First Drive Review: Honda HR-V 2015

Honda may be stoically denying that its in any sort of trouble whatsoever, but a drop in year-on-year sales of 8.5% last month suggests that the company is up to its eyeballs and sinking fast.

Part of the problem is a rather pedestrian three-car range comprising Jazz, Civic and CR-V, but that’s all changing. Last month we brought you the verdict on the lunatic Civic Type R and now we can cast our vote on this: the new HR-V crossover.

Sitting below the CR-V in the range and, like the original HR-V of 1999, offering something larger than a Nissan Juke yet smaller than a Mazda CX-5, natural competitors include the Skoda Yeti, Vauxhall Mokka and Fiat 500X.

Tight and muscular

First impressions are good, with the HR-V looking tighter and more muscular than any other Hondas on sale at the moment, except perhaps the Civic Type R. It’s a new look we’re keen on, and we’re told it’ll also make an appearance in the forthcoming Jazz.

Inside, we’re pleased to report that quality has also been stepped up enormously compared to the rest of the Honda range. It’s better than the rivals’ cabins too.

There are rough edges – there’s a rather sharp rim to the cubby behind the centre console, the infotainment system’s screen looks like that of a £200 Garmin (partly because it is) and there’s a horrible piece of perforated plastic on the bottom spoke of the steering wheel – but the materials used in the cockpit are generally good and it’s well made, as well as being a reasonably stylish place to sit.

It’s roomy too. There’s a whopping 470 litres of luggage space with the rear seats up, which eclipses the 500X by 120 litres, and when you fold the seats down there’s an equally impressive 1,533 litres.

Don’t think the boot space has been pinched from the cabin either, because there’s more than enough legroom for four six-foot adults and just about enough headroom too, although that’s reduced by opting for the range-topping EX model with its panoramic sunroof.

The business end

At the business end, the HR-V gets a simple choice of engines: you can either opt for the all-new 1.5-litre petrol or the same 1.6-litre diesel you’ll find under the bonnet of the new Civic and CR-V. There’s only one drivetrain, though – it’s front-wheel drive or nothing, although “other markets” will get an all-wheel drive HR-V.

The advantage of that minor disappointment, however, is good fuel efficiency. Unsurprisingly, the diesel is the better of the two by far, returning 70.6mpg and CO2 emissions of 104g/km in basic S guise with its 16in alloys.

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That puts it slightly ahead of the 1.6-litre 500X diesel, which emits 109g of CO2 per kilometre and returns 68.9mpg, but parity is soon restored when you upgrade to the SE model. Its 17in wheels have the effect of gearing the HR-V up and thus reducing the efficiency.

Okay, an increase in emissions to 108g/km and a 1.7mpg drop in fuel economy won’t be a great issue to private buyers (who, Honda says, will make up 70% of HR-V customers), but it’s enough to knock the HR-V up a company car tax bracket.

Whichever wheels you fit, however, the diesel has punchy power delivery that belies the 118bhp it produces, aided by 300Nm of torque. Officially, 0-62mph takes 10 seconds, but it feels slightly faster thanks to all that low-down grunt.

The petrol, in comparison, is 0.2 seconds slower to 62mph despite having 10bhp more, and it’s nowhere near as torquey, making it feel gutless. On the plus side, though, it is capable of a quite reasonable 125g/km and 52.3mpg in its most efficient guise.

It does, however, come with a CVT automatic gearbox, which will please those after the easy life. It also allows it to be slightly more economical than the six-speed manual-equipped cars.

If you aren’t too fussed about exercising your left foot and arm, though, you’ll find that the manual is definitely the transmission of choice. It has a short, stubby lever that wouldn’t look out of place in a Mazda MX-5 or, dare we say it, an S2000 remake, and the action matches the sporty look and feel. It has a slick, short throw and is, in short, a pleasure to use.

Engineering know-how

The gearbox may be brilliant, but the steering is much less so. It’s light and over-assisted, which makes it a bit of a vague steer on a good road, although it isn’t an issue in town or on the motorway.

It’s at odds with the other aspects of the handling though, which are generally very good. Body control is excellent, with limited roll through the corners and little pitching under heavy braking or acceleration, while understeer is kept to a minimum thanks to a little engineering know-how applied to the front axle.

Honda has managed that without making the car too uncomfortable either, although an initial sense of cushiness from the long springs is all too quickly undermined by the patter you get over high-frequency undulations. It never gets crashy or harsh, but it’s annoyingly persistent.

There’s quite a bit of technology to help you on your way though. Like Ford, Honda is offering a speed limiter linked to the traffic sign recognition system, which theoretically prevents you from speeding, although it must be said that the hit-and-miss accuracy of the sign recognition makes the system a bit of a lottery.

Slightly better is the brake hold function, which works a bit like the hill hold system we have become familiar with. Made necessary by the fitment of an electronic parking brake, the brake hold technology allows you to release the brake while stuck in traffic without the car rolling away. It leaves the brake lights on, though, so other drivers know you’re going nowhere, and it releases automatically when you try to move off.

Safety kit also plays a starring role in the HR-V, with every car, even the basic S model, available with autonomous emergency braking, while higher-spec cars are offered with the Driver Assistance Pack, which includes an intelligent speed limiter, lane departure warning and traffic sign recognition.

Quite a price

In general, the HR-V is well kitted out, with the entry-level S getting 16in alloys, climate control, cruise control, front and rear parking sensors, a digital radio, audio controls on the steering wheel and start/stop.

You do pay quite a price though. Honda has just announced that the car will come with a £17,995 starting price, which will rise past the £25,000 for high-spec cars with a few options.

That’s quite pricey when you realise that 500Xs range from about £14,000 or so to about £22,000, and even though the 500X is less practical, that’s one hell of a saving.

It’s unclear what the high price means for leasing, but we do know that PCP deals will start from £149 a month. Of course, it isn’t a perfect indicator of what lease deals will cost, but residuals are expected to be fair to middling, so we can see that being a reasonable monthly price for basic cars.

Our pick of the range is the mid-range SE model. It does without the mediocre sat nav, but it gets automatic lights and wipers, a rear centre armrest and the Driver Assistance Safety Pack.

The verdict

If you’re in the market for a small-ish SUV, the HR-V is undoubtedly worthy of your consideration. Practicality aside, it doesn’t major on anything in particular, but it’s a well-rounded package with few weaknesses. It’s just lacking slightly when it comes to the question of out-and-out desirability, especially considering the £18,000-plus price tag.