the sides of lower centre console, which while more rubber-like in feel, protect the inside knees of both front occupants.

2021 Honda HR-V Sport
The powered moonroof is a bit small compared to some of the panoramic sunroofs offered these days.

Unlike most vehicles in this class, Honda finishes the rear door panels as nicely as those up front, including the same high-quality fabric for the door uppers. This is a big deal, because most competitors downgrade the rear seating areas. This said, don’t expect to find outboard seat warmers in back, or any other luxury touches, but you won’t care as soon as you start playing with the magical seats that I keep going on and on about.

Need to stow a bike (without its front wheel) upright inside? Simply flip the rear cushions upward, pickup truck style, and an otherwise difficult challenge becomes as easy as walking it in. So configured, the second-row floor is ideal for transporting tall potted plants as well, or any other unwieldy cargo, while the dedicated luggage compartment benefits from a lower load floor than most rivals as well, even with the rear seatbacks are folded flat. Combined with its tall roofline, the HR-V’s maximum cargo capacity is cavernous at 1,583 litres in Sport trim, while this model measures 657 litres behind the rear seats.

2021 Honda HR-V Sport
Rear comfort and roominess is very good.

Back up front, the primary gauge cluster consists of a large centre speedometer, a digital tachometer to the left, and a multi-information display to the right, although the latter is more of a digital display providing oil, fuel, and odometer info. Its legibility is excellent in all lighting conditions, and adding a bit of fun to the functionality, a ring around the

Being that the gauge cluster’s multi-info display is simple, the switchgear on the steering wheel spokes is for controlling the audio system, changing settings on the centre display, engaging and modulating the adaptive cruise control system, and more, while Honda includes some extra switches below those spokes for additional cruise control adjustments, plus answering calls and using the voice command system.

2021 Honda HR-V Sport
The lower cushions fold up and out of the way, allowing taller cargo to be stored on the floor.

The high-resolution infotainment touchscreen is large, bright and colourful, with attractive graphics and a totally up-to-date look. Honda updated this for the HR-V’s 2019 remake, and made sure to include a physical dial for adjusting audio volume and turning the system on and off. The backup camera is large and clear, while its multi-angle view really assists when trying to get close to the curb without scratching the wheels. I had no issue connecting my phone via Bluetooth or listening to favourite podcasts through streaming audio, while setting up Android Auto was easy and worked well.

2021 Honda HR-V Sport
Check check out all the room for gear on the rear floor when the seats are lifted up.

As for the dual-zone auto HVAC system noted earlier, you won’t be able to miss its large interface resting just below on the centre stack. It includes nice big digital readouts and its buttons are touch-sensitive for a truly upscale feel. Controls for the two-way heated front seats are included on this panel as well, while its high-gloss black finish seems to flow downwards onto the lower centre console where inky piano black lacquer covers most of the top surface and much of the shifter knob and electromechanical parking brake pull-tab, just like it does on the lower steering wheel spokes and each paddle shifter. It’s a nice look, but this type of surface treatment often scratches too easily and collects dust something awful. On the positive, Honda provides plenty of bright metallic accenting around the cabin too, which should wear well.

2021 Honda HR-V Sport
The HR-V’s dedicated cargo area is ultra-large, and 60/40-split rear seatbacks become class-leading when folded flat.

The small overhead console isn’t much to write home about, but its two incandescent reading lights brighten the interior well when needed, and power sunroof switch works as required. Much better is the fabric used for the seat upholstery, which covers its bolsters with a similar cloth to the door panels, plus adds an attractively textured and dappled darker black material to the seat inserts.

The HR-V’s driving position is excellent, with good adjustability from the seat and even better reach from the tilt and telescopic steering column. The backrest provides excellent lower back support and the bolsters are even good for keeping body in place during hard cornering. Likewise, rear seats are comfortable, while as you might expect given the HR-V’s cargo capacity, rear passenger roominess is superb for this class.

All summed up, I can’t help but recommend the HR-V once again, because it does everything a small SUV should, plus is more practical than anything else in the class. That’s probably why the Canadian Black Book ranks the HR-V highest for retained value in its Sub-Compact Crossover category, this possibly the single most important reason you should consider purchasing one. All in all, it’s hard to wrong with an HR-V.

Review and photos by Trevor Hofmann

Two years ago Honda hadn’t even staked their claim in the burgeoning subcompact SUV category, but after its first seven months of availability the HR-V shot right up to the top of its class in the Canadian…

2017 Honda HR-V EX-L Navi

2017 Honda HR-V EX-L Navi
The HR-V has an edgy, origami look that’s obviously appealing to most small SUV buyers, as it’s number one in its segment. (Photo: Karen Tuggay, Canadian Auto Press)

Two years ago Honda hadn’t even staked their claim in the burgeoning subcompact SUV category, but after its first seven months of availability the HR-V shot right up to the top of its class in the Canadian market with 8,959 sales compared to the next-best Chevy Trax that had 12 months to achieve its 8,156-unit final tally.

What about 2016? With a full year under its belt the little Honda SUV became the only segment challenger to break five figures with final sales of 12,371 units compared to 9,354 deliveries from the the next-bestselling Mazda CX-3.

The subcompact SUV segment almost doubled in 2015, thanks to two additional models added alongside the HR-V and CX-3. The all-American Jeep Renegade and its Italian Fiat 500X cousin haven’t fared as well as the two Japanese entries in Canada at least, ranking seventh and eighth respectively last year with sales of 3,962 and 766 units apiece, the third through sixth positions filled with the Trax (9,072), Mitsubishi RVR (6,196), Buick Encore (5,533), and Nissan Juke (4,442), with the final ninth spot in the category filled by Mini’s (arguably premium-level) Countryman (694).

2017 Honda HR-V EX-L Navi
All HR-Vs get the same body-colour exterior trim, black body cladding, 17-inch alloys, and big LED taillights. (Photo: Karen Tuggay, Canadian Auto Press)

Interestingly, things are very different in the U.S. where the Renegade was number one last year with 106,606 deliveries, the HR-V number two with 82,041, Trax a close third with 79,016, Encore an even closer fourth with 78,565, Outlander Sport (RVR) a distant fifth with 33,067, Juke even further away with 19,577, CX-3 unfairly relegated to the lower ranks with just 18,557 (for some reason Mazda sells poorly in the States), the Countryman with 12,706, and the 500X still getting no respect with a mere 11,712 sales. The common denominator? The HR-V rocks both sales charts.

So how is it doing now? With five months of 2017 down the road, the HR-V is so far ahead in Canada it could get quite embarrassing for the others, thanks to 6,627 sales compared to 3,867 for the CX-3, 3,379 for the Encore (a mid-cycle update is boosting its sales), 2,787 for the Trax, 2,687 for the RVR (it’s update wasn’t so well received), 1,645 for the Renegade (up one position), 1,103 for the Juke, 773 for the 500X, 690 for the new Toyota CH-R (after just one month no less), 411 for the Countryman, and 191 for the new Nissan Qashqai (also after its first month).

2017 Honda HR-V EX-L Navi
The HR-V’s cabin is roomy and plenty appealing. (Photo: Karen Tuggay, Canadian Auto Press)

The two new entries make the subcompact SUV class 11 competitors deep, with the Ford EcoSport yet to make its North American debut. Consider for a moment that calendar year 2014 only found five in this category, while there were just three competing in 2011 and only two going head-to-head in 2010 (the Juke and RVR in case you were wondering). That a newcomer arrived on the scene and managed to steal most of the thunder is shocking, but it will all make sense to anyone who’s lived with the amazingly practical little runabout.

We Canadians are particularly practical when it comes to buying small vehicles, which we do more often than our friends to the south. Next to big Ford Series trucks (that derive much of their sales from the commercial market), our bestselling car is Honda’s Civic, which sold 64,552 units in 2016 and already found 30,450 buyers this year. The Honda CR-V fares well in the compact SUV segment too, in a constant battle with Toyota’s RAV4 that sees one ahead of the other depending on the month (the RAV4 took top sales honours last year and is slightly ahead again now), while the subcompact Honda Fit hatchback was second-most popular in its class last year, although has experienced an uncharacteristic plunge to sixth over the first five months of 2017.

2017 Honda HR-V EX-L Navi
Comfortable? Come back and find out what I think in my upcoming review. (Photo: Karen Tuggay, Canadian Auto Press)

This must have something to do with its availability at the dealer level, because the current third-generation Fit (second in our market) is three years younger than the segment’s long-in-tooth albeit bestselling Hyundai Accent, and by my experience remains one of the best in the class. On that note a mild refresh is expected later this year as a 2018 model, so it could be that Honda is slowly phasing out this 2017 version so that its dealers don’t end up with too many in stock when the new one arrives.

Then again it could be this very HR-V that’s cannibalizing the Fit’s sales. As you may already know, the HR-V is based on the Fit and is therefore similarly sized and equally efficient in its packaging. It’s quite a bit pricier with a base of $21,050 compared to $15,050, which puts it out of reach of price-sensitive first-time car buyers that normally shop in the subcompact car class, but some that come shopping for a Fit might very well be upsold to the HR-V. We’ll just have to see how the Fit story pans out as the year unfolds, but either way the really big story will be the HR-V and how it continues to dominate its class.

2017 Honda HR-V EX-L Navi
Despite its subcompact size, headroom won’t be an issue. (Photo: Karen Tuggay, Canadian Auto Press)

The HR-V rightly gets no significant changes for 2017, with only two items on the list. The first is the cancellation of the lovely Misty Green Pearl hue (a dark forest green) that coated the exterior of the 2016 HR-V AWD EX-L Navi I tested and reviewed last year (I reviewed the 2016 HR-V EX-2WD as well). Therefore, the only difference between this 2017 HR-V AWD EX-L Navi is its stealthy Modern Steel Metallic grey.

This means Honda now provides six exterior HR-V colours to choose from including this nice shade of grey, Crystal Black Pearl, White Orchid Pearl, Deep Ocean Pearl (a dark blue), Milano Red, and Mulberry Metallic (a dark aubergine purple).

The second change is another subtraction, the elimination of the six-speed manual on mid-grade EX trim. This might cause a small handful of HR-V fans to grimace, but if there were going to be a major outcry they wouldn’t have done it. As it is, only the base LX model gets the wonderful DIY gearbox for 2017, all other trims making do with Honda’s efficient continuously variable transmission (CVT).

2017 Honda HR-V EX-L Navi
This is one of the main reasons why the HR-V is the ultimate in subcompact SUV practicality. (Photo: Karen Tuggay, Canadian Auto Press)

From the outside it’s difficult to figure out exactly which trim level you’re driving, mostly because the HR-V is so nicely featured in base trim. All come with the same sizeable 17-inch five-spoke alloys on 215/55 all-seasons, body-coloured side mirrors, and body-coloured rear rooftop spoiler, while the headlights are multi-reflector halogens and taillights filled with LEDs. Lastly, matte-finish black plastic cladding trims out the lower front fascia, wheel arch edges, side skirts, and the bottom half of the rear bumper in typical SUV fashion. The move up to EX adds circular fog lamps up front and LED turn signals within the side mirror housings, while the top-line EX-L Navi gets a set of silver roof rails to make it stand out.

I could see would-be buyers loving or loathing the HR-V’s styling, a theme that I’ve witnessed firsthand while living with Honda’s latest designs. People are either enamoured with the modern, edgy, origami look or they won’t be caught dead in one, which is certainly a different strategy than the mainstream volume brand has played for most of its existence. I’ve always loved Honda’s engineering, but been lulled to sleep by its styling, so I can hardly complain after they’ve spiced things up. I can’t say I’m in the enamoured camp, but I’m hardly frothing at the mouth in rabid rage either.

2017 Honda HR-V EX-L Navi
This is the other reason… (Photo: Karen Tuggay, Canadian Auto Press)

For me the optimal looker in the segment is Mazda’s CX-3. It’s one of the best to drive too, but if forced to decide between styling and performance or overall practicality, I’d probably lean towards the latter.

I’ll get into what makes the HR-V best in class in my upcoming road test review, at which point I’ll run over more of its standard and optional features, performance, fuel economy, etcetera. As good as it is the HR-V is not perfect, so I’ll dissect these issues at length as well. Make sure to come back for all the sordid details soon…