Small SUV Comparison: Toyota C-HR v Holden Trax v Honda HR-V v Suzuki Vitara S

Over the last five years the number of combatants battling for a slice of the small SUV segment has doubled to a point where there are now more than 20 fighting for upwards of 100,000 sales.

And what a diverse field it is, from the usual mainstreamers - think Ford, Holden and Mazda - to quirky players from the likes of Fiat, Citroen and even Chinese newcomer Haval.

Ironically, Toyota - a brand that dominates outright SUV sales across seven models - was one of the last to join the small SUV party.

But its new C-HR promises to shake up the establishment with its blend of bold styling and a rich list of equipment.

In this test, we pit the sub-RAV4 Toyota against the Honda HR-V, updated Holden Trax and our Car of the Year category-winning Suzuki Vitara.

Holden Trax?

Photo: Mark Bean

Since 2013, the Trax has been an also-ran in the emerging small SUV segment.

But the latest iteration - a product of Holden's Daewoo factory in Korea - brings sharper styling, more equipment and a new LT variant, the model we're testing.

Despite sitting in the middle of the Trax lineup the LT comes primed with equipment as part of a push to muscle it on shopping shortlists.

It's the only car here with smart key entry on all four doors, a sunroof and digital radio, for example. Plus it gets 18-inch alloy wheels versus 17s for the remaining three.

It makes the $28,890 (plus on-roads) ask more palatable, even if it's $2400 more than the most affordable Trax LS with an auto transmission. Servicing, too, is every 15,000km and totals less than $1000 for the first three years or 60,000km.

In line with shifting trends, the Trax gets a 1.4-litre turbocharged engine, its 103kW/200Nm outputs among the heartiest of the quartet.

Photo: Mark Bean

Inside, too, some of the clanky plastics have been replaced and there's contrasting stitching on the dash and an interesting mix of fake leather and cloth on the seats.

Vision is excellent, even in the rear, while the sunglass holder in lieu of a grabhandle above the driver is a nice touch, as is the 230V powerpoint in the rear, complementing the single USB up front.

Other clever thinking includes the door skins incorporating twin binnacles, plus there's a handy pull-out bucket near the driver's knee, partially accounting for the lack of covered centre console.

The rear pews incorporate a fold-down arm rest but the seats themselves are quite upright and knee room is below average.

And it's a shame the door inners and handbrake maintain the scratchy, 1990s plastic texture; similarly the manual gearshift buttons are illogically planted on the side of the gear lever.

That thinking carries through to the driving experience, which is honest and acceptable but occasionally flawed.

Steering is predictable and cornering grip substantial courtesy of those 18-inch Continentals.

Despite lugging around more weight than its rivals (it's 1390kg) the engine pulls strongly, albeit using a claimed 6.7 litres of premium unleaded per 100km.

But refinement is a letdown. The engine gets raucous as revs rise and there's a thrum of road noise on coarse surfaces.

And while the body is controlled nicely through bends - there have been no suspension updates with this latest model - the low-ish profile of the tyres amplifies smaller bumps, which can elicit a creak or two from the plastics over fast repetitions.

2017 Holden Trax LT

Price: $28,890, plus on-road costs

Engine: 1.4-litre 4-cylinder turbo petrol

Power: 103kW at 4900rpm

Torque: 200Nm at 1850rpm

Transmission: 6-speed auto, front-wheel drive

Fuel use: 6.7L/100km, premium unleaded

Honda HR-V

Photo: Mark Bean

The HR-V is proof of how much things have changed with small car engines. In this quartet, it's the only one not to employ a turbocharger for punch.

The trade-off is that, at 1.8 litres, the four-cylinder is the largest on offer - and the most powerful (just), with 105kW.

That power is produced high in the rev range, at 6500rpm, so you need to keep your right foot planted to coax the best out of it, at which point there's a vocality that lets everyone know lots of work is being done.

Thankfully the CVT auto works with you to tap into the upper reaches, and the initial throttle response is swift, good for quick reactions in town and on the open road.

Fuel use is the highest here at 6.9L/100km, but it's the only one recommended to run on regular unleaded, potentially saving around 10 per cent over the premium brew.

Steering lacks the alacrity of, say, the Suzuki, although it's predictable and faithful. Even on smooth roads there's an ever-present muted roar from the tyres, but the Dunlops don't transmit as much of the guttural noise common on Australian back roads.

And while the suspension is compliant and comfortable, a big hit momentarily flusters it as it works to regain control.

Photo: Mark Bean

But the Honda fights back with space - lots of it. There's a covered centre console (it's small) and larger binnacle with some fancy flip out cupholders (extra space is liberated courtesy of the electric park brake), as well as a nifty handbag-sized hole under the gear selector and centre console, complete with twin USB ports.

Rear leg room is excellent and there's loads of under seat foot space, so even tall adults fit. Getting in and out is easy, too.

Outer occupants in the rear get seatback pockets on both sides as well as small door binnacles - and even curry hooks on the pillars.

Underfloor storage beneath the broad, useful boot compensates for the lack of corner cubbyholes. It's a shame about the luggage cover, which is a flimsy fold up number.

At $27,990 the Honda also undercuts its rivals, although you'll lose some of that at service times. The HR-V costs more than (gulp) $2000 in the first three years.

There's the occasional equipment deficiency, too, such as no way of getting sat-nav on the 7.0-inch touchscreen. And that touchscreen has a frustrating volume swipe that's inferior to a dial.

The trim looks drab and chosen for its price compared with others in this group. Some elegant chrome surrounds on things such as the air vents don't dramatically lift the dark tones, which extend to the dark cloth seats.

2017 Honda HR-V VTi-S

Price: $27,990, plus on-road costs

Engine: 1.8-litre 4-cylinder petrol

Power: 105kW at 6500rpm

Torque: 172Nm at 4300rpm

Transmission: CVT auto, front-wheel drive

Fuel use: 6.9L/100km, regular unleaded

Suzuki Vitara

Photo: Mark Bean

There's something eminently loveable about Suzuki's Vitara. The $29,990 drive-away pricing for our mid-grade S Turbo is a start, with the bold colours (inside and out) and optional black highlights a nice follow-up.

That it comes so generously appointed cements it as a great value proposition; navigation, auto wipers, smart key entry (not on the rear doors) and Apple CarPlay are part of the deal, although Android Auto is missing.

Inside, space is generous, especially with head room.

Those in the rear also get great leg room (a smidge behind the Honda) and feet space under the seats.

There's the occasional oversight. The middle seatbelt retracts into the roof, for example, and only one seatback pocket is compensated by big bottle holders in each door.

Servicing is also due every 10,000km, totalling more than $1400 over three years.

In some areas, the beancounters have run riot; there's no covered centre console and the tops of the doors have a hard, unwelcoming plastic finish that contrasts with the fake suede further down.

Photo: Mark Bean

But in others genuine thought has paid off. The leather-stitched steering wheel, for example, the red anodised metal surrounds to the circular air vents, and the elegant plastic spear with its brushed metal look on the passenger's side.

Seats are a mix of textured material and leather on the outsides, reinforcing the sporty flavour.

The boot is broad and deep, plus there is a clever false floor allowing you to make it even deeper, as well as small binnacles in each corner.

On the road, the Vitara is effortless. Light steering is blunted only by some hints of torque steer, where the steering wheel is reluctant to return to centre when accelerating through tight bends.

Its demeanour is helped by its comparative featherweight (1160kg) frame, some 200kg lighter than the competitive trio.

Throw 103kW and 220Nm into the mix - the latter at least 10 per cent above the others and available from just 1500rpm - and it makes for an enticing mix.

The 1.4-litre has ample pull and is comfortably the perkiest of our quartet. The six-speed auto is faithful and quick to react, and those wanting more control can use the paddles on the steering wheel.

Cornering grip is good and there's an athleticism to the Vitara's step.

There's also a rawness, something shown in the occasional plastic rattle inside over poor surfaces.

It's certainly value packed and fun, but sometimes apparent where money has been saved.

2017 Suzuki Vitara S Turbo FWD

Price: $29,990 Drive-away

Engine: 1.4-litre 4-cylinder turbo petrol

Power: 103kW at 5500rpm

Torque: 220Nm at 1500-4000rpm

Transmission: 6-speed auto, front-wheel drive

Fuel use: 5.9L/100km, premium unleaded

Toyota C-HR

Photo: Mark Bean

If this were a head turning competition the C-HR would stand high on the podium. Bright colours, sharp angles, muscular curves and attitude aplenty.

That carries over to the inside, too. Toyota's done its fair share of drab interiors over the years, but this one exhibits genuine flair, with beautifully supportive front seats, interesting textures and finishes and thoughtful design.

Attention to detail is also very un-Toyota, from the stitched fake leather sweep topping the dash to the matte silver air vent surrounds. Even the diamond patterns above each front seat and triangular plastics on the insides of the doors emphasise the effort with presentation.

Plus, it's not small inside. The back seats sit low, delivering on head room for those beneath the cascading roofline.

Up front, there's a covered console near the large cupholders that just as easily swallow a phone or keys.

There are areas of frustration; the sole USB outlet is within the high-mounted audio head unit, so leaves a cable dangling. And the glovebox - once you find it - has a push button that often requires multiple pushes.

Elsewhere, form wins over function. The rising sweep of the rear doors makes it trickier to get in and difficult to see out once there - a real issue for kids, especially those with weak stomachs and a love of strawberry milkshakes. Speaking of which, toddlers won't be able to reach those rear door handles, which are 1.4 metres off the ground.

Photo: Mark Bean

There's also no seatback pockets or door pockets, with a cupholder and smaller binnacle for odds-and-ends, while grab handles are also missing.

Venture further aft and the theme continues with a high, shallow boot, which means you'll be relying on the split-fold seats more to accommodate chunky luggage. At least there are small corner binnacles.

Yet from the driver's seat there's lots to love.

There's a maturity to the C-HR's dynamics until now unseen in the small SUV category.

Accurate steering and a surefooted stance kick things off, and the suspension is quiet and compliant.

It deals beautifully with smaller, high frequency bumps and at the same time is respectably hushed, an indication of its refinement.

That comfort and control equips the C-HR well for everything from suburban backstreets to pockmarked country roads.

But the engine is nothing special. The 1.2-litre four-cylinder turbo has just 85kW (its three rivals crack triple figures) so you need to push it.

Fortunately, the CVT transmission adjusts responsively to throttle inputs and harnesses the stout 185Nm, on tap at just 1500rpm.

But the C-HR is not cheap - think 29 grand for this base model, or another $2000 for the optional four-wheel drive system (the rest drive only the front wheels in all models).

Some of that is effectively pre-paying for servicing, with annual check-ups of $195, leading to a three-year tally below $600.

Plus, it's well equipped, including things its rivals miss out on, such as dual-zone air-conditioning, a digital speedo and self-folding mirrors with "C-HR" puddle lighting built-in.

Its most notable omission is with having to put a key in the ignition to start it.

But it's on the safety front where the C-HR steps up. As well as blind spot monitoring and active cruise control it gets an auto emergency braking function that operates between 10km/h and 80km/h, able to slam on the brakes to avoid a crash.

It's the icing on a well-baked cake.

2017 Toyota C-HR auto FWD

Price: $28,990, plus on-road costs

Engine: 1.2-litre 4-cylinder turbo petrol

Power: 86kW at 5200-5600rpm

Torque: 185Nm at 1500-4000rpm

Transmission: CVT auto, front-wheel drive

Fuel use: 6.4L/100km, premium unleaded

Verdict

There's nothing wrong with the Honda HR-V and Holden Trax, but each bows out early in this contest.

The HR-V because its engine lacks finesse and there are notable equipment omissions. What was at the pointy end of the field two years ago is a stark demonstration of how far small SUVs have advanced.

The Trax because despite some worthy styling updates the bones beneath lack polish.

Which leaves the Vitara and the C-HR.

Those wanting space and functionality in a highly enjoyable packaged will be well rewarded in the Suzuki. It's a class act and the pick for small families looking for a small SUV.

But the C-HR wins this stoush. Its driving nous and generous spread of gear more than compensate for an engine that's adequate yet unexciting. And its class-leading active safety suite cement it as a clear winner. For now, at least.