Honda HR-V e:HEV X 2025 Review

Honda’s four-seat HR-V should find its rightful sales competition coming from dominant small-class SUVs such as the MG ZS, Hyundai Kona, Mazda CX-30 and Subaru Crosstrek but, in a heavily subscribed market segment, it is almost a bit-player. For sales numbers, it belongs among a diverse mix of small SUVs that includes Suzuki Vitara, Skoda Kamiq and, for the time being at least, Toyota’s new C-HR. In Honda’s model lineup, the HR-V is Honda’s third-best seller behind the mid-size CR-V and ZR-V SUVs.

Drive-away pricing for the Honda HR-V begins at $34,900 for the entry-level, 1.5-litre petrol-engined Vi-X, which sits below two hybrid versions: the e:HEV X (reviewed here at $39,900 drive away) and the top-spec e:HEV L ($42,800 drive away).

Hybrid-wise, this realistically puts Honda on the front foot when the HR-V is compared for value with petrol-electric competitors such as the Hyundai Kona, where hybrid pricing, pre on-road costs (ORCs), varies from $36,500 for the entry-level model, simply tagged Kona Hybrid, to $46,500 for the flagship Premium N variant. The gap grows even further to Nissan’s Qashqai e-Power hybrid which is only available in premium-spec Ti form, tagged pre-ORCs at $52,335.

Honda hybrid pricing is not ridiculously distant from (also drive away-priced) premium-spec Chinese rivals such as the MG ZS Essence hybrid ($36,990) and the Haval Jolion Lux Hybrid ($35,990).

The cabin of the Honda HR-V e:HEV X is handsomely presented with a quality, nicely balanced mix of cloth, patterned vinyl, stitched imitation-leather and adequate soft-touch surfacing.

The instrument layout features neat rotating dials for the climate-control system and the nine-inch, tablet-style centre touch-screen does too, adroitly adjusting – with a tactile twist and turn of the fingers – the volume of communication and sound systems.

And there’s no flashy, theatrically oversize all-encompassing screen display: the modest touch-screen, and a simple, three-dial analogue presentation directly ahead of the driver, present a mix of modern and traditional that generally results in easily decipherable readouts for basic information and a quickly attained understanding of where the essential controls are located.

Start-up is by a sometimes-hidden (depending on the positioning pf the steering wheel) button on the dash and there’s ample storage space in seatback pockets, a small unlidded cubby between the front seats and an array of drink-bottle and cupholders distributed throughout on the doors, centre console and fold-down rear armrest.

The HR-V’s front seats are heated but, regardless of spec level, are unpowered and, disappointingly in a car with quality aspirations, there’s no dual-control adjustment for the climate-control system and no centre air vents for the two rear-seat passengers.

All three Honda HR-V variants use 18-inch alloy wheels wearing 225/50R18 L tyres. There’s no spare wheel, just a repair kit secreted behind a panel on the right side of the boot (which makes one wonder why car-makers don’t make a spare wheel, even a space-saver, optional).

The Honda HR-V e:HEV X is covered by a five-year/unlimited-kilometre warranty that includes roadside assist for the full period, and servicing prices are fixed at $199 for each of the first five Honda workshop visits. All in all, a pretty good deal.

Like several hybrids including the Hyundai Kona and MG ZS, the Honda HR-V :eHEV X scored an ANCAP safety rating of just four stars when it was tested in 2022. The below-par rating was attributed to the HR-V’s inability to impress with its child protection in a side impact and its lack of both driver-attention detection and rear-seat occupancy detection.

Otherwise, the Honda HR-V’s safety systems, under the umbrella of the Honda Sensing safety tech, holds up pretty well. Low-speed autonomous emergency braking, active cruise control, bicycle, pedestrian and motorcycle detection, lane-departure warning with lane-keep assist and road-departure mitigation, and an expanded ability to maintain station within traffic lanes at high and low speeds are all included.

HR-V e:HEV models exclusively use an advanced active-shadowing system that helps protect other drivers from headlight-glare at night while also incorporating active see-around-the-corner technology.

There are six airbags, although it came as a bit of a surprise that the Honda lacks the increasingly common front-centre airbag that helps protect driver and passenger from colliding in a side-on impact.

Although its presentation is somewhat restrained in this era of grandiose interiors, the Honda HR-V e:HEV X is no letdown in terms of driver/car interaction, with its nine-inch centre touch-screen featuring imbedded GPS and touch-points that are large and clear enough to be found and used easily, Apple CarPlay (wireless) and Android Auto (wired) connectivity, and USB-A and USB-C ports up front.

The Honda Connect Gen2 app is empowering with its ability to remotely lock the doors, turn the lights on or off, check the fuel level or even find the car via a smartphone.

Honda’s dual electric motor/internal combustion engine hybrid system comes close to emulating the seamless driveability of a full EV.

It’s a combination of series and parallel hybrid systems that uses separate traction and generator motors. The former is essentially employed for driving the wheels and the latter is driven by the petrol engine to charge the lithium-ion battery pack when regenerative charging isn’t sufficient.

The internal combustion engine is a 78kW/131Nm Atkinson-cycle 1.5-litre four-cylinder which works in with the electric-motor output to produce a combined 96kW. Electric motor torque is quoted at 253Nm.

The outcome is a system that combines the electric motor’s muscular low-speed torque with the top-end effectiveness of the petrol engine. A lot of the time the Honda system runs on electric power but it de-couples with the petrol engine at higher road speeds in recognition of the ICE engine’s better top-end efficiency.

The antics of the HR-V e:HEV’s CVT transmission, largely as a result of the prioritisation of EV power during urban-style driving, are unusually muted.

Honda’s combined series/parallel hybrid drive system works: the claimed fuel consumption for the HR-V e:HEV, on 91 RON fuel, is quoted at a super-thrifty 4.3L/100km and the CO2 figure slips just below the 100g/km mark at 98g/km.

Although trounced by the Hyundai Kona hybrid’s claims of 3.9L/100km and 88g/km, the Honda HR-V e:HEV is better on both counts than the MG ZS, Nissan Qashqai and Haval Jolion hybrids.

In the real world, our review HR-V e:HEV X came within a smidgin of the officially claimed figure by returning 4.5L/100km during a week’s driving in mixed urban and freeway conditions.

The Honda HR-V e:HEV X not only presents with a touch of class: it drives accordingly as well.

The hybrid drivetrain is close to comparable with Nissan’s e-Power system for its quiet unobtrusiveness and clearly benefits from the EV-style power delivery with satisfyingly strong response in lower-speed urban situations. Normal, Sport and Economy modes are available via buttons on the centre console.

The HR-V’s recently revised MacPherson Strut and torsion-beam suspension produces a suitably absorbent ride – even though the 2610mm wheelbase isn’t particularly long – and the handling is nicely composed, with good grip from the 225/50R18 tyres. The steering is light but sharp and relatively quick at 2.5 turns from lock to lock, but there is no certainty about the turning circle. Best guess is it’s a class-average of around 11 metres.

Road noise is at a comfortable level on all surfaces other than particularly coarse patch-up jobs, where there can be some intrusive tyre thrum.

And even though not many would really be up for it in a front-drive SUV, mild off-road excursions are possible with a ground clearance that, at 195mm, is quite generous among its peers. The HR-V’s under-body clearance is just 3mm short of the mid-size Honda CR-V and 9mm better than the also mid-size Honda ZR-V. Short front and rear overhangs work in with this to take some of the anxiety out of driving into, or out of, sharply angled driveways.

Although rated as a small SUV with only accommodation for four occupants (it’s competitively lengthy and tall, but slightly narrow compared with its main competition), the Honda HR-V e:HEV X is something of a surprise when it comes to passenger space and is also quite acceptable for carrying a reasonable amount of holiday paraphernalia too.

On nicely shaped front seats, driver and front passenger are well cared for, with plenty of shoulder and legroom, while in the back it’s pretty much the same deal, with tall occupants remaining on good terms with those seated in front of them.

Boot dimensions go from merely okay, starting at 304 litres, and extending to a claimed maximum of 1274 litres when the 60/40-split rear seatbacks are folded. Honda’s so-called Magic Seats, which can be configured in myriad ways and centre around a fold-away rear seat base, make the official space claims sound a bit conservative.

The rear parcel tray is a bit clever too: when the boot is opened, it moves up and virtually hangs out of the way.

It's not hard to like the Honda HR-V e:HEV X. It is difficult – if not impossible – to find signs of cost-cutting in the quality of its tastefully presented interior, the actual cabin space is surprising given its small-SUV status and it’s a comfortable, quiet cruiser on the open road that doesn’t do too badly negotiating the twists and turns.

The clever twin-motor hybrid arrangement challenges Nissan’s electric motor-driven e-Power system with its quiet, almost-EV persona and is among the best of its ilk for fuel consumption and CO2 outputs.

The four-seat format won’t suit all buyers, but the Honda HR-V e:HEV X is a refined, handsome and well-built small SUV, and one that’s well-enough priced to figure as a viable consideration for hybrid shoppers wanting driving characteristics that come close to emulating a full EV.

2025 Honda HR-V e:HEV X at a glance:
Price: $39,900 (drive away)
Available: Now
Powertrain: 1.5-litre four-cylinder petrol-electric
Output: 78kW/131Nm (electric motor: 96kW/253Nm)
Combined output: 96kW/253Nm
Transmission: Constantly variable transmission
Fuel: 4.3L/100km
CO2: 98g/km
Safety rating: Four stars (ANCAP Year 2022)