Hi-rider and revolutionary in its true sense
WITH 3.5 million units sold globally, the HR-V nameplate is no stranger in the subcompact crossover segment. Years before its segment became one of the dominant placers today; the HR-V has been around for Honda to offer as a revolutionary vehicle for active individuals. Since the introduction of the 2nd generation and its updated version in the Philippines, the model has already achieved more than 7,000 units sold, showing the warm reception of the brand’s subcompact crossover.
After witnessing the successful local debut of the latest generation, it is time for us to experience the significant enhancements the model now possesses. honda Cars Philippines, Inc. (HCPI) recently hosted a drive event for select members of the motoring media to test both the top-spec V Turbo CVT and entry S CVT variants. We drove these models to the Tagaytay highlands and Aiyanar Dive Resort in Mabini, Batangas.
Completely redesigned inside and out
OVERALL, the latest generation’s frame has gone more chiseled, with sharp body lines complementing the fastback-like profile. It suits honda’s concept of “Amp Up Your Life.” We like the latest aggressive character highlighted by newly shaped LED headlights integrated with LED turn light signals and Daytime Running Lights (DRL) and fog lamps. Moreso, the new pronounced grille design with varying patterns depending on the variant.
The rear end received a striking cue thanks to the new LED Tail Light Bar and the two variant’s contrasting rear bumpers, with the top variant’s dual tailpipe finish. Of course, the 17-inch alloy wheels with gray (V Turbo CVT) and black/silver (S CVT) finishes.
The all-new hr-v’s interior also received
a complete overhaul, now presenting a human-centric cabin with good ergonomics and quality materials. The center dashboard’s eight-inch touchscreen display infotainment system, six-speaker sound system, Apple Carplay, Android Auto connectivity functions support, and the seven-inch (V Turbo CVT) and 4.2-inch (S CVT) digital display instrument clusters are all enhanced. Not to mention the new clustered controls and aircon vents.
The top-spec has all leather-draped seats while the entry variant received fabric seats, but both have soft materials with betterpositioned cupholders. We like the segment-exclusive ULT seat’s function composed of Utility, Long, and Tall modes to accommodate various cargo setups.
The spirited V Turbo CVT
We tested first the top-spec variant in Ignite Red Metallic powered by a 1.5-liter VTEC Turbocharged engine with CVT, and we already knew what to expect, delivery-wise. The initial leg was to Tagaytay highlands, and as expected, the entire freeway run was nothing short of blissful.
We like the stable feel at high-speed limits with minimal road noise and tire rebounds. Of course, with 174 hp and 240 N-m of maximum
torque (on paper) at our disposal, not even the load of three adult occupants plus luggage hindered the unrelenting acceleration whenever needed. We utilized the paddle shifters more on engine braking, as needed.
Things became exciting when we started traversing the winding roads inside the highland property. There, the vehicle’s nimble Civic platform became more evident. Thanks to the excellent steering feedback, the higher center of gravity became null on every turn while being completely controlled. Playing around with the paddle shifter to stay in the optimum range was another excitement. hearing the turbocharged engine’s grunt while feeling the high torque was sheer fun.
On the way to the resort for the next leg, the constant turns of Ligaya Road again highlighted the vehicle’s impressive agility and excellent steering control. We never hesitated on overtaking on the provincial road as the boosted motor took control whenever pushed. The last stretch became steady and swift, and we reached the resort feeling relaxed.
Honda Sensing is the way to go
LIKE the all-new Civic drive, we also tested honda’s proprietary suite of driver-assist functions. At the entire stretch of CALAX, we were able to test honda Sensing entirely and convincingly. While traversing the freeway, we enabled the Adaptive Cruise Control (ACC) with Low-speed Follow (LSF) and set the speed within limits. Amazingly, the system was actively keeping the pace based on the
vehicle upfront, picking up and slowing down by applying brakes to keep a safe distance.
The Lane Keeping Assist (LKAS) was astounding as our previous test. The system actively operates the steering within visible lanes, even on long bends. As for the Road Departure Mitigation (RDM) with Lane Departure Warning (LDW), applied slight resistance and movement during lane changes without using the turn signals. Of course, the Collision Mitigation Braking System (CMBS) was always active in f lashing warnings on the screen for collision alerts.
At the highlands property, we also tested the system and Lead Car Departure Notification System (LCDN). even at 30 kph, the system still worked seamlessly. Without stepping on the pedals, the vehicle maintained speed while keeping a safe distance even when the car went to a complete stop. even on corner turns, the system maintained a safe distance, applying brakes depending on what was up ahead. Resuming the function was as easy as pressing the “+” button. Also demonstrated were the hill Descent Control (HDC) and hill-start Assist (HSA), which both worked seamlessly.
The smooth-operating S CVT
MEANWHILE, we drove the S CVT on our way back to Manila. honda fitted this variant with a 1.5-liter DOHC I-VTEC engine with CVT. With the same displacement but minus the turbo, we knew that its 119 hp and 145 N-m of maximum torque (on paper) bears a significant difference, delivery-wise.
As expected, this variant’s manner on the road manifested the same as that of the topspec. Likewise, it was benign on curves with good steering feedback and had the same comfort and quietness inside. however, in situations where power delivery was necessary, it was when we realized the significant adjustments needed to meet the vehicle’s load demand. The absence of the turbocharger prompted us to rely on its peak performance on higher engine RPMS – shifting to e sport mode was the available option.
Despite the significant difference in torque output, the all-motor engine was relatively smoother on acceleration and loved to rev. Nevertheless, it does the job. While its turbocharged counterpart provided more power, the all-motor option was superior in fuel efficiency, at least based on the theoretical readings on the gauge. Nevertheless, both engine options performed an excellent double-digit figure theoretical averages during our drive.