What Honda takes its bodies from the Fit, its motor from the previous-generation Civic, and its labelling meeting from the CR-V. If you responded the Honda HR-V, you’re today’s fortunate contestant. As the Honda crossover, the HR-V is essentially a slightly large and higher-riding version of the Fit hatchback with accessible all-wheel drive and more SUV-like styling. Opened in 2015, the HR-V competes with other crossovers such as the Jeep Renegade and the Mazda CX-3. It comes standard with front-wheel drive and a manual transmission, the latter of which is a scarcity among SUVs and crossovers. A continuously variable automatic is an option, and it’s the only transmission preference if you opt for the $1300 all-wheel-drive system. LX, EX, and EX-L trim stages are accessible and are determined between $20,000 and $27,000, less than some opponents, which can approach past $30,000.
The HR-V is only in its second version year, so changes for 2017 are borderline and include a brand-new silver out color and a $250 value hike. Those with a perceptive eye for fuel economy may also notice that EPA appraisals are slightly non-identical for 2017, with all-wheel-drive HR-Vs losing 1 mpg in the freeway experiment. This is not due to any automatic changes, but rather to the EPA’s exact enforcement of experimenting methods that affected appraisals for many 2017-version-year automobiles.
The HR-V’s pragmatic and configurable indoor is its superior quality, giving more merchandise space (up to 59 blockish feet behind the front line with all rooms folded) than many large SUVs. Rear-seat area is abundant, and the rooms disrespectful and fold in many structures to meet lots of non-identical kinds of merchandise. Honda put the fuel tank under the front rooms to earn this large skillfulness. The 1.8-liter four-cylinder provides fuel-economy appraisals near the top of its collection, with front-wheel-drive CVT versions earning a combined evaluating of 31 mpg. In our 75-mph actual-world freeway fuel-economy experiment, an all-wheel-drive HR-V returned 30 mpg, 1 mpg below its EPA freeway evaluating. (Front-wheel-drive CVT versions are evaluated at 34 mpg freeway.) Passing on the elective CVT and fastening with the six-speed manual means rescuing $800 and losing a few mpg, but it’d be our preference anyway because of the contentment of shifting ourselves and the increased entertaining cause. Rather than maximum the fasten translation to the base trim stage, Honda also offers the six-speed on the mid-stage EX trim, which means heated rooms, a roof, automatic climate regulate, and push-button start are included.
Unrefined and sedate, the HR-V provides a dull driving experience that doesn’t maneuver up to beliefs set by its Honda genealogy. The 1.8-liter four-cylinder’s 141 horsepower is not up to the work of moving the 3000-pound HR-V with any alacrity, especially when charged with the additional weight of the elective all-wheel-drive system. A long zero-to-60-mph moment of 9.5 seconds. Although the manual transmission helps acceleration somewhat (zero to 60 in 8.4 seconds), most HR-Vs are traded with the elective CVT automatic, which modulates motor speed in a path that exaggerates the four-cylinder’s coarse-grained and acerb character. Overly light steering and a softly adjusted mixture convey that the HR-V doesn’t feel as skilled on the street as opponents including the CX-3 and the Renegade.
The HR-V’s unsatisfactory dynamics are made even more so when one considers the quality found in the same showroom in the form of the Civic, the Accord, and the latest CR-V. Also lacking is the HR-V’s technology. Active-safety features such as forward-collision warning and blind-spot monitoring are not supplied at all, although a backup camera is standard and Honda’s LaneWatch side-camera system is standard on EX and EX-L trim stages.
Those two versions also come with a 7.0-inch display surface that’s discouraging to use due to its sedate action and overreliance on silly touch-capacitive buttons, it also lacks Apple CarPlay and Android Auto smartphone integration functions. We think it champion to fasten with the base LX version, which still offers features including Bluetooth and a backup camera but uses a small, easy touchscreen with actual measure and adjusting projections. Unless you must have all-wheel drive, rescue a few grand and get a Fit instead.