Photo: Karen Tuggay, Canadian Auto Press |
It’s not exactly a small market segment either. In fact it’s been growing at a shocking rate, with 17,963 new sales last year alone. Yes, Canadian subcompact SUV sales grew from 26,469 units in calendar year 2014 to 44,432 in 2015, which represents a 67.8 percent gain.
You’d think with so much growth there’d be no losers, but not so. The newest entries in this class were responsible for much of the increase, the HR-V more specifically adding 8,959 units to the tally alone, and while Chevy’s Trax remained a leader with 8,156 deliveries its sales actually fell by 377 units. The HR-V was joined
Photo: Karen Tuggay, Canadian Auto Press |
When
Photo: Karen Tuggay, Canadian Auto Press |
Photo: Karen Tuggay, Canadian Auto Press |
As part of the previous HR-V review I mused about why it was doing so well. In case you’re wondering I’m still not a fan of its exterior styling, but of course I’m not the end all and be all of style so I’ll defer to the HR-V’s younger and hipper target demographic and leave it at that. Still, my most recent AWD EX-L Navi trimmed tester offered some exterior detailing upgrades that made it more appealing, as did its Misty Green Pearl paint (it’s a dark forest green). Styling aside, I could see many purchasing an HR-V solely because of Honda’s glowing reputation for quality and dependability, although other attributes include an excellent standard infotainment system that without doubt appeals strongly to that
Photo: Karen Tuggay, Canadian Auto Press |
Now, after two weeks spent with the HR-V, I believe its strongest selling point isn’t up front, but rather in back. Its absolutely brilliant “Magic Seats” deliver best-in-class cargo capacity and unmatched flexibility. If that name sounds familiar it’s because Honda uses the same rear seating system for its slightly smaller Fit subcompact hatchback, which I might add is the vehicle platform architecture the new HR-V is based on. Making those rear seats infinitely better than all contenders, 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 sizable
Photo: Karen Tuggay, Canadian Auto Press |
Crunching the numbers shows that the HR-V offers 688 litres (24.3 cubic feet) of cargo capacity behind its upright rear seats, which just happens to be 218 litres (7.7 cubic feet) more than the Honda Fit. This particular HR-V, however, includes optional all-wheel drive, which compromises the loading area by 31 litres (1.1 cubic feet) and therefore leaves 657 litres (23.2 cubic feet) of total volume when all seats are being used (if you’re a Honda Fit owner you can do your own math here). Lower the seatbacks all the way down and total luggage space grows to 1,665 litres (58.8 cubic feet) for the front-drive HR-V (which is 173 litres/6.1 cubic feet more than the Fit’s total volume) and 1,631 litres (57.5 cubic feet) for the AWD
Photo: Karen Tuggay, Canadian Auto Press |
While the HR-V’s rear seating system gets my most ardent vote, the rest of its interior is impressive too. It benefits from a spacious passenger compartment with ample room front and rear, especially when talking headroom that’s downright cavernous. What initially had me transfixed wasn’t its roominess, mind you, but its tech. This is one of the most digitally advanced vehicles I’ve ever driven, the only seemingly analog interface being the primary gauge package that houses a big speedometer at centre and tachometer within the left dial, although all the various
Photo: Karen Tuggay, Canadian Auto Press |
That brings me to my next point, the dual USB and single HDMI ports under the centre console, Honda having opened that area up for access as well as storage of your cell phone, or whatever else you’d like to put their.
Photo: Karen Tuggay, Canadian Auto Press |
Back up to the centre stack, the AWD EX-L Navi’s heating and ventilation interface is one of the slickest in the industry. Like the infotainment system it’s completely without buttons, its flush surface featuring touch-sensitive controls for dual-zone automatic HVAC, two-way heated seats, and all other functions. Just below, back on the lower console, is a straightforward gear selector with a Sport mode, while behind that is an electromechanical parking brake plus a switch for brake hold mode. Like I said earlier, Honda has reduced the old school analog and mechanical components to a minimum.
While
Photo: Karen Tuggay, Canadian Auto Press |
Photo: Karen Tuggay, Canadian Auto Press |
Maybe I spoke too fast because my tester’s leather seats were also very comfortable. They featured perforated detailing, but not where most would expect. Normally the perforations are added to the inserts at centre to aid breathability, but instead these areas were solid as were most of the side bolsters, Honda only adding perforations to the lower and upper corners of each seat for the sake of style. It looks nice, but doesn’t really do anything for comfort or coolness during the summer. The seats themselves are inherently supportive, however, which is good considering that they’re
Photo: Karen Tuggay, Canadian Auto Press |
As is obviously smart in this class (proven by sales), the HR-V focuses more on fuel efficiency than all out performance. No matter the trim level Honda stuffs a 1.8-litre four-cylinder under its hood, an engine that makes due without an extra overhead cam and doesn’t incorporate direct-injection or turbo tech, but partially thanks to i-VTEC intelligent-variable valve timing and electronic lift control it still makes a capable 141 horsepower and adequate 127 lb-ft of torque. Honda drops a six-speed manual into the base LX model and mid-grade EX, but order the top-line AWD EX-L Navi and say
Photo: Karen Tuggay, Canadian Auto Press |
Just the same I found this AWD model more fun to drive than the RWD version due to more responsive handling and better grip through corners. This isn’t unique to the HRV, some others in the class also much more enjoyable to drive with their upgraded AWD systems. It also tracks very well on the highway while delivering an extremely comfortable ride for this class. That previously noted Sport mode allows more revs from the engine before the transmission shifts, although this is a CVT and thus the shifts aren’t real and certainly don’t feel very direct, but rather deliver that rubber band sensation that commonly gets criticized when discussing this
Photo: Karen Tuggay, Canadian Auto Press |
Aiding efficiency, the HR-V’s Eco Assist driving coach helps drivers achieve the best possible fuel economy, whereas Honda’s Econ driving mode goes easier on power application and keeps engine revs to a minimum in order to save on fuel. Driving with an eye to the environment certainly reduces consumption, the HR-V good for a claimed 9.3 L/100km city, 7.0 highway and 8.3 combined with the manual and its lone front-wheel drivetrain, or 8.3 city,
Photo: Karen Tuggay, Canadian Auto Press |
Dollars and cents in mind, you can get into a base manual-equipped HR-V LX-2WD for only $20,690 plus freight and dealer fees or $21,990 for the CVT, while its impressive load of features include 17-inch wheels, auto-off halogen headlamps, body-colour side mirror caps, body-colour front door handles (the black matte rear door handles are integrated within the black D-pillar/rear quarter window surrounds), a body-colour rooftop spoiler, LED taillights, remote entry, an electromechanical parking brake, heatable powered side mirrors with a driver’s side
Photo: Karen Tuggay, Canadian Auto Press |
Standard safety features aren’t that out of the ordinary with four-wheel disc brakes
Photo: Karen Tuggay, Canadian Auto Press |
The mid-grade EX-2WD model that’s priced at $23,190 for the manual or $24,490 for the CVT adds 17-inch alloys, auto on/off headlights, fog lamps, turn signals integrated into the side mirror housings, proximity-sensing access with pushbutton ignition, variable intermittent wipers, chrome interior trim, dual-zone auto HVAC, Honda’s exclusive LaneWatch blindspot display that projects a real-time rearward view of the car’s passenger side onto the infotainment display when employing the right turn signal, a 180-watt audio upgrade with six speakers, illuminated vanity mirrors, a powered moonroof, a cargo cover, and rear
Photo: Karen Tuggay, Canadian Auto Press |
My top-tier EX-L Navi trimmed tester, which can be had for $29,990 plus freight, adds roof rails, an auto-dimming rearview mirror, a leather-wrapped steering wheel and shift knob, leather upholstery in black or as-tested grey depending on the exterior colour, HondaLink navigation with voice recognition, HD and satellite radio, a folding centre armrest with two integrated cupholders in back, plus lane departure warning and forward collision warning.
No matter the trim the NHTSA awarded the HR-V 5 stars, while its IIHS crash tests resulted in top “Good” marks for moderate overlap front tests, roof strength tests plus crash tests for the head restraints and seats, although only "Acceptable" ratings for the small overlap front and side impact tests, which is pretty decent although
Photo: Karen Tuggay, Canadian Auto Press |
I don’t think the HR-V’s imperfect safety rating is going to affect sales one iota, simply because it does most everything else so very well. Yes, this little Honda SUV has struck a chord with Canadians, its cute pudgy appearance, roomy well-made and impressively flexible interior, and its dazzling array of leading tech toys delivering big for those buying into the small CUV segment. Really, you won’t find an easier vehicle to live with this side of a minivan.
While recommending the HR-V is a given, I leave this review with a parting thought: it only took Honda seven months to lead Canada’s subcompact SUV segment in sales, so imagine what it can do with five more? Expect big things from this little SUV in 2016.
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