The third-generation of Honda’s HR-V small SUV has embraced hybrid technology for the first time under Honda’s e:HEV hybrid banner.

It’s all part of the Japanese car maker’s commitment to introduce hybrid variants into each model line with every full model change in Australia.

After decades of selling here as a mass-market brand, Honda now prices and positions its vehicles as premium offerings, with pricing to match.

It has also moved to a much leaner model range and a ‘no haggle’ fixed drive-away price sales model.

In the case of the new HR-V, this sees it land in a hotly contested market segment with just two variants, the entry-level 1.5-litre Vi X costing $36,700 drive-away, and the slightly better-equipped and partially electrified e:HEV L 1.5 hybrid, priced at $47,000 drive-away.

By comparison, an entry-level offering in the 13 variant Mazda CX-30 range kicks off at $30,090 (plus on-roads), while the MG ZST range starts at $25,990 drive-away. The MG ZS range also includes two full EV models from $44,990 drive-away, where Honda currently has no EVs available locally.

Buyers in this class also can choose from a selection of hybrid-powered rivals, including the new Toyota Corolla Cross with its five hybrid variants starting from $35,500 (MRLP).

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Unlike the HR-V, which is FWD only, rivals including Toyota also offer AWD versions, albeit at higher prices.

Mazda’s only hybrid CX-30, the AWD Astina X20 2.0 hybrid costs only slightly more than the top-spec HR-V at $48,190 (MRLP).

Followers of the new car form guide will also notice that the hybrid HR-V’s premium pricing also positions it perilously close to its well-regarded medium SUV big brother the CR-V, although there’s currently no hybrid CR-V available.  

Honda says the entry-level HR-V is positioned above the outgoing mid-spec VTi-S and comes equipped with a generous array of new features including hill descent control, walk-away locking, sat nav, 9-inch advanced display audio with wireless Apple CarPlay and cable-connected Android Auto, DAB+ radio, 18-inch alloys, multi-angle reversing camera, and privacy glass.

Also standard is the Honda Sensing suite of driver assist and safety technologies, comprising forward collision warning and collision mitigation system, lane departure warning, lane-keep assist, road departure mitigation, adaptive cruise control with low-speed follow, high-beam support and traffic sign recognition

The higher-grade e:HEV L extends the equipment list further, adding blind-spot monitoring, rear cross-traffic alert, intelligent speed limiter, hands-free power tailgate with walk-away close, acoustic vehicle alert system, auto-dim rear-view mirror, rain-sensing wipers, LED active cornering lights, heated front seats, heated/auto retract/auto tilting door mirrors in reverse, heated leather steering wheel, acoustic windscreen, rear air vents and rear USB ports.

Front, side and curtain airbags are fitted on both models, although the increasingly common centre front airbag seems a glaring omission from the passive safety roll call.

Independent testing authority ANCAP awarded the HR-V a four-star safety rating, citing a weak head protection score for a child in the side impact test, as well as a lack of rear occupant detection, driver fatigue monitoring and back-over prevention rear AEB as factors preventing a full five-star rating.

Externally, the HR-V applies a simple, clean, and modern design philosophy that with its coupe-inspired body styling bears resemblance to some prestige European SUVs.

The larger 18-inch alloy wheels also lend it a more purposeful look than its predecessor.

Clever packaging of the hybrid drivetrain components within the chassis and engine bay, as well as mounting the fuel tank in the centre of the chassis under the front seats, helps maximise interior space within the relatively compact body.

Overall vehicle dimensions are like the previous model, although the roofline is slightly lower and there’s more ground clearance.

Honda says the new model offers more leg and shoulder room, including a 35mm increase in rear passenger leg room.

We found rear leg and foot space quite generous for a small SUV, though taller folk may find the head space limited by the coupe-like roofline.

It’s also worth noting that both HR-V models afford seating for four, rather than the usual five, with only two rear positions provided. Naturally, there are also only two child restraint points, both ISOFIX compatible.

The useful 304-litre cargo area features a flat floor and easy load height, expanding to 1274 litres by flat folding the split rear seat (all volumes VDA).

Thankfully, Honda has retained its practical and versatile Magic Seat system on the new HR-V, allowing the rear seat cushions to be flipped back into a vertical position so taller cargo can be carried in the rear passenger space.

There’s also a good-sized oddments stowage bin under the cargo area floor, but no space for a ‘proper’ spare wheel, with both variants equipped with a mobility kit comprising an air compressor and a canister of sealing goop.

The HR-V’s cabin design is inspired by a contemporary and minimalist aesthetic, ensuring an airy, functional and uncluttered feel, with all controls falling easily to hand.

The execution is up to Honda’s typically high standards and includes leatherette/fabric seat trims, some soft touch surfaces to punctuate the expanses of hard plastics and gloss black on the window switch plates and shifter surround.

Honda says the SUV’s innovative new air diffusion system, featuring L-shaped vents positioned in the top corners of the dashboard, is designed to resolve the issue of traditional vent configurations, where passengers can feel uncomfortable with air flowing directly on them.

A dial is used to switch between a normal outlet, with forward directed air and the air diffusion system, which Honda poetically promises “discreetly directs a stream of soft breeze like air along the side windows, brushing the cheeks of the front passengers”.

While that’s all very nice, the real point of difference with the e:HEV L is its hybrid powertrain, in lieu of the entry-model’s 1.5-litre DOHC i-VTEC four-cylinder petrol engine.

The system comprises two compact electric motors working alongside an Atkinson cycle 1.5-litre petrol engine, with a lithium-ion battery and a fixed-gear transmission coupled to a power control unit.

Honda says it’s the result of 20 years of hybrid development in Honda’s road cars and Formula 1.

The hybrid system delivers total outputs of 96kW and 253Nm, with fuel consumption on the ADR81/02 combined cycle of 4.3L/100km.

By comparison, the entry HR-V’s petrol engine produces 89kW/145Nm, and consumes 5.8L/100km, while Toyota’s Corolla Cross 2.0-litre Hybrid FWD develops 146kW and uses an identical 4.3L/100km to the hybrid Honda.

Over two fills with a mix of driving conditions we averaged 5.9L/100km, higher than the official number, but still better than the 7.8L/100km we saw from the petrol-only version.

The e:HEV’s Intelligent Electronic Control unit is designed to automatically cycle between electric drive, hybrid drive (electric and petrol engine), or engine-only drive, depending on which is the most fuel-efficient for the specific driving conditions. We found the changeover between electric and petrol drive to be quite seamless.

When operating at a constant high speed, such as on the highway, the system operates on engine drive.

If further acceleration is required, such as during overtaking, it switches to hybrid drive for the necessary performance boost from the electric motors.

In this mode, power from the petrol-engine-driven generator can be diverted to recharge the battery, offering additional efficiency benefits.

Honda claims the HR-V’s fixed-gear transmission creates lower friction, resulting in lower energy consumption when driving in pure electric mode, compared with conventional planetary power-split systems. As a result, they say a higher proportion of electric driving is possible in urban environments compared to other hybrids.

There are three driver-selectable drive modes: Sport, which sharpens throttle response; Econ, which adjusts the air-conditioning and throttle response for maximum fuel efficiency; and Normal.

A braking or ‘B-range’ mode is selectable via the transmission shift lever and offers additional energy recovery when coasting or braking with the strength and level of recovery adjustable via paddles behind the steering wheel.

A power flow display allows the driver to keep track of things.

The powertrain offers acceptable levels of performance but when the system is asked to deliver strong acceleration, the petrol engine kicks in with an unpleasantly raucous soundtrack which is out of kilter with the car’s premium pricing and positioning.

Dynamically, Honda states the newcomer has a more rigid body structure and benefits from extensive suspension, steering and braking enhancements, enabling more precise response to driver inputs.

That certainly proves true out on the highway where the steering feels nicely weighted and accurate with an impressively smooth and linear response and ride quality that is well-judged for most conditions.

Honda’s use of liquid-filled rear suspension bushes no doubt helps with the improved ride quality.

The HR-V is also equipped with an Agile Handling System, which uses the vehicle stability assist to lightly apply the brakes to the inner wheels during cornering, enhancing turning response, stability and handling.

As such, the HR-V’s composure through corners makes it a rewarding and comfortable drive, with above average dynamics.

The blend of polished road manners will no doubt appeal to more discerning buyers and to some degree helps justify the high price tag.

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Surprisingly, given the obvious depth of engineering in this car, things come a bit unstuck due to inadequate NVH management.

Adding to the rowdy petrol engine is a disappointingly intrusive level of tyre and road noise on coarse chip bitumen.

Rear passengers reported finding it difficult to maintain easy conversation with front-seat occupants at highway speeds due to the noise.

The HR-V when privately operated is covered by a five-year unlimited-kilometre warranty as well as five years of premium roadside assistance.

Over-the-air map and system updates enable ongoing upgrades to the latest software without needing to visit a dealer.

Honda has also made scheduled servicing more affordable for this and other models in its local fleet with each of the first five standard services costing a very reasonable $125 each.

That includes service items such as brake and transmission fluid changes, pollen filter replacement and engine air filter renewal that were previously considered ‘adaptive’ add-ons according to actual vehicle usage patterns.

With a required service interval of 12 months/10,000km, Honda claims its price revisions save owners about $1,250 on average compared with previous arrangements.

There’s no doubt the availability of a cleaner, more fuel-efficient, partially electrified HR-V will find favour with buyers. And the new model shows a certain polish overall.

But in a segment with such strong competition, the high pricing makes any shortfalls harder to gloss over, which means the new HR-V may struggle to win its way onto savvy consumers’ shortlists.

Key stats

• MLP: $47,000 drive-away
• ENGINE: 1.5-litre petrol/hybrid twin electric motors
• ANCAP CRASH RATING:  4 stars (2022)
• FUEL CONSUMPTION (combined cycle, litres/100km)_:  4.3 (98g/km CO₂)
• FOR: Good blend of ride and handling qualities, versatile interior space, fuel economy, extra equipment compared to petrol model, more affordable servicing.
• AGAINST: Premium pricing, mobility kit – no spare, intrusive road and engine noise, four seats only, no full EV model in range, four-star ANCAP rating.