Honda HR-V (2022) Launch Review

The new-generation Honda HR-V enters the compact family-car fray as a more niche and distinctive small crossover. We drove the new model during its local launch in the Western Cape.

What’s different about the HR-V

The HR-V’s packaging has switched from a practical small SUV to a coupe-styled crossover.

The new HR-V represents a major departure from the Japanese marque’s outgoing model. It has also moved from the military-medium compact family-car segment into the “premium crossover” niche of the market that hosts the likes of the Audi A2 and Q3 Sportback, Hyundai Kona, Mazda CX-30, Toyota C-HR and Volkswagen T-Roc, to name just some of the most obvious contenders.

The newcomer’s exterior design looks more modern – and, in the metal, it appears taller. Looking at pictures of the previous HR-V (you can see them here), the new model has more presence and style, whereas its predecessor’s design prioritised practicality, hence the MPV-ish design. One thing that remains is the black cladding that runs around the bottom of the car. The new model, however, features gloss black surrounds instead of the matte finish of the old model.

The 1.8-litre petrol engine has been dropped from the range to make way for a 1.5-litre 4-cylinder engine, which is mated with a continuously variable automatic transmission (CVT). It is the only powertrain in the range, at least for now.

In terms of outright size, the new model is slightly shorter (4 330 mm vs 4 347 mm) and marginally wider (1 790 mm vs 1 772 mm). The new model’s wheelbase is 8 mm longer, which contributes toward the 38 mm worth of improved legroom at the back. What’s more, 26 mm of extra ground clearance certainly makes the HR-V seem like more of a crossover than the previous model was.

The interior has been spruced appreciably too. The cabin design offers more in the way of stylish appeal, while up-to-date passive safety equipment has been included in order to meet the segment’s prerequisites.

What’s the Honda HR-V like to drive?

The HR-V has a supple ride quality and well-weighted steering.

Throughout the past decade, Honda South Africa has had to change its focus somewhat; it’s no longer a volume-selling brand on the local market; these days, it’s more of a niche player. The HR-V fits that mould because the premium compact crossover segment caters for buyers who do not require ultimate practicality, but want to drive something stylish, distinctive and modern.

The HR-V’s ride quality is on the firmer side of pliant, but beyond that initial firmness is a supple suspension that’s generally composed and comfortable. It rides bumps well, even on the top-spec Executive derivative, which is shod with larger (18-inch) wheels – the Comfort version runs 17-inch alloys – and the steering is well-weighted by the standards of a modern electrically-assisted system.

When it comes to zipping around corners, the newcomer certainly does not distinguish itself as a sports SUV, but considering its unassuming powertrain setup, you’re unlikely to get much in the way of driving thrills out of the package even if it had Type-R-tuned handling (which it doesn’t). I would sum up the ride as pretty decent when compared to the rivals I mentioned earlier – it definitely has one of the quietest cabins in its class.

Is there enough power?

The only engine available currently is the 1.5-litre naturally aspirated petrol.

To reiterate, the 1.5-litre naturally aspirated engine is the only one available in the HR-V at the moment (June 2022). Honda SA considered the turbopetrol engine that is available overseas, but such-equipped versions would have pushed the HR-V’s price too far into the premium sector, where, of course, German brands’ wares dominate. A petrol-electric hybrid version would have made the most sense, because it purports to reduce running costs substantially and we believe that buyers would be more than willing to accept a lack of outright performance if it meant that they’d make fewer trips to the fuel station. That said, Honda SA indicated it would introduce the HR-V hybrid in the next 18 to 24 months.

As for the HR-V’s 1.5-litre powerplant, it produces 89 kW and 145 Nm of torque (it’s the same unit that does duty in the new Honda Fit). The peak power figure is acceptable, but the lack of torque makes progress quite leisurely, which is a pain when you’re trying to execute swift overtaking manoeuvres (at freeway speeds) or accelerate briskly up inclines. Besides, the CVT’s calibration is better suited to pottering around in everyday traffic than to undertaking longer road trips or stints of freeway driving. At higher revs, it has a feature whereby it simulates normal gearshifts, rather than holding on to high revs and making a racket. It’s certainly better for it, but still doesn’t entirely mask the compromised CVT experience.

The upside of that is impressive fuel economy, and it will likely be even better in town or when cruising at speeds below 100 kph. On our 220-km evaluation drive, which comprised mostly open, district roads with 100 kph to 120 kph speed limits, we saw an indicated return of 7.4 L/100 km. I wouldn’t be surprised if an efficiency-minded driver could get that number into the low 6L/100 km range, which is good for a vehicle of this size.

What’s the HR-V’s interior like?

It’s a well-built and nicely specced interior but missing some of the fancy screens modern buyers may want.

In terms of style and equipment levels, the new HR-V’s interior is a nice step up from that of its predecessor. The new 8-inch touchscreen infotainment system is more modern (and has a higher-resolution display) than the previous setup. Android Auto and Apple Carplay integrate seamlessly with the native system when you connect your smartphone via a cable to the USB port that’s situated closest to the driver. The 2nd USB port in the front is purely for charging devices, while the Executive derivative comes with a wireless charging pad and 2 extra USB ports in the rear. It’s a pity that Wireless Android Auto or -Apple Carplay aren’t available.

Overall, the fit-and-finish and choice of materials are of premium quality, which lifts the overall feel of the cabin. It feels particularly well put together with very tight shut lines and a solid feel to all the buttons and rotary dials.

I have only one biggish criticism of the interior – it lacks pizazz. For example, the HR-V’s rivals and other SUVs (within the broader segment) have very high-specification infotainment screens and digital instrument clusters, whereas the HR-V’s displays feel a generation behind. The instrument cluster features analogue dials, which helps to make the model more affordable I guess… but this is a niche product, so where is the flair?

The HR-V does make up ground on its rivals in terms of practicality. For a coupe SUV, it’s extremely spacious in the rear passenger area, and while the load bay is claimed to hold only 304 litres, it will easily swallow a pair of large suitcases.

The rear seats can fold flat as well as tumble backwards like this.

Honda’s Magic Seats also make the rear loading area completely flat (when flopped forward) and offer more options, because the seats can either be folded flat or tumbled backwards if you want more loading area behind the front seats.

The major difference in price between the Comfort and Executive can be attributed to the extra safety equipment fitted to the latter. It is equipped with adaptive cruise control with low-speed following, collision mitigation braking, lane-keep assist and departure warning and a lane-watch camera that activates via a button on the indicator stalk or when you indicate, giving you a view of your blind spot. Both derivatives are sold with an aft-facing camera and rear parking sensors.

Honda HR-V pricing and after-sales support

The Honda HR-V is sold with a 5-year/200 000 km warranty and a 4-year/60 000 km service plan. Service intervals are every 15 000 km.

For a look at the full specs and pricing check here

Summary

The HR-V is a competent small coupe-SUV, but its current powertrain offering is limited.

The premium compact crossover segment is a tiny pocket of the market and not one that sells up a storm every month. However, the HR-V does make sense for those looking for something with a distinctive design and adequate practicality.

The increased ground clearance will instil a bit more confidence when you’re travelling on gravel roads and the Honda’s ride quality and on-road refinement (especially the hushed cabin) are among the best in the segment.

The engine is lacklustre, but if you’re happy to do things at a modest pace and don’t intend to load the coupe-SUV heavily on regular occasions, it will suffice and provide excellent fuel savings. We just wish a hybrid version was available.

What’s more, the interior is well built and finished with appreciably premium materials. The infotainment system fulfils modern connectivity requirements, even if it’s unlikely to wow many users.

The HR-V appears to be a nonconformist choice, but only because the traditionally-shaped SUVs will still garner more sales, which will make the new HR-V stand out more in a crowd.