And this despite the modest interior and rather poor equipment. In addition, until 2000, Europe was offered the only engine - 1.6 liters, 105 hp, until again the only alternative appeared - a 125-horsepower engine of the same volume (see. History of the model).
A successful compromise between grace of forms, high rise, capacity and compactness allows using HR-V for trips to work and to the market, on vacation and on a picnic. We will not forget that for which many choose the Honda - outstanding handling, despite the high center of gravity and the dependent rear suspension of this model. Automatically connected four-wheel drive (under normal conditions this is a front-wheel drive car) is an additional trump card for Russia. However, off-road conquerors recall that the swamp and sagging tractor track - not for this machine. But the clearance of 170 mm allows you to not be too afraid of potholes and gully. And there are also quite asphalt HR-Vs - with front-wheel drive only.
There are a lot of these machines on the Russian market. Prices for restyled copies are still high (more than 20 thousand dollars), but the cars of the first years of production fell in price to 11-15 thousand. Structurally, they are almost identical, and HR-V does not have childhood diseases, so among 5-7-year-old cars you can find a decent one. But you still need to choose with bias, remembering the high prices for branded service and original spare parts.
Honda high-speed motors are reliable: if you strictly observe the regulations, you will not be presented with unpleasant surprises. In the regulation, the bill goes to hundreds of thousands of kilometers. After the first hundred, the timing belt is changed (the original rollers usually also serve with the second belt, no replacement is required), after 200 thousand km or after 5 years - coolant (in the future it is prescribed to be renewed every 100 thousand or 3 years). After the second hundred thousand, it is worth changing the pump prophylactically: it may not survive to the fourth hundred, and you still have to remove the belts. By the way, if you saw traces of antifreeze drips near the drainage hole in the left rear of the engine, this is the first signal.
No breaks in the original belts behind the Honda, no gaps in the valves (they are regulated as on the UZAM engines - the thrust screw of the pusher) in good oil do not go to 100 thousand km, so the maintenance costs are minimal - “oil” every 10 thousand km Engine oil - synthetic or semi-synthetic quality level not lower than SJ API.
CVT (CVT) - one of the highlights of the Honda HR-V. Traditional planetary “machines” were not offered for this model, especially since the CVT gearbox proved to be quite good. Smooth, without jerking and at the same time powerful acceleration at optimal engine speeds can only upset the rumor - the engine sings boringly on one note. Dynamics with a CVT is even better than with "mechanics", and engine braking is quite effective. However, fans will still recommend the ITUC. The CVT does not like a sharp, ragged ride - the starting clutch and the reverse mechanism wear out from it. When buying, go through all the CVT modes, try to move smoothly. If the choice of modes is accompanied by blows in the transmission, and the pulling away - with a push, it is better to refuse such a machine. Replacing individual parts of a mechanism rarely helps, and the complete assembly is very expensive. For CVT until 2002, the original CVT Transmission Fluid oil is provided, since 2002 - ATF Z1. It will suit old cars instead of CVTTF, but the reverse replacement is not allowed. The replacement interval is 40 thousand km.
With the same frequency it is supposed to change the oil in the manual gearbox - the original MTF (Manual Transmission Fluid). With it, the gearbox flawlessly serves more than 300 thousand km. As an exception, motor oil is also suitable, only mineral oil 10W40 is required; its maximum service life is 20 thousand km.
In the rear axle of the all-wheel drive HR-V, the original switching mechanism with two DPS pumps (Dual Pump System) is mounted. One pump is driven from the driveshaft, the other from the wheels, with a difference in their speeds, a pressure difference occurs, which drives the bridge connection mechanism. The scheduled oil change interval for DPSF is 120 thousand km, but it is necessary to renew it much earlier - after about 60–70 thousand km. To this run at sharp turns in the bridge there is a grunting sound - which means that the oil has lost its properties and the wear of parts has begun. If you continue to drive in old oil, wear will progress, and by 150-200 thousand km you will have to buy a new “hydraulic package”.
To replace it, it is better to take two liters of oil: one will go to flushing (for pumping the system keep the rotating rear wheels while the car hangs on the lift), the other - to the final fill (in principle, you can wash any ATF, it merges almost completely). There is another way to avoid the early replacement of DPSF - fill in the new generation VTM4 oil (Honda produces it for other models). It protects parts much better and without problems serves the required 120 thousand km.
No less demanding on oil and power steering. The widespread ATF ruins it once and for all. Only “Honda” PSF (Power Steering Fluid) is suitable for it, but it is possible that it will not be needed: replacement by the regulations is not provided, except for obvious signs of wear (severe darkening and a burnt smell). It is best to change the fluid by successive substitution (ЗР, 2003, No. 4, p. 246).
Original spare parts for the Honda are expensive, but reliable and with long-term operation pay for themselves with interest. So, the clutch on the HR-V serves more than 200 thousand km, the driveshaft - 150-200 thousand (it is not repairable and is changing assembly). The steering rack is almost eternal, like the power steering pump, and the tips will last at least 100 thousand km.
There are no complaints about the brakes. The rear ones are drum, they have to be controlled only every 80-100 thousand km. The front disc, despite the small tolerance for wear (0.5 mm per side), also serve a lot (pads are enough for 40-80 thousand km). Their main enemy is salt and rare trips. The discs rust, and the pads begin to lie unevenly on the surface of the disk, unevenness and a hard-to-remove, stubborn layer of scale appear. Sometimes such defects can be eliminated by a groove. Thermal deformation of the disks (from overheating and sudden cooling) on HR-V was not observed. Reliable and ABS. Brake hoses are designed for their entire service life, and DOT-4 fluid is replaced every three years.
The HR-V body is galvanized to the roof and very well resists corrosion. At least, without “outside help” rust has not yet appeared even on the machines of the first years. However, an additional anticorrosive does not hurt, especially if you travel a lot on graders and primers - Honda does not put fenders in the rear arches.
WHO WAS BEFORE HER
The electrical equipment of HR-V is practically trouble-free - the connectors are tightly sealed, and the wiring harnesses are protected by additional insulation. But when buying a car with an alarm that controls the central lock, try to check how the installers connected the wires: many, without thinking twice, drill a connector in the driver's door, and after a while the contacts oxidize - you have to change the entire harness. By the way, to protect against ordinary hijackers, a full-time immobilizer is enough (the response chip is in the ignition key), all cars were equipped with it.
Pay attention to the rear speakers: there is not much space for them, so when you try to implant “non-native” acoustics, they often damage plastic.
Traditionally, the initial ignition timing for Honda is set manually by turning the distributor housing. It is not required to regulate it, but it is useful to check, especially if traces of interference are visible. Do not forget to close the corresponding contacts of the diagnostic connector. A connector is also useful and away from the branded technical center - it allows you to read error codes (malfunctions) using the indicators on the instrument panel (Engine, CVT, SRS, ABS).
Disconnecting the battery here does not cause problems, only power windows “forget” the extreme positions. To remember them, just hold the key for a few seconds after the glass has reached the stop.
HISTORY OF THE MODEL
1998 year. Introduced three-door Honda HR-V. Engine - 16-valve gasoline, 1.6 L, 77 kW / 105 HP (D16W1). Transmission - M5 or A (CVT), 4x4 Real Time or front-wheel drive.