Honda HR-V vs Volkswagen T-ROC

What's the difference?

The Honda HR-V e:HEV L offers a respectable driving experience in the city but compared to its rivals, it’s features list and safety don’t always stack up. It sort of straddles the fence between basic and lux at times, which is an odd place for a top-model to be but its sharper styling will win hearts and the cabin is still practical.

So that’s the T-Roc, a bit of Euro style that’s still priced to take the fight to some small SUVs from Japan or Korea.

Is it the cheapest style-forward small SUV you can get? No, but it’s far from the expensive end of things.

Plus, if you can resist ticking some option boxes, it beats some value-focused rivals and looks good doing it.

If the feeling of a sturdy fit-out and a confidence inspiring drive is important to you, I reckon the T-Roc should be an entry on your shopping list.

The small SUV segment can often be littered with odd-looking cars that highlight pillowy or severely angular body-shapes (lookin' at you C-HR) but the HR-V offers something stylish and modern instead.

The 2025 HR-V has a sharper design that accentuates the coupe styling, slim LED headlights and crisp-looking grille. A feature highlight is the eye-catching full-length tail-light treatment which makes the design pop at the back. 

The interior is gorgeous with a streamlined dashboard that features just the right number of buttons and dials for those who want more tactility in a world where screens rule.

While the technology screens are on the smaller end, they look great against the synthetic leather trims and soft touchpoints that are liberally splashed throughout the cabin.

The cockpit is driver-orientated with everything within reach and easy to use while on the go. The steering wheel looks sporty and feels wonderful.

Everything looks well-built and feels solid; it's a cabin you’ll be pleased to spend time in.

The T-Roc subtly stands out without being garish, avoiding becoming part of the highway or suburban camouflage without relying on extreme design decisions.

For example, the LED daytime running lights that wrap around the shapes below the LED 'I.Q' headlights where vents would otherwise be on the R performance variant are quite cute.

In fact, the whole front end of this small SUV has a friendly look, even if there’s nothing specific that’s particularly exciting about it.

This 'Petroleum Blue Metallic' colour is a $700 option, but anything other than white costs extra.

However, the black roof two-tone look is a standard for the Style, as are the black mirror caps and its 18-inch alloys.

There are roof rails up top, tinted privacy windows for rear passengers and for the rear window and a sloping roofline at the rear that adds a touch of ‘sport’ to the silhouette along with a small spoiler at the top.

For a small SUV, the cabin is large. Both seating rows feature excellent access with the 195mm ground clearance not eliciting one grunt from my occupants (even the oldies).

Head- and legroom is decent in both rows but taller passengers might brush the ceiling on bumps when seated in the back.

The only area that lacks this feeling of space is the boot, as it only has 304L of capacity available when all seats are in use and that's on the tiny side compared to its rivals. The Kia Niro has 425L which rivals some sedans!

Seat comfort is best in the front where thick padding and a longer cushion offer more comfort on a longer journey, despite lacking lumbar support.

The rear seats are harder and shorter and you should expect some big stretches from adults after a road trip. However, the directional air vents and other amenities keep it from feeling too basic on comfort.

There are lots of storage options with a glove box that's large enough to fit a manual with room to spare, a small middle console, two large 'stacked' shelves in front of the gearshift, four cupholders, four drink-bottle holders and two map pockets that also feature a device holder large enough to fit my iPhone 15 Pro Max.

The HR-V has 'Magic' seats in the rear which means the base can fold up or the backs can be folded flat. It’s a cool feature that opens up extra storage options.

The technology is simple to use and responsive. The touchscreen multimedia system has built-in satellite navigation, the Honda Connect app, wireless Apple CarPlay and wired Android Auto. The CarPlay is easy to set up and maintains a steady connection.

Charging options are good with a single USB-A and three USB-C ports, as well as, a 12-volt socket but you miss out on a wireless charging pad despite the L being the top grade.

Inside the T-Roc is a bit of an interesting dichotomy.

Some of what’s in here is ‘old-gen’ Volkswagen stuff, but it still holds up today against even some recently introduced models.

The dichotomy is that while it’s very usable and slick, some of its materials and surfaces let it down a touch.

The good points are that the cabin tech is a perfect level of physical and digital. The buttons and controls are easy to use and feel solid and even though the climate controls could be more physical, they’re still good as far as touch panel style controls go.

The older VW gear is arguably better than a lot of what’s found in newer models where some use of touchscreens and haptic panels has drawn negative feedback from customers.

The multimedia software managed via the 8.0-inch touchscreen is more simple and sensible than the new version, plus the Digital Cockpit Pro display for the driver is clear and, importantly, customisable. It’s a similar cockpit system that used to seem quite impressive in high-end Audis.

But what doesn’t feel very high-end is some of the plastic and the decisions around function in the rest of the space.

The leather on the seats is not a cheap option box to tick at $3450, but it feels a little cheap to the touch. It’s a tad hard and even has a bit of a rough look to it.

That option also makes them heated and electrically adjustable, though, which is welcome in winter. Otherwise, cloth seats without the optional leather or heating would be absolutely fine, and that means you get a storage space under them, too.

This central space between the driver and front passenger, too, is a little awkward with the cupholder placement. It’s behind the shifter meaning a tall bottle will be in the way and it’s got slightly odd sizing for bottles or cups with nothing to stop them wobbling.

I am, however, a fan of the angled-away phone slot under the climate controls to minimise phone screen visibility (and distraction) and the traditional shifter itself is welcome.

Look up, and (in our test car) there’s an optional ($2000) panoramic sunroof there. It’s yours if you want it, and it does have an electric blind, but some Japanese and Korean cars at this price point get that as standard.

An average-sized adult will find the second row is spacious enough and relatively comfortable. There’s an armrest, dual-directional vents and two USB-C ports.

Behind that, boot space is generous at 445L with the seats up thanks to an adjustable floor, which is very useful for tall items and even manages to fit a space saver spare tyre under it.

It’s a total of 1290L with the split-fold seats down, too, though they’re not super flat with the adjustable floor down.

The specific Style test vehicle being reviewed here is priced at $38,890, before on-road costs. But it's worth noting a new example of the Style will cost you $39,790 at the time of writing, as its price has since ours was 'delivered'.

While the Style features some older VW fitout, it comes with a decent list of features.

A set of 18-inch wheels, self-levelling headlights (with cornering function), some cute LED DRLs plus chrome highlights with black contrast trim are the best way to spot a Style from the outside.

Inside, there’s an 8.0-inch touchscreen for multimedia paired to the driver’s 'Digital Cockpit Pro' display.

The multimedia screen is last-gen VW gear, but that’s not a bad thing.

There’s also dual-zone climate control with an allergen filter, ambient lighting, a six-speaker sound system, wireless phone charger and wireless Android Auto and Apple CarPlay.

There are a few options on our test car that nudge the price up quite quickly, like the metallic paint, leather upholstery, sunroof, plus the keyless entry or ‘Easy open and close package’.

All this brings the total price as-tested to $45,640, before on-roads.

The good news is you don’t need to tick all, or any, of those options for this to still be a compelling option. 

The L is a hybrid which combines a 1.5L four-cylinder petrol engine with an electric motor and together they produce up to 96kW of power and 253Nm of torque.

Which is plenty to make the L feel like a zippy city car but on the open road, the engine has a tendency to over-rev and can get whiny going up a hill, which may be a by-product of the continuously variable auto transmission.

The engine in the T-Roc - as with most Volkswagens - does what it says on the tin. Essentially, a 110TSI means there’s 110kW of turbocharged VW happening, in this case a 1.4-litre four-cylinder that also makes 250Nm of torque.

It’s paired to an eight-speed torque converter, which will be music to the ears of those who have been scorned by older VW dual-clutches.

It drives the front wheels only, and there’s no hybridisation or 48-volt system.

The HR-V L has a low combined (urban/extra-urban) fuel cycle figure of just 4.3L/100km which is not far off the 4.0L/100km claims of its rivals. Combined with the 40L fuel tank, you have a theoretical driving range of up to 930km, which is pretty darn good!

After doing a lot of urban driving, with a couple of longer trips thrown in, my real-world usage came out at 5.1L, which is isn't too far off the claimed figure, is still a good result overall and computes to a range in excess of 780km.

A lack of electrification in a relatively small engine and a traditional drivetrain shouldn't scare you too much, in this case.

Combined cycle fuel consumption is a claimed 6.3L/100km. On test in mostly urban areas or for spirited driving we saw the fuel use rise a little higher than that but not by as much as you might think.

After a mix of primarily urban, some highway and a stint of dynamic test driving, the trip computer admitted to a figure of 8.1L/100km.

The HR-V L is an SUV perfectly suited to city life. Its power delivery is responsive around town, allowing for quick bursts when needed and the well of power feels deep until you get onto the open road. And as mentioned, that’s when it’s let down a bit.

The HR-V has a tendency towards mild understeer in quicker sweeping bends but is otherwise surefooted on the road. The suspension is firm, and you’ll notice the bumps here and there, but ride comfort still manages to be okay most of the time. Also road noise isn’t too high around town.

The visibility is great until you’re trying to look out of the back window and have a passenger to your left or a car seat installed. A digital rearview mirror would have been quite welcome in these scenarios. 

Like most small SUVs the HR-V is easy to park and it’s small enough to be your best friend in a tiny car park. However, the reversing camera doesn’t reflect the grade level as the quality of the feed isn’t the best.

The T-Roc is essentially a previous-generation Golf-turned-small SUV in terms of its platform, and that’s a great thing for anyone who likes driving.

The Golf 7.5 was a benchmark for everyday driving as far as hatchbacks are concerned, and even though the current Mk8 might be a bit more up to date, the T-Roc’s use of the platform it rides on is practical and fun.

It’s not as nimble as a Golf, but the T-Roc in front-drive Style guise, with a responsive turbocharged engine and no all-wheel drive system weighing it down, is not only more dynamically capable than most rivals, it’s also easy to access that capability.

The 1.4-litre engine feels well-tuned for its two modes accessible through the shifter - calm but not lazy in ‘Drive’ and eager but not thrashy in ‘Sport’.

It works well with the transmission on the move, picking right gears fairly accurately, though there are paddles behind the wheel for those who prefer to take charge.

The drive modes are also more customisable than just those on the shifter, with 'Individual' selections for steering and drivetrain able to be used rather than the standard 'Eco', 'Normal' or 'Sport' full-system modes.

While the steering wheel itself is a little thick and the feedback, while adequate, isn’t the most telling, it’s accurate and inspires confidence in cornering.

The T-Roc handles turn-in and exits well, even soaking up bumps and not becoming unsettled when braking.

Its safety systems are relatively subtle, and the active cruise control is well sorted, though the automatic braking at car park speeds can be overzealous. Something I’ve experienced in VW Group models several times over the years.

The main culprit for the T-Roc was a shrub beside my driveway that, while not touching the car, would set off the automatic braking system. Still, better than letting the car roll back if there was a proper obstacle or someone who could be hurt in the way.

Aside from that, the Volkswagen T-Roc is fun and easy to drive, and the work that’s gone into that puts its price into perspective a little more.

There are more expensive cars available that are less impressive, some even disappointing.

In 2017, ANCAP gave the T-Roc five stars for safety. For most people, that says enough, plus the list of features the SUV comes with is fairly comprehensive even in the Style.

While its rating is getting on in years, the only real downside to the T-Roc’s age when it comes to safety is it only having six airbags - front and side for the front passengers, plus curtain airbags for front and rear passengers.

But the list of tech isn’t lacking, with driver fatigue detection, pedestrian monitoring, parking bay and parallel parking assistance, pedestrian monitoring, side assist, rear cross-traffic alert and lane assist.

Honda offers the HR-V with a five-year/unlimited km warranty and an eight-year battery warranty which is on the lower end considering it's rivals can get up to seven-years unlimited km warranty now.

The five years capped-priced servicing program offers excellent value, however, as services are a flat $199, which is great for the class.

Servicing intervals are at every 12 months or 10,000km, whichever occurs first and that should be fine for the average city dweller. But it could get annoying if you put higher than average kays on your car every year.

Volkswagen’s five-year/unlimited kilometre warranty is pretty standard for a premium-leaning brand, with VW also offering roadside assistance for the warranty period.

In terms of servicing, VW offers care plans of three years or five years, covering servicing for $1515 or $2770 respectively. That's an average of $505 or $554 per workshop visit.

Otherwise, servicing costs at 12-month/15,000km intervals can cost from $470 for some to $1104 to the biggest service if you don’t go with the locked-in package.