Test: Honda HR-V e:HEV

Like everyone else, Honda is on the path to electrification. From 2022, all of its production intended for Europe will be hybrid, plug-in hybrid (such as the next Civic Type R, which will be revealed in mid-November), or 100% electric. In just a few years, all the models in its range will have entered a new era.

For its third generation, the HRV takes the name “e:HEV” released by the Jazz in a lower range. Thanks to its hybrid technology, it advantageously replaces the one which was no longer sold on French territory, even though it is the best-selling four-wheeled Honda vehicle in the world: 500 copies in a full year, but less than 000 in France in 800…

With this new feature, Honda hopes to multiply its sales in this segment by five and a half, or a little more than 4000 examples in France in 2022. To try to capture a new clientele, the HR-V 2022 is profoundly evolving its stylistic policy. Its length does not change (4,34 m), because it already constitutes a limit of its kind in the segment. On the other hand, if its width remains at 1,79 m, the newcomer lowers its roof by 3 cm (1,58 m) and raises its ground clearance by one centimeter (18,8 cm). Add to that large 18-inch wheels and a sloping rear window, and you will get a car that looks like a coupe SUV, in a very dynamic and rather fresh style.

In terms of price, the HR-V e:HEV starts at 31 euros. It's 520 euros more than the current generation at equivalent power, but the engine technology is not the same and the basic equipment is much more generous. Some equipment, like wireless Apple CarPlay and Android Auto connectivity, which didn't exist before, is standard here. If we look at what the competition is doing, we see that the new HR-V slots in between the Renault Captur Hybrid (30 euros, but only 500 m long) and the Toyota C-HR (32 euros, 000 m length). Valiant competitors, but which do not reach the level of the HR-V in terms of equipment, and especially in habitability. Its rear seats are very large (apart from the center one which is narrow and hard, to be avoided!) and it surpasses all its competitors on this point. The trunk volume is a small average (4,40 l), however the HR-V offers unprecedented modularity, with a bench whose seat lifts up, and seats which form a flat floor with the trunk when they are folded down. .

A hybrid Jazz, but more electric

Anticipating needs, developing new values, this is the message used by the managers of the Japanese brand to explain their philosophy around the product. The HR-V partly transcribes this spirit, with for example a new configuration of its bases, which allows the tank to be housed in a central position in the chassis and frees up space on board. Same approach for housing the hybrid system, entirely under the hood, or improving exterior visibility by moving the location of the mirrors a few centimeters towards the rear.

The HR-V is an engineers' car, designed for easier, human-centered use. Its hybrid system also intends to review the operating laws that we know about such a device. The technical basis is the same as that of the Jazz Hybrid, however the battery, which has more cells (60 compared to 48), appears more compact. Thanks to its 1.5 liter naturally aspirated petrol engine developing 107 hp, but also to the two electric machines (a motor and a generator), the HR-V e:HEV develops 131 hp (compared to 109 hp for the Jazz). The big new thing is that the thermal block primarily supplies the generator, which produces electricity to move the car forward. The 4-cylinder only directly drives the wheels above a certain speed or when the load on the accelerator is high. It is a complex mechanism, specific to Honda, which allows it to approve this urban SUV at 5,4 l/100 km and 122 g of CO₂/km, therefore without penalty, whatever the level of finish or the equipment selected!

Moderate consumption and performance

Small disappointment when getting behind the wheel. The large nine-inch screen is in place, we are comfortably seated, but the atmosphere is a little sad. The subject does not improve when we wake up the hybrid system, with a display which combines needle counter and digital screen in an old-fashioned style. The first compliment will come when we discover the physical dials allowing access to the car's main functionalities, without having to get lost in submenus. Generally speaking, ergonomics are one of the car's strong points. The first few meters highlight great smoothness of driving. There is no doubt about the power of the electric over the thermal even if the 1.5 liter, which runs at more or less constant speed, is a little heard. However, this is nothing compared to the first clear accelerations.

There, the four-cylinder becomes invasive, like on board an older generation Toyota Prius. However, the HR-V does not have a variator gearbox – it doesn't have one at all – but its single-speed transmission, like the Jazz, generates high engine speed for a long time in heavy acceleration. Despite its modest power, the HR-V is capable of restarting correctly, within an average 0 to 100 km/h (more than 10 seconds). On winding roads, the lack of precision of its steering and the roll it can generate do not always speak in its favor. The HR-V is a car that drives smoothly and doesn't appreciate being pushed around. This is not its destiny, and that is also why it will be appreciated by fathers looking for a well-equipped, habitable and energy-efficient vehicle.

VERDICT

Frankly new, this third generation of Honda HR-V adopts pleasant styling, appreciable practical aspects and cutting-edge hybrid technology. Its comfort is at the highest in the category, but it lacks an original interior and sparkling mechanics, if not economical.