Kia Sportage vs Honda HR-V

What's the difference?

The Sportage still feels like a super solid offering in its segment, plus the addition of more hybrid options is only going to help.

It does feel a little under-specced in the lower grades, though, considering the everything-and-the-kitchen-sink approach taken by its Chinese rivals.

I feel like I should almost whisper this bit, given it's a dirty word at the moment, but that diesel engine, it's a real peach, and if I wasn't afraid of being run out of Sydney's inner west with pitchforks, that's probably the one I'd be choosing.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

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.

All new Sportage models feature a redesigned front and rear end, but they actually have a slightly different look. There's one look for the cheaper models and then one for the top-spec cars, the SX+ and GT-Line.

The changes aren't overwhelming, though. There are fog lights in the more expensive models, but also just more use of black edging, as opposed to the silver edging that frames the bottom of the grille and rear end in the cheaper cars.

Either way, I still really like the way the Sportage has come together. The front end looks bold and powerful, mostly because of the vertically stacked headlights and and the DRLs that really frame the front end, but they've also done a good job of making a fairly big and spacious SUV feel small and not too imposing.

Now, inside the top-spec cars it’s very modern Kia, with a big twin-screen setup, and the dual-function bar beneath them that handles things like climate control, but also mapping and media and those kinds of functions. The cheaper models also get the same look, but swap the second 12.3-inch screen for a smaller driver display.

It means you don't have to dig through the screen for everything, which is always a nice touch. And I also like some of the materials used in the GT-Line, too, like the synthetic wood grain that’s actually nice to touch.

But there are a couple of key downsides. Not quite so much in the top-spec cars, but in the cheaper versions. I hate those constant reminders that you didn't spring for a more expensive model, and there are plenty of those in the lower-spec cars.

In the more expensive models, there are buttons alongside the gearshift, but in the cheaper cars, those buttons are still there, just blacked out and inactive. And even the cutout for the head-up display still exists in the cheaper cars, but of course, there's no head-up display.

All of that combined with some hard and scratchy plastics front and back makes you really want to dig deep for a more expensive Sportage.

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 Sportage measures 4685mm long, 1865mm wide and between 1665mm and 1680mm tall, depending on the trim.

Slip into the backseat of the Sportage and you’ll find legroom is ample, at least for my 175cm frame, and headroom is ok, without being great - though our test car had the sunroof fitted which could be eating into the space.

Elsewhere in the back though, even the top spec GT-Line just doesn't feel that plush. And by that, I mean some of the materials are a bit hard and scratchy, you don’t get your own temperature controls for the air vents, and it generally just lacks a premium air.

Now, to the all-important point in this segment, and that is boot space. The official VDA numbers are 543-1829 litres for the petrol and diesel cars, and 586-1872L for the hybrid, but the real-world reality is a boot that is deep and wide and really has enough space to carry plenty of groceries.

But there is an important caveat. Under the flat floor there is a temporary spare wheel in the hybrids, where in some of the ICE cars, you get a full-size spare wheel.

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.

There are three HR-V variants available, starting with the petrol base-model Vi X, moving to the mid-spec e:HEV X and on to the top-grade e:HEV L; which is the model on test here.

The L is priced from $42,900, drive-away (2000, NSW postcode), which positions it as the most affordable compared to its similarly graded rivals. The Kia Niro HEV GT-Line is $55,487, drive-away, and the Toyota C-HR Koba is $55,180, drive-away.

Despite having a much higher price tag, the rivals sport a few extra features including electric front seats, ventilated front seats, larger media screens, wireless Android Auto, a wireless charging pad and upgraded sound systems... just to name a few.

Oh, and the HR-V is only a four-seater, so the rivals also boast a fifth seating position.

That being said, the L isn't a total lump in the features department and the standard equipment is still pretty good (just not full-bodied like it's rivals).

The L comes with synthetic leather and cloth mixed upholstery and trims, heated front seats, a heated steering wheel and 18-inch alloy wheels.

Technology includes a 9.0-inch touchscreen multimedia system with satellite navigation, wireless Apple CarPlay, wired Android Auto, six-speaker sound, the 'Honda Connect' app, a 7.0-inch digital instrument cluster, one USB-A port, three USB-C ports, a 12-volt socket and Bluetooth connectivity as well as AM/FM and digital radio.

Practicality feels well-rounded with keyless entry and start, rain-sensing windscreen wipers, dusk-sensing headlights, dual-zone climate control and a powered tailgate.

The big news about this mid-life update for the Sportage is the expansion of Kia’s hybrid powertrain, which is now available with AWD, and the inclusion of an eight-speed automatic for the 1.6-litre turbo-petrol variants.

Elsewhere, the 2.0-litre petrol option produces 115kW and 192Nm, pairs with a six-speed automatic, and drives the front wheels. The other pure petrol option is a 1.6-litre turbocharged petrol unit that produces 132kW and 265Nm, paired with an eight-speed auto and powering all four wheels.

Then comes the diesel, which is a 2.0-litre unit making 137kW and 416Nm. It pairs with an eight-speed automatic and powers all four wheels.

Finally, there’s a hybrid option, now with two- or all-wheel drive. It pairs a 1.6-litre turbo-petrol engine and a six-speed automatic with an electric motor and a 1.49kWh lithium-ion battery to produce a total 173kW and 367Nm.

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.

All pure ICE Sportage grades are fitted with 54-litre fuel tanks, while the hybrids get 52-litre tanks. But the hybrids more than make up for it when it comes to fuel efficiency, with the FWD sipping a claimed 4.9 litres per hundred kilometres on the combined cycle, while the AWD drinks 5.3 litres.

The diesel is the next most-efficient, using a claimed 6.3L/100km combined, while the turbo-petrol needs 7.5 litres, and the 2.0-litre petrol requires 8.1 litres.

Our calculations suggest that, taking the fuel claims at face value, a 2.0-litre petrol Sportage should carry you 666kms on a full tank, while a turbo-petrol will take you 720kms. The diesel should deliver 857kms, while the FWD hybrid (1061kms) and AWD hybrid (981kms) will take you the furthest.

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.

I want to start this with just a small caveat. It hasn't been the most comprehensive drive of this car so far. And remember, there are a lot of variants.

Petrol, diesel, hybrid, two-wheel drive, all-wheel drive – we haven't driven all of them, and so I feel uncomfortable giving you my rock-solid verdict across the whole range. I can, however, give you my first impressions.

The first of those is that whoever in the vast Hyundai group came up with adding a long-hold function to the stereo mute button deserves a medal. By far the most annoying of the modern safety systems is the overspeed warning, which inevitably reads some signs incorrectly, others not at all, and has no idea when school zones actually start.

Thankfully, Kia, like Hyundai, now has the shortcut to mute it. You just long-hold down mute button and voila, the bing-bongs vanish.

Now elsewhere, as is pretty typical of modern Kias, the ride in this car feels properly well sorted. We've taken it through the city, onto the freeway, along a little twisting road section, and on some typically coarse and broken country B-roads, and the Sportage handled them all really well.

And even when you're getting a little frisky with the driving, there's little in the way of body roll, with the Sportage feeling planted and solid.

I wasn't totally blown away with the refinement in the cabin. On the wrong road surface, you definitely get a bit of road noise in the cabin – mind you, that is pretty hard to avoid on the coarse chip stuff – but you can also hear the engines revving away and working hard when you put your foot down.

That said, the way the gearboxes channel that power is smooth and easy, and when you put your foot down in each of the powertrains we tested, there's certainly enough urge to get you up and moving.

And that is especially true in the diesel, which I do think is a bit of a peach of a powertrain – super torquey and super easy to get the Sportage up and moving. It might find itself on the endangered species list, that engine, so get it while you can.

Now, one small downside. While the ride hasn't changed, at least for any of the ICE-powered cars, the steering has changed for all of them, and at speed, it's really lovely. It's quite direct, confidence-inspiring, and nicely weighted.

But at low speeds it can feel a little bit darty, like it takes a really big bite when you put a little input in, and it takes a little bit of getting used to.

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 HR-V has a four- out of a possible five-star ANCAP safety rating from testing done in 2022. It only features six airbags and its individual assessment scores aren’t as high as its rivals.

In fact, both the rivals I’ve mentioned performed much better and have additional safety features to boot, including safe exit assist, 360-degree view camera systems and rear occupant alert. Which the HR-V misses out on.

The top model HR-V benefits the most in safety compared to the lower grades and includes blind-spot monitoring, front fog lights, forward collision warning, rear cross-traffic alert, lane keeping aid and departure warning, traffic sign recognition, intelligent seatbelt warning, adaptive cruise control and a reversing camera as well as front and rear parking sensors.

Some notes, though. The lane departure and keeping aids seem to 'activate' whenever they feel like it. I had them come on more on unmarked roads than marked.

The adaptive cruise control can be too sensitive at times and having the car slam on brakes when you're passing a parked car on the highway going 100km/h is a scary experience to say the least.

The HR-V has AEB with car, pedestrian, and cyclist detection which is operational from 5.0 to 100km/h (170km/h for car).

Being a four-seater, you only get two ISOFIX child seat mounts and two top-tether anchor points and while it is easy to fit a child seat in, the top of it wipes out your rearview vision.

The safety is pretty disappointing as it lets down an otherwise solid SUV.

All Kia models also get the brand’s seven-year, unlimited-kilometre warranty, seven years of capped-price servicing and, should you service with Kia, eight years of roadside assistance.

Turbo-petrol and hybrid models require servicing every 12 months or 10,000kms, where the rest are 15,000km intervals. The Kia website has the full costings for each powertrain choice, but for reference, seven years of hybrid ownership will cost you a not-insubstantial $4510.

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.