HONDA-HRV-FEB99-FIRSTDRIVE.PDF

Car test

R9912

February 1999

Honda HR-V

HAT IS THE HR-V? GOOD QUESTION.

It’s whatever you want it to be really. But it’s

being marketed as a three-door sports utility

vehicle, designed to appeal to young, style-conscious

trendsetters with an active lifestyle – much like your

average car tester, in fact. “Respectable rebels”, Honda

dubs them. It wouldn’t thank us for calling the

eye-catching newcomer the CR-V’s baby brother, so we

won’t. But it is – well, sort of.

It does, after all, share the CR-V’s “on demand”

four-wheel drive system that transmits power to the back

wheels only when it’s needed, and does so automatically

via Honda’s clever Dual Pump arrangement (see page 3);

there are no additional levers or push buttons.

It’s a grass and gravel 4x4, though, that will provide

additional grip in light snow; it isn’t intended for serious

mud-plugging, although a ground clearance of 19cm and

approach and departure angles of 29 degrees help its

off-tarmac performance. Interestingly, a

front-wheel-drive-only version (shades of the old Matra

Rancho) will be available from next September, for those

who like to look hip but don’t need the grip.

A unique driveline combination is also on offer:

four-wheel drive and (for £900 extra) continuously

variable transmission, instead of the conventional

five-speed gearbox. Unfortunately we drove the CVT

only briefly in city traffic, but were impressed by its

smoothness of take-off and, of course, the complete

absence of “shift shock”. Apart from its supreme ease of

use, it’s likely to result in considerably more relaxed

motorway progress, too, because the engine is spinning

830rpm slower at 70mph than in the busy-sounding

manual version. If you prefer to do it yourself, however,

you’ll rarely find a sweeter clutch or a crisper,

more-positive gearchange.

Power comes from a 1.6-litre, 105bhp engine that will

be common to all versions. It’s closely related to the one

in the Civic Coupé, but in this case, the 100 lb ft peak

torque figure is developed much lower – at 3400 rather

than 4500rpm. And the HR-V is a peppy performer – the

generous power output and lowish gearing see to that,

with 0-60mph in about 11½sec and a claimed maximum

speed of 101mph (12½sec and 94mph for the CVT).

Expect the two-wheel drive to be a shade quicker and

slightly more economical.

As we said, it’s a bit frantic on a motorway, but at least

it’s such a smooth, rev-happy little motor (the tacho is

red-lined at 7000rpm) that it never sounds strained. It’s a

lot more subdued at lower speeds (and practically

inaudible at tickover), which results in hushed cruising,

aided by quiet tyres and low wind noise.

Its initials stand for High Rider Vehicle (and,

incidentally, CR-V stands for Compact Recreational

Vehicle), yet in spite of its tall build, the HR-V feels a lot

more wieldy and rolls less than you might expect when

driven with gusto. Despite lacking genuine feedback, the

light, positive steering adds to the model’s sporty feel, as

well. Its crisp response and brisk turn-in make the HR-V

surprisingly entertaining to hustle round the bends.

Ride comfort isn’t sacrificed, either. Although some

firmness comes through on transverse ridges and broken

surfaces at lower speeds, progress is generally smooth

and easy-going. Braking performance, aided by ABS and

electronic braking distribution, is reassuring, too, with a

nicely weighted pedal action.

The high driving position provides a clear view of the

big, blue-faced instruments set in a twin-cowled

binnacle. In fact, there’s a lot of blue about, including the

somewhat slippery nylon-like upholstery. It’s

comfortable up front, but some drivers found the wheel

slightly too far away (it only adjusts for height) and the

brake pedal a little too close. Vision is good, except in the

interior mirror, but removing the back seat head

restraints helps a lot; the big, electric door mirrors are

excellent. There are twin lidded gloveboxes below the

passenger’s airbag and numerous pockets and drinks

holders, into which a movable ashtray fits. The cars we

drove had tilt-up glass sunroofs, but these won’t be fitted

to cars for the UK – we’ll be getting air conditioning

only.

A five-door version of the HR-V is due in March 2000,

so for now we have to make do with the three-door. It’s

none too easy to get to and from the back seats,

particularly on the offside because, unlike the other front

seat, the driver’s doesn’t have a tilt-and-slide

arrangment. Annoyingly, neither has a backrest memory

function. With tall front occupants who aren’t prepared

to compromise, the HR-V is little more than a 2+2,

LIKES AND GRIPES

Pleasing switches and controls ... but some warning lights far too small

Excellent fit and finish ... but a lot of plastic panelling on view

Heating and air con work well ... but no rear footwell outlets provided

Comprehensive secondary safety features ... but seatbelts not adjustable for height

FACTS AND FIGURES

MEASUREMENTS

Centimetres

Three-door SUV

ENGINE

Type longitudinal four in line

Size 1590cc

Valves belt-driven single OHC, 16 valves

Fuel/ignition multi-point petrol injection with programmed spark

timing vial coil and distributor. 55-litre fuel tank

Power 103bhp at 6200rpm

Torque 100 lb ft at 3400rpm

( with sunroof )

159+11

85-107

TRANSMISSION

Type Dual Pump four-wheel drive. Five-speed manual gearbox or

continuously variable tranmission (CVT)

Mph per 1000rpm manual: 18.7 in 5th, CVT: 24.0 in high

401

T: typical back seat space behind medium-sized front occupants

CHASSIS

Suspension front: independent MacPherson coil spring/damper

struts with single lower arm and an anti-roll bar. Rear: coil-sprung

beam axle with telescopic dampers, trailing arm and Panhard rod

location and an anti-roll bar

Steering rack and pinion with hydraulic power assistance

Wheels 6JJ x 16 alloy with 205/60R16H tyres. Space-saver spare

Brakes ventilated discs front, drums rear. ABS and EBD (electronic

brake distribution) standard

121

138

199

170

122

102-127

57-76

because kneeroom can be tight. You sit high, though,

with generous foot space and headroom, and there’s an

unusual, panoramic view out of the “wide screen” (fixed)

side windows.

Luggage space beyond the lift-up tailgate is

generous and can be almost doubled by removing the

rear head restraints and folding the 50/50 split

backrests on to the fixed cushions. The big release

catches aren’t thiefproof, though. Another gripe is that

the luggage deck is high, so a big lift is called for when

loading. Beneath the stout, lift-up floor, a waterproof

compartment sits snugly within the space-saver spare

wheel. A wide range of accessories is available from

Honda to personalise the model.

VERDICT

Understandly, Honda UK isn’t calling the HR-V the Joy

Machine, as they do in Japan; it’s good fun all the same,

and could well make a big impression in a small niche.

Compact interior dimensions make it decidedly

cosy inside for four, but with just two up there’s a lot

of room. It’s lively, it rides and handles well, and has

the sort of chic and cheerful looks that should make it

an entertaining alternative SUV to the likes of Vitara,

Terios and RAV4, for those active twenty- to

How Dual Pump 4WD works

or most of the time, only the HR-V’s front wheels

are driven; it’s only when they begin to lose grip

that the Dual Pump system starts to send power to

the rear wheels. This is achieved by a hydraulic

torque-split system, consisting of a conventional

front-wheel drive arrangement, complete with transfer

case, a propeller shaft running the length of the vehicle

and a Dual Pump system integrated with the rear

differential. This is the heart of the system and comprises

two hydraulic pumps, one driven by the front wheels via

the prop shaft, the other by the rear wheels via the rear

differential.

During normal levels of grip the front and rear wheels,

and their respective pumps, turn at the same speed;

hydraulic pressure circulates between the two pumps, but

no pressure is generated. If the front wheels begin to lose

traction and start to spin faster than those at the rear, the

two pumps turn at different rates; hydraulic pressure

proportional to the difference in their speeds is generated,

which in turn opens a valve body and activates a

mechanical, multi-plate clutch.

This clutch then connects the front prop shaft to the rear

diff, which feeds precisely the correct amount of torque to

the rear wheels to re-establish overall traction. The more

the front wheels slip, the greater the torque fed to the rear

wheels.

The Dual Pump arrangement weighs less than a

conventional four-wheel drive system and demands little

maintenance – just a fluid change at 72,000 miles and

thereafter every 36,000 miles. A further advantage of this

design is that it automatically disengages under braking,

thereby allowing the ABS to operate.

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