Holden Acadia vs Honda ZR-V

What's the difference?

The Holden Acadia is a proper seven-seater SUV in that it will fit adults in the third row without turning your friends into enemies. It’s also practical and well fitted out with storage places and utilities such as USB ports.

I was particularly impressed with the advanced safety equipment on-board even at this entry LT level. Yes, it’s a V6 petrol and it’s not the most fuel-efficient SUV, but our time with it showed that with cylinder deactivation and the stop-start system it might not be as thirsty as you’d think.

The Honda ZR-V has always been an engaging and fun car that’s the right size for many people. The frugal hybrid powertrain has always been the pick too.

It’s great that Honda has finally introduced more affordable hybrid trims with this update which addresses one of my biggest criticisms of this car previously.

If you’re willing to forgo some luxury features, this entry-level hybrid trim is a fantastic car that still offers enough creature comforts to be driven daily.

Hopefully Honda has some renewed sales success with this car as I believe it’s a clear benchmark for the segment.

To fully understand the look of the Acadia, take a peek at the GMC website - but make sure you shield your eyes in the same way you would during a solar eclipse, or when welding, or in an atomic blast.

You’ll understand when you get there but suffice it to say contained within the site are some pretty confronting trucks and SUVs. Once you’ve recovered, you’ll realise the Acadia is the supermodel of the GMC family.

Yep, it has a big, blocky, truck-like look but it’s a refreshingly tough styling alternative to more elegant looking SUVs such as the Mazda CX-9.

The Acadia is also one of the smallest members of the GMC family, yet its dimensions position it as a large SUV in Australia. Even then it’s not huge compared to other large SUVs here, so you won’t have an issue piloting it in Aussie car parks or fitting into spaces.

The Acadia measures 4979mm end-to-end, 2139mm across (with the mirrors out) and 1762mm tall.

Along with the Mazda CX-9 the Acadia would also consider the Kia Sorento and Nissan Pathfinder to be among its rivals.

Inside, the Acadia is a modern and stylish looking place, although it’s a bit unrefined. Still, as one YouTube commenter reminded me parents will like the wipe clean surfaces.

Well her comment wasn’t written that politely but being a parent, I concur that the hard plastics have that advantage.

The interior is not all unrefined. The seats, even in the entry grade LT we tested, while cloth (and only available in Jet Black) are sculptured with bolsters and finished with a textured pattern that looks and feels great.

The exterior of the ZR-V has always left me feeling quite… meh. It’s a mundane and generic look that doesn’t stand out from the crowd, but that's no bad thing because not everyone wants a flashy car.

That said, I’m still not a fan of the front grille, which makes it look like this car has a moustache.

The dark red paint looks nice, though when it’s paired with these generic-looking grey alloy wheels and black wheel arch cladding, it cheapens the look. The top-spec e:HEV LX looks more attractive.

Inside, it’s similarly standard and doesn’t break the mould. Everything is where you’d expect it to be, which is great for functionality.

The wildest part of the interior is the centre tunnel which features a push-button gear selector and a split console section including a small storage area underneath that’s big enough for a phone.

Looking around, it’s a sea of black finishes, which is a bit boring. However, I do like the mesh panel that spans the dashboard and houses the air vents. It’s a premium touch.

The Acadia’s practicality game is strong. It boasts seven seats with third row positions actually able to fit adults, five USB ports sprinkled through the cabin, and a cargo capacity of 1042 litres with the third-row seats folded flat and 292 litres with them in place. If you have three kids, even teenagers, the Acadia could be the perfect family personnel carrier for you.

All three rows are spacious and even at 191cm tall I had good shoulder and elbow room up front, and in the second and third rows I had enough legroom to sit in each seat behind my seating position without feeling cramped.

Feeling a bit down because you might not be able to stretch the budget to get the LTZ-V? Well, cheer up – the LT has more headroom and that’s because it doesn’t get the sunroof which eats into the ceiling height.

Cabin storage is excellent. There’s a wide and deep centre console bin, a hidey hole in front of the shifter, a tray for second row passengers, six cup holders (two in each row) and decent-sized door pockets.

Directional air vents for everybody on board, three-zone climate control, two 12-volt power outlets, privacy glass and proximity unlocking complete a great practicality package.

In base-model form, it’s expected the ZR-V will have fabric upholstery. However, the seats still feel premium and are deliciously padded. They’re manually adjusted but I was still able to find a good driving position with ease.

One feature I was looking for was heated seats, especially on these brisk Melbourne mornings. It’s rare for a car with fabric seats to get heated seats, though. If you want them that badly, they’re available on higher trims.

Ahead of the driver is a leather-wrapped steering wheel which feels lovely. I particularly like the tactile feel of the buttons and switches.

The digital instrument cluster is clear and crisp. It offers multiple views to customise it, as well as a range of infographic pages to cycle through. I wish you could see the fuel consumption and hybrid system graphics at the same time, but thankfully they’re just a single scroll away from each other.

Moving across, the central touchscreen multimedia system is looking a small in 2026, measuring only 9.0 inches, although it’s still high-resolution and the colours are vibrant.

It appears computing power has been given a boost along with the integration of Google Built-in, as jumping from menu to menu has never been snappier.

Speaking of Google Built-in, it’s great to have the flexibility of using the integrated Google Maps and apps like Spotify and Apple Music, without needing your phone.

However, it’s still nice having Apple CarPlay and Android Auto, though the latter is strangely only offered in wired form. With my iPhone 15 Pro Max, the wireless connection was rock solid, though known interference points did cause CarPlay to stutter.

It’s great to see Honda retaining a physical climate control cluster as it’s intuitive to use. The dials in particular have a satisfying click when twirled.

In terms of storage there are two cupholders, two USB-C ports, a big centre console box, as well as an adequately sized glove box. It’s worth noting this trim level forgoes a wireless charger, meaning you’ll need to plug in to charge your phone.

Moving to the second row, there’s a surprising amount of space, even for adults. At a leggy 182cm, I have plenty of legroom and headroom.

You would easily be able to get two adults in the second row, though you’d be pushing it to fit three as the middle seat is narrow and raised. Kids will be fine, though.

Adding to the annoyance of the middle rear seat, the seat belt is mounted from the roof, which can obstruct rear visibility.

In terms of amenities there are air vents on the back of the front centre console, two USB-C ports, map pockets on the back of each front seat, as well as a fold-down centre armrest with cupholders.

There are also ISOFIX points on the two outboard seats, as well as top-tether child seat anchorages on all three rear seats.

Around the back it’s expected the entry-level hybrid will feature a manually operated tailgate. It’s light to open and close.

With the rear seats upright there’s 380L of boot space available, which is decent for this size of car. This figure includes a small underfloor section.

If you fold the rear seats the boot space expands to 1312L, which is cavernous for this type of car. The rear seats cleverly fold forwards and down at the same time, creating a seamless flat floor.

Boot-related amenities include a number of hooks, a 12V socket plus some lights. As is the case with many hybrids, the ZR-V e:HEV doesn’t come with any spare wheel. You need to make do with a tyre repair kit, which is nowhere near as handy if you have a proper puncture away from a tyre repair shop.

Honda has shuffled the ZR-V line-up for 2026, decreasing the petrol variants to a single, entry-level trim, while increasing the hybrid grades from one to three.

On test here is the ZR-V e:HEV X, which is the cheapest hybrid. It’s priced from $43,400, drive-away, which is $3500 more than the base petrol trim and $8500 less than the top-spec hybrid option.

This is priced keenly against entry-level versions of the Hyundai Kona Hybrid and Toyota Corolla Cross Hybrid, while undercutting the Nissan Qashqai e-Power hybrid.

For the price you get standard 18-inch alloy wheels, adaptive LED headlights, a 10.2-inch digital instrument cluster, a 9.0-inch touchscreen multimedia system with wireless Apple CarPlay and wired Android Auto, dual-zone climate control and cloth upholstery.

Now standard across the ZR-V line-up is Google Built-in which allows for Google Maps integration, the Google Assistant, plus you can download a number of apps, including Spotify, from the Google Play Store.

If you’re after features like a power tailgate, premium sound system, wireless charger, leather upholstery, plus heated seats with electric adjustment, you’ll need to look higher in the line-up. These are largely all nice-to-haves than musts, anyway.

All Acadias come with a 3.6-litre V6 petrol engine which makes big dollops of power and torque or 231kW (at 6600rpm) and 367Nm (at 5000rpm).

A nine-speed automatic swaps gears, and in the case of our two-wheel drive LT test car the drive went to the front wheels only.

The V6 gets the thumbs up for its stop-start fuel saving system and cylinder deactivation, plus good acceleration and the smooth power delivery you’d associate with a naturally aspirated engine, but a thumbs down for needing to rev hard to make that mumbo.

Power in the ZR-V hybrid continues to come from a 2.0-litre four-cylinder petrol engine with two electric motors. Total system outputs are 135kW and 315Nm.

This is sent to the front wheels only via an electronic continuously variable transmission (eCVT).

The Honda hybrid system positions the engine primarily as a generator for the battery pack at lower speeds, however once you reach 60-70km/h it can couple with the front axle and directly power the wheels.

It’s a smart system that allows for an electric zippy feel at lower speeds with the backing of a petrol engine at higher speeds.

We were surprised by the Acadia’s fuel efficiency. After filling up the tank I drove for 136.9km on a combination of hilly country roads and peak hour evening city traffic and then filled up again – only 13.98 litres were used. That’s a mileage of 10.2L/100km. The official combined consumption figure is 8.9L/100km.

So, while the engine is big and not particularly new (it’s an evolution of the V6 built by Holden in Australia for the Commodore) it does have fuel-saving tech like cylinder deactivation and a stop-start system – which you can’t switch off.

Still, not the most fuel-efficient seven-seater – those with turbos and smaller capacity engines such as Mazda CX-9 are truly amazing in the way they can deliver grunt without getting thirsty.

Honda claims the ZR-V hybrid consumes an average of 5.0L/100km on the combined cycle, according to ADR testing.

In practice, I’ve seen way less than this, which is fantastic. On one particular drive around the city I achieved a mind-boggling average of 3.7L/100km, but my overall average hovered around 4.5L/100km.

There is a 57L fuel tank and a minimum of 91 RON regular unleaded petrol is required.

You should easily be able to travel more than 1000km per refill, so don’t expect to be visiting servos very often.

I drove the Holden Acadia back-to-back with the Nissan Pathfinder – you can watch the model comparison in the video above, but the upshot of that experience was important.

See, while I wasn’t a major fan of the Acadia driving experience when I first met the SUV at its Australian launch in 2018, when I drove it straight after the Pathfinder the difference was like night and day.

The Acadia is comfortable, from the big seats to the smooth ride. If you’re covering a stack of territory the Acadia makes a great highways cruiser and will chomp up big distances  effortlessly.

That V6 does need to rev hard, but it’s powerful and acceleration is swift, while the nine-speed automatic shifts pretty seamlessly. Noise cancelling tech keeps the cabin fairly serene, too.

Look, it’s not the most dynamic of SUVs and there was a bit of tyre chirp in the corners when pushed, but this isn’t a performance car and nor is it trying to be.

Small windows mean a cooler, tough look, but the downside is a dark cabin and occasionally visibility is limited by the A-pillars or out the rear windows.

A 2000kg braked towing capacity will rule the Acadia out for many thinking of pulling a large caravan or big boat. The Pathfinder’s 2700kg braked towing capacity is a strength of that SUV.

Do you need all-wheel drive? Nope, but it’s handy for dirt and gravel roads. Still the 198mm ground clearance with only front-wheel drive should see you get down bumpy roads that regular sedans couldn’t handle.

The ZR-V’s hybrid powertrain has oodles of zip, thanks to there being two electric motors which handle a lot of the low-speed grunt.

It’s surprising how much of the driving can be done on electric power alone, provided there’s enough battery charge. Even at highway and freeway speeds the engine will switch off and coast on electric power alone.

When the petrol engine kicks on, you can barely feel it in the cabin or through the accelerator pedal. Instead you’ll only hear a familiar CVT-like drone as the engine charges the battery.

The petrol engine drone is noticeable but the note it makes more pleasant than a Toyota hybrid. Plus when you push the accelerator that bit harder it pretends to shift through gears, making the driving experience more engaging.

At higher speeds there’s plenty of oomph as the petrol engine and electric motors work in tandem. It feels like the powertrain is never stressed, making for an effortless touring feel.

There are a number of different regenerative braking modes accessed via the paddle shifters. The default is the weakest which allows you to coast more like a regular, pure-combustion car.

You can ramp up the intensity of the regenerative braking but there is no 'one-pedal' driving mode and you’re required to use the brake pedal to come to a complete stop.

From the driver’s seat you have a commanding view of the road ahead thanks to the elevated driving position. There are also large side mirrors and a big rear envelope, giving good all-around visibility.

Around town the ZR-V has a nimble feel thanks to its light-ish steering. This translates to a dynamic feel with a touch more weight out on the open road.

It’s surprising how engaging and fun this car is to drive, especially because it’s a regular SUV with no obvious sporty characteristics.

The suspension errs towards soft, but this helps soak up sharper bumps. This car never feels uncomfortable from behind the wheel which is at least partially down to the 18-inch alloy wheels being the right diameter for a car of this size.

The Honda ZR-V received a four- out of five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2023.

Despite this, the entire line-up is stacked with standard safety equipment. Highlights include 11 airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, front and rear parking sensors as well as a reversing camera.

It’s worth noting a surround-view camera is reserved for the top-spec hybrid trim only, which is a little annoying.

However, the ZR-V doesn’t have any annoying beeps and bongs that play while you’re driving. All the safety systems are well calibrated and only interact or engage when required.

The Acadia is covered by Holden’s five year/unlimited kilometre warranty.

Servicing is recommended every 12 months or 12,000km. Expect to pay $259 for the first service, $299 for the second, $259 for the third, $359 for the fourth and $359 again for the fifth.

ZR-V owners receive a five-year, unlimited-kilometre warranty as standard, whereas the high-voltage battery is covered for eight years.

If you service at Honda dealers when required, however, the standard warranty coverage is extended to eight years. This is more on par with many mainstream brands.

Speaking of servicing, it’s required every 12 months or 10,000km. The latter may be troublesome if you do a lot of kilometres.

The first five services are capped at $199. This is very affordable and on par with Toyota.

There are close to 90 'Honda Centres' across the country covering state and territory capitals as well as key rural and regional centres.