Toyota C-HR VS Honda HR-V
- Fantastic looks
- Beautifully built
- Lovely to drive
- Slow CVT
- Silly rear doorhandles
- Dodgy touchscreen
- 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
You can almost trace Toyota's renaissance back to a single day – the day the C-HR was revealed to the world as a production car. The company could have gotten away with jacking up a Yaris and calling it a compact SUV, but instead they went all out with a bolt-from-the-blue looker with some really interesting styling ideas inside and out.
I mean, yes, they have now jacked-up a Yaris and called it an SUV, but the C-HR was first and it's cooler, even despite the name meaning Coupe – High Rider. Absolute cringe-fest that, but one of the very few missteps in this changing of the guard for the Japanese giant.
Rolling on Toyota's excellent TNGA platform, the C-HR has settled nicely into its role as one of the bravest Toyotas in years (sold here in Australia, anyway). But with the arrival of the Yaris and Yaris Cross, it was time for a little tweak to the range.
|Engine Type||1.2L turbo|
|Fuel Type||Premium Unleaded Petrol|
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|
The two-tier C-HR range doesn't have a duffer in it and the great thing about it is that the base model is so good the temptation to spend up on the Koba is limited to cosmetic things (with one exception...). The GXL has lots of good safety gear and the only tangible missing thing is the Koba's reverse AEB and hybrid option. The hybrid uses half the petrol, so is worth considering as well as for the extra punch.
I find myself suggesting the C-HR without reservation to people I would never have recommended a Toyota to in the past – it's good value, beautifully-built and designed, great to drive and remarkably cheap to own and run.
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 C-HR still looks box-fresh three years after its launch. I still have to remind people that it's a Toyota, it's so much more interesting than anything the brand has built for a long time. Show them a Supra and they have to be helped back to their feet. The big bluff front end with the huge headlights still cuts through the visual noise on the road. I still don't like the weird, clunky doorhandles on the rear doors which are ungainly and impractical, sited quite high for small children. The rear view is as polarising as ever, but I fall on the "yes, well done," side of the ledger.
The cabin is also virtually unchanged, which is the right thing to do because it really is very cool. It's a tad colourless like so many cabins these days, but with a consistent, coherent design philosophy, right down to the neat imprint in the headlining of the ovoid shape that dominates the interior design theme. The C-HR was one of the first cars to go without those big clunky rocker switches so beloved of Toyota for so long and it all feels really good.
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.
Up front, a long, narrow bin is a good place for your bits and pieces while the two separate cupholders and bottle holders in the doors will free up your hands and knees from holding the beverages. The rear cupholders are in the doors because there isn't an armrest but also means there are no bottle holders.
The C-HR is surprisingly roomy in the back but it's also gloomy as the glass sweeps up to meet the roof. Legroom is not bad for me at 180cm when seated behind where I drive and the seat itself is comfortable. The front seats are excellent and look good even in the base model.
You can store 377 litres in the boot with the seats up and 1112 litres with them down, which is competitive if not outstanding in the segment.
You also have three top-tether anchors and two ISOFIX points for the very young folk.
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.
Price and features
For some reason, Toyota thought the model designation "GXL" would fit the C-HR despite being far more at home on a Land Cruiser, which is a car with a very 1980s vibe versus the C-HR's 21st century zeitgeist feel. The main changes for the 2021 model year are added to the safety column, but GXL buyers pick up keyless entry and start.
Apart from that, things are more or less as they were before – you can still choose from 2WD ($30,915 plus on-roads) or AWD ($32,915). Remembering, of course, that this is the entry-level machine that used to be known as plain old C-HR and is now about $750 more than the MY20. The manual version is long gone, if you're wondering.
You get 17-inch alloys, a six-speaker stereo, dual-zone climate control, reversing camera, active cruise control, sat nav, auto LED headlights, auto wipers, front and rear parking sensors, auto high beam, folding heated electric mirrors, power windows and a space-saver spare.
Toyota hasn't taken the opportunity to again improve the touchscreen, which went up to 8.0-inches last year along with a big improvement in the media system software. It still looks washed-out and stretched but does have Apple CarPlay and Android Auto. The hardware really needs to be higher-resolution and the system itself really doesn't reflect Toyota's might in the industry. Better than it used to be, though and, with smartphone integration, less of a problem.
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.
Engine & trans
The GXL is powered by the a 1.2-litre turbo four-cylinder petrol engine with just 85kW and 185Nm available to drag the 1440kg 2WD GXL around (heavier if it's AWD). Power goes through either the front or all four wheels via continuously variable transmission (CVT).
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.
Toyota claims a 5.7L/100km official combined cycle figure of 6.6L/100km and requires premium unleaded to run at its best. In my week with the car which was mostly suburban running with a little freeway dalliance returned an indicated 8.3L/100km. That's not a terrible distance away from the combined cycle and given I work C-HRs hard when I have them, that's not bad.
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.
The only real complaint I have about the C-HR is the drivetrain. There's not anything wrong with it – far from it – it's just that everything else in the class has more power and torque and which helps haul their weight along – the C-HR's is considerable at more than 1400kg. My long-term loan Suzuki Vitara Turbo weighs 300kg less and has a stack more power and torque for about the same money.
Added to that, the C-HR's economy-focussed continuously variable transmission (my second least favourite transmission after "community") means progress is fairly leisurely and can get a bit loud when you put your foot down.
Which I do a fair bit. While the 1.2-litre engine is a really nice piece of technology and still unusual for a Toyota – it just doesn't have the horses and twist to pull the C-HR along as quickly as even Hyundai's 2.0-litre naturally-aspirated engine in the Kona, or the CVT-equipped Seltos. But that's okay – it's not a criticism, it's not like it's dangerously slow, it's just slower than most of its rivals and feels it. The Hybrid, which can only be specced with front-wheel drive and the Koba spec, is a little more peppy and the electric motor covers up some of the CVT's lax approach to acceleration.
It's also mildly frustrating because, hot damn, the chassis under the C-HR is really good. I'm going to mention TNGA again because it's such a good platform and I haven't driven a TNGA-based car that I didn't like. It's more than that, obviously – Toyota's engineers have built a driving experience around it that encourages yobbos like me to enjoy the way it corners while your passenger will enjoy the ride, which is excellent on all but the worst surfaces.
The C-HR is also pretty keen when it comes to cornering, with a nice progressive steering feel and weight. It's not particularly chatty, but again, it's a lot of fun and more fun than a few of its rivals. The roundabout raceway is a good laugh in this car.
The lack of go does come back to you on single carriageways when you want to overtake. While the C-HR cruises quietly and comfortably, a floored throttle for an overtake produces rather more bark than bite, so you'll find yourself settling comfortably behind whatever is slowing you down until you've got a long line of sight. Given the C-HR's likely citybound life, this is probably not going to be a big problem. If it is, again, the hybrid has a bit more go.
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 extra $700 or so over the MY19 C-HR has mostly gone into safety.
On board the GXL are seven airbags (including a driver's knee airbag), ABS, stability and traction controls, blind spot monitoring, high- and low-speed AEB with pedestrian detection (day and night) and cyclists (day only), forward collision warning, trailer sway control, lane departure warning, lane keep assist, lane trace assist (this keeps the car in the centre of the lane with gentle steering help), speed sign recognition (which can also change the cruise control speed if you want it to) and reverse cross traffic alert.
Added to that impressive lot is the intersection assist function, which warns you something is coming from the left or right at an intersection that you may not otherwise have clocked. That might seems a bit silly for the C-HR's stubby bonnet, but when your street is parked out and you can't see either way, it's extremely useful.
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.
Toyota offers a five-year/unlimited kilometre warranty along with a further two years on the drivetrain if you service with Toyota.
Servicing with Toyota seems eminently sensible because for the first four years or four services (intervals are set at 12 months/15,000km) you won't pay more than $200 per service, which is a dead-set bargain.
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.