Honda HR-V review: practicality versus engine frustration

The Honda HR-V remains a highly successful model for the Japanese marque in markets such as North America and China, though that has not been the case in Europe.

In Europe, the HR-V’s career has been defined by… discretion. The “old continent” is generally one of the hardest markets in which to gain a foothold and, in a segment as crowded as the B-SUV class - with around 20 models to choose from - it is easy for several offerings to be overlooked, even when they may be every bit as capable as more successful rivals.

Could European buyers - and Portuguese buyers in particular - be unfairly ignoring the Honda HR-V? It is time to find out.

Limited sex appeal, outstanding practicality

An updated HR-V arrived in Portugal last year, bringing exterior styling revisions, new front seats and fresh interior materials. Most of the attention went to the introduction of the HR-V Sport, fitted with the 182 hp 1.5 Turbo that left such fond memories when I tested it in the Civic. That is not the HR-V tested here, however: this is the naturally aspirated 1.5 i-VTEC in Executive trim, one of the best-equipped versions.

Personally, I do not find it especially attractive. It is as though Honda’s designers could not decide whether to be bold or to please everyone, leaving the overall design lacking conviction. Yet, what it lacks in sex appeal, it more than makes up for with its practical qualities.

Because it shares its technical platform with the smaller Jazz, it has inherited that model’s excellent packaging. This gives it superb interior space - among the best in the segment, enough to make a small family hatchback from the class above jealous - along with very strong versatility.

Particular mention goes to the 470-litre boot capacity, once the space beneath the removable floor is included, and to the flexibility offered by the “magic seats”, as Honda calls them. It does not have sliding rear seats, as found in the class-leading Renault Captur, for example, but folding the seat bases upwards against the backrests opens up a whole new range of possibilities.

Front-row shortcomings

While the rear seats and boot are among the HR-V’s strongest competitive assets, its appeal fades somewhat in the front row. The main issue is usability, especially when operating the infotainment system and the climate-control panel.

Why? Where there should be physical controls - rotary dials or conventional buttons - there are haptic controls, which can become frustrating to use and undermine ease of operation. The infotainment system also trails rival offerings, both because its graphics look somewhat dated - they already did when the car was new - and because it could be more intuitive to use.

These criticisms apply to several Honda models, although the Japanese brand has taken action to address them. Physical buttons have started to return: we saw this in the updated Civic and in the new-generation Jazz, which also introduced a new infotainment system. It is difficult to understand why the HR-V received such a recent update without benefiting from similar developments.

Despite these weaker points, the Honda HR-V’s interior makes up for them with above-average build quality. Most of the materials are hard and not always particularly pleasant to the touch, apart from the various leather-trimmed elements.

Behind the wheel

It took me a while to settle on a comfortable driving position, despite the generous adjustment range for both steering wheel and seat, but I eventually got there. The steering wheel itself is excellent - with the right diameter and thickness, plus pleasantly tactile leather - whereas the seat, although reasonably comfortable, does not provide enough lateral or thigh support.

The entire dynamic set-up of the Honda HR-V is geared more towards comfort, with a general softness to the controls, despite their precision, as well as to the suspension’s response.

Perhaps because of this, most road imperfections are absorbed competently, contributing to a good level of comfort on board. The consequence of that “softness” is some body movement, although it never becomes excessive or uncontrolled.

Buyers looking for a more dynamically polished B-SUV have other choices: the Ford Puma, SEAT Arona and Mazda CX-3 are more satisfying in that respect. The HR-V instead proved to have stronger dynamic qualities as a comfortable long-distance car, marked by convincing stability even at higher speeds. Aerodynamic noise is intrusive, however, while road noise is better suppressed.

The Honda HR-V does have an excellent manual gearbox in its favour - one of the best, if not the best, in the segment. Its mechanical, slick action is a joy to use - why are there not more gearboxes like this? Its only flaw is the long gearing, although it is not as long as that found in another SUV from the class above, the CX-30. This is a way of keeping fuel consumption at acceptable levels.

Speaking of fuel consumption…

… the gearbox’s long ratios appear to work. The naturally aspirated 1.5 i-VTEC showed a moderate thirst: just over five litres (5.1-5.2 l/100 km) at 90 km/h, rising to somewhere between 7.0-7.2 l/100 km at motorway speeds. On urban and suburban runs, it remained at 7.5 l/100 km, a very reasonable figure even given the type of driving this engine requires.

We are “forced” to use the long-geared gearbox more often than expected and to work the engine harder than with an equivalent turbocharged unit, because its 155 Nm is only available at a high 4600 rpm. If the experience were more enjoyable, I would not criticise it as much.

However, the 1.5 i-VTEC becomes quite noisy when worked harder and also proved somewhat sluggish to gain revs. Despite its redline being close to 7000 rpm, it did not seem particularly worthwhile taking it beyond 5000 rpm.

Part of the blame may lie with the fact that this example had covered fewer than 400 km and felt slightly tight. With another couple of thousand kilometres on the clock, it might have responded with more energy, but a radically different character would not be expected. In this case, the Civic’s 1.0 Turbo seems clearly better suited to the HR-V and its intended use.

Is the Honda HR-V right for me?

Although the market’s neglect of the Honda HR-V feels somewhat unfair, it is difficult to recommend it with this 1.5 engine when competitors offer engines that are much more pleasant and flexible to use, and better suited to the vehicle’s purpose.

Today, the 1.5 i-VTEC is the “only” engine available for the HR-V in Portugal. The 1.6 i-DTEC is no longer sold, while the excellent 1.5 Turbo sits at a… “social distance” of 5000 euros, which is too large a premium to regard it as an alternative.

Even harder to understand is the fact that Honda has had a much-appreciated 1.0 Turbo in its catalogue for several years, an engine that would “fit like a glove” in this model. Should it not also have been offered in the HR-V?

I think so… Just as I had expected a more comprehensive interior revision to improve usability when the car was updated. These are all aspects that ultimately harm the assessment of this model. It is a shame, because the Honda HR-V is among the B-SUVs I have found best suited to family use - not least because it is the one that most resembles an… MPV in character - offering excellent space, accessibility and versatility.

This is one of today’s most competitive segments, and no manufacturer can afford to relax. The second generations of the heavyweight Renault Captur and Peugeot 2008 have raised the standard in the class and stripped cars such as the HR-V of their arguments, as they now offer more competitive interior accommodation while retaining the stronger advantages they already had in powertrains and even… sex appeal.