2022 Honda HR-V vs Nissan Qashqai

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.

Forget the Z, GT-R, Leaf or Juke, we reckon the 2022 Qashqai perfectly encapsulates the new Nissan.

Its styling is bold and confident, it’s driving dynamics are objectively good, and it sets a new high watermark for what customers should expect from standard safety equipment.

The missing piece of the puzzle is, of course, pricing, but if Nissan can keep the asking price relatively affordable, the Qashqai could be Australia’s new small SUV yardstick.

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.

Can you believe Nissan’s second-generation Qashqai has been on sale in Australia since 2014?

And after eight years, the small SUV has received a nip here and a tuck there to keep things fresh. But let’s be honest, this new-generation model is exactly what the doctor ordered.

It looks sleek, modern and confident while retaining that familiar Nissan DNA, and is now a genuine rival to head-turning SUVs like the Mitsubishi Eclipse Cross and Peugeot 2008.

The first thing you’ll notice at the front is the new 'V-motion' front grille, which blends together with boomerang-shaped headlights and daytime running lights.

You’ve also got the bonnet lines feeding right into the grille and a heavily sculpted bumper that combine for a sharp and angular face.

In profile, the high hip line makes the Qashqai look much taller and more substantial than its small SUV size would indicate.

A door scallop also breaks up the huge expanse of metal, while Nissan has kept the black plastic wheelarch cladding to a minimum for a more upmarket look.

This test car’s two-tone paint finish, mixing what Nissan calls 'Fuji Red Sunset' with a contrasting black roof, is also particularly eye catching, while optional 20-inch wheels are fitted.

In the rear, the Qashqai sports a roof-mounted rear spoiler which is reminiscent of a baseball cap being worn backwards.

The chunky rear bumper with a contrasting element makes the Qashqai look a little more rugged, while the new Nissan models also sports the latest automotive design trend of proudly spelling its name with individual lettering across the tailgate.

One of the areas that let the old Qashqai down, especially in the last few years, was its dated cabin design. So, we’re happy to report the new version brings this space well and truly into 2022.

A large part of this is due to the new floating-style multimedia touchscreen system, which cleans up the whole centre stack and looks more Nintendo Switch than Nintendo Gameboy.

The all-digital instrument cluster is also a welcome sight, and features clear, concise and customisable readouts.

Nissan has also lifted the cabin atmosphere with the use of soft-touch blue leather on the dashboard, doors and transmission tunnel, at least in this high-grade variant, and the overall feeling in inside is of modernity and style.

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.

Though the Qashqai is classed as a small SUV, it genuinely feels like there is enough room inside to rival some cars a size above.

Part of the reason is the new Qashqai has grown in all dimensions, affording front and rear occupants more space.

The new Qashqai measures 4425mm long, 1835mm wide, 1625mm tall and features a 2665mm wheelbase.

In the front row, there is heaps of head-, shoulder- and legroom, while the seats and steering wheel offer plenty of adjustability for all shapes and sizes.

Storage options range from a bottle-swallowing door bin, two large cupholders, a wireless smartphone tray, and a deep, two-tiered, underarm cubby.

However, it’s in the second row where the Qashqai’s expanded size really makes a difference, especially in legroom.

Head-, and shoulder-room are substantial, too, even in the middle seat, while ISOFIX points means even babies can enjoy the ambiance.

Here you’ll find door pockets that will happily swallow a large bottle, a fold-down armrest with cupholders, map pockets, air vents and charging ports.

Boot space measures a sizeable 504 litres – up a massive 74L over the previous model – thanks to a lower boot floor that also features customisable floorboards.

Stow the split-fold 60/40 second-row seats down, and space swells to 1593L – plenty of room for Ikea furniture, pets or a big-screen TV.

How much will this new Qashqai cost when it lands in Australian showrooms?

Right now, no one but Nissan Australia knows for sure, but we can make a few educated guesses.

The current line-up starts at $28,590, before on-road costs, but that’s for the entry-level manual, which will no longer be offered with this new-generation Qashqai.

That means pricing could jump up to around $34,000, and could stretch all the way to about $44,000, spread over four grades – the ST, ST+, ST-L and Ti.

But buyers will be compensated with a long list of standard kit that comes with the new Qashqai.

Standard equipment on the 2022 Qashqai includes 17-inch alloy wheels, LED headlights, a 7.0-inch digital instrument display, cloth interior, push-button start, and an 8.0-inch multimedia colour touchscreen with Apple CarPlay and Android Auto compatibility.

Stepping up to the ST+ adds 18-wheel wheels, rain-sensing wipers, LED fog lamps and a 9.0-inch multimedia unit with wireless Apple CarPlay and satellite navigation.

Buyers opting for the ST-L will be treated to 19-inch wheels, dual-zone climate control, part-leather seat trim, a wireless smartphone charger, a power-adjustable driver’s seat, heated front seats, a heated steering wheel and auto high beam.

But the top-of-the-range 2022 Qashqai, known as the Ti, similar to the one we have on test, scores all the fruit, adding a panoramic glass roof, powered tailgate, leather interior, massive 12.3-inch digital instrument cluster, a 10.8-inch head-up display and a 10-speaker Bose sound system.

The most expensive variant of the Qashqai basically has everything you’d want in a new car in 2022, but it’s great to see even entry-level Qashqais still get important tech like smartphone mirroring.

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.

Powering this Qashqai is a 1.3-litre turbo-petrol four-cylinder with 12-volt mild-hybrid technology, outputting 116kW and 270Nm.

With drive sent to the front wheels via a continuously variable transmission, or CVT, this Qashqai can accelerate from 0-100km/h in 9.2 seconds.

Look, it’s not blisteringly quick, but it isn’t trying to be. This engine and transmission get the job done.

Australian cars however, won’t be getting this particular engine.

All Australian Qashqais at launch will be equipped with a 1.3-litre turbo-petrol engine sans the mild-hybrid technology, with outputs pegged at 110kW/250Nm.

Though figures are down compared with overseas models, the 2022 Qashqai does produce 4kW and 50Nm more than the outgoing model, which used a 2.0-litre, naturally aspirated engine.

However, the new Qashqai still lags behind rivals like the 130kW/265Nm 1.6-litre-equipped Kia Seltos and 139kW/252Nm 2.5-litre-equipped Mazda CX-30.

All Aussie cars will also be front-wheel drive and fitted with a CVT as the base six-speed manual has been discontinued.

Nissan has also confirmed an e-Power variant that will launch in late 2022, which uses a 1.5-litre petrol engine to charge a lithium-ion battery and an electric motor that drives the wheels.

Total outputs in the e-Power grade will be 140kW/330Nm, so those wanting a bit more performance in the new Qashqai might want to wait.

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.

Official fuel consumption figures for this Nissan Qashqai are pegged at 6.4 litres per 100km, while our time with the car yielded a figure of 7.3L/100km covering a healthy mix of inner-city, freeway and country driving.

This is despite the 12-volt mild-hybrid tech that powers the Qashqai’s electrical systems at low speeds, which Nissan says reduces engine running time, and therefore, fuel consumption.

To be fair, our driving skewed more heavily towards country and freeway trips, so if we stayed in the inner city a little longer, our fuel consumption average might be a bit lower.

Strangely, Australian Qashqai’s without the mild-hybrid tech boast an even lower fuel consumption average of 6.1L/100km, but we’ll have to wait to drive one on local soil to see how accurate that claim is.

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!

The new-generation Qashqai represents Nissan turning over a new Leaf (pun intended) and nowhere is this more evident than from the driver’s seat.

For a small SUV the old model was fun to drive, but let down immensely by a dated powertrain.

This new engine fixes some of the problems, and thankfully makes use of a turbocharger for a big boost in torque that is available much sooner in the rev range.

The result is a punchier-feeling car, especially around town, and it makes moving about in traffic feel that much snappier and more enjoyable.

We’re also happy to report that Nissan has retuned the CVT, making it feel much more organic and natural than it did before. But there's still a bit of lag off the line and a rubbery feel when pushing the Qashqai hard.

All Australian models feature a multi-link rear suspension set-up (yes!) and the Qashqai is well-tuned to soak up small bumps, while also offering plenty of feedback to the driver.

The steering can stray a little to the numb side, but it's never vague, and the lightness is an advantage when manoeuvring around town.

Overall, everything just feels nice, predictable and unintimidating – exactly what you want out of a small SUV like the Nissan Qashqai.

The new multimedia system is also super responsive, and is displayed on a much larger screen than before.

This means there is less lag when using things like the satellite navigation, and retention of physical buttons for the climate controls is a plus.

The massive glasshouse also means great visibility all around, while the panoramic glass roof is just plain awesome, especially when exploring country back roads.

Of note, though, road and wind noise can stray towards the ‘too loud and annoying’ side of things. But this only happens at freeway speeds and on coarse road surfaces, and could be an effect of our test car’s 20-inch wheels.

It will be interesting to see how much different the engine found in Australian models will be compared to this one with mild-hybrid tech.

Overall, though, this new-gen Qashqai is not only a clear step up over the old one, but a genuine rival to something like the Kia Seltos or Mazda CX-30.

The 2022 Nissan Qashqai has not been tested by ANCAP, but was awarded a maximum five-star rating from Euro NCAP in 2021.

It scored highly in the adult and child occupant protection tests with a 91 per cent result, but truly excelled in the safety assist category.

The Qashqai’s 95 per cent score in the safety assist assessment is the highest recorded by Euro NCAP, matching the Subaru Outback and Volvo XC60, and exceeding the likes of the Hyundai Ioniq 5, Toyota Yaris Cross and Tesla Model X in that particular test.

Luckily, Nissan Australia has locked in standard safety gear for local cars, and the list is long and comprehensive, including autonomous emergency braking (AEB), adaptive cruise control, forward collision warning, rear AEB, lane departure warning, blind-spot monitoring, rear cross-traffic alert, traffic sign recognition, driver attention alert, automatic high beams, front and rear parking sensors, and a reversing camera.

In fact, so extensive is the standard list of safety equipment, only automatic wipers, a surround-view monitor and lane-keep assist are added from the ST+ up.

Nissan’s 'ProPilot' driving assist system is also available to all variants baring the entry-level ST, which allows the Qashqai to accelerate to speed, slow down to a stop and stay in lane under certain conditions.

Having experienced the ProPilot tech on a freeway setting, we can say that the system is excellent, able to gently slow down and seamlessly match the speed of vehicles in front while keeping the car dead centre in lane.

It’s one of the best implementations of this level of driving assistance tech we’ve experienced thus far in a real-world setting.

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.

Like all new Nissan’s sold in Australia, the 2022 Qashqai comes with a five-year/unlimited kilometre warranty with roadside assist over that period.

This matches the assurance period offered by most top 10 brands, including Toyota, Mazda and Hyundai, but falls short of the benchmark 10 years on offer from Mitsubishi and the seven years available from Kia.

Scheduled service intervals are every 12 months or 10,000km, whichever occurs first, but Nissan is yet to reveal pricing.

However, there will be capped-price servicing for the new Qashqai.

For context, each service for the outgoing car costs an average of around $300.