Following a media launch route from the Radisson OR Tambo through the rolling elevations toward Hartebeespoort, the Changan UNI-S proved it isn’t just interested in matching spec sheets; it’s aiming for a level of poise that feels surprisingly un-budget.

Visually, the UNI-S is a looker that leans into a tech-forward design language. The front fascia is dominated by an integrated honeycomb mesh grille, flanked by sharp, S-shaped LED daytime running lights (DRLs) and light strip.

The side profile is clean, utilizing regular door handles and gloss-trimmed windowsills to maintain a sleek silhouette.

The rear of the vehicle is where the design feels most familiar; it is remarkably reminiscent of the Honda HR-V, but scaled up. The full-width LED lightbar and the specific placement of the Changan emblem evoke the premium, clean horizontal lines of the Honda, but with a more muscular, larger-SUV footprint. The stance is anchored by either 18-inch alloy wheels (CS and CL) or more aggressive 19-inch rims on the flagship CE. We’re driving the flagship CE in Flourite Grey for this First Drive.

For those looking to personalise, the UNI-S is available in five sophisticated hues: Shadow Grey and Putty Grey (leaning into the popular “Nardo” aesthetic), Flourite Grey, Starry Black, and Moon White.

Inside, the cabin quality is a standout feature that challenges its price tag. The upholstery – utilising microfibre leather in higher trims – feels premium and high-quality to the touch, lacking the synthetic plastic feel found in entry-level competitors.

The cockpit features a 12.8-inch infotainment display and a 10.25-inch digital cluster. The “AI Elf” voice assistant provides a reliable shortcut for managing Apple CarPlay and Android Auto, while the flagship CE adds “surprise and delight” features like an electric panoramic sunroof that automatically closes when it detects rain. There’s a wireless charger in the centre, a large storage area and bridge compartment that houses all the USB ports.

Safety is handled by an expansive ADAS suite, including Adaptive Cruise Control and Lane Keeping Assist. The standout, however, is the 540-degree panoramic camera system, which allows the driver to “see through” the chassis on the screen—making rocky turn-offs and tight parking significantly less stressful.

On paper, the UNI-S delivers 138kW and 300Nm from its Blue Whale 1.5-litre turbocharged engine. In practice, the experience deviates from the usual 1.5L tropes found in rivals from the Chery Group. During the climb toward Hartebeespoort, the engine lacked the strained, thrashy note often expected under load. It felt able and less grunty on uphills, maintaining a poised, smooth character on the straights.

The 7-speed dual-clutch transmission avoids the sudden surges that often plague DCT-equipped SUVs in this price bracket. It feels less like a budget alternative and more like a powertrain that has been genuinely tuned for South African altitudes.

A vehicle’s true character is often revealed from the back seat, and the UNI-S utilises a multi-link independent rear suspension that pays dividends on uneven surfaces. During the leg back from Hartebeespoort, spent as a passenger in the rear, the ride remained remarkably plush. The cabin insulation and seat comfort suggest a vehicle designed for long-distance family travel.

So, what’s the verdict?

The Changan UNI-S addresses the primary complaint of its segment: drivability. By delivering a smooth engine experience and a cabin that feels genuinely premium, Changan has moved the goalposts for what R400k can buy in Mzansi and I’m here for it.

Should you buy one? I’d say by all means go test drive one and experience it for yourself. If you’re looking to purchase within the sub R400 000 price point, this should be on your shortlist. We’ll share more on our longer test drive.

Pricing and Ownership

• UNI-S CS (R389,900): The foundation, with 18-inch wheels and a 12.8-inch screen.
• UNI-S CL (R429,900): The “intelligence” grade, adding leather and the full ADAS safety suite.
• UNI-S CE (R469,900): The flagship, with 19-inch wheels, an 8-speaker sound system, and an electric tailgate.

Each model is backed by a 5-year/150,000km warranty and a 5-year/90,000km service plan, providing a safety net that matches its mechanical confidence.

The Competition: Who Should Be Worried?

The Changan UNI-S enters a segment where buyers are spoiled for choice, but it targets three specific archetypes:

• The Tech-Value Leaders: It goes head-to-head with the Chery Tiggo 7 Pro and the Haval Jolion Pro, but offers a more refined, less “frantic” engine experience.
• The Established Practicality: It challenges the Toyota Corolla Cross, offering a much higher standard of interior luxury and tech for a similar price point.
• The Style Seekers: By mimicking the premium rear aesthetic of the Honda HR-V while offering more space and power, I’d say it targets buyers who want “Lexus-lite” looks on a Changan budget.

We’re big fans of the Honda Fit, its perky styling and not only capacious but cleverly organized interior making it one of our top picks in the compact line-up. Turns out we’re not the only people Honda has convinced, with Fit sales flourishing.

Given that demand, it’s hardly a surprise that the Fit has gained a chunkier sibling. Honda is hitting all the typical subcompact crossover keywords for its target demographic, even going so far as to describe the car as having “coupe allure with minivan practicality”, but at its core it’s that appealing mixture of elevated driving position, practical space, and more striking styling that has been in demand ever since SUVs first made their way onto town and city streets.

If the Fit is a cutesy urban runabout, then the HR-V is a mini spaceship. No really, it even looks the part. It takes more than hiding the rear door handles in the C-pillar to give the impression of a coupe, but even discounting the hyperbole it’s an altogether more dynamic-looking car.

Next comes the styling, a radical departure from the previous-gen HR-V’s Lander Robot-inspired fascia. Similar to the incoming 2022 Honda Civic, the HR-V has a cleaner design with marginally bulbous proportions. The taller profile, upswept headlights, and gorgeous slotted grille are excellent additions to the new HR-V’s silhouette. The butcher stance emanates a sense of adventure, but the aggressive fascia lends a sportier, more premium feel.

However, it’s still an HR-V with hidden rear door handles, a sloping roof, and a compact footprint. But the HR-V is definitely a car that looks more interesting from the front three-quarter angle than the back.

Happily – and sensibly – Honda hasn’t allowed the whims of the designers to undermine what many HR-V buyers are going to be most interested in: practical internal space.

It pays dividends once you get inside. Even better, adjusting all those seats is straightforward. The boot opening is broad and tall, while the seats drop down easily.

Soft touch plastic is found in most of the places that matter – though you can still reach out and find the harder stuff without much searching – and the sweep of the dashboard is more cohesive than that of the Fit.

The dashboard layout is similar to what you’ll find in the 2022 Civic. It has a meaty three-spoke tiller with integrated buttons and controls. The dashboard sits low to offer better forward visibility. As a bonus, it has dedicated physical knobs for the climate control system,

It’s also more functional. The climate controls now get a touch-button panel – it looks suitably futuristic, though you have to look down at it to make sure exactly what it is you’re tapping – and there’s an electronic parking brake as standard. A row of vents run all the way across the passenger-side of the dash, too, for what Honda says is swifter cooling or heating when you first get into the car. Sure enough, it’s straightforward to establish a mini gale to subdue the person sat alongside you.

Honda has left space for a “Console Pocket” cubby under the gearstick. It’s not just a place to drop your phone, either, with to two USB ports on either sides.

As for infotainment, Honda has a new high resolution 8” touch-screen display audio which has been neatly integrated into the instrument panel. The infotainment system comes standard across the HR-V model range and gives users full functionality of a smartphone via Apple CarPlay and Android Auto. Bluetooth is included and can be controlled via remote controls on the steering wheel.

Still, you can give voice command instructions, and read and respond to text messages received on a connected phone.

While the Fit’s infotainment was ambitious, I found I struggled with the at-times sluggish interface and easily defeated voice navigation. Things have taken a turn for the better in the HR-V, and while the UI still inexplicably ignores most colors beyond shades of blue, at least it navigates more smoothly on the new crossover.

Enhanced Honda SENSING active safety technology, available exclusively on the HR-V Executive model, offers a broad range of driver assistance features and driver aids as standard. This new and improved Honda SENSING system incorporates a newly developed front camera that is able to detect a more comprehensive range of road surfaces and traffic characteristics, including enhanced night-time operation.

Engine options are even simpler. In fact, Honda will only offer a single powerplant, at least initially: a 1.5-litre CVT petrol engine generating a power output of 89 kW and torque of 145Nm.

It’s a decent engine, though most of the time you hardly hear it running. Honda has put extra sound insulation into the structure, including around the fenders front and rear, and a sound-absorbing underbody cover. The result is a noticeable reduction in road noise.

Pushed, the 4-cylinder has some poke to it for the city, but it’s never the most sonorous of engines. Fuel consumption during our drive was around 7l per 100km, although Honda rates it as 6l per 100km. There’s no sign as yet of a hybrid version, though I imagine Honda will be watching closely to see how much demand there is for that powertrain.

City cars should be nippy and direct, and happily the HR-V’s steering and suspension do a solid job there. Honda says it took pains to keep the center of gravity low, and there’s certainly little wallow. The HR-V probably won’t ever make it offroad, but the ride stayed smooth even when the surface got rough. According to Cape Town standards.

After experimenting with the paddle shifters, it seemed easier just to leave the CTV to its own devices, particularly around town, though being able to force the transmission down a few virtual gears with a few swift taps did come in useful on more twisty routes.

The 2022 HR-V is competitively priced. Things kick off with the entry level Comfort priced at R469,000. Meanwhile, the flagship Executive model is priced at R554,500.

While the subcompact crossover space may be relatively sparsely-populated, Honda does still face some competition. Mazda’s handsome little CX-3, Fiat’s 500x, Hyundai Kona and Jeep Renegade are all considerable.

In short, the 2022 HR-V certainly ticks all the worthy boxes – interior space, economy, and quiet ride – that typical Honda customers are interested in, but it also does it with a greater-than-usual splash of style and a fair number of toys.

If the Fit has shown us anything, it’s that clever packaging and a few simple choices are in demand. The 2016 Honda HR-V builds on that with fashionable styling alongside the reassurance of a familiar name badge, and it’s hard to imagine it not coming to rule the subcompact crossover segment.