Honda HR-V VS Jeep Wrangler
- 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
- Every mod con with uncompromised ruggedness
- Amazing off-road ability out of the box
- Iconic looks
- Rubicon doesn't quite match the spec of US version
- Solid front end will always compromise on road
- Safety compromised by folding screen and removable doors
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|
A fast-setting sun, the temperature poised to plunge from 10 degrees, zero phone reception, we were halfway up the remote west coast of Tasmania at least an hour away from our destination and there was a Jeep Wrangler bogged up to the axles halting us in our tracks.
If we were in a LandCruiser, Patrol or Defender, this would signal an opportunity to score some brand brownie points by saving the day with a snatch strap. But given this was our first taste of the new JL Wrangler on Australian soil and we were among almost a dozen other Wranglers queued up behind the bogged lead car, you’d forgive our hosting Jeep executives for feeling a tad nervous at this point. This sort of thing seldom happens on media events thanks to impeccable planning of every possible contingency.
But reality couldn’t have been more contrary, with smiles all round as snatch straps, Maxtrax and a shovel were mobilised and all hands hit the deck to get us out of there.
It probably sounds mad to 95 per cent of the car-buying public, but the anxiety of apparent failure followed by the elation of extrication can be one hell of a buzz.
The longer this recovery takes, the greater the thrill, and this one took the best part of an hour, in professional hands, so we’d been pretty damn stuck.
Given the new Wrangler had proven itself as arguably the most capable off-road vehicle straight out of the box at it’s international launch on the infamous Rubicon Trail in the US last year, we should also take pride in the fact that it took Aussie soil to halt it.
But how does it go on Aussie bitumen, in local spec? Read on.
|Fuel Type||Regular 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.
The new Wrangler is a rare example of a new product that's been designed from the start to be exactly what it is, without outright sales as the number one priority.
Yes it brings some compromises for everyday use, like the on-road ride and handling and that question mark over its safety.
But this is all so it can be uncompromised off the road, and there isn't anything else on the market so capable, straight out of the box.
It's impossible to nominate a sweet spot of the range without having driven two-thirds of it, but it's hard to imagine the Rubicon not being it.
Could the new Wrangler tempt you into the world of Jeeping? Tell us what you think in the comments section below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
More than 13 years after the previous JK first appeared, you’d certainly hope the new model brought improvements across the board.
And it has, with more off-road cred, better fuel efficiency, power, tech, refinement, and a few kilos off its beltline. What’s most impressive though is how it’s stayed true to its core values after what's arguably the most comprehensive redesign in its 77-year evolution.
Key to this core is the continuation of solid axles and coil springs front and rear to maximise off-road articulation.
This combo is notoriously difficult to tune for on-road handling, and even the Mercedes-Benz G-Class has given up the ghost for an independent front end.
The Wrangler’s classic removable doors and folding windscreen also remain, even though both are illegal to use on Australian roads because each makes the driver’s mirrors redundant.
The all-new ladder chassis have scored longer wheelbases mainly to allow room for the new eight-speed auto, with the two-door growing 35mm to 2459mm and the four-door by 61mm to 3008mm.
To lower the kilo count, the JL uses aluminium for the bonnet, doors, hinges, fenders, windscreen frame, and tailgate skin, with the latter also boasting a magnesium frame. Australian Wranglers were tipped to use a steel bonnet for pedestrian safety reasons, but clearly the lighter bonnet ended up passing ADR certification anyway.
Other weight-reduction steps include hollow suspension bars, aluminium engine mounts and steering gear and a lighter brake master cylinder. Net savings are up to 90kg, with tare weights ranging from 1762kg for the two-door models, to 1900kg for the four-door Sport S and Overlands, to 1992kg for the petrol Rubicon and 2160kg for the diesel.
The external bonnet latches have been moved closer to the front of the car to meet pedestrian safety requirements and now feature a winch cable retention slot to keep it tidy during off-road recoveries.
The windscreen has been slightly laid back to improve aerodynamics, which may sound futile for a car of this shape but among numerous other detail changes they’ve resulted in a nine per cent improvement to a still brick-like 0.54 Cd.
Passenger visibility has also been improved through enlarged glass openings and the lowering of the tailgate-mounted full-size spare tyre.
You probably wouldn’t expect Star Wars to influence Wrangler design, but the LED headlight internals on the Overland and Rubicon have been styled to reference the electrobinoculars from the original trilogy.
The new vents behind the front wheels are functional, with the role of reducing under-bonnet air pressure at speed. The Rubicon’s bonnet vents are also designed to extract heat during lengthy low-speed off-road climbs.
Overall clearance has also been improved, with all variants boasting a 34.8-degree approach angle, 26.2-degree breakover (for the two door Overland, 20.8 for the Rubicon) and 29-degree departure angle, with 252mm of ground clearance (Rubicon). All versions also carry a competitive 760mm wading depth rating.
|Sport S 2dr||Overland 2dr||Sport S 4dr||Overland 4dr||Rubicon|
|Approach||34.8 deg||34.8 deg||19.2 deg||34.8 deg||34.8 deg|
|Breakover||23.9 deg||26.2 deg||19.2 deg||20 deg||20.8 deg|
|Departure||29.2 deg||29.2 deg||29.2 deg||29.2 deg||29.2 deg|
Roof options have now grown to three, with the soft top and hard top to be joined later this year by the Sky One-Touch powertop, which folds its soft centre section back to open the whole roof turret at the touch of a button.
Previous Wrangler interiors have felt like a bit of an afterthought, stripped back for simplicity, but every inch of this new one has been considered to pack in all of the modern conveniences while still being tough as nails and able to hose it out if you need to.
The material quality seems to be excellent for a Jeep product, and there's some nice touches like the rubberised surround for the multimedia screen.
Another Jeep design tradition that continues with fervour are the design ‘Easter eggs.’ With JL, the Torx bit size required to remove the doors is embossed into each door hinge, there’s three little notches on the steering wheel centre that refer to the tri-spoke wheel of the original Willys, there’s a little climbing Willys printed on the base of the windscreen, another Willy’s on the gearknob, and info plaques in the tailgate that mimic the Willys.
One you may not heard of though is the tiny pair of thongs (or flip flops) subtly etched into the left-hand side of the windscreen surround as a nod to notorious Jeep tragic and hot rodding legend David Freiburger’s preferred footwear.
Payload ratings are about average for an SUV of this size, with two-door models able to carry 551kg, while four-door Sport S and Overlands step up to 560kg, the petrol Rubicon notes 570kg, but the heavier drivetrain of the diesel Rubicon drops its payload down to 570kg.
Two-door Wranglers carry a braked tow rating of 1497kg, while four-doors step up to 2495kg.
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.
As I found at the Wrangler’s international launch, the JL has taken big strides in terms of passenger comfort and practicality.
One highlight up front is the rubberised gap between the cupholders to hold your mobile phone, which comes in very handy when you’re rock hopping.
Instead of bottle holders in the doors, there’s flexible nets to grasp all sorts of things. Similar nets can be found on the back of the front seats.
The back seat has plenty of room for my 172cm height behind my seating position, although the backrest is a bit upright for an SUV. Taller drivers might also get a bit nervous about the overhead speakers poking out of the roof.
All versions score directional air vents in the back of the centre console, along with twin USB and USB-C connections, and the 230V inverter plug of the Overland and Rubicon is bound to come in very handy for all sorts of power needs.
There's the usual two ISOFIX and three top-tether child-seat anchorage points on the back seat, regardless of whether you’re in the four-seat two door or five-seat four door.
The back, the four-door’s boot is quite a decent size at 897-litres with the rear seats up and 2050 with the seats folded almost flat, with nice and squared off edges for cramming as many eskies and camping chairs in there as possible. Jeep Australia is yet to specify cargo capacities for the two-door versions.
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.
Jeep announced local price and spec in January, and while prices have risen from the previous $38,990-$53,990 MSRP spread to now span $48,950-$68,950, there’s a whole lot every new Wrangler gets that wasn’t available in the past.
For Australia, the range is split into three trim levels and a choice between short-wheelbase two-door, and long-wheelbase four door bodystyles, as with the previous JK-generation.
This time around, the base model has been renamed Sport S, and kicks off at $48,950 for the two-door and steps up to the four-door for $53,450.
The rough and ready Sport S makes do with cloth seats and a soft roof with plastic windows, but does have a leather steering wheel, carpet on the floor and alloy wheels, plus Apple CarPlay and Android Auto for the first time, albeit in the smaller 7.0-inch multimedia screen. It’s also got auto headlights and rear parking sensors.
Sport S options include $745 for premium paint, the ($2250 2dr, $2750 4dr) Sport S Group and the $1950 Off-Road Pack.
The Sport S Group includes a black hard top with removable freedom panels up front, Alpine premium audio, tinted windows and remote start functionality.
The Off-Road Pack brings an upgraded Dana M220 rear axle with LSD, specific 17-inch alloys and all-weather floormats.
The more luxurious Overland is also available in either bodystyle, with the two-door costing $58,450 and the four-door follows the same $4500 premium to total $62,950.
It brings details like leather seats, colour-coded removable hardtop and wheelarches, 18-inch wheels, active cruise control, LED lights all round, proximity keys, nine-speaker Alpine audio, a bigger 8.4-inch multimedia screen with built-in sat nav, a 230V inverter in the back of the centre console and front parking sensors.
The Overland also comes with AEB and blind-spot monitoring straight out of the box.
Premium paint is still optional, but you can also add the $350 Trail Rail cargo management system to four-door models.
The top of the range and more rugged Rubicon is four-door only and the only trim level to offer the option of the new 2.2-litre turbo-diesel engine. List pricing for the V6 petrol version is $63,950, but the diesel adds a full $5000 to cost $68,950.
The Rubicon scores hardcore off-road gear like BF Goodrich mud-terrain tyres, shorter 77.2:1 low range gearing, front and rear diff locks with stronger axles and a swaybar disconnect system and chunky mud-terrain tyres. It also comes with a winch-ready steel front bumper not seen on the early-build examples pictured here.
The Rubicon reverts to cloth seats, but comes with Rubicon bonnet, sturdy rock slider sidesteps, specific 17-inch alloys, black hardtop and wheelarches but retains the Overland’s AEB, bind-spot monitoring, active cruise control, Nine-speaker audio, LED lights, 230V inverter, bigger multimedia screen with sat nav, but adds off-road pages.
Premium paint continues as an option alongside the Trail Rail system, but you can also add the $1950 Rubicon Luxury Package, $750 Electrical Group, and an alternative Rubicon set of wheels for $950.
The Rubicon Luxury Package brings back leather seats, gearknob and handbrake handle, heated front seats and steering wheel, plus colour-coded wheelarches.
The Electrical Group brings integrated AUX switches for four extra aftermarket electrical accessories like driving lights or a winch, upgraded 240 Amp alternator and 700 Amp maintenance battery.
On top of these options, there’s 100 other MOPAR accessories available.
As with the international launch, we’ve only been given access to the Rubicon so far, but we’ll follow up with tests of the Sport S and Overland ASAP.
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.
The default Wrangler engine is a revised version of the 3.6-litre Pentastar petrol V6 we’ve seen before, which now produces a healthy 209kW and 347Nm. However, the only revision seems to be the incorporation of a stop/start system in the name of efficiency.
The Rubicon is finally available with a diesel option, but this time it’s the only trim level to offer it.
The new unit is a 2.2-litre unit, which is significantly smaller than the 2.8 it replaces, but also much quieter and more refined and generates the same 147kW of power but 10 fewer Newton metres at 450Nm. The latter is available from a useful 2000rpm though.
The 2.0-litre turbo petrol four available internationally isn’t on the cards for Australia for now, but could be added if there’s sufficient demand.
The 3.0-litre turbodiesel V6 also available overseas is a definite no-go though, as it’s only been engineered for left-hand drive.
All Australian Wranglers have stepped up to the familiar ZF-designed eight-speed torque converter auto found in the Grand Cherokee. The transfer case is still controlled by a stubby lever next to the auto selector.
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.
This is another area of net improvement, with the petrol Rubicon dropping from the previous model’s 11.9L/100km to 10.3.
The diesel Rubicon is rated at an impressive 7.5L/100km, while the rest of the petrol V6 line-up spans 9.6L/100km for the two-door Sport S and Overland, and 9.7L/100km for the four-door Sport S and Overland.
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.
It was always going to be hard to match the Rubicon Trail as a launch venue for the new Wrangler, but Jeep Australia did a mighty fine job by pitting us against 17km of the iconic Climies Track on the west coast of Tasmania.
Starting at the southern end, the track builds in complexity from easy 2WD progress, through high-range 4WD and ultimately low-range 4WD and very much needing the swaybar disconnect system and both diff locks. All aids were certainly active by the time we got stuck, right near the end of the track.
The surface is largely granite, but there’s plenty of muddy rutted sections, wheel-deep creek crossings, steep climbs, and sharp dropoffs. Trust me, it’s good.
It sounds cliched, but the Wrangler felt right at home here. Having said that, the undercarriage kissed the ground on numerous occasions, which you’d expect with such a long wheelbase, but it’s all well tucked and protected in between the wheels.
One weak point is with the export-spec rear bumper, where the plastic number plate mount extends beyond the rest of the bumper and forms a scoop when dragged along the ground. I can see a lot of Rubicon buyers taking to it with a sawzall shortly after purchase.
The 4WD High goes a lot further than you might expect, but the ultra-low range gearing also helps you to plan your wheel placement and path over obstacles carefully and enables heaps of wheel torque for adjusting your speed on the fly.
Some may bemoan the lack of a manual for really technical off-roading, but the eight-speed auto does a great job of putting the power down and isolating drivetrain shock.
When needed, the swaybar disconnect and diff locks are easily activated via the centre console switches, and the former makes a particularly big difference to the Wrangler’s ability to keep all four wheels on the track and simply amble along.
I had a steer of both petrol and diesel versions on the track, and the diesel does a really good job for such a little unit.
It'd also no doubt be a lot more efficient when you're off road, but I'd personally prefer the linear power delivery you get with the V6, not to mention the extra power. Did I mention that it's also $5000 cheaper?
Then when you're on the road, which is admittedly where any four-wheel drive will spend most of its time, it's a significant leap ahead of any Wrangler of the past.
It's more refined, more comfortable and more stable, but ultimately there's no disguising its off-road focus.
In the US I said that it felt like it was on par with one of the better dual cab utes, but Australia's bumpier roads reveal it to be a bit more jiggly, particularly through the solid front axle.
I also reckon the chunky mud tyres take a bit of the edge off the handling too, but I am a sucker for the sound of mud tyres rolling down bitumen at speed, and these rough edges are all there for good reasons.
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.
The new JL scored a significant blow with the announcement of EuroNCAP’s one-star rating, but it’s worth noting that the European model tested lacked the AEB and blind-spot monitoring of the top-two Australian models, which will also be applied to the base Sport S from later in 2019.
At this point, Jeep Australia hopes ANCAP will award it a higher score, but I wouldn’t hold your breath for five stars.
The fact is, it’s just not possible to make a car with a fold down windscreen and removable doors and still score the same safety rating as a Volvo SUV.
Aside from these active features, all Wranglers come with dual front and side airbags, if not curtain or any rear bags, while the top models get full-speed collision warning and rear cross-traffic alerts.
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.
The new Wrangler is the first Jeep to introduce the brand’s new capped price servicing program, which will be rolled out across the line-up with each model year update.
This caps servicing at $299 per service for petrol Wranglers and $499 per service for the diesel. Jeep claims the new pricing will bring savings of up to $850 over the five-year warranty period than the previous JK model.
Service intervals are now 12month/12,000km for the petrols and 12/20,000km for the diesel, which on one hand is a drop from the previous 24-month gaps, but the distance element has thankfully been extended from 10,000km.
Jeep is in line with the new five-year warranty status quo among mainstream brands, with unlimited kilometres, five-year capped price servicing and lifetime roadside assistance when serviced through a Jeep dealer.