Toyota Camry vs Honda HR-V

What's the difference?

Ah, gotta love a sedan that knows its audience and the ninth-gen Toyota Camry Ascent proves once again why it’s a popular choice.

On top of the space and practicality, you get a shiny new design and technology. Overall the Camry Ascent is a well-rounded base-model - what’s not to love?

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.

There is a strong 'taxi'-association with the Camry because of how popular it is as a commercial fleet car and while the design has been updated and modernised, that vibe still remains. It's a Camry, after all.

But the new tapered nose with its slim LED headlights look sharper than the previous model and the rear slopes into a neat spoiler that accentuates a sharper rear end.

The new design looks far more modern and dare I say it: sporty.

A lot of the changes are in the cabin where the Camry benefits from a completely restyled dashboard that looks sleek and stylish, with the tech screens integrated into the panelling.

The cockpit still feels very driver-oriented, which is always appreciated, but now not at the expense of the front passenger.

The cloth seats look much nicer than the standard basic stuff you usually get and there are enough tactile dash and door panels to make it feel cosy, despite it's soft-touch points still looking too plasticky.

The overall feel for the cabin is one that is pleasant and well-built, although cloth seats always give me anxiety when kids are around.

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.

Sedans tend to fly under the radar when people think of cabin space but that's a mistake. Head- and legroom in both rows will make taller occupants very happy and the transmission tunnel isn't massive, so middle seaters will still be able to get comfortable.

Despite being a low-profile car, access is easy enough and it's only the sloping roofline at the rear that might make you bump your head as you get in.

Seat comfort is excellent with thick padding and cushioning to be enjoyed. The front seats are manually adjustable but lack lumbar support, which you'll notice on a longer trip.

The window sills don't sit too high, so my seven-year old had a good view this week but the cloth seats have upped the anxiety as he tends to be messy. He also loves having directional air vents and that keeps him happy on hotter days.

Storage is great for the class with a 7.0L middle console, large glovebox that can hold a manual and other bits, two map pockets, four cupholders, four drink bottle holders, a sunglasses holder, and a functional centre console tray that has multiple cubbies to delight those that travel with lots of stuff.

The boot capacity hasn’t changed and sits at a large 524L capacity, which is decent for a sedan. The boot aperture isn’t too narrow either, so it's easy to access items that roll to the back. The rear seat has a 60/40 split, to open up storage as well.

The boot has a powered boot release that can be accessed via the key fob and while you have to manually close it, it's a super light lid to operate.

Technology feels well-rounded now with the upgrades and the touchscreen multimedia system sports the same system you'll find in Lexus models, which is far superior to the older Toyota software. Basically, it's simple to use and looks good, which is a great combo.

The phone mirroring apps are now wireless and that means one less cable to worry about and charging options are good with five USB-C ports (3/2), and a 12-volt socket but you do miss out on a wireless charging pad at this grade level.

Basically, the Camry now offers better technology and style but the practicality of the cabin remains at an all time high.

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 2025 Camry has the new and improved hybrid system that Toyota is rolling out and a redesigned electronic continuously variable transmission (CVT) – both changes are welcome to the 2.5L four-cylinder engine.

This combo produces up to 170kW of power, which is up from the previous model but the torque remains the same at 221Nm. 

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 outgoing model had an excellent combined fuel cycle figure already but the new hybrid system improves it again to just 4.0L/100km. With the 50L fuel tank, that gives you a theoretical driving range of up to 1250km. Outstanding for a family car!

After doing 803km this week and those kilometres being mostly open-road driving, which is where hybrids are at their least efficient, my real-world figure was 4.4L, which is still great. Expect it to be even better in the city.

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.

Toyota really does the hybrid thing well – the engine and electric motor handle duties effortlessly between them, with minimal fuss like noise or gear changes.

The well of power feels deep enough to really let it loose on the highway, if need be, but that also makes it zippy in the city.

This is sure-footed in most scenarios and I like the comfort that brings to the driving.

The steering is direct enough to feel responsive but not sporty. It handles corners well and suspension is well-tuned, so you don’t wince when you hit bumps.

Being set low and having average-sized windows means visibility can be a little hampered when heading down a hill as you bob and weave to see around the rear-view mirror and thick pillars.

The Camry is 4920mm long (33mm longer than previous gen) and it fills out a space. With it's low profile, you have to be careful not to scrape the bottom on anything but it’s still relatively nimble in a car park because of its tight steering and clear 360-degree camera system. 

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.

The Camry comes with a five-year/unlimited kilometre warranty but that can be upped to seven years if you exclusively service with Toyota and on schedule, which is good for the class.

You get five-years capped-priced servicing at just $255 per service, which is extremely reasonable and intervals are good at every 12-months or 15,000km, whichever occurs first.

The Camry likes the good stuff though and only drinks a minimum of 95 RON unleaded petrol.

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.