Honda HR-V VS Ford EcoSport
- RS model added
- Low-speed AEB standard
- Practicality unchanged
- Halogen headlights on base car
- No AWD model
- Full safety pack still only on top-spec
- Great media system
- Bigger interior than most
- Strong value
- No AEB, even as an option
- Poorly designed tailgate
- Base model hard to like
The changes aren't dramatic for the Honda HR-V 2019 model. In fact, you could look at it and not even know this is an updated, facelifted model.
But there are a few nips and tucks here and there that freshen up the appeal of the Japanese brand's small SUV, which first went on sale in Australia back in 2015.
It still has practicality on its side, and the value equation remains reasonably strong, especially on lower-grade models. And now, with some additional range-wide safety gear and a sporty looking RS model, there's arguably more to like than ever before.
|Fuel Type||Regular Unleaded Petrol|
One of the original entrants in the now-booming small SUV segment has never attracted the attention it probably should have. I’m talking about the Ford EcoSport.
The smallest SUV from the blue oval brand is built in India, and perhaps that’s part of the reason it hasn’t been that well received. I went on the international launch of the EcoSport way back in mid 2013, and some of the fit and finish left a lot to be desired.
That didn’t change when the car launched in Australia, and while the pricing it launched with was attractive, there were other elements that perhaps weren’t… like the tailgate-mounted spare wheel.
That spare wheel remains a feature for the time being (a further model change for the MY18.5 version will see the deletion of it in favour of a repair kit, and thus no spare) - but there have been some other styling changes for the Ford EcoSport 2018 range, and perhaps even more importantly, new drivetrains and big interior revisions.
It is undoubtedly an improvement, but just how much has it improved? Read on to find out.
|Fuel Type||Premium Unleaded Petrol|
There are some positive changes to the updated 2019 Honda HR-V. The city AEB system on all models is a welcome addition, and personally, I'm absolutely sold on the look of the RS model, plus the additional effort that has been put in by Honda for this version makes it the most appealing example.
All in all, the Honda HR-V remains a favourite in the small SUV segment - admittedly one with limited choices in terms of drivetrains, and without all-wheel drive - but it possesses other strengths that make it pretty darn appealing.
If you’re going to buy a Ford EcoSport, it seems to me that the best one you can get is the Titanium - and that’s mainly because of Ford’s aggressive pricing strategy. The equipment on offer is compelling, especially looking at what else you get in competitor compact SUVs at that price point.
Again, I’m disappointed by the lack of AEB - but if that’s not a deal-breaker for you, the EcoSport may well prove a surprisingly adept option as a small high-rider. Just watch that tailgate in tight parking spots…
Would you prefer a spare wheel on the tailgate, or none at all? Let us know in the comments section below.
Can't tell the differences? There are a few, with new grille and headlight and tail-light finishes across the range, plus a new front bumper design. Elsewhere, it's hard to pick this as a facelifted model.
There is no denying the RS grade looks the best of this bunch, with its bigger 18-inch wheels and darkened chrome exterior styling highlights, along with the piano black body kit around the lower edges of the car and body-colour rear spoiler, all combining to create a cohesive and smart looking little SUV. The design of the exterior is really well considered.
That's not to say the other models don't live up to the RS, but it's certainly the standout. The entry-level VTi still looks like an 'affordable' model, with its yellow halogen lights and less appealing wheel choice.
The VTi-S and VTi-LX are harder to separate, but there are some design highlights to split them: the wheels are the same size (17-inch) but the VTi-S ones look a little tamer, and it gets body-colour door handles; the VTi-LX has chrome handles and a more attractive wheel design.
The exterior size of the HR-V hasn't changed, apart from the RS model, which is a little longer and a little wider due to its body kit. The measurements are: 4348mm long (RS: 4360mm) on a 2610mm wheelbase, 1772mm wide (RS: 1790mm) and 1605mm tall. It's hardly hard to get into, with ground clearance of 170mm, but for the concerned parents out there you can option side steps for the rear doors.
As you can see from the interior photos, the changes haven't been huge inside, and there are no differences to the interior dimensions. But the practicality - whether you choose a low-spec version with cloth trim or a flagship model with leather - is just about as good as you can expect in this segment.
According to Ford, the new look “fits in the contemporary Ford SUV showroom”, and its design certainly looks more fitting when parked alongside the next-size-up Escape. It has a new bonnet, new headlights (halogen on the entry grades and HID on the flagship), a new grille shape with different colour trims based on variant (entry - grey, mid-spec - gloss black and top-spec - chrome) a revised front bumper and revised rear-end styling, too. There's a dinky little rear spoiler, but no body kit or side steps.
While the spare wheel will be removed from the tailgate in the coming months, the one fitted to this version has been redesigned. And if you’re worried about hitting that cover when reversing, the reversing camera should alleviate your concerns, and the rear parking sensors are tuned with it in mind.
Just keep in mind that if you park on the street and someone parks close to the back of you, you may struggle to open the boot - along with swinging open the wrong direction (the opening side should be closest to the kerb, but it’s on the traffic side!), the rearmost door is quite big.
Still, the interior has seen perhaps the most important changes, both in terms of aesthetics and usability. Its interior dimensions are impressive, as you'll see in the interior images below.
The Honda HR-V has cabin size on its side.
If you've never sat in one, you will probably be surprised when you do. There's a lot of room, both in the front and the back, and with the driver's seat set in my position (I'm 182cm tall), I had enough space to sit behind that spot.
There's good rear legroom and reasonable width to the cabin, but headroom could be a little better, particularly in the range-topping model with the big panoramic sunroof.
Being a Honda, the storage game is on point. There are cup holders up front, door pockets with bottle holders in each of the doors, and decent loose item storage, too.
Honda's 'Magic Seats' - fitted to all HR-V models - allow the rear seat area to double as a storage space. As you can see from the images, the base of the back seat can be flipped up, which allows you access to a huge space to store long items. You can fit pushbikes in there. Trust me. Or you can lower the seat bases down, and then drop the rear seat backs for a huge boot.
The boot space on offer in the HR-V is terrific for the class, with 437 litres of luggage capacity with the rear seats in place, with the boot dimensions expanding to 1462L with the back seats folded flat. The ridiculous floppy mesh cargo cover remains, but you can option a hard tonneau cover for the boot if you want, and there's a cargo liner available, too.
There's a space-saver spare tyre under the boot floor.
Only the VTi model misses out on roof rails, so if you want to fit a roof rack you might need to consider that.
There is no denying the Ford EcoSport is one of the most practical small SUVs you can buy. After all, it can fit a washing machine in the boot - that was one of the big selling points for Indian buyers, apparently - so storage space, size, luggage capacity and dimensions are all important.
The boot space is even more practical now, with a variable shelf system offering the option of a deeper cargo hold, a small hidden area in the mid-range position, and a flat (but sloping?) cargo area with the back seats folded - you do that by lifting up the rear seat bases, then lowering the backrests down. In that configuration there is 1178 litres of cargo capacity (SAE - the more generous of the formulae to measure space) to the roof, while seats up the figure stands at 743L (SAE). If that's not enough, you get roof rails on the top two models, so you can add a roof rack if you need to.
The storage has been improved for occupants, too, with a new centre console bin between the front seats, while rear-seat occupants get a fold-down centre armrest in the mid- and top-spec models. In those versions there are two cupholders in the back as well as two up front, while all four doors feature bottle holders. The front passenger seat lacks height adjustment, and taller occupants may feel like they’re looming large in that position.
Space is good for the class, especially for rear legroom and headroom. If you try and fit three across the back it’ll be tight, but for those younger buyers with children there are dual ISOFIX child-seat anchor points, and three top-tether hooks.
The centre console area has been reworked with a new storage area in front of the gear selector that is almost deep enough for a smartphone to sit, but it’ll inevitably fall over. There are two USB ports in all EcoSports, and they’re illuminated, which is a bonus, but the air conditioner controls are cheap feeling.
Above that area is a new media screen - a 6.5-inch version in the base model Ambiente, and an 8.0-inch infotainment unit in the Trend and Titanium. It’s touch-capacitive, and the Sync 3 media interface is simple to use, and no matter which model you go for, there’s Apple CarPlay and Android Auto phone mirroring tech.
Price and features
So, you want to compare Honda HR-V models? You want to know what you get if you buy the top of the range model vs one of the entry grades? You've come to the right place.
Kicking off the price list is the value-focused VTi, which lists at $24,990 (RRP - that's the price before on-road costs, not a driveaway price). The next model up in the range is the VTi-S, listing at $27,990. Then there's the new RS model, at $31,990. How much is a top-spec HR-V? That'll be the VTi-LX, at $34,590.
Now we're done with the price guide, let's run through what each model is fitted with.
The entry-level VTi model is attractively priced, and scores some points on specifications, too.
Standard features include a 7.0-inch touch screen with in-built satellite navigation system (sat nav, GPS - whatever you want to call it) with Bluetooth phone and audio streaming and USB connectivity. Sadly, no model comes with Android Auto or Apple CarPlay, so you'll just have to sync your iPhone or other smartphone by USB or Bluetooth.
The media screen doubles as a display for the reversing camera. There's cruise control, single-zone climate control air conditioning, and the VTi has projector halogen headlights with LED daytime running lights. You don't even get HID lights on the base spec, which is disappointing.
Step two in HR-V trim levels is the VTi-S, which sees the addition of keyless entry (smart key) and push-button start, auto on/off LED headlights, LED 'optical style' tail-lights, rear parking sensors, 17-inch alloy wheels, and Honda's 'LaneWatch' side camera system. This version gets roof rails, too, which the base grade misses out on.
The interior of the VTi-S model moves up to chrome and piano black finishes, a leather-wrapped steering wheel and leather-bound gear-knob, and the passenger's side vanity mirror is illuminated. Plus you get an extra pair of 12-volt plugs (one in the back seat, one in the rear), and a second map pocket in the back (the VTi has only one).
RS models are the sportiest looking versions in the range, and they get a different steering and suspension tune to live up to the look.
Beyond the stylish model-specific 18-inch alloy wheels, the RS gets piano black exterior trim for its body kit, including a lower front spoiler, side skirts, rear spoiler and wheel arches, plus smoked chrome look front and rear elements. This version also has dark chrome front door handles, auto-tilt passenger side mirror, black mirror covers, and additional sound deadening over the lower grades.
The RS also comes with leather seats (well, leather-appointed seats, as Honda puts it) which have been redesigned in this spec and the model above, plus the front seats are heated. It also adds rear tinted windows, auto wipers, alloy sports pedals, and a "smooth sports leather-wrapped steering wheel" with paddleshifters.
At the upper end of this model comparison is the VTi-LX, which builds on the equipment of the models below, with additions such as electric driver's seat adjustment, a panoramic sunroof, an auto-dimming rearview mirror, electric folding side mirrors, chrome exterior door handles, auto up/down windows for all doors, LED interior lights, dual-zone climate control, and front parking sensors.
As before, VTi-LX models have the more comprehensive safety suite, including high-speed auto emergency braking (AEB), lane departure warning (not active lane assist) and auto high-beam lights (but still no blind spot monitor). We'll run through the rest of the safety technology in the safety section below.
However, the VTi-LX drops back to a 17-inch wheel instead of rolling on 18s like the RS, and it doesn't get the sports leather steering wheel.
While the multimedia system covers off most infotainment needs, there's no DVD player or CD player, and no DAB digital radio, either. The sound system is identical between all four models, with six speakers (no subwoofer).
And if you're wondering about things like a power tailgate or heated steering wheel, the HR-V range doesn't quite go that far in terms of luxury.
Accessories-wise, customers have a range of options to choose from - and it goes well beyond floor mats. There are roof racks, black 18-inch alloy wheels or two-tone silver/chrome rims, a hard tonneau cargo area cover, a ow bar and bike attachment, bonnet protector and even a camping tent. Other ones that might appeal include a rear and front metal-look garnish (the latter is hardly a bull bar or nudge bar - if you want one of those, you might need to shop the aftermarket).
How many seats in the Honda HR-V? Five, and they're very practical!
Oh, what about colours (or colors, depending on where you're reading this!)? Well, there are seven on offer: the new hero colour is 'Phoenix Orange', but there are the usual suspects like 'White Orchid', 'Lunar Silver', 'Modern Steel' (grey), 'Ruse Black', 'Brilliant Sporty Blue', and 'Passion Red'.
Every one of those paint options will cost you $575 more, with only 'Taffeta White' non-metallic paint coming at no cost (RS models aren't available in that colour, but the paint cost is factored in to the list price).
Oh, and this time around there is no purple colour, and the green that looks so appealing on the Japanese market 'Honda Vezel' still isn't offered in Australia.
The Ford EcoSport has one of the most compact model ranges in the segment, with three variants that aren’t priced too far from one another. In fact, from the bottom of the range to the top, there’s only a $6200 gap.
However, it is a simple line-up, which means there’s not as much choice for buyers. All three versions are petrol powered, automatic, and front-wheel drive - which is exactly what the vast majority of customers in the small SUV segment demand. But in order to compare the models in the range, keep reading for our model comparison.
How much is the cost of Ford EcoSport? At the bottom of the price list is the entry-grade Ambiente is $22,790 plus on-road costs (rrp), which is good vs most of its rivals. It kicks off proceedings with a 6.5-inch touchscreen media system running Ford’s 'Sync 3' media console, Apple CarPlay and Android Auto, Bluetooth connectivity with phone and audio streaming, two USB ports, CD player DAB radio, voice control, central locking, cruise control, a sound system with six speakers (no subwoofer, no DVD player) and cloth seat trim.
It rides on ugly 16-inch steel wheels with plastic covers (rip them off and roll on steelies - own it!) and has silver exterior trim elements that delineate it as a base car. All members of the EcoSport range now include a 4.2-inch digital driver information screen between the dials, which includes a digital speedo, and the Ambiente is fitted with a reversing camera and rear parking sensors as standard.
The mid-range model in the EcoSport line-up is the Trend, which sits midway up the price range at $24,490.
The Trend adds black roof-rails, black exterior trim elements, 16-inch alloy wheels, a leather-lined steering wheel, and it moves the media game along with an 8.0-inch touch screen with Sync 3, inbuilt sat nav / GPS with free map updates for the navigation system for life, and a seven-speaker sound system.
The Titanium is $28,990, which is relatively affordable considering some other competitors are well into the low-to-mid $30k zone with their front-drive petrol high-riders.
It comes with all the stuff the Trend has but adds keyless entry / smart key, push button start, climate control air-conditioning, automatic headlights, rain-sensing wipers, an auto-dimming rear-view mirror, power sunroof, leather seats, HID projector headlights and LED daytime running lights (not LED headlight), bigger 17-inch alloys, powered side mirrors with puddle lamps, and silver roof rails.
And it takes the safety game a step further as well, with blind-spot monitoring and rear cross-traffic alert, not to mention front parking sensors.
But, and it’s a big but, the Ford lacks some of the great safety technology features you’ll find in some its competitors. See the safety section below for more on that.
If you're in the market for a used EcoSport, you might be happy with the second hand price that most early versions fetch - they are quite affordable. And while the number of Ford EcoSport colours isn't as extensive as it once was, you can still get black, white, blue, silver, grey, and a new brown hue. There is no red, nor is there that eye-catching yellow anymore. There is no 'black pack' yet, but Ford did have a Shadow edition back in 2016, so it could happen.
While avoiding cows may be an everyday consideration in India, there are no special features like a bull bar, nor a nudge bar. You can't get a snorkel for it (you wouldn't need one!), but there is a tyre change tool kit in the boot. You can get accessories like floor mats and a boot scuff guard.
Engine & trans
There are no changes to the engine specs of the drivetrain on offer in the updated HR-V.
The engine size and specifications go unchanged for the 1.8-litre four-cylinder petrol engine, remaining at 105kW of power (at 6500rpm) and 172Nm of torque (at 4300rpm). So, it's no horsepower hero - and there's no turbo engine in sight, which is a shame.
The motor is only available with a continuously variable transmission (CVT) - and there is no manual transmission option, as much as we'd like to see a version with a clutch in the RS spec. The CVT has been updated with 'stepped ratios' to "enhance the sporty feel" and provide "more responsive acceleration".
The HR-V sold in Australia remains a 4x2 (front-wheel drive) model only - there are some markets that get an AWD / 4x4 model, but we miss out. Likewise, there's no diesel version, and you can rule out LPG, too.
Does fuel tank size matter to you? The fuel tank capacity of the HR-V is 50 litres. And if you're curious about the kerb weight, the number for the VTi is 1269kg, the VTi-S is 1274kg, the RS is 1294kg and the VTi-LX is 1319kg.
You may want to reconsider fitting a towbar, because the towing capacity ratings of the HR-V are minuscule: 500kg for an un-braked trailer, 800kg for a braked trailer.
You may want to check out our Honda HR-V problems page if you have concerns about automatic gearbox problems and suspension issues, and be sure to consult your owner's manual for information on oil type, capacity and consumption and the correct battery you'll need. Timing belt or chain? It's a chain.
It's a tale of the specifications here.
There is more than one engine to choose from (and for this reviewer, the engine you choose will determine the rating the car scores, too), but there is no diesel available (so you'll have to reserve that good old 'petrol vs diesel' debate for the Escape - still you get a fuel tank capacity of 52 litres, a good size so you'll be able to do plenty of distance). And the EcoSport isn't available in Australia with 4x4 / AWD / or rear wheel drive - every EcoSport is 4x2, or front wheel drive.
The entry-grade Ambiente model is powered by a new three-cylinder non-turbocharged 1.5-litre motor, and is mated with a six-speed conventional automatic transmission. The horsepower outputs for the Ambiente are pretty good, with 90kW of power and 150Nm of torque.
The existing Ambiente had a 1.5-litre non-turbo engine with a five-speed manual transmission or one of Ford’s now-infamous six-speed dual-clutch auto transmissions. But manual vs automatic demand, and the apparent automatic transmission problems with the dual-clutch auto, saw the switch to a conventional torque-converter auto.
Engine size for the Trend and Titanium models drops to a 1.0-litre three-cylinder with a turbocharger, which has a touch more punch to it despite its smaller capacity. The outputs are 92kW and 170Nm, which is easily enough to push the little high-rider along with ease.
Previously, buyers of the higher-spec models had the choice of a 1.5-litre non-turbo four-cylinder which had 10kW and 30Nm less, and was teamed to a six-speed dual-clutch auto, or the 1.0-litre turbo with a five-speed manual gearbox… which no-one bought.
Now, though, the 1.0-litre 'EcoBoost' engine is available with a conventional six-speed auto, and in the Titanium you get paddle-shifters, too. There haven't been any major reports of engine issues with the tiny EcoBoost engine, which runs a timing belt - not a chain - presumably to save weight. The gross vehicle weight for the EcoSport is between 1705kg (Ambiente) and 1755kg (Trend and Titanium), with kerb weight pegged at 1319kg (Ambiente) and 1368kg (Trend and Titanium).
This ain’t no tow truck: it's towinc capacity is 750kg for an un-braked trailer, or 900kg for a braked trailer.
Fuel economy for the models in the range is dependent on which variant you choose.
For instance, the VTi model has claimed consumption of 6.6 litres per 100km (so, the fuel consumption km/L figure is 15.1). The RS model claims 6.7L/100km (14.9km/L), while the VTi-S and VTi-LX models claim 6.9L/100km (14.5km/L).
So you can expect fuel mileage to vary slightly between models, but all versions have an 'econ mode' if you want to keep the consumption down. The HR-V can run on 91RON regular unleaded petrol.
Claimed fuel consumption for the Ambiente model is rated at a pretty thirsty 6.9 litres per 100km, while the Trend and Titanium are said to use a touch less: 6.7L/100km. For those who prefer the measurement of fuel consumption km/L, the Ambiente will do 14.5km/L and the Trend/Titanium models will be capacble of 14.9km/L. Not quite diesel fuel economy, but enough to ensure pretty good mileage per tank.
The readout on the Trend I drove displayed 7.6L/100km after a mix of urban and highway driving, while the Ambiente showed 8.2L/100km in some horrific Melbourne traffic.
The majority of my launch drive time was spent in the RS model, which is - understandably - the version Honda wanted to show off most.
It's a new nameplate for the HR-V line-up, and it has the most visual differentiation compared to the other versions. But it's also the best to drive, with a more fun-focused edge to it.
In truth, the HR-V has never been that much fun to drive. The RS model changes that - to a degree - with a different steering system to the rest of the range. The new variable ratio set-up feels a bit more like real steering in your hand, as opposed to the standard electric system in the other models, which doesn't feel as natural or progressive.
The RS's unique steering requires less effort at higher speeds, but there's a slight downside: in combination with the bigger 18-inch wheels (with wider tyres than any other model in the range), the RS model has a bigger turning circle (11.0m vs 10.6m - or a radius of 5.5, vs 5.3m).
The suspension of the RS model has also been tweaked - the set-up remains a MacPherson strut front suspension and torsion beam rear suspension, although the RS gets a specific tune to the dampers which Honda claims "deliver a more rewarding drive with flatter cornering, greater control and a more stable ride".
It's a decent improvement, with more agility and control to the vehicle over bumps. We drove the RS and VTi-LX, and in comparing those two models it was clear the RS was the better tune in terms of body control and overall compliance, even if it offered a minor penalty to pay over sharp edges at lower speeds. But the RS's suspension never felt too harsh - which is important for a vehicle like this.
The real question is - why didn't Honda just do the RS suspension tune for all HR-V models? Presumably that suspension set-up would be even more impressive on a smaller wheel with a bigger tyre sidewall...
The performance from the 1.8-litre engine isn't terrific, but it definitely gets the job done. You're not going to win many acceleration races, and it doesn't gather speed with as much urgency as some of its competitors that roll with turbocharged engines.
But the revisions to the CVT have been worthwhile - it feels a little more willing when you plant your foot, and there's less droning from the transmission. Plus RS and VTi-LX models gain additional sound deadening to try and reduce road noise, and these versions get different seats to the lower grade versions, too. They feel a bit more plush, then, and not just because of the leather seat trim.
There is no off road review to be done here. While the numbers suggest the HR-V could cope with some rough terrain, (ground clearance mm: 170mm), the off road capability is limited by the fact it is front-wheel drive only.
Sure, you might be able to fit a set of off-road tyres to the alloy wheels, and yes, that would look pretty cool. But I wouldn't go testing the wading depth in my HR-V, if I were you.
That's fine, though - this is a city-focused SUV, and it nails that task.
Cabin design and practicality is where the HR-V still shines brightest, even if it isn't as up-to-date as it could be. There are little things, like the fact that every model is fitted with a space-saving electronic parking brake, and those 'Magic Seats' that are fitted to all variants, that add to the smartness of the space. Admittedly, to be even more enticing, things like Apple CarPlay and Android Auto would be added, plus a digital speedometer.
But all in all, the updated HR-V is an improvement on what was already a very good small SUV.
Ford has a knack when it comes to making its SUVs drive like smaller cars than they actually are - and the steering is the key.
In the EcoSport that’s definitely the case. Sure, it is actually small, but it feels decidedly more nimble than some of its rivals, with great steering feel, weighting and response that allows the driver plenty of confidence, whether piloting it along a highway or parking it kerbside.
The front and rear suspension is well sorted, if a little firm over sharp bumps - but it sits well on the road, and is easily comfortable enough to deal with tram tracks, potholes and cracked pavement.
The obvious star engine is the turbocharged 1.0-litre, which is rewardingly punchy and nicely refined while retaining the trademark three-cylinder rumble. The six-speed auto is inherently eager to go for the highest gear it can to save fuel, and that means it will hunt a bit when you’re on and off the throttle. That might make your 0 100 acceleration timing a bit difficult, but it gathers speed decently.
Thankfully, though, the throttle is easy to modulate - which isn’t the case in the 1.5-litre. There’s a little too much travel at the top of the pedal to make for smooth take-offs, and when you get moving the engine has a tendency to allow the throttle to hang before it changes gears.
In both models the brake pedal took some getting used to, again with a dull spot at the top of the pedal then big grabbiness mid-way. It stopped reasonably well though, especially considering it still uses drum brakes at the back.
In case we didn't make it clear, there will be no off road review for the EcoSport. It may have good potential capability and performance if you look at the numbers: 209 (ground clearance mm); 10.7 (turning circle radius in metres, kerb to kerb); 24.7 (approach angle degrees); 29.0 (departure angle degrees) - but there is no wading depth figure, and hey, it's front-wheel drive!
The safety rating of the Honda HR-V remains a maximum five-star ANCAP score, which it was originally awarded in 2015.
The safety features list has been improved for this facelifted model, with the addition of a low-speed auto emergency braking (AEB) system, known as 'City-Brake Active'. It will warn the driver and apply brake force at speeds from five-32km/h.
The best safety package is still reserved for the range-topping model, which gets full forward collision warning and AEB, plus lane departure warning and auto high-beam. You can't option that tech on the other models, either, which is kind of disappointing. Unlike some rivals, you can't get blind-spot monitoring, or rear cross-traffic alert, or adaptive cruise control. So the high-spec model's kit is good, but not great.
There's a reverse camera on all grades, and Honda's 'LaneWatch' camera on the top three specs. The base model can be optioned with rear parking sensors, and those are fitted to the three higher specs as standard, with the top spec model gaining front park assist sensors.
If you need to fit a baby seat, you'll be pleased to know there are two ISOFIX anchor points in the outboard rear seats, plus three top-tether attachments.
All HR-V models have six airbags.
A lot of people search "where is the Honda HRV built?" Well, firstly, it's the HR-V - hyphens are important. And secondly, you might be surprised to learn the answer is not Japan, it's Thailand.
It may seem harsh to give the Ford EcoSport a 7/10 for a safety rating, especially considering it has features such as a reverse camera, park assist with rear parking sensors, stability control with hill descent control and hill start assist, ESP, and it retains a five-star ANCAP crash-test rating from 2013. Where is the Ford EcoSport built? You can leave your preconceptions at the door, because it's made in India.
But the fact of the matter is that the EcoSport doesn’t have the latest advanced safety tech - there is no auto emergency braking (AEB) and “there won’t for in the foreseeable future”, either, according to the company. You can put a line through things like lane keeping assist and forward collision warning, too.
But the EcoSport hits back in other ways. It has a system where it can call the emergency services using a connected phone in the event of an accident. And it has a dual key system that allows worried (interfering?) parents to adjust key parameters of the car, including how fast it can go and how loud the music can go. And if you need to fit a baby seat, it has ISOFIX points.
It has seven airbags (dual front, front side, full-length curtain and driver’s knee).
Honda has a strong ownership plan compared to some of its small SUV rivals.
With a five-year/unlimited kilometre warranty, it's among the best in the class. No need to worry about an extended warranty, like you might if you bought a Toyota C-HR or Suzuki Vitara. No model in this segment has anything better than the warranty that Honda offers.
As for capped price servicing, the plan spans up to 10 years or 100,000km - meaning service intervals of 12 months/10,000km, whichever occurs first. The service costs are pretty well under control, too, with the average capped price service costing $296, before additional consumables.
See our Honda HR-V problems page for issues, complaints, common faults and defects. It should be able to help you gauge the reliability rating of the car.
Ford backs its new cars with the bare minimum three-year/100,000km warranty plan. Well behind the best in class, and it could be enough for you to reconsider if you've read about the issues, common problems, faults, complaints and defects that could have possibly afflicted some earlier versions with the dual-clutch auto. And if you're really concerned you can lengthen the standard warranty with an extended warranty for up to six years or 200,000km: there's no doubt that having a piece of paper with that alongside your owners manual in the glovebox will increase the resale value of your EcoSport (you can transfer the extended warranty). But with the new transmissions we have no reason to expect reliability issues.
Buyers do, however, have access to a capped-price servicing plan for the life of the car, with maintenance due every 12 months or 15,000km, whichever occurs first. The service cost is reasonably well considered, too - over five years/75,000km, the average cost per visit is $281. So, along with a low purchase price, a low maintenance cost gives it an edge over some competitors.
And Ford has that free loan car program, too, where you get to borrow a set of wheels when your car is in the shop.
While the waiting time for Ford EcoSport models is expected to be short, there are plenty of pre-facelift versions still in stock.