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Honda HR-V: Grown-up

Although the length has remained the same compared to its predecessor, the new HR-V looks significantly more mature than its predecessor

Visually, the HR-V appears a class larger than before. | Photo: G. Soller
Visually, the HR-V appears a class larger than before. | Photo: G. Soller
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Gregor Soller

Visually and in terms of space, the new HR-V already feels like a mid-size SUV: However, the length remains at 4.34 meters and the wheelbase at 2.61 meters. The height was reduced by two centimeters (even four without the antenna fin), and 18 millimeters of ground clearance was added. Together with the larger hood - the A-pillar was moved back - this should actually result in less interior space. But since Honda shifted the rear seat system 3.5 millimeters backward at the expense of the trunk, there is indeed still enough space for four tall passengers, even if larger long-legged individuals sit in the front and move their seats further back. The trunk volume shrank from 393 to 1,533 liters down to 335 to 1,305 liters – but it still allows for a fully flat 1.9 meters loading length and remains large enough for most everyday applications. The decision for more knee room in the rear was correct. The front seats themselves are large and comfortable, only the backrest adjustment by lever is annoying: Pull up and lean forward or veeery carefully press a notch down - this would be safer and more precise with a knob or electrically.

Large Hood, Clear Structures

You look over a large hood and onto a clearly structured dashboard, where the rotary knobs for the climate control remain, so you can still operate them blindly – thank you for that! Additionally, Honda offers the option at the outer vents to direct the airflow through the vents or along the window at the push of a button. This is supposed to keep the windows fog-free without causing drafts. Otherwise, they stuck with a comparatively classic dashboard and instrument layout.

Of course, there is now inductive charging for smartphones, and Apple can now also be connected wirelessly. Honda has centered the entire infotainment on the central 9" touchscreen, where Honda Connect navigates with decent map displays and timely announcements, although the processing times could be faster – even though they already run faster compared to the predecessor. But especially after a complete vehicle restart, it takes some time until the Honda is fully "connected".

The Battery Was Increased Compared to the Jazz

Honda has increased the battery under the trunk floor compared to the related Jazz by 12 to 60 cells and placed the Power-Control Unit in the engine compartment, allowing the battery pack to be built even a centimeter flatter. The 40-liter tank also sits here under the driver’s seat, allowing for fold-up rear seat surfaces, called "Powerseats". The package matches – Honda took no risk here, especially since the HR-V is supposed to be the top seller in the B-SUV segment worldwide with up to 470,000 units annually, according to Honda. And: They want to offer "trust, aesthetics, and joy". Trust and aesthetics work very well, we are excited about the driving joy.

It’s time to finally start, which usually goes silently: Because as long as it is somehow possible, the HR-V always starts electrically and only calls in the fuel-efficient 1.5-liter gasoline engine working according to the Atkinson principle when high torque is required. And since it only directly drives the front wheels at high speeds and otherwise mainly serves to generate electricity, it engages very loudly when needed: The typical "roaring" without high performance correlating with the RPM makes you voluntarily ease off the gas pedal.

Preferably Locally with E-Drive and Thus Emission-Free

For this reason, the HR-V switches off the combustion engine during almost every town drive and usually flows through towns locally emission-free. On the highway, the HR-V regulates as announced at 172 km/h according to the display, which in reality should be the promised 170 km/h – making a hybrid din – and it quickly becomes clear: Despite improved suspension and subtly refined steering, the HR-V is not a racer but rather a sovereign glider. Then you can also come close to the WLTP promised economical 5.4l/100 km, which a colleague slightly exceeded with 5.8 l/100 km. We got a bit lost in the vastness of the Hessian province, so we were in a bit of a hurry and needed an extra liter/100 km. But the consumption display is really reliable: After the HR-V test cars were preheated due to the cold weather and repeatedly started the combustion engine, it was first necessary to compensate for a start consumption beyond 40l/100 km, which gradually fell.

Stiffer Body, Softer Springs and Dampers, Successful Steering

After the body and suspension mounting each became about 15 percent stiffer, softer spring rates were chosen at the front axle, and the damper stroke at the rear axle was increased. The steering was given an extra ball bushing on the steering column shaft, which was also stiffer. The measures led to the expected result: Except for very rough unevenness, the Honda smoothly absorbs all road conditions, the steering feels firm but not too sharp, although in tight and fast corners the HR-V could ride a bit stiffer. It is clear that with this overall successful tuning, they primarily have the American and Asian markets in mind and also presents as a more sovereign mid-size SUV, although it actually competes in the compact B-segment.

Honda also improved the driving safety assistants, which intervene discreetly and only with optical warnings. Standard features include traffic jam assistant, from Advance onwards, blind spot assistant and rear cross-traffic alert, and of course, the HR-V now also recognizes its two-wheeled family members, detecting motorcycles crossing its lane. Overall, Honda took a solid step forward here, even if the big revolution was absent.

Extremely Good Use of Space, Mature Look

Nevertheless, the HR-V scores with extremely good use of space and a mature appearance while maintaining fuel efficiency. Deliveries begin in early 2022 starting at 30,400 euros gross, which is just under 25,550 euros net. Above the Elegance, there are also the Advance and Advance Style trims, priced at 32,600 and 35,300 euros gross, respectively, which is just under 27,395 and 29,665 euros net. Thus, according to the price list, the new HR-V is about 5,000 euros above the clearance offer of the poorly equipped predecessor with only 131 HP.

What does this mean?

The HR-V offers space and style of the mid-size SUV class in a length of just 4.34 meters, with fuel consumption of the B-segment. Additionally, it provides great variability with decent comfort. However, the once subtly sporty reputation of the brand is likely to be carried forward only by the Civic Type-R – rapid cornering or sustained high speeds on long distances suit the HR-V less. Everyday use with a high proportion of rural and occasional city driving is much more its forte – which also includes smooth cruising on longer highway stretches.

Translated automatically from German.
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