Honda HR-V vs Ford Puma

What's the difference?

You could look at the 2022 HR-V and think that Honda has taken a step back.

After all, there’s less space in the boot, there’s one less seat and the prices have – at first glance – gone up.

In reality though, the HR-V, especially in this e:HEV L form, offers up a genuine rival to Toyotas, Mazdas and Kias that dominate the small SUV space.

The 2022 HR-V is a properly handsome car, the hybrid powertrain is miserly on fuel, and the handling characteristics are honestly pretty fantastic.

If a minimum price and maximum interior space are your priorities, then the Puma is not for you. Especially so in the flagship ST-Line V, which may seem too small and a tad cramped compared to, say, a Seltos, C-HR or ASX.

Where the Ford excels, typically, is in the way it encourages the keen driver while cosseting four occupants (and a surprising amount of their cargo). There's a poise and maturity to the way the Puma moves that puts it on a par with or even beyond some premium compact SUVs. Even the styling is a statement. If the badges (and dashboard) were covered, you might be convinced this cat is actually a Jag.

If all that is more important, then the ST-Line V is for you. The very antithesis, then, of the unassuming and unloved EcoSport the Puma usurps.

If you close your eyes for a second and think of the best-looking Hondas of all time, I bet the likes of the first-generation NSX, S2000 and two-door Integra come to mind.

And while this new HR-V design doesn’t quite match the heights of Honda in the 90s, it’s certainly a significant step in the right direction compared to the car it replaces.

Gone is the slightly derivative styling and pudgy proportions, replaced with a much more taut, muscular and confident body.

The new grille design is of particular note, as it melds the intakes with the bumper and, when combined with the sleek headlights, makes the HR-V look like it could be from the future.

From the side, the new HR-V retains the hidden door handles of its predecessor, which pays homage to the three-door SUV shape available in the first-generation car.

The long bonnet, short overhangs and sloping window line also give this Honda a particularly athletic appearance, while the 18-inch wheels are also just about big enough to fill the arches, and feature an interesting enough design.

The rear end is dominated by the latest automotive design trend of connected tail-lights, but the relatively flat bootlid and clean aesthetic give the HR-V a really modern look.

The bootlid spoiler is also a nice touch, while this car’s contrasting kick plate adds to the illusion of its off-road credentials.

Inside, the HR-V also adopts a cleaner aesthetic – much like its Civic sibling – centred on a large 9.0-inch central touchscreen multimedia system, which thankfully features a physical volume control knob.

There are some cool design touches here too, like air vent switches with settings for open, close and diffusion, and touch-operated roof lights.

The best part of the interior, however, is fit, finish and feel. All the touch points are soft and there’s just a solid weight to everything. It’s probably no coincidence that all new Australian HR-Vs are now sourced from Japan.

To us, the new HR-V is a stunner. The styling is more mature and confident than before, and between this and the new-gen Civic, Honda’s design department seems to have rediscovered its mojo.

If you search for the 1998 Puma coupe, you'll see some vague similarities with its modern SUV namesake, especially in their anthropomorphic face. It's in the eyes. There are also hints of Aston Martin (DBX), Porsche (Macan) and – let's face it – Mazda (CX-3).

Yet the real achievement lies in the way Ford has managed to make a 4.2-metre-long by 1.8m wide by 1.6m high crossover look so svelte, with the resulting balanced proportions, flowing lines and taut surfacing giving the Puma quite an athletic visual presence. After the EcoSport failure, head-turning looks were deemed paramount.

The extra girth gained by widening the Fiesta's platform allowed Ford's designers to create a muscular body that could also accommodate a metre-wide tailgate opening, while beneath the cargo floor is an exceptionally deep storage box, bringing better-than-expected practicality to boot.

From the outside, aside from the styling, the 2022 Honda HR-V doesn’t seem like its changed all that much – it’s still a practical five-door small SUV, right?

And from the front seat, the new HR-V paints a very familiar picture.

There is plenty of room for the driver and front passenger, the seats have plenty of adjustability, and there’s storage for your water bottle, wallet and phone.

There’s even an underarm storage cubby that’s deep enough for you to lose some spare change or throw a charging cable or two into.

However, from the second row, the story really starts to change – especially compared with the outgoing model.

Whereas the old HR-V was classed as a five-seater, the 2022 version has seating for only four.

This is due to the middle ‘seat’ fouling Australia’s unique design rules for what can be classified as a seat, and does not have a seat belt.

How much would you’d actually use the middle seat if there was a seat belt there? That’s for you to decide, but it’s certainly a deal-breaker for some families.

Regardless, the two outboard seats offer heaps of leg- and shoulder-room, and our head can just about squeeze in comfortably without hitting the roof.

It’s certainly comfortable enough, and there’s a bottle holder in the door and air vents here to keep you comfortable, while the lack of centre seat means second-row passengers can have a full-time armrest with extra cupholders.

There’s also USB ports and backseat map pockets with a handy phone sling, so you don’t have to go reaching all the way down to get your mobile.

One saving grace for the rear seats, however, is the inclusion of Honda’s versatile ‘Magic Seats’, which allows you to fold the base of the rear seats up to accommodate taller objects like house plants.

The rear seats can also fold flat, creating a 1274 litre boot space, which measures just 304L with the rear seats upright.

This makes the 2022 HR-V’s boot smaller than the outgoing model, which could accommodate about 100-130 litres more, and even smaller than rivals like the Toyota C-HR and Mazda CX-30.

In fact, so small is the new HR-V’s boot, it’s even smaller than the Jazz light hatchback that was discontinued in 2020 – so don’t expect to see this small HR-V hauling timber from Bunnings or flat-packed furniture from Ikea.

Compact yet spacious, the ST-Line V's interior has strong as well as weak points.

Let's start with the latter. The most obvious connection with the Fiesta is in the Puma's dashboard, which is largely shared between the two. After all the effort expended on the design and chassis, this is somewhat disappointing. There's nothing wrong essentially with the fascia's aesthetics or functionality – it's just that the look is humdrum and dated. What's needed is something with the visual wow factor as found in the latest Peugeot 2008, especially at this price point.

Yet Ford has at least tried to put some tinsel inside this most expensive version of its smallest SUV.

Stitched perforated leather seat facings, carbon-fibre-look trim and soft vinyl coverings in key touchpoint areas bring an upmarket look and feel, backed up by a now-familiar digital instrumentation layout, a lovely flat-bottomed three-spoke steering wheel, easy and intuitive multimedia interface and a wireless phone charger. That electronic cluster, by the way, changes colour and markings but doesn't have the scope of multimedia displays of, say, Audi's Virtual Cockpit. It's comparatively rudimentary.

Conversely, there's a solidity and quietness as well, offering a level of refinement that's usually found in more-premium Euro alternatives. We weren't expecting that, though of course this is a German Ford product.

Our test car also boasted a vast glass opening sunroof, adding to the opulence. With all this gear, the ST-Line V's cabin is properly appealing.

On the practicality front, entry and egress is pretty good, the driving position is excellent (thanks in no small part to a big amount of adjustability for both the steering column and seats), the front cushions themselves are sumptuously enveloping, while wide door pockets and a big glovebox obviously come in useful. And there's a USB-C outlet in the centre cubby between the seats. How modern.

However, rear vision out is poor, there are no seat warmers and some of the lower-lying plastics are a bit drab.

The back seat isn't really suitable for people over 175cm, as kneeroom is limited and taller scalps may scrape the ceiling with the twin-pane sunroof in situ. The latter also means no overhead grab handles.

But the backrest angle and cushions themselves are fine, even for longer journeys. Just don't expect to squeeze a third adult in the back unless rubbing shoulders won't bug you. Note, too, that the rear cushion does not slide or tilt forward to allow for a lower load area when the backrest is folded down. Pity.

There is a receptacle in both doors for small bottles but no cupholders whatsoever (how can Ford call itself an American company?), or face-level air vents – though the large dash vent outputs do reach the rear. Amenities such as USBs and cupholders are AWOL; and vision out from back there is limited by the high shoulder line. Tough if you're trying to peer out. Sorry, Fido.

The Puma's overall compact footprint and rear packaging clearly suggest that this is aimed at singles, couples, or couples with smaller kids/pets to transport around.

Still, for a small SUV, the cargo area isn't bad at all. The standard floor depth is fairly generous, with a long and flat loading area, but below that is a narrower yet deeper waterproof area, while under that again is a space-saver spare wheel. Clever. Also intelligent is the luggage cover that lifts automatically with the tailgate, as per Mazda's CX-5.

For the record, cargo capacity is rated at 410 litres with the 60/40 split-fold rear seats erect – or 1170L with them folded down flat. These figures far outstrip the CX-3.

To sum the cabin experience… it's far-better than its Fiesta-sourced dashboard may suggest, while the ST-Line V treatment goes a long way in helping justify the premium. That's a win.

In Australia, the Puma plays in the burgeoning 'Light SUV' segment, so goes up against the ageing yet athletic Mazda CX-3 as well as Honda's HR-V, along with more recent challengers like the Hyundai Venue, Kia Stonic, Nissan Juke II, Toyota Yaris Cross and Volkswagen T-Cross. All are ready to pounce on the bestselling Hiroshima crossover.

What every one of these baby SUVs have in common is that they're based on B-segment – or supermini – platforms. However, prices and sizes do blur in this corner of the class, with larger small-car-derived rivals from the 'Small SUV' segment above, led by the Mitsubishi ASX, Kia Seltos, Mazda CX-30 and Hyundai Kona, also in the Ford's crosshairs.

Formidable opponents indeed, and just like that, the first big hurdle appears for the Blue Oval hopeful. Puma is Light SUV-sized but Small SUV-priced, with the entry-level grade kicking off from a tenner under $30,000, and before on-road costs. That's even more expensive than the VW.

This instantly eliminates it from many buyers' radars.

In contrast, a CX-3 Neo Sport starts from just $22,890. But that's with a manual gearbox, plain interior and steel wheels, whereas the Puma includes a ripper turbo engine/auto combo, climate control, a smartphone app that allows for remote vehicle location/ locking/unlocking/starting, voice-activated sat nav, wireless smartphone charging, lane-departure warning and assist, traffic-sign recognition, driver impairment monitor, 17-inch alloys and a leather steering wheel.

Along with other goodies like AEB with pedestrian alert, reverse camera, Bluetooth audio and telephony, Apple CarPlay/Android auto, digital radio, live traffic updates, fuel-saving engine stop/start, auto headlights, rain-sensing wipers, adaptive cornering fog lights, powered folding mirrors, push-button start and puddle lamps, the Puma looks and feels up-spec inside. To match most of that stuff in the CX-3 you'll need a Maxx Sport auto from $26,890.

Rising to the $32,340 ST-Line drops the Puma's ride height by just 2mm (to 164mm), but adds firmer suspension, a body kit, glitzier alloys, sports seats, a 12.3-inch digital instrument cluster, flat-bottomed steering wheel, paddle shifters and racier trim for a racier experience, though it loses the climate control for a manual air-con set-up. Strange. This grade might just be the sweet spot in the Ford's range, though it does sit about $1300 higher than the CX-3 sTouring equivalent.

Finally, the subject of this test, the ST-Line V, scores privacy glass, lashings of chrome, keyless entry/start, leather upholstery, climate control, premium audio, a powered tailgate and 18-inch alloys. All for $35,540, it's about on a par with CX-3 Akari, but lacks the latter's powered driver's seat and heated front cushions, among other items. The Mazda also goes one better with a $2000 AWD option from all mid-level grades up, as well as manual availability.

We recommend the $1500 Park Package, which ushers in adaptive cruise control with full stop/go and lane-centring tech, as well as blind-spot detection and auto parking. Premium paint adds $650, a panoramic roof $2000, roof rails $250 and a black roof $500.

Against compelling alternatives costing less, like the high-flying Seltos Sport+, CX-30 G20 Touring and Toyota C-HR Koba, the ST-Line V struggles to make sense on paper. Can the Puma's cabin and driving experience claw back its obvious price disadvantage?

Under the bonnet of the HR-V e:HEV L you’ll find a 1.5-litre four-cylinder petrol engine, but Honda has also thrown in two electric motors to make this car a hybrid.

In total, there is 96kW of power and 253Nm of torque available, making it competitive against its rivals for potency, but the bigger benefit of this hybrid set-up is in its lower fuel consumption figure.

Meanwhile, the Vi X forgoes the electric motors and is powered exclusively by a 1.5-litre four-cylinder petrol engine.

The entry-level HR-V manages to muster up 89kW of power and 145Nm of torque – and if that sounds a little underpowered, it’s because it is.

Compared to rivals like the Toyota C-HR and Mazda CX-30, the cheapest HR-V is well down on power and torque as all its competitors make use of larger engines or a turbocharger for a bit more grunt.

Whichever HR-V engine you end up with, both are paired to a continuously variable transmission that sends drive to the front wheels.

A multiple international engine-of-the-year winner, the compact and lightweight, 999cc 1.0-litre twin-cam three-cylinder turbo petrol unit is the sole choice for now. Driving the front wheels via a seven-speed dual-clutch transmission (DCT), it delivers 92kW of power and 170Nm of torque.

With no all-wheel drive option, there are instead five driving modes – Normal, Sport, Slippery (for snow) and Trail (gravel) applications, working on the traction, stability and transmission algorithms to mimic some of the benefits of AWD. In the ST-Line V, a set of paddle shifters are fitted in lieu of the sadly-absent manual gearbox.

Owners of the previous-shape Fiesta S and EcoSport would be familiar with the 1.0T's smooth and strident performance, though these 2010s models used a completely different type of DCT. This was the highly-publicised Powershift, which consisted of a dry-clutch system, and was prone to a multitude of problems and failures in the petrol-powered auto versions.

In contrast, the Puma adopts a next-generation transmission dubbed 7DCT300; related to the item found in some smaller Mercedes-Benz, Renault and Nissan models, it instead employs a more-robust wet-clutch system with a higher torque threshold, so promises to be far more durable and reliable than the problematic old dry-clutch unit.

Officially this HR-V e:HEV L will return a fuel consumption figure of just 4.3 litres per 100km, helped by its petrol-electric hybrid powertrain.

This figure not only beats out the petrol-only Mazda CX-30 line-up, but also matches the Toyota C-HR Hybrid for frugality.

In our time with the HR-V e:HEV L, we actually managed to match the 4.3L/100km claim with a healthy mix of inner-city and freeway driving.

Very rarely do fuel consumption claims translate to a real-world setting, so it's heartening to see that the Honda HR-V living up to what’s promised on the box.

The petrol-only Vi X meanwhile, wears an official fuel consumption figure of 5.8L/100km, but having not yet driven that car, we cannot comment on the accuracy of that claim.

The Puma's official combined average fuel consumption figure is just 5.3 litres per 100km, which works out to 121 grams per kilometre. Fitted with a 42-litre fuel tank, the potential range averages out to almost 800km between refills.

Out in the real world, we managed an exceptional 6.2L/100km, no doubt helped by an ever-eager stop/start system (which, annoyingly, kills the air-con when it extinguishes the engine; we found ourselves constantly pressing that 'off' button as the days wore on). This figure was achieved in motorway-heavy driving scenarios, albeit loaded with holiday gear and with the air-con blaring.

So, we took another, urban-focused test, in lots of slow-moving traffic situations, and averaged a still-solid 8.0L/100km.

Note, that while the Puma requires 95 RON premium unleaded, it's also perfectly happy on – and is even recommended by Ford for – the cheapest petrol currently offered in Australia, 94 RON E10 unleaded. Either way, the ST-Line V is a frugal small SUV.

How do you think a small SUV should drive on the road? To us, I want something that is easy to use with great visibility and a minimal number of rattles and squeaks.

And this Honda HR-V absolutely delivers.

Let’s start with the powertrain. On paper this HR-V e:HEV L’s outputs are nothing to write home about, but out in the real world, there is plenty of gusto to come off the line briskly.

Don’t get us wrong, it’s not going to blow away hot hatches or even most turbocharged cars, but accelerating up to 60km/h isn’t an exercise in testing your patience.

The powertrain is also a smart one, able to switch EV, hybrid and engine mode depending on what is required in any given situation.

The switchover from EV to petrol power is also smooth and seamless, there’s no jerkiness or clunkiness here, it all just works exactly how, and when, you want it to.

In fact, if you had your music pumping at head-bobbing levels, we’d wager you wouldn’t even know whether the petrol engine or electric motors were at work, save for the ‘EV’ indicator light on the instrumentation.

The CVT in this HR-V also does a fairly decent job, and for the most part fades into background of the driving experience – which is a good thing.

When flat-footing it, the HR-V does get a bit revvy and harsh, but for the most part, and especially during inner-city journeys, this car is a delight.

The steering is also very nicely weighted, and there’s a connection between the wheel and what’s happening underneath that’s rare to see in this class of car.

It means the HR-V is genuinely fun to pilot, whether ducking into an on-street park or navigating a series of S bends on a country road. What a pleasant surprise!

If the Puma's pricing is complicated, its cabin surprising accommodating and its real-world efficiency particularly parsimonious, then the upward trajectory of pros over cons continues with performance that's downright spirited.

Around town first. A small-displacement engine plus a turbo plus a DCT usually spell interminable spells of lag when all the driver longs for is an instant and measured response to a right foot flexing down onto the throttle.

But the Ford largely sidesteps such pitfalls. Though momentarily hesitant at take-off, the three-pot turbo does then get down to business in no time, with a sustained and satisfying surge of thrust as the revs grow, accompanied by a lusty and raspy thrum that's entirely in keeping with the Puma's track-pants appearance. And it doesn't let up either, with speed building up strongly through the gears, and much more so than the mere 999ccs suggest. Great for overtaking, or taking over a rapidly diminishing gap in the peak-hour derby.

Selecting Sport (a fiddly action that's located too far from the driver for safe eyes-on-the-road operation) lights an even bigger fire in the Puma's belly, with punchier acceleration and a very attentive transmission tune, slicing seamlessly through the seven ratios, leaving you in awe that a heart so small can possess such deep lungs.

Where the Ford really leaves an indelible mark is its enthusiasm to corner just as keenly, armed with brilliantly slick steering and a planted chassis that is set up to both encourage and interact with the driver. Minimal body roll and lots of grip from a quality quartet of Continental tyres ensure the Puma can be punted about like a sporty little hatchback, while the electronic safety tech allowing just enough leeway for lots of fun before they gently reel everything back into line.

We cannot think of a more enjoyable small SUV. And, by the way, those same driver-assist systems provide exceptionally nuanced lane-keep and adaptive cruise-control intervention – certainly they're right up there with the premium SUV brigade.

Given that our Puma wore 215/50R18 rubber, on a 'sports' suspension tune, the ride around town is commendable, with ample cushioning from the rough stuff. There is some tautness to the ride, but it isn't hard or rough; the ST-Line V walks a fine line between urban-agility and surface-decay isolation. In other words, it's commendably relaxing to travel in.

At higher speeds, some road and tyre noises do permeate through inside, and those Dumbo door mirrors do create some wind whoosh, but overall, given how dynamic the chassis is, the Puma feels grown up and sophisticated.

Tested under the 2019 Euro NCAP crash-test regime, the Puma scores a top five-star ANCAP rating.

However, this means it does not meet the more stringent frontal offset crash, side impact crash and far-side impact crash-test criteria introduced by ANCAP for 2020 model-year vehicles – despite launching in September of that year.

Safety items include dual front, front-seat side and side curtain airbags (six in total), AEB with pedestrian and cyclist detection (working between 7km/h and 80km/h), lane-departure warning, lane-keep assist, traffic-sign recognition, driver fatigue alert, rear parking sensors, tyre pressure monitors and emergency assistance. These come on top of anti-lock brakes with electronic brake-force distribution and brake assist, stability control and traction control.

As mentioned earlier, adaptive cruise control, active park assistance, front parking sensors and blind-spot detection are part of the $1500 'Park Package'. Do it.

Like all new Hondas sold in Australia in 2022, the HR-V comes with a five-year/unlimited kilometre warranty.

Scheduled service intervals are every 12 months or 10,000km, whichever occurs first, which is a bit less mileage than the industry standard of 12 months/15,000km.

However, all of Honda’s vehicles now fall under its ‘5 Low Price Services’ scheme, which means each service for the first five years will only cost $125.

This means that the first five years of ownership should only set buyers back $625 – and this price applies to the hybrid and non-hybrid engine of the HR-V.

What’s even better, however, is that this makes the 2022 HR-V cheaper to maintain than the CX-30, C-HR and Niro.

Ford offers the industry-average warranty of five-years/unlimited kilometres. Services intervals are every 12 months or 15,000km.

There is also a capped-price servicing scheme under the 'Ford Service Benefits' banner, with the first four years/60,000km of 'A and B' logbook services pegged at $299 per visit, and then between $320 and $560, for up to 12 years.

There is also a Ford loan car program, SYNC 3 map updates and Motoring Club Membership included during that time frame.