[Charley]

YES, CVT gets a bit better mileage on hwy vs. manual trans, CVT is geared a bit taller.
If I recall 3000K RPM at 70 mph +/- and near 3500 at 80 or 85 mph.
I've tried to push it past 3500 RPM to see if Vteck kicks in.

 

[Charley]

With a manual trans, there is definate kick at 3500 and around 5000 RPM.


i-VTEC® Valve Control System
To achieve strong performance and excellent fuel efficiency, the HR-V's 1.8-liter engine uses a variation of the innovative i-VTEC® system with single intake valve operation. 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.
This HR-V's i-VTEC® valve timing reacts to driving conditions related to throttle opening, vehicle speed, engine rpm and gear selection. A sophisticated Drive-by-Wire throttle control system, air flow meter, knock sensor and dual-stage air intake allow the Powertrain Control Module (PCM) to create seamless transitions between the two modes of i-VTEC® operation.
Torque output has been optimized in the most frequently used 2,000 rpm to 4,000 rpm engine speed range. To this end, 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. Furthermore, 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.
Composite Dual-Stage 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, however, a shutter valve in the bore of the short runner opens to allow the passage of additional air to the cylinder. This has the effect of boosting midrange and high-rpm power by utilizing the inertia effect at both low and high rpm.

 

[Charley]

I will report back this afternoon, I am making my Texas hwy run today.
interesting, at 2000 RPM there is not alot of power coming from this engine at that RPM.
I guess it is enough to over come air drag at that speed.

 

[Charley]

manual trans, at 70 mph it is 3000RPM, at 80 mph it is 3400 RPM.

 

[Charley]

An interesting observation:
I've reset my average mpg counter on the dash, while I was already cruising at speed.
Driving 40 miles stretch to my destination on hwy at 5 pm, 100 degrees, mild traffic, no noticeable head or tail wind. speed 75-80 mph A/C on.
When I reached my destination the readout was 39 mpg.

The same trip coming back home, same stretch of hwy same speed at 9.30 pm temp was 87 degrees, less traffic, headlights ON.
reset mpg counter when I was at 75mph. No headwind.
the result was 30 mpg at the end of my travel.
I even tried to turn off A/C for 5 min, no change in MPG read out.

My conclusion is that the dash MPG readout is grossly inaccurate.

 

[Charley]

with a manual trans a very noticeable boost happens at about 3500 RPM.
If you are saying that the HR-V's Vtec is "reverse" as in highcam/performance all the time and eco cam on occasions, then what am I Feeling at 3500 rpm?
It can not be intake manifold length variance alone, it is too sudden of a kick.
It is exactly the same feeling at 3500 rpm my 1.8 liter toyota 16 valve DOHC engine has.
I would guess a fuel management change?
Interestingly I only notice it about 80% of the time.