Honda HR-V: Generous Interior Space Trumps So-So Powertrain

MIAMI BEACH, FL – The small CUV segment in the U.S. is having a renaissance in 2015.

While most formerly small CUVs have grown to midsize proportions (Honda CR-V, Toyota RAV4) and others are long since gone (R.I.P. Geo Tracker), a new crop is arriving at dealerships representing a return to form.

Like the models of yesteryear, the Honda HR-V has little flash and an underwhelming engine. But it’s an intriguing proposition among today’s competitors thanks to its relatively generous interior dimensions, $19,115 starting price and Honda’s reputation in the midsize CUV segment, which last year helped it sell a record 335,019 CR-Vs in the U.S.

The HR-V doesn’t immediately impress us here at its media preview, however.

While it has the Civic’s 1.8L 4-cyl., and not its platform-mate the Fit’s 1.6L 4-cyl., the HR-V still feels underpowered. That’s not surprising, as the CUV is 200 lbs. (91 kg) heavier than an average Civic 4-door.

The 141-hp 1.8L in the HR-V frequently drones under even mild acceleration, as its measly 127 lb.-ft. (172 Nm) of torque doesn’t arrive until 4,300 rpm. In a front-wheel-drive HR-V, the optional CVT (a 6-speed manual is standard) worked perfectly, but in an AWD model the transmission bogs down “shifting” among its seven faux ratios.

But powertrains also aren’t the strong suits of two equally new HR-V competitors, the Chevrolet Trax and Jeep Renegade.

The Trax’s 1.4L turbocharged and direct-injected 4-cyl., mated to a 6-speed automatic has decent low-end torque, 148 lb.-ft. (201 Nm) at 1,850 rpm. But like the HR-V, the Trax loses its breath in the upper-rpm range.

The Renegade WardsAuto staffers drove in March, in 4x4 Limited dress with FCA’s 2.4L MultiAir I-4, has horsepower and torque specs that trounce both models (184 hp and 177 lb.-ft. [240 Nm]). But the Jeep suffers from similar output peaks as the HR-V, and its 9-speed automatic struggles to find the correct gear.

Fuel Economy a Strong Point

Typical of Hondas, the HR-V easily meets or exceeds estimated fuel economy in real-world driving here. A FWD CVT model hits its estimated average, returning 31.0 mpg (7.6 L/100 km) in stop-and-go traffic. An AWD CVT model achieves the same figure in a longer, less-trafficked route from the Everglades, besting its 29-mpg (8.1 L/100-km) estimated average.

The HR-V rides on a MacPherson-strut front suspension and torsion-beam rear setup and both suspensions have Sachs’ 2-piston Amplitude Reactive Dampers.

The chassis is well-damped but unremarkable. Florida’s flat and straight roads don’t allow us to push the limits, but Honda promises invigorating performance due to a low center of gravity and increased body rigidity.

Some 27% of the HR-V’s body is composed of high-strength steel (780 MPa or higher) and the vehicle has a reinforced subframe, a continuously closed section around the tailgate and a rear stabilizer bar.

Honda targeted class-leading aerodynamics but doesn’t disclose the HR-V’s drag coefficient. In addition to underbody panels, there is a lightweight woven underbody cover that insulates the cabin from noise.

Other sound-absorbing material is in the rear inner fender, front inner fender and floor carpet.

Interior: Space Generous, Appearance Blah

The HR-V’s interior is a mixed bag.

As Honda promised during the vehicle’s development, the CUV’s passenger and cargo volume is impressive.

The second row in many B-segment vehicles can be a penalty box, but the HR-V’s is refreshingly large. It has the most second-row legroom in the segment, nearly 4 ins. (10 cm) or more than the Trax, Renegade and Nissan’s Juke.

The HR-V also bests Subaru’s XV Crosstrek, the No.1-selling model in WardsAuto’s Small CUV group last year, in rear-seat leg space, but the XV wins over the HR-V, Juke, Renegade and Trax in front legroom.

In cargo space the Honda is supreme, with a hefty 58.8 cu.-ft. (1.7 cu.-m) available in FWD models with second-row seats down.

Like the Fit, the HR-V has several interior “modes,” including split (one second-row seat folded down), tall (second-row bottom cushions folded up), and long (second-row folded flat, first-row passenger seat fully reclined) that give it a versatility edge over competitors.

The HR-V’s roominess helps to distract from its bland interior design.

There’s not much interesting detail inside, save for an unusually wide front vent on the dashboard on the passenger side.

Even in upmarket EX-L Navi grades, detail is sparse, with narrow metallic trim around vents.

A wider metal-look trim piece edges the lower center stack where heating, ventilation and air-conditioning switchgear is located.

HR-V buyers can choose from the usual black or gray interior color schemes. The Jeep Renegade, winner of a 2015 Ward’s 10 Best Interiors award, has several livelier choices, including an ivory, brown and orange combination.

Like the Trax, the HR-V’s trim largely is hard plastic, including on the upper instrument panel. Door panels in some grades are entirely hard plastic. Leather seating nets buyers color-keyed soft-touch material with tonal stitching on door panels.

The HR-V’s exterior appearance is cute-ute light and just somewhat similar to the CR-V’s due to a larger, lower grille and more steeply raked D-pillar.

Honda is targeting 70,000 annual sales of the HR-V, which is available in LX, EX and EX-L Navi grades. That should be an easy feat to achieve, given how strong the brand is in the CUV sector and its reputation for building reliable small cars.

Honda will need to carefully manage financing and lease rates, however, to create separation between the HR-V and the CR-V on the showroom floor.

Although, given the increasing popularity of CUVs, cannibalizing the Fit is probably the bigger danger.

[email protected]

’16 Honda HR-V AWD EX-L Navi Specifications