Honda HR-V
We liked hybrid SUV in Germany, but it’s even more impressive in Britain
BACK in the late 1990s Honda dubbed its first HR-V “The Joy Machine”. Now this third-generation compact SUV will need to leave us grinning from ear to ear if it’s to topple rivals like the Toyota Yaris Cross, Renault Captur and Ford Puma from the top of a fiercely competitive class.
Our first encounter on German roads in left-hand-drive form showed that there’s plenty to like, but the HR-V didn’t live up to Honda’s promise of class-leading fuel efficiency from its hybrid powertrain.
What is clear, though, is that Honda has worked hard to improve this new car in almost every key area, while maintaining or boosting its predecessor’s strong points.
Inside, there’s a neat, uncluttered environment. Build quality is excellent and it feels as plush as any rival, backed up by Honda’s latest infotainment system, which is light years ahead of the old HR-V’s.
It’s towards the back where the really smart stuff starts, though. Kneeroom has grown by 35mm, and the HR-V measures up strongly against its rivals. It’s a shame the boot is relatively pokey, at 319 litres, but it makes up for this slightly with Honda’s “Magic Seats”. These not only fold forward, but the seat bases can also flip upward, which is ideal for carrying taller items.
It’s made possible by a fuel tank slotted beneath the front seats, which in turn has created room for the car’s hybrid system.
On paper, the HR-V’s petrol/electric tech is very clever. Under the bonnet sits a 1.5litre petrol engine, but for the most part this only acts as a generator, turning a motor to charge the battery. In fully electric mode this motor/generator can be decoupled altogether, while under hard acceleration its energy isn’t sent through a gearbox, but as a direct drive in the name of efficiency.
If this sounds familiar, it’s because this set-up is similar to that used by the Jazz
“In some ways it feels like a fully electric vehicle. It’s silky smooth moving away from a standstill”
supermini. It’s stronger here, with 106bhp from the petrol unit plus a battery that’s more compact but also 25 per cent more energy dense; combined output is 129bhp.
In some ways, it feels like a fully electric vehicle. It’s silky smooth when moving off from a standstill, but when we increased the speed we were left wishing for more pep from the electric motors. Accelerate onto a motorway slip road, for example, and that initial electric boost has little influence; instead, you’re left waiting for the engine to wake up, and the drive systems to figure out how to most effectively deploy the power. The slight delay is accompanied by a flare of droning revs from the 1.5-litre unit. This only happens under hard acceleration though; for the most part it’s fairly peaceful.
The rest of the drive is impressive, if not game-changing. The HR-V is stable and secure through corners rather than fun, the steering is precise and well weighted, but the extra assistance in some rivals makes them easier to manoeuvre. Apart from some low-speed fidget, the ride is comfortable, although there is some road noise.
For all the engine’s dull response, on our first encounter we were rather baffled by a car that struggled to hit 45mpg. But on this occasion, the HR-V managed to match its claims – and then some. We regularly saw in excess of the official 52.3mpg claim, reaching over 60mpg in mixed use, which is impressive and towards the top of the class.
Sadly, the HR-V is also at the pricey end of that sector, starting from £26,960. To counter this, the HR-V comes well equipped. Entry-level Elegance gets 18-inch alloys, LED lights, digital dials, heated seats, and a nine-inch screen with a reversing camera.
Advance trim (predicted to take 60 per cent of sales) adds a hands-free tailgate and dual-zone air-con, while the price climbs to £29,210. Top-spec Advance Style costs £31,660, but gets a contrast-colour roof, wireless phone charging and a premium hi-fi.