Honda HR-V VS Suzuki S-Cross
- 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
- Goes alright
- Steers well
- Plenty of space inside
- Missing advanced safety gear
- That grille
- No digital speedo
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|
Here's a test for you. When was the last time you saw a Suzuki S-Cross? Now let me tell you you've probably seen one more recently than you think, because not only does Suzuki still sell them (I was certain they had quietly dropped it), but it actually sells almost a thousand new ones every year.
The S-Cross is a strange beast, even forgetting the vestigial SX4 badge. Like the Swift/Baleno conundrum, it kind of, sort of sits in the same space as the Vitara, except like that other pair, it kind of doesn't.
It has been a while since I drove the S-Cross - all the way back to its local launch, so it was an interesting prospect to dive in and see what's changed in (checks notes) six years.
|Engine Type||1.4L 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.
I won't be rushing out to buy an S-Cross any time soon because there are lots of other cars ahead of it. I had thought that this was a bit of a "for the fans" car but the sales figures, while comparatively modest, proved me wrong.
With a good warranty, capped servicing and tons of space, it's obviously a compelling proposition. Add to that a good driving experience and low running costs, it stacks up well. But it's missing a lot of modern safety gear and is looking a bit old even if it doesn't feel it.
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.
One of the reasons you probably think you haven't seen one of these is that, big half-a-BMW-grille aside, it's a bit anonymous. Which is perfectly fine if that's what you're after, but it's pretty functional rather than pretty. Suzuki styling is weird like that - funky chunky like the Ignis and Vitara and Swift, or terminally dull like the Baleno and S-Cross. It's kind of a shame it's so dreary because it's not, in fact, a dreary car. The chrome grille is way too much, a six-year-old screaming "Look at me!" at a dinner party.
The cabin is pretty standard Suzuki, meaning nothing too exciting or arresting. The materials are fine, the seats are a bit high (and a bit firm) and it does feel a bit yesteryear, but so did the Vitara when it first came out.
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.
This is where the S-Cross starts to get interesting. It's huge inside. The 430-litre boot (almost tripling to 1269 litres with the seats down), with underfloor storage and bins either side is massive for a car with this footprint.
Front-seat passengers score a pair each of cupholder and bottle holders, repeated in the rear. The front cupholders are a bit annoying because they're square and not as deep as you might want.
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.
You have a choice of two mechanically identical S-Cross, the Turbo and the Turbo Premium. The two cars are separated by just $1500. Up here in the dizzy heights of $29,990 for the latter car, you get 17-inch alloys, dual-zone climate control, reversing camera, rear parking sensors, cruise control, sat nav, keyless entry and start, fake leather seats, LED headlights, auto wipers, powered wing mirrors and a space-saver spare.
The six speaker stereo controls are part of the tiny 6.0-inch touchscreen in the dash, which is the same system in every Suzuki, with or without the sat nav. It also has Apple CarPlay and is better than anything Toyota foists upon the owners of its vehicles.
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.
Under the bonnet - or more accurately - behind that giant grille lurks Suzuki's rather good 1.4-litre turbo, also found in the Vitara. Outputs are modest at 103kW and 220Nm, but the car weighs two-tenths of not very much at 1170kg, which is a bit of a Suzuki strength.
You can tow 1200kg braked and 400kg unbraked if you're that way inclined.
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.
Suzuki claims the 1.4 - without stop-start or other trickery - will deliver 5.9L/100km. Our time with the S-Cross was almost exclusively urban and it managed a very creditable 7.1L/100km, close to my colleague Richard Berry's 7.3L/100km in 2019. Not bad, but it does drink premium from its 47-litre 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.
My memories of the first S-Cross I drove aren't all that distinct, which means it either wasn't very good or it was just okay. I'm leaning towards just okay, but it was slow with its 1.6-litre engine and whining CVT. It handled okay but the main selling point was the interior space.
I'm very pleased to report that, like the Vitara, the addition of the turbo has made it a much nicer thing to drive. With substantially more power and torque with very little extra weight, it feels far more modern.
And like its slightly bigger stablemate, the lightweight chassis strikes a really good compromise between ride and handling. It's always going to roll but the grippy Continentals keep things tidy in the corners and the light steering makes its around-town demeanour most agreeable. I had the car during Sydney's very wet week in late July and was impressed by how it handled the conditions.
Quiet and well-composed on the faster stuff, the strong winds didn't push the high-sided S-Cross out the lane, either. One irritation is that the little central screen in the dashboard doesn't have a digital speed readout which means deciphering the tightly-packed speedo.
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.
In 2013, this was enough to score five ANCAP stars and that rating still stands despite zero updates on the safety gear but big changes to the ANCAP criteria.
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.
Out of the gate Suzuki offers you a five year/unlimited kilometre warranty, which is quite generous. If you use the car for business (eg courier or ride-sharing), that does reduce to five years/160,000km.
Servicing is also capped for the first five years. The wrinkle there is that while the time between services is pretty standard at 12 months, not many people fall under the 10,000km interval. The first five services avereage out to $295. The fifth service is capped with pricing stepped up to 100,000km, topping out at a whopping $639 for a single service, which does not bode well for high mileage drivers, so keep that in mind.