Honda BR-V India review, test drive

At long last, Honda is ready with its small SUV, the new BR-V. Can it take the fight to the established competition?

What is it?

The BR-V is Honda’s new small SUV for India. It’s an all-new model but comes built on the same platform as the Honda Brio, Amaze and Mobilio models. In case you are wondering, BR-V expands to 'Bold Runabout Vehicle' and Honda has no pretensions in admitting this is a car meant for an urban clientele. Those looking for something with mud-plugging ability had better look elsewhere. Not to say the BR-V is an exception. Rather, it fits right into a market segment where off-road prowess is rarely ever a consideration for buyers. You are probably already familiar with the Hyundai Creta, Maruti S-cross, Renault Duster and Nissan Terrano that the BR-V will take on, so let’s get straight to it and see where and how the Honda hopes to differentiate itself.

The first thing of note is its length. With a length of 4,456mm, the BR-V is the longest of the small SUVs and by quite a margin. For perspective, a Hyundai Creta measures 4,270mm from end-to-end. Second, the BR-V is not immediately identifiable as a Brio, Amaze and Mobilio platform mate, at least when viewed from the front, and that’s a good thing. The BR-V’s squared-out bonnet, angular headlamps and chrome-rich two-part grille has given it a bespoke face and it looks all the better for it. However, see it in profile and you could mistake it for a Mobilio; the upward shoulder line and distinctive kinked window line are shared with the MPV.

Third, the BR-V doesn’t have a classic SUV stance. The roof isn’t all that high, the body looks narrow for all its length and the long rear overhang is, again, more MPV than SUV. That the cabin area past the rear wheels has been used to hold a third row of seats, making the Honda the only seven-seater in its segment, is something we’ll get to in a bit.

There’s the usual dosage of roof rails, scuff plates at the bumpers and cladding on the wheel arches and doors. The 16-inch wheels also standout, as much for their attractive design as for how they look a size small for the BR-V’s large body. As for styling at the tail, it's attractive if a touch on the flamboyant side. There’s a solid chrome shroud for the number plate mount and a reflector that runs the width of the tail to link the smart-looking tail-lamps. Actually, the tail scores for practical reasons rather than for pure aesthetics; the large rear windscreen offers good visibility and the tailgate extends low down which makes loading and unloading luggage easy. What’s also nice is that even with all seven seats up, there’s a decent amount of luggage room in the BR-V. The rearmost seat can also be folded forward and flipped to free up as much as 691 litres of boot space.

What’s it like on the inside?

If there’s a positive to the BR-V’s medium height, it’s that it’s a very easy vehicle to get in and out of. Once inside, you get a feeling of familiarity. That’s because the BR-V uses the same dash as the one you’d find in the updated Honda Amaze which itself looks like a derivative of the Honda Jazz’s dash. The BR-V’s cabin looks quite smart and the all-black theme only helps the impression. Plastic quality is decent though not quite at the Hyundai Creta’s benchmark levels.

What might be a deal-breaker for many buyers, however, is the absence of a touchscreen infotainment system, something that is almost de rigueur for vehicles in this class. The car’s infotainment system does feature Bluetooth for telephony and audio streaming. Automatic climate control, steering-mounted audio buttons, push-button start, electrically foldable outside rear-view mirrors and rear air-con vents are some of the features that will be part of the kit on the top-spec versions. Still, reverse parking sensors should have been offered too. Honda has not revealed the exact variant break-up as yet, but has confirmed dual airbags will be standard across the range. Also what's worth noting is anti-lock brakes will be standard on the diesel BR-V, but will be available only on mid-range and higher versions of the BR-V petrol.

The feel from behind the BR-V’s smartly finished steering wheel is that of sitting in a jacked-up Jazz. The seating position isn’t all that high but visibility is still good, as is comfort. The front seats are well cushioned, and the middle-row seats with adjustable backrests are quite nice as well, notwithstanding the somewhat lack of thigh support. Middle-row legroom is good (the seats can be moved back to create more space) and headroom is aplenty. However, the SUV's cabin simply isn’t wide enough to seat three abreast in comfort and that’s when the last row comes handy. Access to the back is decent and space is not bad either; the large windows help this section of the cabin feel reasonably airy. However, the knees-up seating position means even those who will fit here won’t be happy for too long.

What’s it like to drive?

As expected, the BR-V for India will be available with three powertrain options with power channelled solely to the front wheels. There will not be any all-wheel-drive version. The mainstay of the BR-V range will be the diesel model that comes powered by Honda’s 1.5-litre, i-DTEC engine. While there were indications the engine would be tuned for more power on the BR-V, it continues to make 100hp and 200Nm; same as on the Honda City, Jazz and Mobilio. However, refinement sees an improvement. The engine runs a lot quieter than it does on the other Hondas and the note is also less industrial. That said, the diesel BR-V is still noisier than the Creta and even the Renault Duster.

Performance from the diesel engine is good with plenty of pulling power from very low in the rev band. Where the engine does feel slightly different now, is in its willingness to rev more freely. The engine still doesn’t excite, but there’s more of a powerband to play with. Another nice feature is the smooth-shifting six-speed gearbox that’s allied to a light clutch, both of which help make the BR-V diesel an easy car to drive in town. Diesel BR-V buyers can also expect good fuel economy. The ARAI-tested fuel efficiency figure of 21.9kpl makes this version of the BR-V the most fuel-efficient model among the small SUVs. Before you ask, no, there will not be an automatic version for the diesel.

The other engine of choice will be Honda’s 119hp, 1.5-litre, i-VTEC petrol engine. This engine will be available with both manual and automatic gearbox options. Interestingly, the manual gearbox is a new six-speed unit rather than the five-speed one the petrol City and Mobilio come with. Honda insiders haven't confirmed if this gearbox will make it to the other Hondas as well, but it’s something to expect in the near future. The petrol manual BR-V’s ARAI-tested fuel efficiency is 15.4kpl while the petrol automatic’s figure is slightly higher at 16kpl. The BR-V automatic that is likely to interest urban buyers uses a continuously variable transmission (CVT). Drivers have the option to manually operate the gearbox via steering-mounted paddles which is a first-in-class feature.

The CVT-equipped BR-V does feel nice and responsive for city use. Initial responses are good and pottering around town is a smooth and relaxed affair. But press down hard on the accelerator and you get that rubber-band effect CVTs are notorious for. The gearbox has the engine hold revs until speeds build and this also brings out the engine’s noisiest side. The otherwise smooth engine sounds gruff when this happens, and seems especially thrashy close to the 6,500rpm. Drive with moderate throttle inputs and you’ll like the CVT a lot more. Enthusiasts will like the option of the paddle shifters that work without any delay and let you shuffle between the gearbox’s seven ‘steps’. However, due to the characteristics of the CVT setup, you don’t get the same sort of connect you would with a traditional automatic or dual-clutch transmission.

The BR-V is a long vehicle and you can feel its length from behind the wheel, especially around tighter bends. It’s no corner-carver, but you do get a reassuring sense of security in the bends. What adds to this feeling of confidence is that the steering has little slack and also has a nice weight to it. Straight-line stability is not quite at Duster levels, but is good nonetheless. The BR-V also does well for ride comfort. You do feel a bit of firmness in the setup, but the suspension is absorbent enough at low speeds and contains undue body movements at high speeds too. The BR-V has a generous 210mm of ground clearance that did come handy clearing some rough patches on our test drive. 

Should I buy one?

The Honda BR-V is the only model in its class to come with seven seats, something that buyers particularly with large families are sure to be drawn to. Aside from this flexibility, the BR-V also offers a pleasant driving experience. The BR-V’s petrol engine will appeal to buyers for its wide range of abilities, while the diesel one will be suitable for those looking for maximum efficiency. There’s word of keen pricing too.

But for all its strengths, the BR-V doesn’t have the rugged appeal of an SUV and its similarity to the Mobilio MPV, in terms of design, is unlikely to go down too well with image-conscious SUV buyers. Then there’s the matter of the BR-V being down on equipment to rivals too. All said, Honda will have to price the BR-V aggressively if it wants to take the fight to the established competition.

The BR-V goes on sale on May 5, 2016.

Engine

Fuel	Petrol/Diesel
Type	1497cc, four-cylinder, SOHC, iVTEC/ 1498cc, four-cylinder, DOHC, iDTEC
Power	119hp/100hp
Torque	145Nm/200Nm

Transmission

Gearbox

6-speed manual/CVT

Dimensions

Length	4453mm
Width	1735mm
Height	1666mm
Wheel base	2660mm
Ground clearance	210mm

Chassis & Body

Tyres

195/60 R16

Suspension

Front	McPherson Strut, coil springs
Rear	Torsion beam, coil springs

Steering

Type of power assist

Electric

Brakes

Front	Disc
Rear	Drum

Economy

Tank size

42 litres

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Toyota Innova Crysta India review, test drive

The sequel to the most popular MPV in India, the Innova Crysta is bigger, better looking and more luxurious, but will be more expensive too.

What is it?

The current Toyota Innova is over a decade old, but through that time, it has found many happy owners. When it was first introduced to replace the boxy Qualis, many found the hike in price too great and unjustified. However, soon enough, the Innova won Indian buyers over with its space, comfort and, above all, its rock-solid and hassle-free reliability. And, though its prices rose by as much as 60 percent over the years, it never seemed to deter buyers, who kept flocking to the big MPV. Now, history is about to repeat itself, as Toyota is finally replacing the Innova with a new-generation model, and though we don’t have the prices just yet, it will be a good deal more expensive than the outgoing car. But is it worth it? We have driven the India-spec car in Goa to find out just that.

For starters, its name has a new suffix – Crysta – which, as Toyota did with ‘Altis’ for the Corolla years ago, is meant to signify just how new this car is. The first thing you notice is that it’s clearly larger than the outgoing car, both in length and width. And though it has the typical MPV shape overall, the new styling is very dramatic. There’s a huge grille with black slats in its lower section and two chrome bars at the top that really grabs your attention. Flowing out from the chrome bars is a pair of large swept-back headlamps that contain LED running lights and projector elements. 17-inch wheels are standard now (they are alloys on high-spec cars), and what really gives character to the sides of this MPV are the flared wheel arches and the rearmost window glass that kinks up sharply towards the D-pillar. At the back too, the Innova Crysta looks quite attractive with its ‘inverted L-shaped’ tail-lamps.

What’s it like inside?

Space and comfort were hallmarks of the old Innova and the new one simply takes things a step further. The front seats are wide and very well-shaped to offer good support and, crucially, great long-distance comfort. Impressively, the second row’s captain chairs are almost the same, but they aren’t electrically adjustable like the driver’s seat. Toyota knows that many of the MPV’s owners are chauffeur-driven, and has made sure to give utmost prominence to the second row; even the doors here are fancier, with wood trim, unlike the front doors. These chairs can slide back and forth and recline, there are small fold-out tables in the rear of the front seats, and with just one pull of a single lever the seats fold down and tumble forward, giving access the third row. Once you’re in the back, yes, you will find your knees folded up almost to chest height as with most third-row seats, but it’s more comfortable and spacious than the previous Innova, and that itself was better than most of the competition. There’s even a third, three-point seat belt that spools out of a slot in the roof, in case you can fit a third passenger back here.  What’s more, luggage space with all seats in place is also better than before (you could get one full-size suitcase in) and it’s easy to split, flip and fold away the third row when it’s not needed. It’s very practical too, with as many as 20 bottle holders spread around the cabin, not to mention several other cubbyholes to stash away small stuff. Our only grouse is that because the car has two separate gloveboxes (one is cooled), they both feel a little small; a single, larger glovebox would have been more useful. The Innova’s main use is long-distance travel for the whole family, and Toyota has made sure the cabin is well-suited to it.

What Toyota's also done, is upped the luxury quotient of the Innova. The cabin no longer looks utilitarian, and the dashboard feels like it’s been plucked out of a Corolla or a Camry. The design is truly unique, featuring one continuous band of silver trim that runs the length of the dash. The dials are big and clear, and in front of them sits a large, thick-rimmed, leather and wood-trimmed steering wheel, with loads of controls, including one stalk for cruise control. There’s a thick slab of dark, glossy wood in the middle of the dash that looks really rich, and the central console, with its two vertical pieces of silver trim, houses the electronic AC controls and a big 7.0-inch touchscreen. This new infotainment system feels modern and has a lot of features, including satellite navigation, various audio and video input options, a detailed fuel and trip computer and a rear-view camera for which it is the display. There are a number of unique touches around the cabin, like the strips of cool-white LED ambient lighting on the ceiling, and the felt-lined door pads to rest your elbows on. There are, of course, dedicated air vents for the second and third rows, but this time, they too have electronic control, like at the front.

This top-spec ‘Z’ variant of the Innova Crysta has a lot of equipment. Aside from the aforementioned stuff, you also get electric folding mirrors, one-touch-operated power windows on all four doors, keyless entry and go, rear parking sensors, electric adjustment for the driver’s seat and automatic headlamps. It’s a shame that for a car with seven seats, there’s just one USB port and only two 12v charging ports; a setback if many want to charge their phones simultaneously, when on the move.

What’s it like to drive?

So the updates to the exterior and interior are both huge improvements, but there’s even more good news in store. The Innova Crysta comes with two entirely new diesel engines, a 2.4-litre with a five-speed manual gearbox, and a 2.8-litre with a six-speed automatic gearbox. The 2.4 manual first, and when compared to the old 2.5-litre engine, there are some similarities. This one too is not very refined, sounding a bit gravelly at start-up and then again at higher revs, and it also doesn’t enjoy being revved a lot, making you want to shift up well before the redline. However, both these aspects are slightly improved from the old car. The Crysta settles into a smooth and relatively silent hum at low to medium revs, and though you’ll still want to shift up early, you get more out of each gear now. The rest is all positive. For one, there’s more power – 150hp is a significant jump in power over the old 102hp, and at 13.1sec, the Crysta is a full 4.4sec faster from 0-100kph than the previous car! It even feels much stronger when you’re overtaking, which is essential when you’re out on the highway with a fully loaded-up car; this is helped by its solid 343Nm of pulling power that’s made as low as 1,400rpm. The old Innova was geared very short, so cruising in fifth on the highway was a noisy affair and the engine sounded strained. The newer car has a much broader torque spread and relatively taller gearing, so it feels a lot more comfortable loping along at high speeds, although we feel a sixth ratio would have made it more effortless still. So it’s a great highway cruiser, but if you find yourself in traffic, you will notice the clutch pedal is on the heavy side and that the short gear lever needs a little more effort. It’s also got three drive modes – Eco, Normal and Power. Eco is best for when you’re in town and want to stretch every last litre of diesel, while Power yields the quickest responses to accelerator inputs. But Normal mode is the best for everyday driving, delivering a good mix of power and efficiency.

What really tells you that the Innova is now a seriously premium car is the availability of an automatic gearbox. The six-speed unit also comes with a larger, even more powerful diesel engine – 2.8 litres with 174hp at 3,400rpm and 360Nm at 1,200-3,400rpm. This car is properly quick, being able to cross 100kph in just 11.5sec, and this is despite the fact it weighs almost 1.9 tonnes! The automatic gear shifts themselves are smooth, but we feel the system is too eager to change gears sometimes, even when not necessary. And while there are no paddle shifters for manual gear control, you can change gears manually with the gear lever itself.

The good news just keeps coming, as the other great strength of the Innova – its comfortable and all-conquering ride – has not been tampered with either. At just about any and all speeds, the big MPV just punishes bumps and potholes into submission. The suspension is tuned a little on the soft side and absorbs all sorts of road irregularities well, and if there is a slight jittery feeling, it’s more down to the relatively large 17-inch wheels than the suspension. In a straight line on the highway, the Innova Crysta stays superbly flat and composed, keeping cabin occupants comfortable throughout. The only disappointment is the steering. Of course, one cannot expect sportscar precision in an MPV, but the Crysta’s wheel feels too heavy at low speeds and requires too many turns, lock to lock, to make a U-turn. Conversely, at higher speeds, it starts to feel loose and inconsistent, and this can get a little disconcerting. You'll also feel a bit of steering shock through the wheel as you drive over sharper bumps. And, expectedly, there’s loads of body roll around corners, and combined with the slow, heavy and mushy steering, this is really not a car you want to drive enthusiastically.

Should I buy one?

When it goes on sale early next month, the Innova Crysta’s price will start at around Rs 13 lakh and the top-spec 2.8 Z automatic variant could cost as much as Rs 22 lakh (ex-showroom). Yes, that puts it out of the realm of conventional MPVs from Maruti, Honda, Chevrolet, Mahindra and Renault and into the realm of seven-seat SUVs and even large executive sedans. When you’re paying this much money, you have certain expectations of space, quality, luxury and comfort, and the good news is the Innova Crysta delivers on just about all of them. Sure, refinement is still not the greatest, and the steering, clutch and gearbox can get a bit tiresome in traffic, but these are minor setbacks in the scheme of things. The Crysta takes all the old Innova’s strengths that customers just love, and amplifies them. Yes, you will have to pay a premium for it, but as most owners of the previous car will tell you, it will be worth it.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 13-22 lakh (est, ex-showroom, Delhi)

Engine

Fuel	Diesel
Installation	Front, transverse
Type	2393/2755cc 4 cyls, turbo-diesel
Bore/stroke	92.0/90.0, 92.0/103.6
Power	150hp at 3400rpm / 174hp at 3400rpm
Torque	343nm at 1400-2800rpm / 360nm at 1200-3200rpm

Transmission

Type	Rear-wheel drive
Gearbox	5-speed manual / 6-speed auto

Dimensions

Width	1830mm
Ground clearance	167mm

Chassis & Body

Construction	Body on frame, MPV
Weight	1855/1870kg
Tyres	215/55R17
Spare	Full size

Suspension

Front	Independent, double wishbone, coil springs
Rear	Non-independent, multi-link, coil springs

Steering

Type	Rack and pinion
Type of power assist	Hydraulic

Brakes

Front	Ventilated discs
Rear	Drums
Anti-lock	Yes

Performance

0-20	0.81(MT) 0.94 (AT)
0-40	2.52, 2.53
0-60	5.34, 4.78
0-80	8.4, 7.68
0-100	13.11, 11.46
0-120	19.03, 16.07
0-140	28.25, 23.90

Acceleration in gear

20-80kph in 3rd gear	10.58 sec /6.70sec
40-100kph in 4th gear	13.08 sec / 8.84 sec

Economy

Tank size

55 litres

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