SA Road Tests

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This is the home of automobile road tests in South Africa. I drive South African cars, SUVs and LCVs under real-world South African conditions. Most, but not all, the vehicles driven are world cars as well, so what you read here possibly applies to the models you get where you live.

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SUV attitude, MPV versatility: 2016 Honda HR-V 1.8 Elegance CVT

Mostly unflustered

Posted: 19 June 2016

The cheat sheet
Price: R379 700
Engine: Honda R18Z9, 1799 cc, all-aluminium, SOHC, 16-valve, four-cylinder
Power: 105 kW at 6500 rpm
Torque: 172 Nm at 4300 rpm
Zero to 100 km/h: 10.1 seconds
Maximum speed: 188 km/h
Real life fuel consumption: About 8.3 l/100 km
Tank: 50 litres
Luggage: 393 – 1002 litres
Warranty: 3 years / 100 000 km
Service plan: 4 years / 60 000 km at 15 000 km intervals

Snap quiz: Does HR-V stand for Honda Recreational Vehicle? No. It’s short for Hi-rider Revolutionary Vehicle - not that you really care, one way or the other.

The first generation was sold only in Japan and other Asia-Pacific markets between 1999 and 2006. Generation-2, introduced at US auto shows in 2014, is based on Honda’s Fit, or Jazz, as we know it here.

Pitched as a crossover between “serious” SUVs and versatile small MPVs, it’s no surprise that HR-V incorporates design elements of both CR-V and Fit/Jazz. One example is the “magic” rear seats lifted straight out of Gran’s little runabout.

There are no levers or straps to break nails on; just lift the lower cushion straight up and flip the sort-of u-shaped leg assembly down. It locks into place, leaving the seat cushion folded upright and allowing plenty of room for tall pots or small items of furniture. Toyota smuggled the idea into its latest Hilux dual cabs, although that company’s securing solution isn’t nearly as elegant. They use cheap straps, with plastic hooks latched around head restraint shafts. So-o-o tacky, Agnes.

Because this is newish territory for Honda SA, it’s hedging bets and leading with just two models; 1.5-litre Comfort and the 1800 cc Elegance that adds a few features. Although a six-speed manual ‘box is offered overseas, local cars are fitted exclusively with Honda’s Earth Dreams continuously variable transmission (CVT).

We’ve been critical of CVTs in the past - rude about earlier versions in some of Honda’s own vehicles, even. But, credit where it’s due, the company has done some serious homework. This latest cone slider is good; up to the standard of some truly nice conventional automatics, in fact. We won’t say it’s as good as a decent twin-clutch though; let’s be realistic, people.

Without giving away secrets, Honda says its engineers have introduced some very cunning programming and electronic switchery to make it behave like a conventional ‘box. It even analyses your driving style to anticipate what you want to do next, they say. Whatever the case, the ‘box re-introduces subtle steps in its reactions as the car accelerates and slows. Put another way, instead of a continuous droning, the engine note changes occasionally and the rev counter reacts – as with a conventional automatic.

Gentle kick-downs are almost instinctive, yet it remains mostly unflustered under vigorous demand. The CVT’s seven virtual gears, or steps, are displayed individually whenever sport mode is selected or the shift paddles are used in either of the car’s other modes; normal and eco.

The HR-V doesn’t have automatic stop-and-start, but it keeps your eye on the main prize, fuel economy, all the time. The instantaneous fuel usage readout is easy to monitor and an ever-changing coloured light ring around the speedometer reminds you constantly. The ring glows green while you’re behaving, turns amber when you use a bit more power, then morphs via bronze to almost-scarlet as discipline wanes. It’s like having your mother-in-law with you.

We drove only the 1800, so cannot comment on the smaller motor’s behaviour, but this one did everything it could reasonably be expected to do. Performance was satisfactory (0-100 in 10.1 seconds), it accelerated pleasantly, cruised gently (about 2100 rpm at 120 km/h in seventh) and went about its business as a good family bus should.

Said business obviously includes moving families of five, and their daily baggage, in decent comfort and safety. The driver needs a clear all ‘round view and it should be easy to drive and park. The air conditioner must function well and its entertainment system is expected to be decently up to date.

Consider all boxes ticked. The hatch opens down to 64 centimetres above ground level; its lip is almost non-existent; the boot is neatly shaped and features a light, load lashing rings and a 12-volt socket; one can reach the tabs that flip the 60:40 seat backs down flat, from behind, and the spare is a fully sized alloy wheel with O/E tyre. It turns in 11.4 metres to make parking easy.

Tall back-seat passengers will find plenty of head-, knee- and foot space, three full belts and head restraints are provided and the central hump is almost not there. There are a couple of small niggles though; the seatbacks are perhaps a little too upright and only one cup holder is provided, although passengers on the outer ends could use the small bottle bins in the doors.

Safety kit includes the now-almost-mandatory six airbags, a pair of ISOFix anchors, ABS brakes (discs all around) with EBA, EBD, vehicle stability assist, hill start assistance and emergency braking flashers. All models have a self-releasing electric parking brake with auto-hold, front fog lamps, Bluetooth, steering wheel buttons, powered windows with one-touch, electric mirrors, keyless central locking, travel computer, air conditioning and cruise control with maximum speed setting.

Elegance models add warmed leather seats, folding mirrors, reversing camera, keyless entry with pushbutton start, auto-on LED headlamps and running lights, automatic air conditioning, rain sensing wipers and HDMI connectivity that is part of a more sophisticated sound system with seven-inch touch screen. One justification for taking the cheaper model is that it boasts a touch more ground clearance; 186 mm vs. 170.

So is it: High-riding? Fairly. Revolutionary? Not quite. Comfortable, roomy and very-Honda? Undoubtedly.

Test unit from Honda Motor SA press fleet


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What We Do

This is a one-man show, which means that every car reviewed is given my personal evaluation and receives my own seat of the pants judgement - no second hand input here.
Every test car goes through real world driving; on city streets littered with potholes, speed bumps and rumble strips, on freeways and if its profile demands, dirt roads as well.

I do my best to include relevant information like real life fuel economy or a close mathematical calculation, boot size or luggage space, whether the space is both usable and accessible, whether life-sized people can use the back seat (where that applies), basic specs of the vehicle and performance figures if they are published. In the case of clearly identified launch reports, fuel figures are of necessity the laboratory numbers provided with the release material. If I ever place an article that doesn't cover most things, it's probably because I have dealt with that vehicle at least once already, so you will be able to find what you want in another report under the same manufacturer's heading in the menu on the left.

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