2025 Honda ZR-V review | CarExpert

The Honda ZR-V isn’t the obvious choice for a smaller mid-sized SUV, but it’s not immediately clear why.

Sure, there are better sellers in the mid-sized SUV segment like the Mazda CX-5 and Kia Sportage, which both have greater breadth in their respective model ranges.

The ZR-V, meanwhile, is less popular and and nor is it the most affordable, while its styling is sure to polarise for one reason or another.

Indeed, it chalked up just 4092 sales for the entirety of 2024, compared to the 22,835 and 22,210 recorded by the CX-5 and Sportage respectively.

That sees the ZR-V slot in between the HR-V and CR-V not only in terms of size but also sales within the Japanese brand’s local SUV lineup. Last year the HR-V found 3350 new homes in Australia, while the CR-V racked up 5547 sales.

Still, there’s a lot to like about the ZR-V once you start delving into the spec sheets. It’s based on Honda’s Civic hatchback, which is considerably more expensive.

The long-running small hatch is hybrid-only, while the ZR-V is available in three petrol variants and a top-shelf hybrid flagship, which makes it more accessible price-wise.

There aren’t a lot of standard features missing despite the lower price either, and you still get the same quality interior seen in the Civic and most of its critical safety equipment.

On test here is the range-opening Honda ZR-V VTi X+, which has no hybrid tech and is the only variant with a list price under $40,000. Does it deserve to sell better, or is its unpopularity justified?

How much does the Honda ZR-V cost?

The VTi X+ opens the ZR-V range at $37,900 drive-away.

Its most direct rival is the Mazda CX-5, which ranges in price from $36,950 to $55,000 before on-road costs and is available with three engine configurations and either front- or all-wheel drive, but with no hybrid assistance.

The ZR-V can also be compared against the Skoda Karoq, priced from $39,990 to $56,590 before on-roads. Like the Mazda it’s available with both front- and all-wheel drive and no hybrid tech, though with only two engines.

It also differs from the Honda with its inclusion of either a torque converter or dual-clutch automatic transmission instead of a continuously variable transmission (CVT).

To see how the Honda ZR-V stacks up against its rivals, use our comparison tool

What is the Honda ZR-V like on the inside?

Clean, simple, and classically Honda.

In terms of layout, everything just makes sense. That means you won’t spend too much time trying to get used to it all, and Honda’s rock-solid build quality is immediately apparent.

Like the Civic it’s based on, you’ll notice the hexagonal mesh that spans the width of the dash. It’s a simple yet effective design element, not to mention a clever way to hide the four air vents up front.

Controlling those vents is done via the physical climate system below, which – much like the Civic, again – comprises three dials and a handful of buttons. There are, understandably, some button blanks for functions like seat heating that are only found on higher-spec ZR-Vs.

Even so, it adds to the interior’s more premium look, which helps make it one of the nicest interiors in this segment. It’s a good space to spend time in, as the buttons around the cabin – namely as part of the climate system – are very satisfying to interact with.

Everything in here feels high quality, with button actions feeling firm and dials turning with a crisp, notchy action. We have no reason to believe these won’t stand the test of time either.

That all continues up to the 9.0-inch touchscreen infotainment system, where you’ll find some more shortcut buttons and another one of those notchy dials.

It may be small by modern standards, but its display is sharp and easy to navigate. A selection of large shortcuts are shown on its home screen, and there are plenty of settings for you to dive into and tinker with.

As a bonus you get wireless Apple CarPlay, which worked reliably during our week with the car. Android users will still need to plug in to operate their native smartphone mirroring software, which can be done by either the USB-A or USB-C port found on either side of the ‘bridge’ in the middle of the cabin.

You may not even notice this bridge when you first get in the car, but it’s another way Honda has been able to squeeze out some more storage space, thanks to the tray underneath.

Its inclusion has allowed for a handful of driving-related buttons to be fitted on top for ease of access, but it means the cupholders have been moved ahead of the traditional-style gear selector. Thankfully, there’s just enough space above those two cupholders to still be able to fit taller bottles.

In front of that is a storage cubby suitably sized for phones and wallets, as well as a 12V outlet above it. It’s all very practical and pleasant in appearance, thanks mostly to the leather finish on the centre console.

Our only gripe with materials in the cabin is the use of glossy black plastic around the gear selector, which attracts dust and smudges even if it shouldn’t be a high-touch area.

More of that plastic is unfortunately also found on the steering wheel spokes, but the wheel itself is a quality unit. It’s nicely sized and leather-wrapped, which means it’s satisfying to hold on the road and throw around if necessary.

It may not be flashy or remarkable by any stretch, but that works to its advantage. The same can be said for the buttons on the wheel, which are all finished in dull plastic and work as reliably as everything else in the cabin.

On the right are driving assist controls we’ll delve into later, and on the left are the infotainment controls.

That small roller at the bottom can be pressed too, which is how you interact with the settings found within the 10.2-inch digital instrument cluster.

Unsurprisingly, it’s a simple setup headlined by clean graphics. It’s consistent with other Honda products in its presentation and is easy to navigate and adjust.

Another strength is the ZR-V’s seats. As this is a base-spec model you don’t get leather-appointed upholstery, but the cloth alternative remains incredibly comfortable – not to mention friendlier to the cabin’s occupants on hot Australian days.

Position adjustment is expectedly manual, but there’s a good range of movement to help you get situated. You’ll also have the benefit of tilt and reach adjustment from the steering wheel to help.

We’d stop short of calling the second row of the ZR-V spacious, but there’s more than enough room back there to stay comfortable on longer drives.

The ZR-V’s high roofline means head room isn’t an issue, though you may run into some issues if you’re unlucky enough to have to sit behind someone tall up front.

That cloth upholstery continues here, and the bench itself is surprisingly soft. To help get comfortable, there is a fold-down centre armrest and – unlike the smaller HR-V – an actual middle seat.

Narrow as it may be, it’s still a benefit to have all three seats ready to go, even if they’re only going to be used on rare occasions. Practicality in the back is boosted by Honda’s fitment of three top-tether points and two ISOFIX anchors for child seats.

Additionally, passengers can make use of two USB-C ports and the dual rear-facing air vents on the back of the centre console, while storage is limited to bottle holders in the doors and a map pocket on the back of the driver’s seat.

The ZR-V’s boot offers generous floor space, though vertical capacity is compromised by the roofline that drops aggressively once it passes the rear seats. At the top is at least a sturdy privacy cover, which can be removed for a little extra breathing room.

On each side is a light that will turn on when you open the manual tailgate, as well as small plastic cargo hooks. An additional 12V outlet and a small cargo net are found on the driver’s side only.

Fortunately, all non-hybrid ZR-V models are fitted with a space-saver spare wheel as standard, and under the boot floor is where you’ll find a handful of tools to make an impromptu swap possible. At the boot’s rearmost edge is also an underfloor nook for smaller odds and ends.

All up it’s a perfectly usable space, though it’s smaller than a CX-5 (438L) and Karoq (521L). It’s worth remembering you won’t have the easiest time transporting tall items or large pets back here, and it’s unfortunate that this is the only ZR-V without a powered tailgate.

That being said, we appreciate the cabin’s presentation as a whole – it’s a cohesive design that feels like it’s been assembled to an impressive standard.

To see how the Honda ZR-V stacks up against its rivals, use our comparison tool

What’s under the bonnet?

Like the other two non-hybrid ZR-Vs, the VTi X+ is fitted with a 1.5-litre turbocharged four-cylinder petrol engine pumping out 131kW of power and 240Nm of torque through a CVT automatic transmission. The e:HEV LX instead uses a 2.0-litre hybrid four-cylinder mated with an e-CVT.

Our week with the car primarily involved highway driving, plus some stints on regional roads and suburban streets.

Most of the driving wasn’t particularly frugal either. There were a few traffic jams and moments with a heavy right foot, so we were impressed that we bettered Honda’s fuel economy claim – though economy would almost certainly worsen with more city driving.

To see how the Honda ZR-V stacks up against its rivals, use our comparison tool

How does the Honda ZR-V drive?

In a surprisingly solid manner, in terms of both engine and chassis performance.

Starting with the engine, which despite lacking any form of hybrid assistance is fairly peppy. Lay into the throttle and you’ll notice how quickly it picks up, with little slip from the front wheels on dry roads.

Accelerating with some steering lock applied will naturally induce some degree of torque steer, but it’s not unmanageable.

Under load there’s a fair amount of engine noise on account of both the small-displacement four-cylinder and the continuously variable transmission it’s mated to.

There’s also no way to “shift gears” yourself, as there’s no manual mode on the gear selector nor any paddle shifters on the wheel. Even so, slotting the selector into Sport mode will create fake shifts at high revs, which are surprisingly convincing.

It’s the same deal in the Civic, and given the CVT can create the illusion of lightning-fast shifts, you do get something vaguely reminiscent of a baby race car. It’s a fun little twist in an otherwise standard commuter.

Supporting that is nicely weighted steering feel. There’s a good level of response from the wheel at varying speeds, and a convincing balance has been struck between being too light and too heavy.

You can’t adjust the steering feel as there are no dedicated drive modes beyond Normal and Econ, but that isn’t an issue. The standard configuration adds to the solid construction of the car overall, making it feel all the more premium – even if it isn’t a premium car.

Then there’s the chassis, which feels similarly well-sorted. There’s a robust quality to the ZR-V’s on-road characteristics – at least in non-hybrid models – that makes it a joy to drive.

That’s especially evident alongside the HR-V, which isn’t closely related but feels somewhat flimsy in comparison. You can feel that the ZR-V is heavier, which is a positive difference.

A final note regarding its on-road feel has to do with the ZR-V’s suspension setup. It’s on the firmer side and that’s certainly noticeable on rough roads, but it remains compliant enough to remain comfortable everywhere else.

A benefit is that it handles better than some of the competition, with reduced body roll in comparison. It’s another case of a vehicle seemingly working with you to make driving easier, and its physical characteristics are easy to live with.

The ZR-V also benefits from well-calibrated safety gear. No obnoxious beeps or bongs are going on while you’re driving, though the car will sometimes throw a false warning when it thinks you stray close to the lane markings.

Driver assist systems like adaptive cruise control work well to match traffic, while lane centring is also reliable on the freeway. Even tighter bends don’t pose too much of an issue, but it’s not flawless to the point where you’d want leave it alone on country roads.

This base ZR-V still benefits from a breadth of safety gear as standard too, which includes blind-spot monitoring and rear cross-traffic alert, but there’s no surround-view camera.

Fortunately, visibility out the sides and rear of the ZR-V is good. The rear window is on the smaller side but remains perfectly usable, while the side windows are appropriately sized for head checks.

Front and rear parking sensors assist in low-speed driving, the former of which is particularly useful because of the ZR-V’s sloping bonnet.

A reversing camera is also standard, though like in the Civic its resolution leaves a little to be desired.

Otherwise, the ZR-V remains an easy car to drive. It sets out to get the job done simply, and it does that well.

Even without hybrid tech it remains surprisingly efficient, while its engine – despite being small in displacement and relying on turbo boost – never feels laggy or overly strained.

There’s an aura of quality to the way the ZR-V drives, and tat’s supported by minimal road and wind noise, which is especially evident on the VTi X+ with its smaller alloys and meatier tyres.

To see how the Honda ZR-V stacks up against its rivals, use our comparison tool

What do you get?

There are four variants in the ZR-V range, and the VTi X+ sits at the very bottom.

ZR-V VTi X+ equipment highlights:

• 17-inch alloy wheels
• Space-saver spare wheel
• Adaptive LED headlights
• Active cornering lights
• Rain-sensing wipers with integrated washer nozzles
• Hill descent control
• 9.0-inch touchscreen infotainment system
• Wireless Apple CarPlay
• Wired Android Auto
• 10.2-inch digital instrument cluster
• Eight-speaker sound system
• Black fabric upholstery
• Dual-zone climate control
• Auto-dimming rear-view mirror
• Leather-wrapped steering wheel and shifter
• Upholstered centre console with French stitching
• Front USB ports (1 x USB-A and 1 x USB-C)
• Rear USB ports (2 x USB-C)
• Rear air vents
• 60:40 split/fold rear seats

To see how the Honda ZR-V stacks up against its rivals, use our comparison tool

Is the Honda ZR-V safe?

All Honda ZR-V variants have a four-star ANCAP safety rating based on testing conducted on hybrid models by sister organisation Euro NCAP in 2023.

Standard safety equipment includes:

• 11 airbags
  • Dual front and front knee airbags
  • Centre airbag
  • Front and rear side airbags
  • Full-length curtain airbags
• Autonomous emergency braking
  • Pedestrian detection
  • Cyclist detection
• Adaptive cruise control with low-speed follow
• Blind-spot monitoring
• Rear cross-traffic alert
• Driver attention monitoring
• Lane-keep assist
• Traffic Jam Assist
• Traffic sign recognition
• Front and rear parking sensors
• Tyre pressure monitoring

ZR-V VTi LX and above receive a surround-view camera.

To see how the Honda ZR-V stacks up against its rivals, use our comparison tool

How much does the Honda ZR-V cost to run?

Honda backs its ZR-V range with a five-year, unlimited-kilometre warranty, and servicing is required every 12 months or 10,000km – whichever comes first.

The Japanese brand also offers a ‘Honda Extend’ program, through which owners can extend their vehicle’s warranty by up to three years if they service regularly at a Honda Service Centre.

An additional three years of roadside assistance is available under the same conditions.

To see how the Honda ZR-V stacks up against its rivals, use our comparison tool

CarExpert’s Take on the Honda ZR-V VTi X+

We like the ZR-V, and even going for this base-spec version won’t leave you wanting more.

Of course, while Toyota has proven hybrids do sell, Honda is yet to follow suit with the Accord or Civic, and there is now also a petrol-electric version of the ZR-V if you want to ride that bandwagon. Problem is that variant costs nearly $55,000 before on-roads, which is a lot to cough up for a relatively small medium SUV.

Instead, the petrol versions are not only more affordable but comfortable and liveable, not to mention efficient enough to avoid breaking the bank in daily commuting.

If you’re going to go for a petrol ZR-V, why not save your cash and go for the cheapest option while you’re at it?

The VTi L+ and VTi LX have larger wheels, a nicer sound system, power tailgate, and power-adjustable seats, but they’re less efficient and cost a fair bit more.

Instead, the base ZR-V retains a healthy list of standard gear and still costs less than $40,000 before on-roads. It doesn’t really feel like a base-spec model either, which makes it hard to look past.

We like its interior presentation and excellent build quality, and on the road it feels composed and somewhat zippy while remaining comfortable and quiet enough.

As a bonus, its safety tech is far from unbearable and is generally easy to live with, and early-life servicing costs are ridiculously cheap. Plus, you get more interior space that in a HR-V, and it costs less than a Civic.

Yes, a VTi X+ priced in the low-$30,000 range would make more sense and sell much better, and of course it would be nice if Honda also offered cheaper versions of the hybrid ZR-V, as with the Hyundai Kona. But Hondas aren’t known for their affordability in Australia, so that’s just wishful thinking.

Interested in buying a Honda ZR-V? Get in touch with one of CarExpert’s trusted dealers here

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