Honda HR-V VS LDV D90
Honda HR-V
Likes
- Seriously good-looking inside and out
- Affordable price tag for grade level
- Easy to drive in the city
Dislikes
- Missing features you'd expect for top model
- Safety could and should be better
- Engine gets whiny on open roads
LDV D90
Likes
- Makes more sense as a diesel
- People-mover practicality
- Affordable
Dislikes
- Terrible software
- Cheap interior
- A bit unwieldy to drive
Summary
Honda HR-V
Like many car brands, Honda is storming the hybrid field. The new HR-V brings with it a hybrid powertrain and external facelift but is it enough to keep it competitive in the small SUV segment?
As with any cosmetic surgery you may wonder whether the facelift has been successful.
No tricks – I’ll tell you straight up the new external design might be what you’re looking for if you’re on the hunt for a small SUV that doesn’t look like it moonlights as an Uber for Mr Big Ears (a Noddy reference for any youngsters out there).
Read more about
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- Honda CR-V 2025 review: e:HEV RS long-term | Part 1
- Popular family cars hit with four star safety rating: 2025 Honda CR-V and Honda ZR-V called out by ANCAP in a blow for the Toyota RAV4 Hybrid and Corolla Cross Hybrid rivals
We're testing out the top hybrid model, the L, to see what else this urban dweller gets right and what it sometimes gets wrong.
| Safety rating | |
|---|---|
| Engine Type | 1.5L |
| Fuel Type | — |
| Fuel Efficiency | 4.3L/100km |
| Seating | 4 seats |
LDV D90
It’s pretty hard to miss the LDV D90.
Mainly because it is gigantic; it's one of the biggest SUVs you can buy. In fact, I’d say what’s drawn you to this review is maybe you’ve seen one of these behemoths trucking past, and you’re wondering what the LDV badge is all about and how this relatively unknown SUV stands up against popular rivals and other notable newcomers.
To get one confusing thing out of the way, LDV once stood for Leyland DAF Vans, a now-defunct British company which has been brought back to life by none other than China’s SAIC Motor – yes, the same one which also resurrected MG.
So, is this MG big brother worth looking into? We took the recently released diesel version of the D90 on test for a week to seek some answers…
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 9.1L/100km |
| Seating | 7 seats |
Verdict
Honda HR-V7.8/10
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.
LDV D907.1/10
Looking for a cheap, powerful diesel SUV with huge cabin space and a humane third row for adults? The D90 is a really sound offering, especially considering the price of entry for this top-spec diesel which should resonate with Aussies a bit better than the petrol version.
It has plenty of issues that could be ironed out, but they’re all so small and not sale-breaking it’s almost annoying how much better the D90 could be with just a little work. Rivals should be looking over their shoulder for what comes next.
Design
Honda HR-V
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.
LDV D906/10
Some colleagues I’ve spoken to like the way the D90 looks. To me, it looks like someone gene-spliced a Hyundai Tucson with a SsangYong Rexton in a lab, then grew it in a stew of peptides and this was the result.
What can’t really be communicated in images is how truly massive the D90 is. At over five metres long, two metres wide and almost two metres tall, the D90 is certifiably huge. Given that’s the case then, it’s admittedly almost admirable that only the side profile makes this thing look a little goofy.
I think LDV has done a pretty good job on the front, and the rear is simple but well resolved for a vehicle that rides on a ladder chassis (just take a look at the Pajero Sport for how ladder-chassis rear designs can get… controversial…).
The wheels, garnishes, and LED headlights are all tastefully applied. It’s not ugly… just confronting… size-wise.
Inside shares some familiar characteristics with sister-brand MG. Look from a distance and it’s all quite nice, get in too close and you’ll see where the corners have been cut.
The first thing I don’t like about the interior is the materials. Apart from the wheel they are all pretty cheap and nasty. It’s a sea of hollow plastics and mixed trims. The faux-wood pattern, which is clearly just a print on a plastic resin is particularly gnarly. Reminds me of some Japanese cars from 20 years ago. It might work for the Chinese audience, but that’s not where the market is in Australia.
On the other hand, you could say “well, what do you expect at this price?” and that is true. Everything is here and works, just don’t expect the D90 to be playing alongside the established players when it comes to fit, finish, or material quality.
The huge screen works to finish the dash, but that darned software is so ugly you’ll wish it didn’t. At least all the major touch-points are ergonomically accessible.
Practicality
Honda HR-V
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.
LDV D909/10
The D90 is as massive on the inside as it is on the outside. I’m talking better space than a minivan, and nothing says that more than the humane third row. At 182cm tall, I not only fit in the rearmost two seats, but I can do so in as much comfort as any other row. It’s staggering. There’s actual airspace for my knees and head back there.
The second row is massive and on rails too, so you can extend the amount of room available to third-rowers – and there’s so much room in the second row, you’ll have space even with the seats moved forward.
My only criticism here is that the giant rear door is far enough forward to make clambering into the third row a little tricky. Once you’re there though there are really no complaints.
The boot is even usable with the third row deployed, with a claimed 343L of space. That should be hatchback-sized, but the measurement is a little deceptive as the space is tall but shallow, meaning it will only allow you to place smaller bags (a few, if you can stack them) with the remaining space.
The boot is otherwise cavernous with a wild 1350L available with the third row stowed flat, or 2382L with the second row stowed. In this configuration, with the front passenger seat slid forward to its furthest position, I was even able to get a 2.4-metre-long benchtop in the back. Truly impressive.
Without buying an actual commercial van then, this could be the cheapest way into such room, especially in a 4x4 bi-turbo diesel SUV. No arguing with that.
Second-row occupants get their own climate control module, USB ports and even a full-sized household power outlet, with more legroom than you could possibly need. My only complaint was that the seat trim seemed a little flat and cheap.
Front occupants get large cupholders in the centre console, a deep armrest box (with no connectivity in it, just a randomly placed DPF cycle switch), pockets in the doors, and an awkward binnacle under the climate controls that houses the single available USB port. My phone didn’t fit in there.
No complaints about leg and headroom in the front either, though, with plenty of adjustability to boot. The driver’s seat offers a commanding view of the road, although it can be a little unsettling to be so far off the ground in corners… more on that in the driving section.
Price and features
Honda HR-V
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.
LDV D908/10
On paper, the seven-seat D90 is immediately quite appealing. At $47,990, it is literally a lot of car for the money. This latest iteration, the bi-turbo diesel, is only available in Executive trim at this price, but you can pinch pennies further by choosing one of the lesser petrol turbo variants.
Regardless, and much like its MG sister brand, LDV is good at making sure that essential spec boxes are ticked.
This includes screens galore as is popular in the Chinese market, including a massive 12-inch multimedia screen and 8.0-inch digital dash.
A screen is only as good as the software that runs on it though, and let me tell you, the D90’s software is not good. A quick flick through the weirdly small menu reveals barebones functionality, terrible resolution and response time, as well as possibly the worst execution of Apple CarPlay I’ve ever seen.
I mean, it doesn’t even use all of that screen real estate! Not only that, but in a recent overhaul to CarPlay, Apple released software to utilise wider displays – so the car’s own software must simply be incapable of supporting it. Inputs also proved laggy, and I had to repeat myself on multiple occasions to get any use out of Siri. Unlike every other car I’ve used, the software in the D90 wouldn’t return to the radio after you hang up or stop talking to Siri. Frustrating.
I’d rather have a far smaller display that actually worked well. The semi-digital dash was functional, although barely did anything that a small dot-matrix display isn’t capable of and had one screen which for my entire week said ‘loading’. I’m still not sure what it was meant to do…
At least it supports Apple CarPlay at all, which is more than could have been said for segment hero, the Toyota LandCruiser.
The D90 does tick some necessary items that are quite good. LED headlights are standard, as are leather seats with eight-way power adjust for the driver, a heated multi-function steering wheel, 19-inch alloy wheels (which still somehow look small on this huge thing), three-zone climate control, eight-speaker audio system, electric tailgate, keyless entry with push-start ignition, a reversing camera, front and rear parking sensors, tyre-pressure monitoring, as well as a fairly substantial safety suite which we’ll explore later in this review.
Great on paper then, the bi-turbo diesel engine is a boon, as is the fact that the D90 rides on a ladder chassis with an electronically-controlled low-range terrain mode for the transmission, too.
You’d expect to pay more – even from Korean and Japanese rivals for this much specification. No matter which way you cut it, the D90 is good value.
Under the bonnet
Honda HR-V
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.
LDV D907/10
The D90 was initially offered in Australia with a 2.0-litre turbo petrol four-cylinder, but this 2.0-litre bi-turbo diesel makes much more sense, both for towing and long-distance touring.
It’s a four-cylinder offering a healthy 160kW/480Nm. You’ll note that’s pretty close to Ford’s similar 2.0-litre bi-turbo diesel, which is currently offered in the Everest…
The diesel also gets its own transmission, an eight-speed torque converter automatic with computer-controlled ‘Terrain Selection 4WD’.
This gives the D90 diesel a max towing capacity of 3100kg braked (or 750kg unbraked) with a max payload of 730kg.
Efficiency
Honda HR-V
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.
LDV D906/10
The D90 diesel is said to consume 9.1L/100km of diesel on the combined cycle, but ours didn’t score near that with a figure of 12.9L/100km after a week of what I’d consider “combined” testing.
The D90 a big unit, so that number doesn’t seem outrageous, it’s just nowhere near the claim… All D90s have 75-litre fuel tanks.
Driving
Honda HR-V
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.
LDV D906/10
The D90 is easier to drive than it looks… to a degree…
It lacks some polish of its more established rivals, which results in a drive experience that isn’t bad, but occasionally frustrating.
The ride somehow manages to be soft and harsh at the same time. It undulates over larger bumps, while transmitting the worst parts of smaller, sharper ones to the cabin. It speaks to a lack of calibration between the suspension and dampers.
That having been said, the D90 masks its ladder chassis underpinnings well, with little of that typical body-on-frame jiggle that some rivals still struggle with.
The drivetrain is good, but a little unruly. As you’d imagine from the figures, there’s more than enough power on tap, but the transmission tends to have a mind of its own.
It will occasionally lurch between gears, pick the wrong gear, and off-the-line will sometimes be delayed before shunting the D90’s bulk forward with a sudden mountain of torque. It doesn’t sound particularly good either, with the diesel surging through the rev range with industrial crudeness.
By the time the D90 has reached cruising speed though, there’s really not much to complain about, with the D90 milling along with plenty of power in reserve for overtaking. The view of the road is commanding, but you really feel the D90’s high centre of gravity in the corners and under heavy braking. The physics of such a large object are undeniable.
I have to say, LDV has done a fantastic job of the D90’s steering, with a quick, light feel that betrays the SUV’s size. It manages to stray on the right side of lightness though, not being so disconnected that you lose a feeling of where the wheels are pointing. No mean feat in something this shape.
Overall then, the D90 isn’t bad to drive and has some genuinely great characteristics, it just also has a litany of small issues that get in the way of it being truly competitive with segment leaders.
Safety
Honda HR-V
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.
LDV D908/10
The LDV D90 carries a maximum five-star ANCAP safety rating as of 2017, and has a fairly comprehensive active safety suite.
Included on the diesel is auto emergency braking (AEB) with front collision warning, lane-departure warning, blind-spot monitoring, driver-attention alert, traffic-sign recognition, and adaptive cruise control.
Not bad for the price, and nice that there’s nothing optional. Expected items include electronic traction, stability, and brake controls, as well as six airbags.
The curtain airbags do extend to the third row, and there’s the bonus of a reversing camera and a tyre-pressure-monitoring system.
There is a full-size steel spare under the boot floor, and the D90 also gets dual ISOFIX and three top-tether child-seat mounting points.
Ownership
Honda HR-V
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.
LDV D907/10
LDV covers the D90 with a five-year/130,000km warranty, which is not bad… but falls behind sister brand MG, which offers seven years/unlimited kilometres. At the very least it would be nice to have the unlimited kilometre promise.
Roadside assist is included for the duration of that warranty, but there’s no capped price servicing offered through LDV. The brand gave us indicative pricing of $513.74, $667.15, and $652.64 for the first three annual services. An initial six-monthly 5000km checkup is free.
All D90s need to be serviced once every 12 months or 15,000km, whichever occurs first.