Honda HR-V RS 2018 Review

Sticking the RS badge on the Honda HR-V is like stamping ‘over-proof rum’ on a bottle of milk. There’s a kick promised that just isn’t delivered.

The RS badge belongs on real performance vehicles like ferociously powerful Audis and a series of fast Fords like the Sierra RS500 (talk to your grandad, he’ll enlighten you).

It does not belong on a small SUV with a 105kW/172Nm single overhead camshaft 1.8-litre naturally-aspirated four-cylinder engine mated to a continuously variable automatic and front-wheel drive.

Of course, Honda’s played this game before, tagging a version of the latest Civic small car as the RS. But at least that gets a 1.5-litre turbo-petrol engine. It still doesn’t live up to the badge, but it does get closer than the HR-V.

Honda’s added the $31,990 (plus on-road costs) RS model to the HR-V line-up as part of the recent update to a range first introduced here in 2015.

To differentiate the RS, Honda has tacked some piano black around the edges of the body. Combined with funky 18-inch alloys it does give it a more potent look than the three other HR-V models. Inside there’s more piano black, some chrome, some leather and alloy sports pedals.

More constructively, there has also been a retune of the electric-assist rack and pinion power steering – including the addition of variable ratio gearing – and the suspension system, which comprises MacPhersons struts up-front and a torsion beam trundling along at the rear.

There’s no doubt there’s a little more steering directness and a slightly flatter cornering attitude has been injected compared to other HR-Vs courtesy of those changes. But we’re not talking anything dramatic.

However, the whole sports shtick is shot done by the low rolling resistance Dunlop Enasave rubber. These tyres are about saving fuel, not gripping up in corners.

Speaking of which, tip in with some speed and the front-end scrubs into understeer. If there are bumps mid-turn beware the hefty and unpleasant steering kickback.

And as we have already pointed, the drivetrain combination is not one we’re ever going to be getting excited about. Honda’s added artificial gears in the CVT, a sports mode and even flappy paddles for driver control, but there’s just no replacement for displacement. Hills take a while to conquer, overtaking needs to be planned, especially with a load onboard.

All that effort means fuel consumption takes a hit, moving up from the claimed 6.6L/100km closer to 9.0L/100km on test.

The best bit of the drivetrain is the strong response to initial throttle inputs, which is great for traffic light getaways and thrusting yourself into a busy roundabout.

That should tell you something about where the RS actually works best; as an urban runabout. Just like its obvious rivals, the Mazda CX-3, Toyota C-HR and Hyundai Kona (and several more).

In that environment, it’s less about drivetrain and chassis sportiness and more about good sense.

The HR-V’s added ride height compared to an orthodox passenger car gives the driver an excellent view out into congested traffic and carparks. That’s allied with big windows and mirrors, light steering, front and rear parking sensors and the clever Lanewatch feature, which shows the left-side of the car in the reversing camera when the left blinker is activated.

Worth highlighting is the addition of low-speed autonomous emergency braking (AEB), which is now standard on all models in the HR-V line-up. It’s only active between 5-32km/h, but it’s better than nothing.

Then there’s the clever five-seat interior. For a vehicle only 4348mm long, 1772mm wide and 1605mm high, the HR-V really does create an extraordinary amount of space. Four adults will fit in comfortably.

Thanks to the 437-litre boot all their luggage can fit too. Fold the rears seats down – a simple process that ends with them completely flat - and that grows to 1462 litres. That’s mountain bike swallowing space. Honda calls the rear seats Magic Seats because they be folded and manipulated so many different ways.

Storage for smaller items is well catered for with door pockets all-round, two seat-back pockets, a centre lidded bin, a storage area under the centre console ‘bridge’ and the rear seats. However, here’s no fold down armrest between the rear seats.

In urban situations, the cabin is pretty calm and quiet, the engine only getting intrusive at high revs, where it’s often pegged by the design characteristics of the CVT when response is demanded. There’s a bit of bump-thump from tyre and suspension too, but it’s mostly hushed thanks to a new noise dampening package.

The Thai-built HR-V RS gets new sportier seats that provide good support and are clad in what looks and feels like vinyl but is claimed to be leather. The driver also gets reach and rake adjustable steering and a large left footrest.

Standard equipment includes six airbags, three child-seat tethers, two ISOFIX couplings, front and rear parking sensors, single-zone climate control, an electric park-brake, smart keyless entry with push button ignition, cruise control, roof rails, LED headlights, driving lights, tail-lights and foglights.

There’s no Apple CarPlay and no Android Auto, no fold-down and the spare tyre is a space saver. Nor is there a manual gearbox option, all-wheel drive or a diesel engine. At least that makes the range easier to understand.

And while the HR-V claims a five star ANCAP rating it’s from 2015 when the test standard was much easier than today, something Honda should make clear on its website and in its press material. We’ve highlighted why this is an issue here.

Honda offers a competitive five-year/unlimited-kilometre warranty for the HR-V. Service intervals are set at a short 10,000km each and worth just under $300 each.

The HR-V RS does not live up to the label, but that’s not a problem if you’re aware of that going into your Honda showroom.

If you’re after an effective and efficient urban scooter with exceptional interior space and flexibility then the RS is worth considering.

Like a glass of milk compared to a shot of rum, it’s a sensible option less likely to deliver immediate pleasure but more likely to avoid a post-purchase hangover!

How much does a 2018 Honda HR-V RS cost?
Price: $31,990 (plus on-road costs)
Engine: 1.8-litre four-cylinder petrol
Output: 105kW/172Nm
Transmission: Continuously variable
Fuel: 6.6L/100km (ADR Combined) / 9.0L/100km (as tested)
CO2: 155g/km (ADR Combined)
Safety Rating: Five-star (ANCAP 2015)