Honda HR-V VS Peugeot 3008
- 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
- Stylish looks
- Genuinely cool interior
- Solid road manners
- Too expensive to be truly mainstream
- AEB only on upper trim levels
- Some fit and finish question marks in the cabin
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|
If Peugeot is ever to become more than an also-ran in our ridiculously competitive new car market, it'll be a car like the all-new 3008 that will get it there.
It's a mid-size SUV, for one, firing it into one of our most popular segments. It's also well-equipped, easy on the eye, and packing the engine choices and technology most Australian buyers are looking for.
Oh, it's also carrying a swag-bag of major international awards, including the 2017 European Car of The Year title.
But will any of that be enough to convince Australian buyers to take a punt on what is still a relative unknown in the country?
|Engine Type||1.6L turbo|
|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 Peugeot is to become a force on Australian roads, this is its chance. A perfect storm of the right product, the right time and a commitment to putting more of them on our driveways means the French brand is finally in the box seat.
Also, check out Tim Robson's thoughts on the 3008 from its international launch.
Does the new 3008 put Peugeot into your mid-size SUV short list? Tell us what you think in the comments 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.
It's seriously good looking, the 3008, and the pictures don't really do it justice. For ours, it is immediately duking it out for the title of best-looking model in its class, despite the front end being less resolved than the rear.
A puffy-looking front end, courtesy of the recessed headlights, surround a huge Peugeot grille. The belt line then climbs low to high as it travels toward the rear of the car, where it meets the three-stripe (they're meant to looks like a claw swipe) rear lights.
But if the front is busy, the back is all squared-off coolness, thanks to a Range Rover Evoque-style rear windscreen and (on the right trim) twin trapezoid exhausts tips.
Inside, a futuristic dash set-up is headlined by the 'i-Cockpit', which centres on a customisable digital screen, accompanied by a second, 8.0-inch multimedia screen in the centre of the dash.
Other special mentions inside go to the textured, layered dash design that makes the driver and front passenger feel like they're sitting in their own cockpit, and to the piano key-style controls in the dash that take care of everything from the air-conditioning to the hazard lights, and make an appearance in everything from the cheapest model up.
Oh, and the steering wheel, which is a strange new shape that kind of makes it both flat-bottomed and flat-topped. Sounds odd, sure, but it works.
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.
Up front, you'll find two cupholders, as well as a shallow bin under the dash that doubles as an induction charging pad. Plus, there's a storage bin between the front seats that is ridiculously deep. A USB charge point and a 12-volt power outlet complete the front-seat offering.
The backseat is a firm pew, but for ours, that just means you'll get more wear out of it. There's a surprising amount of space for rear passengers, too, with headroom (at least, in the sunroof-free cars) ample, and tons of space between my knees and the seat in front when sitting behind my (180cm) driving position.
One weird quirk, though, is the rear air vents (applause) protrude so much into the rear seat (retract that applause) that middle seat riders are going to have to spread their legs into each window seat to sit anything even approaching comfortably. It's weird.
Better off ditching the middle rider and deploying the fold-down armrest, which will unlock two more cup holders. There are seat back pockets, too, as well as two ISOFIX attachment points, and rear seaters get vents, and a 12-volt power source.
Luggage room is a healthy 591 litres with the rear seats in place, and 1670 litres with them folded flat - though you can also make use of the wonderfully European ski opening to carry longer stuff.
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 3008 arrives in four flavours; the cheapest Active, the mid-spec Allure and GT Line, and the top-of-the-tree GT trim.
The range kicks off with the $36,990 Active (Peugeot has opted not to import the Access trim, which forms the bargain-basement entry point in international markets), and outside, your spend will earn you 17-inch alloy wheels, roof rails, LED daytime running lights, as well as automatic headlights and wipers.
In the cabin, you'll find Peugeot's very cool i-Cockpit - a 12.3-inch digital display in the driver's binnacle, like Audi's Virtual Cockpit - as well as an 8.0-inch touchscreen that's Apple Car Play and Android Auto-equipped, navigation, induction charging for your phone and dual-zone climate control.
Step up to the $39,490 Allure and you'll add keyless entry and push-button start, privacy glass for the rear windows and a cool fabric dash insert. You'll also nab 18-inch alloys and LED 'puddle lights' that illuminate the ground underneath the driver and passenger doors.
The $43,490 GT Line adds LED headlights and fog lights and some cool-looking exterior design elements like stainless steel scuff plates and twin exhaust tips, plus you get a different 18-inch wheel design.
Finally, the $49,490 GT gets 19-inch alloy wheels, swaps the cloth seats for an Alcantara set-up (including an insert in the dash), as well as a heating and massage function for the front seats.
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.
There are just the two engines on offer; a petrol unit available in the Active, Allure and GT Line cars, and a diesel that's offered up in the top-spec GT.
The petrol option is a turbocharged 1.6-litre unit producing 121kW at 6000rpm and 240Nm at 1400rpm. It pairs exclusively with a six-speed automatic and sends its power to the front wheels. Expect a 9.9sec 0-100km/h time, and a flying top speed of 201km/h.
The diesel drinker is a 2.0-litre unit good for 122kW at 3750rpm and 400Nm at 2000rpm. It pairs with the same six-speed auto, and it, too, sends its power to the front wheels. It's slighter sprightlier, though, and good for a 8.9sec 0-100km/h sprint, and it will push on to 207km/h.
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.
Peugeot claims the petrol option sips 7.0L/100km on the combined economy cycle, while the diesel needs just 4.8 litres to go the same distance. Emissions are 156g/km in the petrol, and 124g/km in the diesel.
All 3008s arrive with a 53-litre fuel tank.
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.
How do I put this delicately? Um, the 3008 doesn't drive like something traditionally French. There's very little quirkiness about the way it goes about its business, nor does it feel like you're compromising something (ride, comfort, your own sanity) for something else (performance, dynamics, a decent seating position).
The petrol and diesel engines are quiet enough, and while both offer not-life-changing acceleration, the diesel engine is definitely the choice for perkier response, with the added torque lending the Peugeot a little extra oomph from standstill.
Truly poor roads will send noise whistling through the cabin, but otherwise it's a comfortable, largely quiet place to while away the hours. Most impressive, though, is the ride; which (albeit after a brief, frankly boring taste test) proved something verging on brilliant. It absorbs most imperfections and banishes them before they appear, with only serious road issues sending a crash into the cabin.
The downsides? The 3008 is home to a Sport button that actually detracts from the drive experience, adding a weight to the steering that makes it a little trickier to feel your way through corners. Add to that column-mounted paddles that seem to vanish when there's any lock on the wheel, and you're much better off cruising rather than trying to push the 3008 into sporty behaviour.
So, we'll reserve judgement until we spend some more time behind the wheel, but it felt impressively sorted on our brief test route.
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 glaring omission here is the lack of AEB on the cheaper models (something Peugeot's new, and only weeks old, Australian importer concedes it might have rectified if they had more time and involvement with the planning of this model). Its a shame, though, because there's plenty of other cool stuff that you'll find as standard.
Expect six airbags (front, front-side and curtain), along with the usual suite of traction and braking aids. A nice touch across all trim levels is the standard speed-limit-recognition system, which will read the speed signs as you pass them and beam that information onto the digital screen in the driver's binnacle. Distance alert (which warns if you you're too close to the car in front), lane departure warning and a fatigue warning are all standard, too.
AEB arrives on the GT Line and GT grades, along with active lane keeping, adaptive cruise with complete stop, active blind spot detection and auto high beams.
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.