Honda at the 2014 LA Auto Show – It’s called the HR-V

Discussion in 'Reviews' started by xcel, Nov 19, 2014.

  1. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    Hi Andrew:

    Yes it is.

    I just got out of it. Interior buries its competitors and efficiency is better. Compared to a $29k Fiat 500X AWD and $27.5K Chevrolet Trax AWD LTZ, the fully loaded HR-V at $26.5k is better in almost every way. It has the same problem as the new 15 Fit however. Not enough seat and wheel travel for taller drivers. Even the passenger side with the seat all the way back has my legs splayed against the door and center console and thighs barely supported. It is a far better car than the Chevrolet and Fiat but I am far more comfortable in those two.

    Last edited by a moderator: May 13, 2015
  2. tribosessive

    tribosessive Well-Known Member

    I wanna Fit-erer, or whatever it's called. Oh, what might have been, HRV.
  3. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    Hi Tribosessive:

    If I only had one day with the interior design team(s), it would be a Fitbetterer. :)

  4. WriConsult

    WriConsult Super Moderator

    I do like it if for no reason than it's marginally larger than a Fit. If we didn't need the third row, I'd be pretty happy with this in a 6MT LX - for under $20k!
  5. tribosessive

    tribosessive Well-Known Member

    I saw one out on the road today. It had dealer plates-maybe a test drive. It was great to get an idea of scale. I believe it is a winner. It would have been nice if they had engineered it with fuel economy in mind, instead of trying to make it "imitation torquey," as though it was a Honda Element.

    Sorry, that is as well as I describe my thoughts. All right. I want it in a nice hybrid !

    Next up. Hyundai Elantra GT hybrid. And Scion IM.
    Last edited: Jun 9, 2015
  6. PaleMelanesian

    PaleMelanesian Beat the System Staff Member

    I had the van in for service and saw one at the local dealer. It's too tall for my taste but I think it'll sell well. I wish they'd taken the Fit and gone longer instead of taller, but they didn't ask me.
  7. RedylC94

    RedylC94 Well-Known Member

    Agree. Besides insidious influence from the ongoing S(tupid)U(gly)V(ehicle) craze, I suppose the reason for tallness is that, per unit increase in cargo volume, it doesn't add as much weight, or require redesigning the "platform" with longer wheelbase. Longer would be better aerodynamically though---even if the drag coefficient were equal.
  8. PaleMelanesian

    PaleMelanesian Beat the System Staff Member

    Yeah, but longer gives so much more useful space. And it's not like they can't extend the back end on the same platform. The Fit has maybe 6 inches from the wheel to the rear bumper. Many cars with trunks are a good foot or 18 inches longer out back. I understand why they did it, but I think it's a silly reason and all the people who buy into that concept are silly.

    I just wish my favorite maker offered the format I want. I'd get a VW wagon if it was made by Honda, or Mazda or Toyota even.
  9. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    HI Andrew:

    If only they had asked, we would see that 12" and longer track, and longer lower cushion and longer wheel reach... ;)

    It really does outclass its competitors by a long ways and for a lower price too.

  10. tribosessive

    tribosessive Well-Known Member

    I pulled up next to an HRV at a stop light the other day, and got a good close up look. It is a winner. Put the Fit drive train in this, except with a MT geared for fuel economy.
  11. EdwinTheMagnificent

    EdwinTheMagnificent Legend In His Mind

    Funny how Honda never consults me before designing a car.
  12. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    Hi All:

    I finally have one of these scheduled two weeks from now in Southern Calif. and it is the FWD 6-speed MT variant (25/34 mpg city/highway) too. I hope it proves itself as it has some big shoes to fill as America's most efficient CUV of any type or make. The CVT has another 3 city and 1 mpg higher rating but we saw how that worked out with the Fit MT blasting the CVT by almost 20 percent.

  13. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    2016 Honda HR-V – Powertrain Deep Dive

    Hi All:

    All HR-V models are powered by a Civic-based single overhead cam 16V 141 hp and 127 lb-ft. of torque 1.8L I4. A CR of 10.6:1 provides both good thermodynamic efficiency and decent power output. When equipped with the 6-speed MT in FWD configuration, the HR-V is rated at 25/34 mpgUS city/highway. When equipped with the CVT, it provides owners with a 28/35 mpgUS city/highway rating in FWD and 27/32 mpgUS city/highway in AWD configuration.

    The 6-speed MT is standard on the FWD LX and EX models while the CVT is available on LX and EX trims and standard on EX-L w/ NAVI.

    The block, crank and pistons are lightweight and low friction. A narrow width cam chain, a chain case with a built-in oil pump, and spin-cast cylinder sleeves make the engine unusually compact.

    To make the engine rigid and quiet, reinforced areas in the aluminum block construction were used. A lightweight and very stiff steel crank is used. An aluminum oil pan with integrated stiffeners adds rigidity.

    Lightweight aluminum pistons and high-strength, crack-separated connecting rods minimize weight and improve durability.

    2016 Honda HR-V

    Under the hood.​

    2016 HR-V Head and Valvetrain

    The HR-V has a die-cast aluminum alloy cylinder head with a single overhead camshaft driven by a silent chain in an oil bath. The HR-Vs intake ports use a unique curved intake port design that creates an improved air-fuel mixture and concentrates the mixture around the plug.

    2016 HR-V Friction Reduction

    The 1.8L I4 makes use of friction-reducing technologies. The outer skirts of the aluminum pistons feature a molybdenum coating applied in a unique dot pattern. The result is reduced overall friction as the pistons move within the cylinder bores. Plateau honing of the piston skirts further reduces friction between the pistons and walls with an ultra-smooth surface. Plateau honing is a two-stage machining process that uses two grinding processes instead of the more conventional single honing process. This also enhances the long-term wear characteristics of the engine. Ion-plated piston rings and low viscosity oil (0W-20) are also used to reduce friction.

    2016 HR-V Valve Control System

    At low engine speeds, just one intake valve in each cylinder operates, while the second intake valve remains closed. At high engine speeds, the i-VTEC system locks together both sides of the rocker arm via a hydraulic actuator to allow both intake valves to open simultaneously using the throttle opening, vehicle speed, engine rpm and gear selection input. A Drive-by-Wire throttle control system, air flow meter, knock sensor and dual-stage air intake allow the Powertrain Control Module (PCM) to create smooth transitions between the two modes of i-VTEC. The switchover from the low-speed timing to the high-speed valve timing is set between 1,100 rpm and 3,000 rpm depending on engine load. A shutter valve operating the variable intake switches tract length from long to short at approximately 5,000 rpm to best match the more aggressive high-speed valve timing.

    2016 HR-V Composite Dual-Runner Intake Manifold

    A composite dual-stage intake manifold utilizes two intake runners for each cylinder— with one runner longer than the other. Below 5,000 rpm, only the longer of the two runners delivers air to the cylinder – taking advantage of an inertia effect of the long intake path. Above 5,000 rpm, a shutter valve in the bore of the short runner opens to allow the passage of additional air. This has the effect of boosting midrange and high-rpm power.

    2016 HR-V Programmed Fuel Injection (PGM-FI)

    The 1.8Ls Programmed Fuel Injection (PGM-FI) uses sensors to constantly monitor critical operating variables, including throttle position, intake air temperature, water temperature, ambient air pressure (altitude), air flow, along with the position of the crankshaft and camshafts. A new high-performance air/fuel sensor contributes to lower emissions. Multi-hole fuel injectors mounted in the lower intake manifold spray directly toward the intake ports. The multi-hole injector design means that fuel droplet size is reduced for better fuel atomization, resulting in improved cold weather start-up, increased efficiency and higher power output.

    2016 HR-V Direct Ignition System

    The 1.8L features a direct ignition system that uses individual coil units positioned directly above each plug. The Powertrain Control Module (PCM) continually monitors several engine parameters to determine optimum spark timing based on specific driving conditions.

    A block-mounted acoustic detonation (knock) sensor sends information per each rotation, so that the engine can analyze each frequency with high precision. This signal is sent to the PCM, which then controls ignition timing as needed to help prevent damage.

    An electronic Drive-by-Wire throttle system connects the throttle pedal to the throttle plate in the intake. Combined with the dual-stage intake manifold, the Drive-by-Wire throttle system makes switching between the engine's low-pumping-loss Atkinson mode and the high-performance mode seamless. By eliminating the direct throttle cable connection to the engine, the ratio between pedal movement and throttle butterfly movement can be continuously optimized. This adjustable "gain" between throttle and engine is a significant benefit to drivability. A highly responsive DC motor moves the throttle butterfly position in the intake system to change actual throttle position. To establish the current driving conditions, the system monitors pedal position, throttle valve opening position, vehicle speed, engine speed, and engine vacuum. This information is then used to define the throttle control sensitivity.

    2016 HR-V Exhaust System

    The HR-V is equipped with a stainless steel, low heat-mass exhaust system. An integrated exhaust manifold, cast into the cylinder head, eliminates the need for a separate bolt-on exhaust manifold, helping contribute to the engine's compact design and light weight. The CAT employs a high-density low precious metal catalytic converter for improved light-off performance along with reduced hydrocarbons and NOx. For improved emissions performance, the catalytic converter bolts directly to the cylinder head, resulting in faster light-off and more complete conversion of the exhaust gases.

    Under normal usage, a tune-up is not required until approximately 100,000 miles with just fluid changes up to that point.

    The 2016 HR-V AWD shares many features with the CR-Vs CVT. Unique programming in the HR-V enhances performance on slick surfaces, by automatically sending more power to the rear wheels to reduce front wheel spin.

    The system consists of the conventional FWD layout, a compact transfer case mated to a prop shaft running to the rear differential, an electronically-controlled hydraulic pump, a multi-plate clutch, and left and right rear-wheel driveshafts. The multi-plate clutch connects the propeller shaft to the rear differential and is operated by an electric motor driving a hydraulic pump. The electric motor is controlled by the Intelligent Control System, which means that the system can actively apportion power based on the conditions. For efficiency, the electric motor activating the hydraulic pump is idled when not required, further reducing drag within the system and helping to reduce energy consumption.

    The AWD system instantly powers the rear wheels when starting from a stop, even on dry pavement, working in cooperation with Vehicle Stability Assist and can operate at all speeds. When torque transfer to the rear wheels is not required, drive to the rear wheels is decoupled to reduced drivetrain losses.

    The system also detects when the HR-V is climbing a hill and sends a greater amount of power to the rear wheels in cooperation with the Hill Start Assist feature. Hill Start Assist maintains brake pressure briefly after the brake pedal is released.

    2016 HR-V Transmission(s)

    The FWD LX and EX arrive with a standard 6-speed MT. A CVT is offered as an option and is standard on the EX-L Navi, and all versions equipped with AWD.

    The HR-V's CVT offers a 6.2:1 ratio makes a significant contribution to the HR-V's overall fuel efficiency. The CVT can be paired with FWD or AWD. The Theoretical RPM@60 mph is an ok 1714 RPM.

    The CVT includes a torque converter that drives the variable-width drive pulley connected by a steel belt to the variable-width driven pulley. With no steps in the pulley faces, the ratio range is nearly infinite.

    A planetary gear set allows the transmission to shift between forward and reverse directions with the operation of a multi-plate clutch. A variable-flow oil pump optimizes oil flow to the transmission's moving parts while minimizing the load on the engine. The HR-V's CVT is more compact and lighter compared to a conventional CVT, with the use of metal gaskets, unit-type case construction and fewer parts through integration.

    2016 HR-V CVT G-Shift

    The HR-V CVT offers a more natural driving feel with a more linear acceleration than conventional CVTs "rubber-band" feel.

    The CVT can be operated in Drive, Sport and Low.

    The CVT can be controlled with steering wheel-mounted, dual-mode paddle shifters. In Drive, the paddle shifters can be used to downshift or upshift the CVT. Full automatic resumes after a short time. In S mode, a locked seven ratio mimic is induced that maintains the selected ratio until the driver up or downshifts via paddles again. In S mode the system will only shift automatically to prevent over-revving or lugging the engine and will downshift all the way to first gear when the vehicle comes to a complete stop. The CVT reverts to D mode under low traction situations.

    All CVT equipped HR-Vs include an ECON mode as part of the Eco Assist system. When activated, ECON mode alters the Drive-by-Wire throttle system response curve between 10 and 60 percent of throttle pedal travel. With less gain, the throttle opening in this range increases more gradually improving efficiency. ECON mode also alters the operation of the cruise control system (more speed droop when climbing) and allows slightly wider temperature deltas between compressor on/off cycles to increase efficiency further.

    The HR-Vs 6-speed MT delivers the best torque pass through with the least amount of internal friction. The transmission uses a rigid aluminum exterior case, high-capacity ball bearings and stiff gear shafts. A constant-mesh helical reverse gear mechanism significantly reduces noise when reverse is selected. A reverse lockout feature prevents the transmission from being shifted into reverse while the car is moving forward. The Theoretical RPM@60 mph is 2,494 RPM which again shows that the 6-speeds were designed for acceleration instead of lower RPM and higher efficiency at standard cruising speeds. 780 more RPM at 60 mph difference over the CVT with the same engine? Really?

    Most of the above is standard fare for a modern engine but Honda always squeezes a few more mpg’s out of their engines than everyone else. With the HR-V w/ the 6-speed MT hopefully available to us sometime next week, this could prove to be the most efficient CUV we have ever tested. I am hopeful anyway.

  14. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    2016 Honda HR-V Safety Deep Dive

    Hi All:

    2016 Honda HR-V Earned a 5-Star Crash Test Rating from NHTSA

    The efficient and versatile all-new 1st generation 2016 Honda HR-V just earned a National Highway Traffic Safety Administration (NHTSA) 5-Star Overall Vehicle Crash Test score.

    2016 Honda HR-V NHTSA 5-Star Crash Test Rating


    To Avoid the Collision, the Honda HR-Vs Active Safety

    The 2016 Honda HR-V is equipped with numerous Active safety systems to avoid accidents including Vehicle Stability Assist (VSA) with Traction Control (TC), Anti-lock Braking System (ABS), Motion-Adaptive Electric Power Steering (EPS), Hill Start Assist (HSA), Tire Pressure Monitoring System (TPMS) and Daytime Running Lights (DRL).

    VSA is an electronic stability control system that improves control while the vehicle is accelerating, braking and cornering, or when the driver makes an emergency maneuver. VSA applies brake force to one or more wheels independently while also managing the throttle, ignition and fuel systems to help maintain the vehicle's stability and fidelity to the driver's intended path of travel.

    It continuously analyzes data from wheel and vehicle speed, steering input, lateral G forces and yaw rate. It compares the driver's control inputs with the vehicle's actual response. Whenever the actual response falls outside of a predetermined acceptable range, VSA intervenes. In an oversteer condition, the system may apply braking force to the outside front and rear wheels to counteract the unintended yawing effect. In the event of understeer, VSA will apply braking to the inside rear wheel while reducing engine power to help return the vehicle to its intended course.

    The standard EPS can initiate steering inputs that prompt the driver to steer in the correct direction during cornering and in slippery road conditions.

    The EPS can correct the driver's steering input to reduce vehicle instability when the driver is braking hard on road surfaces with different friction coefficients.

    HSA prevents the vehicle from rolling backwards when the driver switches from the brake pedal to the accelerator pedal while the vehicle is stopped on an incline by maintaining brake pressure briefly after the brake pedal is released. The system uses a longitudinal G-sensor along with a wheel speed sensor and steering angle sensor to control the hydraulic brake modulator. The brakes automatically release when the driver depresses the throttle.

    A standard Expanded View Driver's Mirror increases the driver's field of vision to the back and side of the vehicle.


    When a Collision Occurs, the Honda HR-Vs Passive Safety

    The H-V Passive-safety features include front, side and side curtain airbags, and an Advanced Compatibility Engineering (ACE) body-structure to reduce occupant Gs during an impact.

    The 2016 HR-V ACE body-structure distributes crash energy more evenly throughout the front of the vehicle to reduce the forces transferred to the passenger compartment and can help to more evenly disperse the forces transferred to other vehicles in a crash. It also helps mitigate the potential for under-ride or over-ride situations.

    The HR-V has an impact-absorbing front body design to help dissipate energy in the event of a frontal collision with a pedestrian with the following features:
    • Impact-energy absorbing hood
    • Crush space between the underside of the hood and key powertrain components, allowing the hood to bend and deform
    • Deformable hood hinges
    • Hood hinges are designed to deform easily.
    • Energy-absorbing fender mounts and supports
    • Front fender mounts and brackets designed to deform
    • Deformable breakaway wiper pivots
    Additional safety features include a Blind Spot Camera system called LaneWatch on the EX and EX-L Navi, an expanded View Driver's Mirror and Multi-Angle Rearview Camera with Guidelines. Dynamic on the EX and EX-L with NAVI and static on the LX, and Lower Anchors and Tethers for CHildren (LATCH).


    The 2016 Honda HR-V has not yet been rated by the IIHS and that tough Small Overlap Crash Test. When it does, we will update the all-new HR-Vs safety story.
  15. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    2016 Honda HR-V EX with the 6-speed MT Review

    Hi All:


    The Speed vs Fuel Economy graph shows the 34 mpg highway crossover occurred at around 71.55 mpg. A little high for a 34 mpg rated Compact CUV so its EPA highway results should be closer to 35 mpg.

    At 60 mph the speedometer matched 60 mph on the Garmin GPS.

    RPM@60 mph = 2,500 RPM vs the 2,494 calculated.

  16. RichXKU

    RichXKU Well-Known Member

    Re: 2016 Honda HR-V Safety Deep Dive

    EMT: "We're sorry ma'am, the safety systems all functioned properly, but he was killed by the windshield wipers."

    Honda: "We must design safer windshield wipers!"
  17. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    Hi All:

    Last week’s ride was courtesy of Honda in the form of the 2016 Honda HR-V in EX FWD trim. $22,045 incl. an $880 D&H charge.

    2016 Honda HR-V


    The details to derive the Speed vs. FE graph…

    The 1.8L SOHC I4 produces 141 hp and 127 lb.-ft. of torque and is mated to a continuously variable transmission (CVT) or 6-speed MT (2WD models only). We drive the FWD 6-speed MT variant with a 25/34 mpgUS city/highway rating. The CVT adds 3 city and 1 more mpg highway. AWD with the CVT only is rated at 27/32 mpgUS city/highway.

    In the first 10 miles driving from the Press Fleet handlers shop to the Civic reveal in downtown LA traffic yielded a displayed 53.9 mpg result. We will see just how close the aFCD is to actual with a calibration run in a few. It is not as efficient as the 27/34 mpg rated Accord Sport we just got out of however. It just isn't. :(

    Just not very distinctive out back.​

    The EX as driven and EX-L features Honda's 7” touchscreen Display Audio, Honda LaneWatch, Proximity key with a Push-Button Start, paddle shifters, SiriusXM radio, HD Radio and Honda Digital Traffic when NAVI is ordered, heated front seats, a power sunroof, embedded navigation and leather trim (EX-L trim).

    The HR-V is just not very comfortable unfortunately.​

    Sitting within, it like the Fit still has the problem of too short of a seat track but it feels well equipped. From the MAMA Spring Rally, it certainly is better than the more expensive Trax and 500X. In the short time with it, if you have an inseam of 33 or more, just don't. Buy an Accord, Civic or CR-V or Hyundai Tucson. They are more comfortable, have better interiors, include more features, and in many cases can be picked up for less $s.

    2016 Honda HR-V

    Better than expected 24.3/58.8 cu. ft. of cargo volume with the seats up/down.​

    I guess I should not have been in the excellent handling and looking refreshed 16 Accord Sport two weeks ago because this torsion beam equipped rear end and 8" shorter wheelbase in the HR-V is bouncing around like a dime store riding horse by comparison. And damn these short seat bottoms making this an even more uncomfortable ride. :(

    Now time for a top off at this Shell on Crenshaw and 190th in Torrance, complete a 90+ mile calibration drive to another top off and see what this little cute ute is worth...

    Top off complete and she is ready to roll.​

    2016 Honda HR-V first drive - Another calibration drive down, hundreds more to go. This time from the Shell in Torrance to one on Leucadia and the 5 over 90.3 miles. Trip A indicated 88.3 for a 2.2% under report. This std. for many vehicles. Topped it off over 30 minutes. Sealed her back up and did a hard stop in forward and reverse dropping the aFCD from 59.0 to 58.9 mpg displayed.

    Notice where the fuel door release lever is located? Not ergonomic or convenient.​

    With 90.3 miles traveled and 1.533 gal in total added, the tally is 58.9 mpg. How about that and thank you Honda for being as honest as you were with last week’s Accord Sport. Bonus points for that. The HR-V fell far behind the Accord Sports 73.0 mpg result however.

    90.3 miles on 1.533 gal = 58.9 mpg. Exactly what the aFCD showed.​

    And again the front seats are not comfortable with lack of thigh support for my 33 to 34" inseam even with the seat as far back as the tracks would allow.

    Plugging in a USB and a 12V plug is a royal PIA as is opening up the fuel door since the handle is way forward and almost down on the sill.


    Cloth textured door inserts are a nice touch and the 180W/6-speaker system sounds great compared to others in the segment. Oh hell, it sounds good compared to others outside the segment too.

    Notice the nice cloth door inserts and thin chrome door handle surrounds.​

    7" capacitive touch display is easy to use and view. Kudos. Why a 5" on the LX however??? Pairing was great but running Pandora via USB while the phone is paired by BT caused skips. Pulled the USB cord - no charging - and the skips went away?

    The clutch has a longish 5 to 6" of travel with the grab occurring in the last 2" or so. Like the 16 Accord w/ the MT that could use a little work.

    Stick is precise but notchy. Almost as if the HR-V guys did not talk to the Accord guys. Accords stick is probably the best available.

    2,500 Rs at 60 with the MT sucks. More so because the HR-V lacks a good amount of firewall insulation and probably uses cheap mounts. Never remember hearing a Civic with this drivetrain clatter like the HR-V does. It creates a drone at speed some are not going to be enamored with.

    I wish there was cloth textured A-pillar and why no sunglass holder? That is almost a sin...
  18. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    Concluding our 4-days with the 2016 Honda HR-V...


    #‎Honda‬ HR-V - Saturday night just before midnight and time for the steady states...

    A few thoughts after three days.

    Plusses include an excellent audio system but BT streaming via BT when plugged in creates skips in the audio stream... Unplug and you are good.

    Really neat front cup holders that have a plastic flap creating a shallow depth holder for 12 oz cans and a deeper depth holder for the "Big Gulps."

    Three instrument gauges are simple and legible at a glance. Love the green band around the central speedo when driving economically although the 140 mph mimic is a bit aggressive for the HR-V. ;)

    37.4 ft turning radius is nice for U-turns.

    Driving a mix of city/highway provides 45 mpg. Best of the Compact CUVs we have driven so far.


    EX trim with a poly wheel and shift knob? Leather would be much more suitable.

    The 6-speed MT is Honda smooth but very notchy.

    Power does not really come on until after 2,250 RPM. Above that and the efficiency goes away quickly.

    Bodyroll is a little disconcerting but normal for the segment. Brakes are strong and somewhat linear with a slight spongy feel through the first inch of so.

    Plastic A-pillar was expected for the segment.

    And the minuses...

    I cannot get comfortable is this car. The seat bottoms are far too short, the distance between the bolsters is too small, the track is far too short for anyone with a 32" inseam or more despite having plenty of rear seat legroom still left, the door and central console covering where my outside knees are resting against are too hard, my right foot is bent beyond 90 degrees to push the accelerator, brake or clutch and the central under floor mounted fuel tank creates a necessary raised platform that the seats are counted on which will not allow your feet to be pulled back beyond 90 degrees when sitting. My wife commented on that from the passenger seat... Just a mess and why is the CR-V so much nicer for a small upcharge?

    The electronic parking brake is getting tiring as well. I am sure with a few more days I could make it work more consistently but do I push the Brake Hold, push down or pull up on the toggle. ‪#‎RTFM‬ comes to mind here and I will pull it out tomorrow, the final day it is with me.

    Suspension crashes over bumps and the 1.8L is not well isolated through the mounts or through the firewall (NVH).

    A/C at idle does not cool down a cabin at 90+ degrees F. Once the engine is revved up - A/C compressor as well - interior temp is well controlled.

    Other than a central dash and central console surround harder padded non-grained material, there is a lot of hard plastics in the 2016 HR-V.

    To get to the 2 USB ports and the single 12V outlet - an HDMI port us down there as well - you have to reach way under the central console to get at them and we all know what a USB direction guess is all about. Now do it blind while you lift up a cover and feel around for a port to insert it into. See above for the pic.

    This is an EX trim and only has an Auto PW up/down on the driver’s side. All others are manual and not backlit.

    No sunglass holder either.

    How can a company that makes the excellent 16 Accord, highly regarded Civic and especially the segment leading CR-V allow what I am going to call unfinished compact CUV out into the world is a big question. Buy the CR-V or look elsewhere. This CUV is reliable transportation with utility but compromises in so many areas. It just feels a little rushed to the market.

    2016 Honda HR-V

    2,500 RPM@60 mph and the speedo is pretty darn close at 60 mph to an actual 60 mph per GPS.​

  19. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    Hi All:

    2016 Honda HR-V CVT EX-L with Navi


    Where the suck, squeeze, bang, blow makes the roundy go roundy part of the HR-V go. ;)

    52.4 mpg... Nothing here to write home about.


    Always a ton of utility in a Honda Sport Ute. EX has 23.2/57.6 cu. ft. with the seats up/down.


    Some very interesting results between the short geared MT and the tall geared CVT…


    For the MT, the Speed vs Fuel Economy graph shows the 34 mpg highway crossover occurred at around 71.55 mph. This is a little high for a 34 mpg highway Compact CUV so its EPA highway results should be closer to 35 mpg.

    At 60 mph the speedometer matched 60 mph on the Garmin GPS.

    For the CVT, the Speed vs Fuel Economy graph shows the 35 mpg highway crossover occurred at around 67.05 mph. This is a little low for a 35 mpg highway Compact CUV so its EPA highway results should be closer to 34 mpg.

    Both the MT and CVT at 60 mph per the speedometer matched 60 mph on the Garmin GPS.

    Last edited: Nov 18, 2015
  20. RedylC94

    RedylC94 Well-Known Member

    So, even with its gear-ratio advantage, the CVT can't overcome the manual's advantage in mechanical efficiency, even under steady-state level conditions. The difference should be even greater in hills, or in varied conditions with a compentent driver.

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