Honda HR-V review: it has many strengths, but price is not one of them

It is not short of strengths, but price is not one of them.

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For this third-generation HR-V, Honda has introduced electrification, offering the compact SUV with one-and only one-hybrid powertrain. It gives the model fresh credentials in terms of mechanical refinement and fuel efficiency.

It is not the only electrified compact SUV on sale, yet it makes the HR-V more competitive in a segment with an almost “absurd” number of contenders-well over two dozen, with more still arriving.

As well as becoming hybrid-only, the third-generation Honda HR-V is far more convincing visually. The excessive creases and lack of appeal of the previous model have been replaced by a cleaner, more balanced and more pleasing design-one that works better in person than it does in photographs.

This appears to be a view shared unanimously by the Razão Automóvel team:

More appealing, with more buttons

The Honda HR-V’s welcome exterior improvement continues inside. It is a much more pleasant place to spend time than its predecessor, and considerably less “chaotic”. There is greater order, harmony and consistency, while this range-topping Lifestyle version brings a two-tone dashboard and more appealing trim materials that make a substantial contribution to onboard comfort.

The solidity of the assembly deserves praise, as does the return of physical climate-control buttons-absent from the previous model-which are clearly easier and more intuitive to operate.

Remaining with usability, the infotainment system, accessed through the 9-inch central display, is an improvement on the previous one. It is quicker and more visually attractive too, although it still does not match certain rivals.

“Magic” seats remain, but space is reduced

One of the previous HR-V’s strongest assets was its interior room-it could accommodate almost anything. The same cannot be said of this third generation, despite its exterior dimensions being virtually identical to those of its predecessor.

Rear occupants still have ample legroom in which to stretch out, but headroom is more limited, and you do not need to be especially tall to notice it. Carrying three people in the rear is only realistic if they are of average height or below, as width is not plentiful.

On the positive side, this third-generation HR-V retains the renowned “magic” seats, whose bases can be folded upwards against the backrests. When the rear seats are folded down in a 40:60 split, their backs sit perfectly level with the boot floor.

You may well need to use that feature more often, as the two Honda HR-V generations are separated by 150 l of boot capacity. The new model offers 319 l, compared with 470 l in its predecessor. This loss of space can only be explained by the hybrid system battery being positioned directly above the rear axle.

Pleasant at moderate speeds…

As already mentioned, the new Honda HR-V is hybrid-only rather than plug-in, so it does not need to be connected to a socket. Unlike other hybrids, however, the electric motor takes the leading role, while the naturally aspirated 1.5-litre four-cylinder petrol engine, operating on the Atkinson cycle, works mainly as a generator.

In most situations, driving the HR-V feels much like driving an electric car: response is immediate and there are no ratio changes, because there is no conventional gearbox-only a single fixed ratio. Performance is adequate and, provided you do not overwork the accelerator, the driving experience remains consistently refined and relaxing.

It becomes a highly agreeable everyday companion and is very comfortable. Finding a good driving position is easy, the steering wheel feels excellent in the hands, and the soft suspension absorbs most imperfections well despite the generously sized wheels and 18-inch alloys.

…but less so at higher speeds

There is another, less refined and pleasant side to the HR-V. First, it is worth recalling that it has three operating modes-Electric Drive, Hybrid Drive and Engine Drive-which are automatically managed without driver input.

As noted, the combustion engine generally acts solely as a generator supplying the electric motor. The exception comes at higher speeds, such as on motorways, where Honda found it more efficient-meaning it uses less fuel-to connect the combustion engine directly to the wheels, effectively “forgetting” the electric motor. This is where Engine Drive comes into operation.

The problem is that, in this mode, the refined and relaxing HR-V becomes noisier and rougher. Combustion-engine noise rises, is not especially pleasant, and fills the cabin. The large door mirrors also create unwanted aerodynamic noise, while the soft damping-which is so welcome at lower speeds-makes the SUV feel somewhat unsettled. The HR-V seems out of its natural environment.

The HR-V’s comfort-focused set-up also limits its appeal when tackling more winding roads. Even in Sport mode, where the precise steering gains welcome weight and the accelerator becomes sharper, the soft suspension means the HR-V never feels entirely at ease. Urban roads and moderate speeds are where it “feels like a fish in water”.

Changing gears without a gearbox

The most unusual aspect of driving the HR-V is that, when accelerating hard, you hear it “select” a higher gear, complete with a corresponding drop in combustion-engine revs-despite it being a vehicle with no gearbox. Just like an electric car, it has only a single-ratio reduction gear.

Honda says this is intended to make the driving experience feel more natural and enjoyable, but, as with synthesised engine sounds, we know it is not authentic and it does not really make much sense. Would it not be better to focus on soundproofing the cabin, so that engine noise became a distant murmur?

After fake design-exhaust tips, air intakes and other features that are merely decorative and serve no function-it seems the electric era will bring us fake shifting. Several brands, including Lexus and Hyundai, are already pursuing simulated gear changes for their future electric models.

Is it economical?

Despite its less successful side, it was very easy to like the Honda HR-V during the days I had it. On everyday journeys it proved an excellent companion: easy to live with, comfortable, and rewarding with suitably low fuel consumption-one of the key reasons for the hybrid powertrain it uses.

In urban driving, I recorded consumption as low as 3.9 l/100 km. On open roads, at around 90 km/h, this rose to 5.2-5.3 l. Only on the motorway, where it relies solely on the combustion engine, did it show a greater “appetite”, reaching figures such as 7.0 l/100 km.

I returned the HR-V to Honda with a final average of 5.8 l/100 km, despite covering plenty of motorway miles-not far from the official combined WLTP figure of 5.4 l/100 km. If most of your journeys are urban, averages of around 4.5 l/100 km are easy to achieve. Despite these positive figures, some competitors do better.

A (very) high price

While the Honda HR-V has many attributes in its favour, price is not among them. Even allowing for the fact that this is the range-topping version, with an extensive standard-equipment list, the 42,750 euros requested, on the road, is genuinely very high.

The Kia Niro HEV is perhaps one of the HR-V’s most direct competitors. The South Korean model offers more space and a standard-equipment list as generous as the Japanese SUV’s, while also being more economical, with an official figure of 4.7 l/100 km-as João Delfim Tomé confirmed during his test. What is more, it costs 37,900 euros, excluding administrative charges, placing it comfortably below the HR-V.

Perhaps more concerning is that the Toyota Corolla Cross 2.0 HEV, which is significantly more powerful at 197 hp and, interestingly, potentially more economical with an official 5.0 l/100 km, sits only a little over two thousand euros away.

There are, however, more affordable HR-V versions. The entry-level Elegance model starts at 36,250 euros, on the road.

Technical specifications