Honda ZR-V vs Nissan Qashqai

What's the difference?

Should you consider the Honda ZR-V if you are looking for a new family SUV? Absolutely, it offers the right blend of practicality, panache and poise to make it a serious consideration over the hot-selling Mazda CX-5.

What might dissuade some buyers is the smaller dimensions, but seriously, the ZR-V is a poster child for ‘making the most of what you got’. There are a few other nit-picky things about the new Honda, but those cons (collectively) aren't a deal-breaker.

Sorry, Civic Type R, the 2023 ZR-V might be the best car Honda Australia has in its line-up right now, and it deserves at least your attention and consideration, even if that doesn’t evolve into your outright commitment.

The facelifted Nissan Qashqai N-Design e-Power is a well-rounded package. It offers comfort, style and decent efficiency. The on-road experience will be the winning factor as it’s sure-footed and easy going to drive. You’ll have the best of both worlds in the city with the hybrid powertrain and small SUV size, which makes this a winner in my books.

Honda is on a bit of a tear in terms of design, at least to my eye.

All models in its line-up look modern, sophisticated and properly upmarket. And yes, that’s counting the Accord mid-size sedan, too.

The ZR-V is certainly no different, and while it does crib more than a few design cues from the likes of the Porsche Macan and Maserati Grecale, for a mainstream mid-size SUV, that’s not necessarily a criticism.

The front end is characterised by tall headlights and a chiselled bonnet, but the component that draws the eye the most is the front grille.

With a trapezoidal shape and vertical slats, at first glance the ZR-V’s toothy grin sort of looks like the aforementioned Grecale, and it's a departure from the face of the Civic (on which it is based).

I’m still not one hundred per cent sold on the front styling of the ZR-V. It doesn’t look too cohesive or consistent with the rest of the Honda Australia line-up (the HR-V and CR-V SUVs have a horizontal-themed grille), but it’s not ugly.

Step to the side and there are shades of Macan thanks to its long bonnet, bulbous bodywork and short overhangs.

I like the top-spec VTi LX’s body-coloured wheel arches, too, invoking a little BMW vibe to make the ZR-V feel a touch more upmarket.

However, the rear is my favourite element of the ZR-V, thanks to a funky tail-light design, nicely-sized spoiler and a subtle contrasting diffuser with integrated twin exhaust outlets.

Step inside, and those familiar with the new Civic will feel right at home thanks to a honeycomb dashboard insert that hides the air vents, floating multimedia touchscreen and perfectly girthed steering wheel.

Everything about the cabin is laid out in a clear and sensible manner, but the soft-touch materials and contrast stitching throughout just elevate it from something you might expect from Honda.

And build quality in the ZR-V is excellent. Everything feels so solid and well put together, with nary a sign of squeak or rattle.

Is it the best-looking mainstream family SUV out there? It certainly comes close, but to my eye, Mazda’s CX-5 just edges it out due to a more consistent overall design. 

The Qashqai is sharply styled with crisp pleating across the body panels and the N-Design comes with unique 20-inch alloy wheels, sequential turn signals and extra black accents across its body which adds to its sporty road-side presence. Our test model’s Fuji Sunset Red paintwork also adds a bit of spice to the kerb appeal.

The cabin immediately feels high end with the mix of synthetic leather and suede that is scattered liberally across the seats, dashboard and doors. The black headliner makes the cabin feel cosy but it becomes bright and airy when you open it to reveal the panoramic sunroof.

The dashboard features both traditional and modern elements with its buttons and dials and the dual 12.3-inch displays, which will satisfy fans of both.

The design looks great, it's plush and well-built inside. The only drawback is how the synthetic leather on the seat feels as it’s a bit too plasticky for my liking but otherwise, the Qashqai has a lovely cabin that should appeal to a lot of people.

Measuring 4568mm long, 1840mm wide, 1620mm tall and with a 2655mm wheelbase, the ZR-V is one of the smallest mid-size SUVs in Australia.

But don’t let the figures fool you, as this pint-sized family hauler has a few tricks up its sleeve.

From the front row, there is ample room to get comfortable, while storage options extend to door pockets, a glove box, a generous wireless smartphone charging pad, two cupholders and a handy storage shelf under the shifter.

However, the front seats found in the VTi LX grade of ZR-V feel insufficiently bolstered and flat, at least to my back and bottom.

I found myself sinking and sliding around in the seat more than I would have liked in my time with the car, so this could be an area of concern for slimmer people like myself.

In the second row, there is sufficient space behind the driver’s seat, set for my 183cm frame, while map pockets and a fold-down armrest also come into play alongside the door’s bottle holder.

Worth noting, however, that while there's plenty of space to fit a forward-facing kids car seat and a front passenger, the door trims are a little chunky and leave little room for my toddler to slide in and out of said safety seat.

Open the boot and you will find enough room for 370 litres of volume, which can expand to 1302L with the rear seats stowed.

Although this isn’t close to class-leading (even the CX-5 manages a 438L/1340L rating), the flat floor and easy-to-remove cargo blind make it a breeze to throw a pram, shopping or any sort of gear into.

I think boot space is one of those stats that will always sound good on paper, but how you use that space in reality is a better indicator of practicality, and in this regard, I was never wanting for more space in my week with the car.

While the cabin of the Qashqai isn't huge, there's room enough for four adults to be relatively comfortable on a longer trip, providing the adults in the rear seat aren't pushing too far above the six-foot mark.

Access is good for both rows because of the 175mm ground clearance and wide door apertures. There will be absolutely no grunts or groans getting in and out of this model.

Both rows offer comfortable seating with deep seat beds and thick padding. The front passenger seat isn't powered but still offers decent adjustment, including lumbar support, for even a choosy passenger to feel at ease. I particularly like the two-seat memory position on the drivers' side if you regularly share your vehicle with your other half.

Individual storage is about what you'd expect of a small SUV with the front row getting the best of it. The glove box holds more than a manual, the middle console features a separate shelf for smaller items and you get a dedicated phone cradle which also doubles as the wireless charging pad.

There are a total of eight drink holders (four in the front, four in the rear) in the car, a couple of map pockets in the rear and a boot capacity that's as large as it's non-hybrid siblings at 404 litres.

The boot space is practical with a wide and squarish shape, level loading space and powered tailgate. There is a raised cover over some hybrid stuff that sometimes gets in the way and a dicky-looking cargo cover but otherwise the boot is sufficient for the everyday stuff.

Great to see Nissan including a temporary spare wheel in the hybrid Qashqai, rather than the tyre repair kit that's found in many hybrids and electric cars.

Technology is on the simple side as it lacks the ability to customise much in both the multimedia system or digital instrument cluster but everything still feels logical and easy to use. Also the graphics are clear, so there are no complaints from this party.

The built-in satellite navigation pulls through directions to the coloured head-up display and the wireless Apple CarPlay was easy to connect to and maintained a strong connection this week. There is also wireless Android Auto for those users.

Charging options are solid with each row getting two USB-C ports, while the front also gets a wireless charging pad and 12-volt socket. Another 12-volt socket is found in the boot space.

With the mid-life upgrade comes a reshuffle of trim levels and you now have five to choose from, with the second-from-the-top Ti-L available with a choice of two powertrains.

The car on test for this review is the flagship N-Design e-Power, which is a hybrid and its $54,365 before on-road costs price positions it above its small hybrid SUV rivals the Toyota Corolla Cross Atmos 2WD ($47,030 MSRP) and the Hyundai Kona N Line Premium ($46,500 MSRP).

The top grade enjoys a host of premium equipment including synthetic leather and suede upholstery, an electric drivers' seat, heated front seats, a heated leather steering wheel with mounted controls, a panoramic sunroof, one-touch open/close windows (all windows) and keyless entry and start.

Practical equipment feels well-rounded with a handsfree powered tailgate, rain-sensing front wipers and dusk-sensing LED headlights, tilt and telescope adjusting steering wheel, temporary 18-inch spare tyre, and an intelligent key fob with driver memory storage (driver's seat, mirrors, audio and remote tailgate opening).

The technology looks high-end with dual 12.3-inch displays, touchscreen functionality on the multimedia system, wireless Apple CarPlay and Android Auto, built-in satellite navigation, Bluetooth, AM/FM and digital radio. There's also four USB-C ports (2/2), two 12-volt sockets and a wireless charging pad to take care of charging requirements.

There is a 'but' coming though and that's the fact that the N-Design e-Power is meant to be the top grade and yet the model below it, the Ti-L, has more standard equipment for less money ($2K less to be exact)!

The Ti-L includes power adjustment for both front seats as well as a massage function. It also has a 10-speaker Bose premium sound system compared to the six-speaker 'no-name' system of our test car.

Powering the ZR-V VTi LX is a 1.5-litre turbo-petrol engine, the same one available across the model line barring the top-spec e:HEV hybrid.

The engine produces 131kW/240Nm, which isn’t all that much compared to larger engine rivals in the same segment.

Paired to the engine is a continuously variable transmission (CVT) that drives the front wheels.

And while a mid-size family SUV is never about outright power, and Honda’s powertrain options aren’t exactly plentiful at the moment, know that you aren’t getting the spiciest SUV with the ZR-V.

The flagship N-Design is a hybrid and pairs a 1.5-litre three-cylinder turbo-petrol engine and a single electric motor. Together they produce up to 140kW of power and 330Nm of torque but how they interact is the fun part.

Usually hybrids use both components to drive the wheels but this uses the petrol engine to charge its battery so the electric motor can drive the front wheels. What does this mean? Think of engine as a generator. It translates to a driving experience that leans more towards the EV than internal combustion (ICE), especially around town.

The N-Design e-Power has a single-speed reduction-gear transmission, or an ‘e-CVT’ and it’s a very smooth example.

Officially, the ZR-V VTi LX returns a combined cycle fuel economy figure of 7.4 litres per 100km, but in my week with the car I managed 9.8L/100km.

This figure is much closer to the city consumption number of 9.3L/100km and, given I only drove the car in Melbourne’s inner city, that explains why.

The ZR-V VTi LX needs just 91RON petrol at the bowser, helping to keep refill costs down.

The N-Design e-Power has a claimed combined fuel cycle usage figure of 4.8L/100km, which is slightly higher than its rivals but it does have a larger fuel tank of 55L which means you should get a theoretical driving range of up to 1145km.

After doing a mix of open-road and city driving this week, my real world fuel use has popped out at 6.2L/100km and that’s based on my kilometres travelled and litres filled at the bowser. I’m happy with that result overall because I’ve certainly not been shy with pushing and testing this model out.

Nissan recommends a minimum of 95 RON unleaded petrol to be used but 91 RON is also acceptable.

For a mid-sized family SUV, the ZR-V proves surprisingly fun and engaging behind the wheel.

A large part of this is due to the fact that the steering feel is just so good.

With enough weight and feedback coming from the tiller, it makes it an absolute delight to thread the ZR-V through traffic, around a roundabout or even a twisty road.

Some mainstream SUVs have opted for overly light steering feel, which ends up straying too close to unnatural. But the ZR-V, at least in this VTi LX form, nails it.

Backing up the steering is a comfortable ride, which is another pleasant surprise in the ZR-V.

The 18-inch wheels fitted are shod with thick 225/55 tyres, meaning there is plenty of sidewall to help soak up the bumps and ruts of Melbourne’s roads.

Don’t get me wrong, we're not talking premium levels of isolation here, but the plush ride is a welcome in a mainstream SUV.

Aiding this feeling of serenity is the 1.5-litre turbo-petrol engine and CVT that is as smooth as they come.

I’ve never really warmed to CVTs in the past, but the ZR-V has a great one, ‘shifting’ smartly to avoid excessive drone, while the engine delivers enough kick to move things along briskly.

And, in a way turning a negative into a positive, the smaller dimensions of the ZR-V mean it doesn’t feel that big on the road, which makes car parks that much easier to navigate despite also offering enough practicality for a small family and some gear. 

Driving the flagship grade feels the same as sliding a hot knife through butter - smooth and effortless. The steering has been direct for everything I’ve thrown at it - a winding coast road, quick city lane changes and navigating small car parks.

The N-Design handles happily on the open road and the city. Around town it stays primarily in EV mode with small interjections from the engine when you accelerate quickly. The switch between the two can deliver a loud burring sound but it’s otherwise quiet.

The only time it gets a little loud inside is at higher speeds and you’ll notice some tyre noise but it’s not enough to warrant raising your voice to chat. Ride comfort is up there with the best and despite a firm-feeling suspension, it doesn’t translate to a stiff ride.

The visibility is good from my driving position and power is delivered promptly, making this feel sure footed and capable. There is a tendency to over-rev at higher speeds but it doesn’t feel underpowered.

Parking the Qashqai is a simple affair because of the clear quality 360-degree camera system, as well as the front and rear parking sensors. You can fit it anywhere and it has a tight 11.1m turning circle, which makes it a friend in the city.

The Qashqai has a maximum five-star ANCAP safety rating from testing done in 2021 and features seven airbags which include a front centre airbag.

The robust safety equipment list includes intelligent seat belt reminder (all seats), blind-spot monitoring, manual rear child door locks, driver attention alert, rear collision avoidance, rear cross-traffic alert, emergency lane keep assist, lane keeping aid, lane departure alert, 360-degree view camera system and front and rear parking sensors.

The Qashqai has ISOFIX child seat mounts on the rear outboard seats and three top tether anchor points but two seats will fit best.

Auto emergency braking (AEB) with forward collision warning, car, pedestrian, cyclist and junction turning assist is standard and operational from 10 to 80km/h (up to 130km/h for car) but it's more common to see that starting figure hover around 5.0km/h.

The only safety item that feels intrusive when in use is the lane centring aid on the adaptive cruise control. It really hugs the inside line and sits too close for my liking, which made me feel like I was fighting the car when it was activated. The traffic sign recognition technology also got the speed sign wrong more times than not.

Like all new Hondas sold in Australia, the ZR-V comes with a five-year/unlimited kilometre warranty, matching the period offered by many mainstream brands like Ford, Hyundai, Mazda and Toyota.

And while this falls short of Kia’s seven-year warranty and Mitsubishi’s (conditional) 10-year period, the ZR-V’s servicing costs are among some of the lowest in the segment.

For the first five years or five services, each is just $199, with scheduled maintenance every 12 months or 10,000km.

The Qashqai is covered by Nissans new 10-year/300,000km warranty which is class leading but you have to service on time and with a Nissan service centre, otherwise it’s the standard five-year/unlimited kilometre warranty. On those same terms, you also get auto-renewal on every service for roadside assistance.

There is a five-year capped-price servicing program which costs a flat $1995 and is competitive for the class, while servicing intervals are every 12 months or 10,000km, whichever occurs first.