Honda ZR-V vs Holden Equinox

What's the difference?

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.

Overlook the Holden Equinox LTZ-V and you could miss out on a practical, spacious and value-for-money mid-sized SUV. Concerned about Holden’s exit from Australia and how this affects servicing and parts? Well Holden has assured us that it will provide servicing support for 10 years following its closure at the end of 2020. If anything, you could be picking up a bargain and one of the last cars to wear a Holden badge.

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.

Big cheesy grin grille? Check. Flowing curves? Check. Sharp creases? Check. Irregular shapes? Check.

The Equinox is a bit of a mishmash of design elements which doesn't win this reviewer over.

The sloping, broad grille bears more than a passing resemblance to the Cadillac family face, and hints at the Equinox’s American origins. In the United States the SUV wears a Chevrolet badge, although ours is built in Mexico.

The shape of the rear-side window is also a little jarring to me. If you want to see something you’ll never be able to unsee, take a look at my video above where I turn this mid-sized SUV into a small sedan. That sounds ridiculous but, trust me, watch it and be amazed.

How big is the Equinox? Just when you thought the design of the Equinox couldn’t get any more peculiar it does. The Equinox is longer than most of its rivals at 4652mm end-to-end but about the same width at 1843mm across (2105mm to the ends of the wing mirrors).

Telling the LTZ and the LTZ-V apart is tricky, but you can spot the top-grade Equinox by its sunroof and a metallic window garnish around the widows of the rear doors.

Inside is a premium and modern cabin. There’s a high quality feel here from the materials used on the dash, seats and doors, to the display screen which sits at an angle that’s perfect for my reach, although others in the CarsGuide office aren’t quite as enamored with it.

Many cars are dressed up at the front of the cabin, but lack the same treatment in the rear, and the Equinox is a case in point, with hard plastics used around the window sills and the back of the console.

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.

The Equinox’s greatest strength is its spaciousness and much of that comes down to its wheelbase.

See, the longer a car’s wheelbase the more room there is for the passengers inside. The  Equinox’s wheelbase is longer than most of its rivals (25mm longer than a CX-5’s) and that goes some way to explaining how, at 191cm tall, I can sit behind my driving position with plenty of knee room.

The longer wheelbase also means the rear wheelarches don’t cut far into the back doors, which allows for a wider aperture and easier access.

So, if you have young kids like me, they’ll find it easy to climb in, but if they’re really little the large opening will make it easy for you to put them into their car seats.

Headroom, even with the LTZ-V’s sunroof, is good in the back seats, too.

Cabin storage is excellent: the centre console bin is enormous, the door pockets are large; there are four cupholders (two in the back and two up front),

Even with all this extra room, however, the Equinox is only a five-seater SUV. Still, that leaves you with a large boot with cargo capacity of 846L when the rear row is up and 1798L with the second-row seats folded.

The Equinox has power outlets galore: three 12-volt sockets, a 230-volt power point; five USB ports (including one type C); and a wireless charging bay. That’s more outlets than any mid-sized SUV I’ve tested.

A flat floor in the second row, large windows and comfortable seats complete a well-appointed and practical cabin.

Really, the only reasons the Equinox doesn't score 10-out-of-10 here is the lack of a third-row seat, and sunshades or privacy glass for the rear windows.

The Holden Equinox LTZ-V is the fanciest version you can buy with its list price of $46,290. That may sound expensive, but the standard features list is massive.

There’s an 8.0-inch screen with Apple CarPlay and Android Auto, sat nav, heated leather seats, dual-zone climate control, a Bose sound system with digital radio and also wireless charging.

Then there are the roof rails, the front fog lights and LED headlights, heated wing mirrors, and 19-inch alloy wheels.

But you get all that on the grade below it, too - the LTZ for $44,290. So, adding the V to LTZ along with an extra $2K adds the panoramic sunroof, ventilated seats up front, and a heated steering wheel. Still great value, but not as good as the LTZ.

Also, as Holden gets closer to the 2021 finish line you can expect the prices of it cars and SUVs to be heavily discounted - after all, everything must go

If you’re considering an Equinox, you could do a model comparison with the Mazda CX-5 or Honda CR-V. The Equinox is a five-seater, mid-sized SUV, so, if you’re looking for seven seats but roughly the same size and price there’s the Hyundai Santa Fe.

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.

The Equinox LTZ-V has the most powerful engine in the Equinox line-up – a 188kW/353Nm 2.0-litre four-cylinder turbo-petrol engine.

The only other grade in the line-up to have this engine is LTZ, although it doesn’t have the LTZ-V’s all-wheel drive system.

It’s a powerful engine, especially considering that it’s just a four cylinder. Only a bit more than a decade ago V8s were making less power.

The nine-speed automatic transmission shifts slowly, but I found it to be a smooth unit at all speeds.

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.

Holden says the Equinox LTZ-V all-wheel drive with the 2.0-litre turbo-petrol four-cylinder and nine-speed auto transmission will use 8.4L/100km over a combination of open and urban roads.

My fuel test covered 131.6km, with 65km of that being city and suburban roads, while 66.6km were on the motorway almost entirely at 110km/h.

At the end of that I brimmed the tank with 19.13L of 95 RON premium unleaded which works out to be 14.5L/100km.

The trip computer disagreed and reported 13.3L/100km. Either way that’s a thirsty mid-sized SUV and it hadn’t even been carrying a full load of people or cargo.

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 Equinox’s handling isn’t superb and the ride could be more comfortable, but this is an SUV with far more good points than bad.

Such as impressive power from that four cylinder engine, and an all-wheel drive system which provides excellent traction, to the good visibility, and a stack of safety features.

But while I can excuse the average dynamics, the 12.7m turning circle proved annoying in car parks. Not knowing you can make U-turns in the space provided is an anxiety you should only experience when driving a bus.

Five-point turns aside, the LTZ-V is easy to drive, with accurate steering providing good road feel.

The Holden Equinox was given the maximum five-star ANCAP rating when it was tested in 2017.

Coming standard is advanced safety technology such as AEB with pedestrian detection, blind spot warning, rear cross traffic alert, lane keeping assistance and adaptive cruise control.

For child seats there are two ISOFIX mounts and three top-tether points. There’s also a rear-seat alert to remind you there are children sitting in the back, when you park and switch off the vehicle. Don’t scoff… it’s happened to parents before.

Front and rear parking sensors are standard, but in the media menu you can swap the ‘beeps’ for ‘buzzes’ that vibrate the seat to let you know when you’re getting close to objects.

The driver’s seat that is, if everybody’s seat buzzed that’d be weird. Actually, who am I kidding – it’s weird that even the driver’s seat buzzes. 

The rear-view camera is good, and the LTZ-V comes with a 360-degree view, as well – great for when kids are running around the car.

A space saver spare wheel sits under the boot floor.

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.

The Holden Equinox is covered by a five-year, unlimited kilometre warranty. At the time this review was published Holden was offering seven years’ free scheduled servicing.

But normally, the Equinox is covered by a capped price servicing program which recommends servicing annually or every 12,000km and costs $259 for the first visit, $339 for the second, $259 for the third, $339 for the fourth and $349 for the fifth.

So, how will servicing work after Holden closes down? In Holden’s February 17, 2020, announcement that the company will cease trading by 2021 it said that it would support Australian and New Zealand customers in honouring all existing warranties and guarantees, while providing servicing and spare parts for at least 10 years. The current seven-year free servicing offer will also be honoured.