Honda ZR-V vs Kia Seltos

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.

Sure, it can feel expensive compared to some of its Chinese rivals, but there is a lot to like about this all-new Kia Seltos. It is a small SUV that really doesn't feel that small. Plus, it is a hoot to drive on the right twisting road, and that is not something you can say about all vehicles in this category.

Is that enough to win back shoppers who are buying only with their wallets? Only time will tell.

Note: CarsGuide attended this event as a guest of the manufacturer with accommodation and meals provided.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

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.

Kia has been on something of a tear with its designs lately, and I reckon the Seltos continues that form. While our roads are filled to bursting with amorphous, anonymous blobs, the Seltos taps into the brand’s broader EV design language to deliver a small SUV with detail, shape and sharpness in its look.

Is it too busy in places? Probably. But it’s also not boring, which is a step in the right direction. 

The top-spec GT-Line looks the best of the bunch, with its unique front-end treatment and 3D-effect grille. But honestly they all look pretty sharp, helped by the decision to integrate the lights into the front grille, giving a sense of width and presence to what is still a small SUV. At the back, that impression of width continues, with a thin LED line that frames the boot.

I’m not as sold on the cabin experience, though. The decision to fit the same twin-screen multimedia display to all models was the right one – otherwise it would look miles off the pace compared to the everything-and-the-kitchen-sink Chinese brands – but it still doesn’t feel overly special in places, and especially in the cheaper grades.

I do love the two-tone interior treatment, and I praise the button Gods that Kia continues to include physical buttons in its cabins, rather than have everything controlled through the screen.

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.

This new Kia Seltos has grown in every meaningful dimension, with length now 4430mm (was 4385mm) and width now 1830mm (was 1800mm), although height is now 1600mm (was 1630mm). And that means more room for people and stuff, with Kia’s small SUV pushing closer towards mid-size SUV territory.

The brand reports increases in head, leg and shoulder room as a result, and it’s true that the backseat definitely feels spacious for an SUV in this category. I'm 175 centimetres and I had plenty of room to stretch out.

There are also twin cup holders in the pull-down seat divider, and USB-C connection points in the rear of the front seats. The back seat also reclines slightly so you can get a bit more comfy.

Boot space has also improved, now 483 litres VDA with the rear seats in place, and growing to 1441L with them folded. The boot also has an adjustable floor so you can store taller items if you need to.

Most models in the Seltos line-up get a space-saver spare wheel, but not the GT-Line, which is stuck with a repair kit.

Despite all this new competition in Australia, the new Seltos’ price tag has gone up, not down. The new four-grade range kicks off with the Seltos S, which is now $37,990 before on-road costs, and a fair climb from the old model’s $31,250 starting point. 

In Kia’s defence, the old range began with a petrol-only engine, while this new model introduces hybrid power range-wide. And there are drive-away deals across the range at the moment.

In the world of legacy makers, the pricing looks sharp enough – it is cheaper than a Toyota Corolla Cross ($39,990 drive-away versus $41,652 drive-away), for example – but in a brave new world of Chinese brands, you can definitely get more for less. 

The new Seltos range then climbs to $40,150 before on roads for the S Plus Safety Pack, which adds some active safety stuff missing from the entry-level car, before stepping to $41,910 for the Sport, $44,970 for the Sport+ and $49,870 for the GT-Line with front-wheel drive, and $52,870 for the GT-Line with a second electric motor and all-wheel drive.

Standard equipment in the S includes:

• 16-inch alloy wheels
• Roof rails
• Flush door handles and
• LED lighting
• Two-tone seats are fabric
• Dual-zone climate control
• Smart key for remote engine start
• Twin 12.3-inch screens
• 5.0-inch climate panel in the middle
• Wired and wireless Apple CarPlay and Android Auto

There’s no wireless charge pad, however, which kind of defeats the purpose of the latter.

Step up to the Sport and you’ll find 18-inch alloys and a gloss black treatment on the grille and mirrors, and a boost in standard safety. 

The Sport+ feels like a bit of a sweet spot as it adds:

• Cloth and artificial leather seats
• Heated front seats
• Powered driver's seat
• Rain-sensing wipers
• A more premium leather steering wheel

Finally, the GT-Line flagship is available in two- or all-wheel drive, and it gets a pretty stacked equipment list:

• 19-inch wheels
• Unique front end with signature LEDs
• Artificial leather seats
• Ventilated front seats
• Heated steering wheel
• Panoramic sunroof
• Ambient cabin lighting

It’s also the only trim that gets wireless charging and a powered boot.

The fact that a wireless charging pad only appears in the $50k-plus model is wild, as is the fact that every model below the GT-Line has at least part cloth seats.

But the GT-Line is also the only one to make do with tyre repair kit, rather than the temporary spare all other grades feature. And trust me, temp spares are way better than a repair kit should you get a flat.

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 Seltos' hybrid powertrain pairs a 1.6-litre petrol engine and six-speed dual-clutch transmission with one (S, Sport, Sport+ GT-Line FWD) or two (GT-Line AWD) electric motors.

Most model grades are front-wheel drive with a front-mounted electric motor, making a total of 112KW and 265Nm. Only the GT-Line all-wheel drive adds a rear electric motor, upping the grunt to 126kW, but keeping the torque the same at 265Nm. 

Kia doesn’t quote a zero-to-100km/h time, but it’s not fast. 

In an interesting touch behind the wheel, though, the flappy paddles that would normally control the gearbox actually control the level of regenerative braking on offer, just like you might find in an EV. However, if you activate Sport mode, they go back to changing the gears.

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.

The new Seltos drinks the cheapest 91 Ron or even E10 fuel, which is good news when prices at the pump are through the roof.

In terms of efficiency, the brand reckons between 5.1 and 5.4 litres per 100 kilometres in most of the models on the WLTP cycle. The all-wheel-drive GT-Line ups that to 5.8L.

We were averaging between 6.5 and 6.9 litres in the AWD trim, but we were also definitely not trying to drive efficiently.

There’s a 38-litre fuel tank, which – using the brand’s best claim – should deliver a total driving range of around 750km. 

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.

I feel a bit like a broken record here, but there is a stark difference between something that feels tuned and tested for our tastes and conditions, and something that doesn't, and few are doing it better than Kia and Hyundai at the moment, despite the two sister brands taking very different approaches.

For Kia, it means testing on the ground in Australia in the pursuit of a balance between comfort and composure, with a sprinkling of driving fun thrown in for good measure.

And so it is in the new Seltos, which, on paper, has absolutely no right to be as fun as it is on the right twisting road. It has the power outputs of an electric leaf blower, its run to 100km/h feels more like a walk, and its 'Sport' mode drive setting changes very little. 

And yet, get the Seltos flowing through the right twisting section, and it is a genuine good time. The ride and steering feel natural and connected, and the body control encourages you to carry more and more speed through corners, too.

The trade-off is a slightly firmer ride over some of our bumpier streets, and really sharp road imperfections can send the occasional crash through the cabin. But for the most part, the Seltos glides along comfortably and smoothly.

Ok, so it's less fun on overtaking manoeuvres, where flat-footed acceleration starts perky before fading as you climb further up the speedo. But such is life.

It is also clever feeling in the way it delivers its power, too. Most Seltos owners will be in and around the city, and the little Kia does its best acceleration work between zero and 40km/h, where the electric motor boost removes any lag, giving you near-instant, EV-like shove off the line.

There are a couple of downsides to the driving experience, though.

The first is road noise. On certain surfaces, particularly coarse-chip bitumen, there's a fair bit of tyre roar that makes its way into the cabin. It's not a deal-breaker, but it's certainly noticeable.

The second is the powertrain itself. While the electric assistance makes it feel responsive around town, it's still a relatively small petrol engine with modest outputs, and you do notice that when asking for urgent acceleration. Thankfully, the Seltos benefits from a conventional dual-clutch automatic rather than a continuously variable transmission (CVT), which would drone endlessly if fitted here.

Interestingly, Kia is aiming for a two-stage ANCAP rating here, with the entry-level S likely to get four stars, and the rest shooting for the full five. 

The brand didn’t go into much detail, but it didn't take a detective to figure out it was trying to get the starting price of the Seltos as low as possible, and so stripping out some active safety tech allowed them to do it.

Now normally I’m not a fan of tiered safety equipment – cashed-up buyers shouldn't be safer than those shopping at the entry level – but I’m beginning to get on board, and I wish more brands would do it across more trims.

Remember, we’re not talking about airbags or crash cells. We’re talking the chimes and bongs that most people turn off as soon as they start the car. So you’re effectively paying for something you either don’t use, or get annoyed by when you do. And your car is no more or less safe in a crash.

Where Kia has gone wrong, in my opinion, is that while the entry-level S still gets all the airbags, including a centre bag, along with a reverse camera, front and rear parking sensors and autonomous emergency braking with pedestrian and cyclist detection, it also gets the bing-and-bong repeat offenders, like lane keeping assist, a driver-facing camera and the overspeed warning. 

Adding the Safety Pack gives you a surround-view camera, blind-spot monitoring, autonomous braking reverse when parking, and side parking sensors, which largely mirrors the safety offering across the rest of the range.

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.

Kia’s seven-year/unlimited kilometre warranty is on board here, as is capped-price servicing. The brand says intervals have been increased to 12 months and 15,000km for the new Seltos, but there are a couple of whopping services in the program, like a $900 hit at 60,000km, or an $850 whack at 90,000km. All up, five years of ownership should cost you around $2600, while the full seven is more like $3800.