Honda HR-V 2015 Review

Honda HR-V VTi, VTi-S, VTi-L and VTi-L ADAS

It's been 16 years since the HR-V nameplate was last introduced to Australia. Now, Honda's welterweight champ returns combining Jazz-based chassis and interior pragmatism with a gutsier Civic-sourced petrol engine. Offered in three trim grades, and with an automatic as standard, the HR-V is set compete against a growing number of light SUV rivals in one of the fastest-growing vehicle segments in Australia. It is priced from $24,990 (plus on-road costs).

The last time the HR-V was introduced we were all in a tizz about the millennium bug and just how we'd party like it was 1999.... Hold up, it was!

Yes, it's been 16 years since the HR-V last graced local showrooms with its Lego-block styling and what-were-they-thinking colour palette.

Fortunately the game has moved along a bit since then, and though the nameplate's made a comeback, the HR-V — like most of us since then — has matured quite a lot.

That's not to say it doesn't offer the playful character we expect from a small segment SUV, or that it's quite ready to don the cardigan and slippers – unless of course ironically.

You see Honda's HR-V is the hipster of the compact SUV crowd: A true free-trade soy latte-quaffing urbanite with an incongruously athletic outward demeanour that's seemingly at odds with its high-tech yet ultimately pragmatic inner disposition.

Heck, at least it wasn't called Vezel...

The Honda HR-V arrives in one Australia's fastest-growing vehicle segments, joining the likes of Ford's EcoSport, the Holden Trax and Renualt's new Captur, but with a starting price dearer than all three. The HR-V is offered in three trim grades locally, beginning with the $24,990 (plus on-road costs) VTi. That's $4200 dearer than the comparable EcoSport, but Honda says it has more to offer — not least of which is a gutsier four-cylinder petrol engine and standard ‘auto’.

Sourced from the Honda Civic — and screwed to a Jazz-derived chassis — the 1.8-litre SOHC mill offers 105kW and 172Nm across the line-up. It is mated exclusively to a continuously variable transmission (CVT), drives the front wheels only, has four-wheel disc brakes and rides on strut suspension up front and a simple torsion beam set-up at the rear. Wheel sizes range from 16- to 17-inches depending on variant.

The full complement of airbags and electronic driver aids are of course standard, while an optional Advanced Driver Assistance System (ADAS) package combines forward-collision and lane-departure warning with auto high-beam for $1000 on high-grade VTi-L models. A blind-spot monitor and autonomous low-speed (under 30km/h) braking system and LED headlights are also offered from the mid-tier VTi-S up.

Though, we've already covered the HR-V's equipment and pricing. Twice, in fact. This time we're here to sample the drive.

Hitting the roads in and around Hobart the HR-V showed a level of ‘premiumness’ lacking from its nearest rivals. The soft-touch elements of the cabin match well to a uniform but not monotone dark interior, complemented by an equal number of lighter metal and polished black garnish points. The dash is smooth and set with ‘black panel’ style instrumentation, and an all-touchscreen central display mated again to Honda’s iPhone-friendly nav system.

The seating is easy to access via an accessible hip point, the seats themselves showing more form and marginally better bolster support than some rivals. However, the lack of thigh support is a little disappointing, both in the front and up back. The second row is also without face-level ventilation outlets, though the bench is well shaped, and provides a level of toe, knee and legroom beyond its class.

The coupe-like shape of the HR-V does, however, impact slightly on headroom. The cut-out in the headlining helps, though taller adult passengers may suffer. It’s also an expectedly narrow cabin, and really the backseat is best occupied by two, and not three adults.

With boot space better than that of the Renault Captur (437 litres plays 377 with seats up) the HR-V has size on its side. The cargo area is flexible, thanks to Jazz-like Magic Seats and a 60:40 split-fold rear seat, and will grow to 1032 litres (203 less than Captur).

The cargo area hosts a space-saver spare wheel beneath the floor and is covered by a collapsible mesh-and-wire-style lid. The nifty arrangement folds into the map pocket when not in use, though can be fiddly to reinstall into its narrow slots, and does not open with the hatch.

On the move the HR-V proves flexible in urban traffic, a momentary lag in transmission uptake the only real issue in matching the flow of traffic. Once on the hop, the HR-V move briskly, but does need to be worked to access maximum torque, which comes on later in the piece at 4300rpm.

Fortunately the engine is a willing revver and cooperates with throttle inputs readily in regular driving scenarios. Ask for a little more, say when climbing hills or overtaking, and it’s best to pre-select Sport mode, or use the steering wheel mounted paddle shifters (assuming you’ve dolled out for the top-spec VTi-L).

The ride is focussed toward the comfort side of the mix, but in saying that the HR-V proved surprisingly tenacious through hard cornering with well-metered body control allowing a steady arc with minimal mid-corner steering adjustment. There’s still enough compliance left in the suspension here to dispense with unwanted mid-corner bumps.

It takes a pretty big crater to transmit any shock through to the body, and we noticed little difference in the tyre noise between 16 and 17-inch shod variants. The cabin noise is actually very good, much better than most rivals we’ve sampled to date, though we’ll reserve out final say on that for our upcoming comparison…

The HR-V’s steering is bang-on for assistance and weight with a predictable response to input. It’s quick enough for the application, too, and combined with a 10.6m turning circle makes parking a reasonably straight forward process.

It’s also refreshing to find disc brakes at each corner (most rivals offer a disc/drum combination). We found the stopping power of the HR-V to be positive and easily modulated, though the pedal feel does alter when using the standard-fit auto-hold function, incorporated as part of the electronic park brake.

On test the HR-V averaged just north of 9.0L/100km, which is considerably more than the claim of 6.9. However, we hasten to point out that the winding and undulating country back roads of our launch route did little to discourage an enthusiastic pace, so it’s best we reserve our official verdict on the HR-V’s fuel economy until we conduct a regular seven-day test.

The HR-V is an agile and practical example of its kind, and one we think shows a lot of promise. With any luck the model will be the start of a turnaround for the marque, and based on our first impressions, could again help Honda party like it's 1999.