Photo: Karen Tuggay, Canadian Auto Press |
Despite three additional models joining this category for the 2016 model year alone, expanding the class to nine in total, the HR-V already ranks second in year-to-date Canadian sales as of September’s close with 5,427 units down the road compared to 5,845 for the front-running Chevrolet Trax. I’m looking forward to seeing 2016 calendar year results, however, as the HR-V achieved this impressive feat after entirely missing out on the first half of the year, only hitting the showroom floor partway through June. How it fares against the others is at least as interesting, with the long-in-tooth Mitsubishi RVR in third with 4,398 sales, the all-new Mazda CX-3 in fourth with 4,353 deliveries (it’s been available since May), Buick’s long-running Encore in fifth with 3,642 sales, the segment initiating Nissan Juke in sixth with 3,512 units sold, the new Jeep Renegade in seventh
Photo: Karen Tuggay, Canadian Auto Press |
Why the HR-V is doing so well? Not being a big fan of its exterior styling I have to point to Honda’s good name for quality and reliability, plus the CUV’s excellent standard infotainment system that no doubt appeals to this segment’s younger than average target demographic, but speaking from personal experience after a week with the HR-V it comes down to its fabulous “Magic Seats” that provide best-in-class cargo flexibility. Yes, it’s the same rear seating system that immediately made the Fit hatchback
Photo: Karen Tuggay, Canadian Auto Press |
If you already own a Fit but need more space the HR-V was designed for you. Then again, anyone in a subcompact car or even a compact model, let alone those driving competitive subcompact crossovers may want to take a close look at the new HR-V, because its rear seats will win you over even if the car itself doesn’t wow you. I liken this phenomenon to Chrysler group’s minivans that are clearly not the best looking, don’t offer the most upscale interiors or the most dynamic driving
Photo: Karen Tuggay, Canadian Auto Press |
In a nutshell, the lower cushions of the HR-V’s 60/40-split second-row Magic Seats can be flipped upwards, converting the rear seating area into a large cargo hold that’s ideal for stowing bikes (with front wheel removed), transporting plants and other tall items, or alternatively the seatbacks can be folded flat in the conventional manner. With rear seats upright the HR-V’s 688-litre (24.3 cubic-foot) cargo capacity is 218 litres (7.7 cubic feet) greater than the Honda Fit subcompact
Photo: Karen Tuggay, Canadian Auto Press |
It should be noted that while the HR-V is new to us it’s in its second-generation in Japan, the first one built from 1998 through 2006 and then succeeded by the second-gen Honda Crossroad, which is now supplanted by this HR-V in Japan and other
Photo: Karen Tuggay, Canadian Auto Press |
Getting back to the HR-V’s styling, Honda is on a new tech-focused design bent that’s less appealing to my senses than others in the market, particularly Mazda’s new CX-3 that as noted is also doing well in sales. Some might call the HR-V cute and others sporty, the former due to its diminutive size and comparatively big exterior lighting elements, and the latter thanks to its standard 17-inch stylized five-spoke alloys on 215/55R17 Michelin Primacy MXV4 all-seasons, plus optional fog lamps and side mirror integrated turn signals, or possibly because of its deeply creased side cutline that slashes diagonally upwards to meld into its pointy rear
Photo: Karen Tuggay, Canadian Auto Press |
The interior is nicely laid out, with roomy seating front and back, especially with respect to headroom. It looks more utilitarian than the new Mazda CX-3, while also not getting that model’s soft-touch shroud over the primary gauges, although both feature hard plastic dash tops and padded sections ahead of the front passenger. Honda goes a step further by adding more padded leatherette along each side of the lower console, while the HR-V also wraps the entire top half of all four doors in a comfortable padded woven cloth. I question how this fabric will wear over the long haul, however. Will it fade and break apart in the sun or start to
Photo: Karen Tuggay, Canadian Auto Press |
My EX-2WD tester’s urethane steering wheel and shift knob wasn’t fancy but it did the job, the former featuring a useful set of redundant controls for the audio system, cruise, phone, multi-information display, and for scrolling between infotainment functions. That seven-inch second-generation HondaLink infotainment display is a completely up-to-date looking, fully featured, full-colour, high-resolution touchscreen that even incorporates a touch-sensitive volume controller, and unlike some troublesome touch sliders I’ve tested this one worked well every time. As for features it boasts a multi-angle rearview camera with dynamic guidelines that’s way above and beyond the usual standard kit, plus it includes
Photo: Karen Tuggay, Canadian Auto Press |
As
Photo: Karen Tuggay, Canadian Auto Press |
Compared to the HR-V’s graphic interfaces and Magic Seats there’s not much to wow would-be buyers under the hood, unless we’re talking about the brand’s impressive reliability record. The 1.8-litre four only incorporates single overhead cams while eschewing direct-injection or turbo technology, resulting in a reasonable 141 horsepower and merely ok 127 lb-ft of torque, and while the standard six-speed manual would no doubt make the
Photo: Karen Tuggay, Canadian Auto Press |
So how does it all translate into hard numbers? It appears that Eco Assist and the Econ
Photo: Karen Tuggay, Canadian Auto Press |
Still, the HR-V tracks nicely on the highway, with little steering input needed despite its
Photo: Karen Tuggay, Canadian Auto Press |
As you may have guessed the HR-V rolls on a traditional subcompact suspension setup incorporating independent MacPherson struts up front and a torsion beam out back, although its coil springs are joined by amplitude reactive dampers and a stabilizer bar at both ends. Electrically powered rack-and-pinion steering provides reasonable feedback for the class, but once again its response isn’t sporty despite the HR-V’s relatively large 17-inch alloys on 215/55R17 all-seasons.
Those
Photo: Karen Tuggay, Canadian Auto Press |
The
Photo: Karen Tuggay, Canadian Auto Press |
I should also mention that the HR-V gets an impressive load of standard safety gear including four-wheel discs with ABS, electronic brake-force distribution and emergency brake assist, electronic traction and stability control, hill start assist, the HondaLink Assist automatic emergency response system, plus the usual six airbags. Optional active safety features include lane departure warning and forward collision warning, although you’ll need to upgrade to the EX-L Navi for these.
Such
Photo: Karen Tuggay, Canadian Auto Press |
It seems fitting that I end this HR-V review on such a practical note, as it really is the pragmatic’s choice amongst its subcompact SUV rivals. While I’ve yet to warm up to its styling and its overall performance lacked excitement, the HR-V’s brilliant Magic Seats completely converted me. It’s also supremely comfortable, appeared well-made and delivered good economy, all adding up to a solid win. If you’re considering buying into this segment, make sure you spend time with the HR-V. It’ll likely win you over too.
©(Copyright Canadian Auto Press)