Honda HR-V VS Renault Koleos
- 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
- Huge interior
- Good safety package
- Apple CarPlay and Android Auto
- Life's foot-operated park brake
- Top model's a bit pricey
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|
Renault's Koleos doesn't quite know what it is. This second-generation SUV from the French giant is also the second one built largely around the Nissan X-Trail, taking much of its mechanicals. The French flair, a key purchasing decision for many Renault owners, must come from the design, ride and handling, right?
In a market swamped with cars of this type, using a donor car is an economically sensible way to get things done. The risk is turning out a car with the badge of one manufacturer on the front but the character of another behind it.
|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.
The Koleos is a sort of left-field choice, really, and that's probably not very fair. It's a proper mainstream car from a manufacturer that has been around longer than most, built on a proven platform.
It is, however, different enough for you to take notice. It looks good, has a bit of presence when viewed from either end and you can say you've got a Renault. It's only problem is it seems to be having and identity crisis.
Are you tempted by a proven SUV package with a Gallic point of difference? Tell us what you think 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.
Like Batman, the Koleos is a product of its origin story. That's not to say it's a weird orphan billionaire with a rubber fetish (although it has tyres, I guess) but that it was always going to turn out this way.
At first glance, it looks like a Renault, especially from the front, with the big C-shaped daytime running lights. Once in profile, though, it could be pretty much anything but it becomes more Renault at the rear again. So it stands out front and back but not so much from the side, which is unusual for a Renault. But then, it's a Nissan-based car built in South Korea, so it was always going to be a compromise.
Interior images show a mainstream design with a decent-sized screen but little in the way of French detailing. I'm a fan of Renault interiors generally even if they're not ergonomic masterpieces. This interior is certainly not as brave as its compatriot, the recently-arrived Peugeot 5008.
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.
For a Renault, the Koleos has a fairly conventional interior partly because it's based on another car. That means it has proper cupholders (the French are really bad at those), two up front and two in the back. Each door has a bottleholder, for a total of four.
Front seat passengers do very nicely indeed, with some models adding things like armrests for extra lounge chair comfort. The rear seat is spacious, with good leg and headroom, with room for three kids.
Boot space is generous - the Koleos is a big car. The luggage capacity starts at 458 litres, rising to 1690 litres with the rear seats down. The load area is a good size and shape, the packaging maximising the impressive interior dimensions. The glove box is large enough to hold the huge owners manual.
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.
As always with our comparison articles, every price you see is straight from the manufacturer's price list and are RRP. Of course, how much you actually pay is between you and your dealer.
There are three models in the Koleos range - Life, Zen and Intens.
Pricing kicks off at $30,990 for the Life. For that you score 17-inch alloys, an eight-speaker stereo, dual-zone climate control, cruise control, remote central locking, reversing camera, rear parking sensors, auto headlights and wipers, cornering lamps, cloth trim, power windows, heated and powered rear vision mirrors and a space-saver spare.
The multimedia system features the usual AM/FM radio, USB and Bluetooth connectivity, plus Apple CarPlay and Android Auto. The Life doesn't have a navigation system, so your phone's GPS sat nav will have to do, which is fine if you've got data.
Next up is the Zen starting at $35,490 for the front-wheel drive (FWD) and $37,990 for the all-wheel drive (AWD). To the Life's spec list you can add 18-inch alloys, keyless entry and start (via Renault's smart key card), front parking sensors, heated and cooled front cupholders, electric driver's seat, sat nav, heated front seats, fake leather seats, sunroof, electric parking brake and roof rails.
The Intens is available in petrol ($44,990) and diesel ($47,490). On top the Zen spec you can expect a 12-speaker stereo, side parking sensors, heated and ventilated electric front seats, auto LED headlights, partial leather seats, power tailgate and auto parking.
Accessories include floor mats, at an eyebrow-raising $118.72, coloured key shells, boot liners, a towbar for over a grand, cargo barrier, bicycle carriers and the evergreen mudflap.
Not available are a bull bar or nudge bar or a body kit - unless you count the side steps.
There are eight colours - 'Mineral Beige', 'Metallic Black', 'Meissen Blue', 'Metallic Grey', 'Marron Red', 'Ultra Silver' and 'Universal White' all cost $880 extra. Only 'Solid White' is a freebie. McLaren Renault fans will be disappointed there's no 'Papaya Orange' option.
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 two engines available in the Koleos range. The Life, Intens, Zen and S Edition (a limited run version of approximately 360 units, based on the Intens) are all available with Renault-Nissan's 2.5-litre petrol automatic.
The Life is 4x2 only while the Zen and Intens are 4x4 only. The diesel is only available in the Intens.
The 2.5-litre produces 126kW/226Nm, propelling the non-AWD cars from 0-100km/h in 9.5 seconds, which is reasonable acceleration performance for a car of this size and weight (1552kg). The 56kg heavier AWD petrols will reach the ton in 9.8 seconds.
The turbo-diesel is a 2.0-litre motor and despite the smaller engine size than the petrol, puts out more power at 130kW and a substantially more torque at 380Nm. Zero to 100km/h is dispatched in 9.5 seconds.
Whether front or AWD, petrol or diesel, the Koleos comes not with an automatic transmission but Nissan's favoured continuously variable transmission (CVT). There is no manual gearbox or LPG option.
According to Renault's specifications, the braked towing capacity is rated at 2000kg for the petrol and, curiously, 1650kg for the diesel. That does seem strange given the extra horsepower and torque, but there you are.
As to whether the engines feature a timing belt or chain, both are lower maintenance chain-driven engines. As yet, there is not a battery powered or hybrid version.
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.
As usual, the official fuel consumption figures are off by around 30 percent, which is about right. On the upside, the Koleos drinks only standard 91 RON for the petrol.
The two-wheel drive petrols will return 8.1L/100km while the AWD petrols a little more at 8.3L/100km. Diesel mileage is about 25 percent better at 6.1L/100km.
Given those figures, fuel economy is hardly going to decide whether you go for the 4x4 versions. A quick review of previous Koleos stories yields figures of 10.9L/100km for the heaviest petrol, the Intens. I recently drove the 4x2 Life and got just over 11.0L/100km.
Fuel tank capacity is the same petrol vs diesel at 60 litres.
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.
The Koleos, as I've already established, is built on the X Trail's guts and really feels very similar. That means if you're buying the Koleos hoping it feels like a Renault, you're out of luck. And that's not because it can't be done, it just didn't make much sense to do so. It's different to the X-Trail, but not massively so. It doesn't feel French.
Part of that is the CVT. While not the worst of its type fitted to a car in recent times, it makes the Koleos feel slow and a bit dim-witted. In normal driving it's perfectly fine and the noise suppression keeps the lawn mower effect to reasonable levels, but ask a little more of the transmission and it's not really ready for it.
And that's a great pity. While it's no ball of fire, it handles tidily, isn't actually as slow as it feels and is otherwise a pleasant car to be in.
Another complaint are the Life's tyres - they're not very good and could do with a bit more grip in damp conditions. Felt very odd to be losing traction accelerating gently out of corners.
The Koleos' off road ability isn't on trial here, but it's more than competent in the rough and slippy stuff when fitted with the AWD system. It certainly has the suspension travel, 21cm ground clearance and cosseting ride in all specs that you might expect from an off-roader.
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 Koleos leaves South Korea with six airbags, ABS, stability (ESP) and traction controls, brake force distribution, forward AEB, reverse camera, forward collision warning and lane departure warning. There are two ISOFIX points and three top-tether restraints.
The Zen and Intens also feature blind spot warning and side parking sensors.
Since its 2016 introduction, ANCAP has not got around to crash testing the Renault for a safety rating. EuroNCAP has and awarded a five star rating in September 2017 with a safety spec identical to the Intens.
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.
To cover off any problems or issues, Renault offers a five year/unlimited kilometre warranty and up to four years' roadside assist. Service costs are capped for the first three years and on both petrol and diesel, service intervals are an impressive 12 months/30,000km.
Pricing for the first three services is capped at $349 for the petrol and $369 for the diesel. That's a genuine bargain, with extra costs like filters laid out on the website.
As with its X Trail sister car, reliability appears to be excellent with few common faults. A run around the usual internet forums didn't uncover any common engine problems.
Resale value is slightly below that of its Japanese donor car, but depreciation doesn't seem as steep as some other Renaults.