Not bad for its first year, or rather its first seven months. The Honda HR-V has only been with us since June of last year, but it’s
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| Photo: Karen Tuggay, Canadian Auto Press |
already claimed first position in Canadian subcompact SUV sales at nearly 9,000 units.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
by three other newbies arriving during the 2015 calendar year, the next most successful being the Mazda CX-3 that accumulated 6,861 sales since it arrived in May and took third position in the category. Mitsubishi’s RVR has been around for years and likely for that reason lost ground last year, dropping 808 units to 5,786, while sales of the Trax’ body-double, Buick’s Encore, fell by 768 units to 4,915 last year. The Nissan Juke, which started the entire segment off in 2010, received a refresh and therefore enjoyed 832 more sales last year resulting in 4,473 down the road, whereas the all-new Jeep Renegade made a decent start with 2,261 units sold since March. Mini Countryman sales took the biggest nosedive percentage wise by falling 606 units short when compared to calendar year 2014, this model only reaching 1,412 during 2015, while the final new entry, Fiat’s 500X, found a modest 609 new buyers since it went on sale in May.
When
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| Photo: Karen Tuggay, Canadian Auto Press |
I last reviewed the HR-V, that model trimmed out in EX-2WD guise, I ran over the year-to-date sales numbers ending in October 2015, and at that time it was number two behind the Trax. I summed it up by saying that “it must feel pretty good to be Honda right now.” Now that the year has ended and the HR-V is number one I think it’s fair to say it again with a little more emphasis this time: it must feel damn good to be Honda right now. It doesn’t hurt matters that its Civic achieved bestselling Canadian car status for its 18th consecutive year, or that the CR-V gained 3.4 percent in its compact CUV category and remains one of top sellers (although they’re probably not celebrating this model getting passed by the Toyota RAV4), or that the completely redesigned Pilot managed to find its way onto
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| Photo: Karen Tuggay, Canadian Auto Press |
Canada’s top 25 bestselling SUV/crossover list by increasing its sales by 34.6 percent. For the most part it’s been a strong year for Honda.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
just noted youthful market sector, and while good infotainment is important to me, that isn’t the key reason I’ve already recommended this model to active-lifestyle buyers.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
cargo hold that’s perfect for hauling bikes (with front wheel removed) or transporting other tall, awkward items such as boxed furniture, large plants, etcetera, or alternatively those seatbacks can be folded flat as per usual in this class.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
model, the latter ending up with 34 litres (1.2 cubic feet) less than FWD HR-Vs. Got that? This is a lot more space than any rival, incidentally, Honda achieving this via a flat mid-mounted fuel tank that fits under the floorboards.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
lights within are brilliant, literally. Over on the centre stack the infotainment system is a complete “buttonless” touchscreen, and it’s a very complete system too. My AWD EX-L Navi tester featured navigation, of course, with nicely detailed graphics, plus phone connectivity, an info screen with instant fuel economy, average fuel economy, and trip history, an audio section with six presets, scan, tune and seek features in a large area showing the station you’re on, plus a source button that takes you to FM, AM, satellite radio, CD, USB, iPod, aha, Audio apps, Bluetooth streaming, and HDMI. If that’s not enough, I don’t know what could be.
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.
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| Photo: Karen Tuggay, Canadian Auto Press |
Alternatively they include a phone cubby large enough for my Samsung Note 4 alongside the lower console, ideally placed for charging.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
it’s digitally advanced, I should also mention that this top line model is finished to a higher standard than the EX I tested previously and most others in this class. Maybe that’s going a bit too far, because the dash top isn’t soft touch like some, although two stitched-leatherette instrument panel pads span the entire width of the car, starting just to the left of the primary gauges and finishing off to the right of those same gauges where it stretches all the way to the passenger side door. These visually continue over to the upper door panels where the material used is an even more upscale leatherette with yet nicer padding underneath, while below that is a door insert with even more padding that butts up against a leatherette armrest featuring the same upscale stitching. Right about now I’d be impressed, but Honda has gone even further by covering the edges of the centre console with the same stitched leatherette. It’s not done to the same pampering level as the door inserts, but it’s still soft to the touch and therefore much nicer than the majority of rivals that leave
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| Photo: Karen Tuggay, Canadian Auto Press |
hard plastic where knees might otherwise rub. A nice leatherette centre armrest/storage bin lid finishes off the upscale experience.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
not powered as one might expect when stepping up to such a well-equipped top-line vehicle. As noted earlier the rear seating area is very roomy, and those seats are also quite comfortable. A small flip-down armrest provides a little extra luxury when only two are in back, whereas most should be adequately taken care of as far as overall roominess is concerned.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
goodbye to this DIY transmission and hello to a continuously variable type that’s only optional in lower trims.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
type of transmission. Rowing up and down the CVT’s paddles is an equally unsatisfying experience. They can be useful for a quick downshift at times, but really the CVT finds the engine’s optimal rev range more often than not, even when left in regular Drive mode. That’s where I kept it most of the time, because it just felt better, driving smoother and no doubt more efficiently.
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,
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| Photo: Karen Tuggay, Canadian Auto Press |
6.7 highway and 7.6 combined with the FWD CVT. My as-tested AWD CVT was rated at 8.8 L/100km city, 7.2 highway and 8.1 combined. As fun as the manual might be to drive, it’s easy to see how the CVT can quickly pay off at the pump.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
blindspot mirror, a windshield wiper de-icer, one-touch turn signals, power windows, a tilt and telescopic steering wheel with illuminated audio and multi-information/infotainment switchgear plus Bluetooth phone and cruise buttons, while the standard list continues with heatable front seats, filtered single-zone auto climate control, seven-inch colour high-resolution touchscreen infotainment with a multi-angle rearview monitor featuring dynamic guidelines, next-generation HondaLink smartphone integration with text message capability and Siri Eyes Free, plus four-speaker 160-watt AM/FM/CD/MP3/WMA audio with speed-sensitive volume, Bluetooth streaming audio, two USB ports, an aux jack and HDMI interface. Additional standard kit includes three 12-volt power outlets, rear seat heating ducts, an LED pocket light, cargo area tie-downs, and of course those Magic Seats mentioned earlier.
Standard safety features aren’t that out of the ordinary with four-wheel disc brakes
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| Photo: Karen Tuggay, Canadian Auto Press |
with ABS, electronic brake-force distribution and emergency brake assist, traction and stability control, hill start assist and HondaLink Assist automatic emergency response, as well as all the usual airbags.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
tinted privacy glass, while models equipped with the CVT include the previously noted paddle shifters.
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
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| Photo: Karen Tuggay, Canadian Auto Press |
not enough for a Top Safety Pick rating like its bigger CR-V brother. On this subject the Buick Encore gets the revered Top Safety Pick ranking, while the poorest selling Fiat 500X achieved the even more coveted Top Safety Pick + rating.
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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