A test of the Honda ZR-V. The car sits between the HR-V and the CR-V.
Like Civic only as Hybrid
The CR-V has become so big that there was room for a new model between the SUV and the HR-V. We drove the ZR-V.
Will this Honda be below or above the HR-V and CR-V?
Neither, he intervenes. There may have been no room there before, but the CR-V has grown so much that there is room for a new model that can compete so nicely with models such as the Nissan Qashqai and the Toyota Corolla Cross. This new ZR-V means Z Runabout Vehicle. A reference to generation Z: say the twenty-somethings of today. The reason that the crossover has been marketed a bit more hip than the other Honda cars. When asked, the brand also targets people between the ages of 45 and 55, so that it at least has a realistic picture of its customer base.
Honda ZR-V.
It doesn’t look like other Hondas…
No, we noticed that too. You can say something hipper, but also more average. There’s a touch of Ford and some touches of Korean (from the previous generation) through it. Remove the logo and it is difficult to guess which brand it is. In profile it is striking how low it is. Noticeably more crossover than SUV with a remarkably short rear overhang. Behind the wheel you immediately notice how low you are in the car.
The inside looks familiar
The cockpit seems to have been taken over almost one-on-one from the current Civic, although the center tunnel has a different design. The buttons for the gears are now in the middle and the whole thing floats for extra storage space. But multimedia and climate control hold few surprises for Civic drivers. The rear seat offers a remarkable amount of legroom and, because you miss the sloping roofline of the hatchback, much more headroom. In addition, the seat in the back is very good, nice after all those test cars with batteries in the bottom. The trunk has a capacity of 380 liters, which is remarkably a bit less than the Civic, which measures 410 liters. Competitors in this segment are all a little to a lot higher in volume, so this isn’t a strong point for the Honda.
The Honda ZR-V Cockpit resembles the Civic.
Is there any interesting technology under the hood?
Certainly, although it is also known fare here. The cockpit already revealed that this is actually ‘just’ an elevated Civic, so we find the same hybrid powertrain here as in the Civic. And here too it is the only motorization that you can order, although that is different on other continents. The powertrain has a special design that works not only as a series hybrid, but also as a parallel hybrid. The system consists of a two-liter four-cylinder petrol engine, which works with Atkinson barrel. It delivers 143 hp 186 Nm. The maximum power always comes from an electric motor, which delivers 184 hp and 315 Nm. A second smaller electric motor serves as a generator and is driven by the combustion engine, which can always run at the most favorable speed possible. So you always drive on electricity. Or almost always. At high speeds, such as on the highway, a clutch closes and the petrol engine helps drive the wheels directly, creating a parallel hybrid system. Not to provide more power, but because the petrol engine can work very efficiently here without using the battery as an intermediate station. Remarkably enough, the engine seems to participate in acceleration actions because Honda fakes switching moments. Strange and fake, but it also sounds more natural than the well-known cry in, for example, the Toyota Prius that lingers at high revs. So being cheated here is nice. The electric motor is always on point and that gives it a pleasant driving behavior. The 184 hp are fine for the ZR-V, partly thanks to the immediately available torque.
Honda ZR-V.
And how does the car drive?
Excellent! Honda always knows how to do things right in such an emotionally simple way that you wonder why it is sometimes so difficult with other manufacturers. The car drives in a balanced way, offers just a little more comfort than the Civic and only sacrifices a little in terms of dynamics. The steering is light but communicative enough and the ZR-V barely leans in fast corners. If you are going to push a bit, there is sometimes some loss of traction at the front wheels, perhaps due to the firm setting of the stabilizers. But the overall driving experience doesn’t suffer without it. It feels higher quality than rivals from Nissan and Toyota, with less wind noise and a less tinny feel. The multimedia system could be a bit more modern and does not impress for a moment with its slow card and simple design. Certainly Honda, which always likes to compete against premium brands, you expect more. Fortunately, the safety systems are up-to-date with a reasonably functioning autopilot.
Hondas were always quite expensive
The ZR-V costs at least €48,375 in the Netherlands, which means that it falls neatly between the HR-V e:HEV, which is available from €37,690, and the CR-V e:HEV, which costs at least €55,000. The starting price of more than 48 grand applies to the Honda ZR-V in Elegance trim. It is also available as a Sport and as an Advance and costs €50,555 and €53,250 respectively. The Sport version can be recognized by a slightly different design of the grill and front bumper, the car drives no different from the rest. There are also things like a roof spoiler, rather tough wheels and running boards to order to give the car a somewhat thicker appearance.
It is clear that the ZR-V is technically again a Honda that is actually much better than you realize, because it does everything so unobtrusively well. The brand always seems to have more problems selling their cars than developing them. A shame, because the ZR-V proves once again that the Japanese have mastered the technical part very well.