2024 Honda ZR-V vs 2023 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.

As mentioned we need more time behind the wheel for more accurate drive impressions, but it appears, once again, that Nissan has stepped up its game and made significant improvements over the model it replaces.

The new Qashqai is far more refined than the old model, and indeed much more refined than a bunch of other top-selling small SUVs.

A larger and more premium interior, huge uptick in standard gear and much needed safety boost are the icing on the cake.

Nissan is well and truly on a winning streak. 

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

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. 

After recently spending quite a bit of time with Nissan’s other two new SUVs, the X-Trail and Pathfinder, there’s a clear family resemblance to the new Qashqai.

It represents an evolution of the second-gen model it replaces, but brings it bang up to date. Interesting touches include a floating roof, which is two-tone on some grades, LED boomerang-style headlights, lashings of chrome, and a ‘Qashqai’ imprint stamped into the front quarter panels.

Nissan didn’t stray too far from the formula of the larger X-Trail with the interior, which makes sense given the two models share Nissan’s CMF-C platform.

The new Qashqai is longer, wider, taller and has a longer wheelbase than the old model.

There’s been a focus on tactility of the controls and the design is elevated. The clean, modern look and feel is a welcome departure from the dated look of the previous Qashqai.

We only sampled the higher grade ST-L and Ti, but ST and ST+ make do with a cheaper looking plastic steering wheel. The leather D-shaped steering wheel with stitching in higher grades is a nice touch. 

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.

Following last month’s X-Trail launch, it was clear as soon as I jumped behind the wheel of the Qashqai that the two models are related.

The dash layout and design are the same, which is not a criticism, with some elements like the gear shifter mirrored in both models. The Qashqai misses out on the under-console storage tray found in the X-Trail and Pathfinder.

There may be far fewer than the old model, but I’m glad Nissan hasn’t completely ditched physical buttons like some brands are trying to do. It’s much faster to change air-con settings that way, rather than via a touchscreen menu.

Speaking of, the 12.3-inch multimedia screen is responsive and has a relatively logical menu structure - the graphics are much more visually appealing than the old model, too. There was no ST at the launch so I’m not sure what the 8.0-inch system is like.

On higher grades, the digital instrument cluster is easy to customise, while the head-up display is crisp. 

The front USB-A and USB-C ports are found in the central bin which is a decent size for the segment, but the glove box - like in the X-Trail - is smaller than expected. Big bottles fit in the front doors, and storage is best described as good for the segment, without being exceptional. 

The front seats in ST-L and Ti don’t have a huge amount of thigh support, but chunky side bolsters. 

There is more rear head and legroom than before and I sat comfortably behind my 183cm (six foot) frame, with loads of toe room and plenty of headroom, even in the Ti with the massive sunroof.

In terms of amenities in the rear, it has knee-level air vents, USB-A and C ports, map pockets, smaller bottle holders in the doors, a fold-down centre armrest (in ST-L and Ti), ISOFIX hooks on the outboard seats and top tethers across the board.

The boot in most grades takes 429 litres of cargo, but that drops to 418L in the Ti due to the placement of a subwoofer. Fold the 60/40 split-fold seats and available volume increases to 1524L (1513L Ti).

It’s a spacious boot but can’t quite hit the heights of the petrol Corolla Cross (436L). There’s a 17-inch temporary spare under the boot floor.

Ti grades also come with Nissan’s ‘Divide N Hide’ boot storage solution that allows you to lift and split the boot floor panels and slide them in vertically so they provide separate, secure spaces in the cargo area. 

From launch, Nissan will offer four grades, all with petrol front-wheel drive powertrains. There’s no longer a price-leading manual base variant, and the petrol-electric ePower variants are still to come in 2023, although timing is unclear.

Four grades are available - the base ST, the ST+, ST-L and top-spec Ti.

The ST starts the range at $33,890 before on-road costs, which is over $3000 more than the old model. The lack of a manual means no more sub-$30,000 Qashqai.

The ST+ is about $5000 more than the old model at $37,890, while the ST-L has gone up by $7500 to $42,190. The range-topping Ti now costs $47,390, which is a staggering $8300 more than the equivalent outgoing variant.

This pricing moves Nissan out of the cheap and cheerful end of the small-SUV segment occupied by the likes of the Mitsubishi ASX and MG ZS. It’s now in the mix with the Mazda CX-30, Subaru XV and the Toyota Corolla Cross.

As one would hope given the repositioning, Nissan has significantly increased the standard equipment for the new model.

As well as the new safety gear (see ‘Safety’ section below), other features in the ST include 17-inch alloy wheels, an 8.0-inch touchscreen with wired Apple CarPlay and Android Auto, a 7.0-inch digital instrument cluster, heated and auto-folding exterior mirrors, auto LED headlights, auto stop-start, and keyless entry and start.

The ST+ includes a larger 12.3-inch multimedia display with sat-nav and wireless Apple CarPlay, a surround-view monitor, rain-sensing wipers, LED fog lights and 18-inch alloys.

ST-L grades gain 19-inch alloys, tinted windows, a heated leather steering wheel, power adjustable driver’s seat, heated front seats, dual-zone automatic climate control, adaptive LED headlights with an anti-dazzle function, wireless charging, auto dimming rear-view mirrors, roof rails and more.

The flagship Ti features quilted leather-accented seats with a massage function for the front seats, driver seat memory function, panoramic sunroof, a 10.8-inch head-up display, 12.3-inch digital instrument cluster, a hands-free power tailgate, 10-speaker Bose audio system, the handy ‘Divide N Hide’ boot storage system, and an auto parking system.

Given the big price hike and the fact that some models have a digital instrument cluster as standard, Nissan could have included the larger multimedia set-up with wireless Apple CarPlay and sat-nav in the base ST. But the rest of the range has a healthy amount of gear.

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.

Gone is the old 2.0-litre naturally aspirated petrol engine from the previous model, replaced by a new 1.3-litre four-cylinder turbocharged petrol unit that is found, in different states of tune, in sister brand Renault’s Captur and Arkana. 

Power and torque is up by 4.0kW and 50Nm respectively over the old model, for outputs of 110kW and 250Nm.

The engine outputs are better than a number of the aforementioned competitors, while matching those of the Skoda Kamiq.

The new Qashqai is front-wheel drive only (there is no all-wheel drive version planned) and uses a continuously variable transmission (CVT).

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.

By using the new engine, the fuel economy figure for the Qashqai has improved over the old model. It now consumes 6.1 litres of fuel per 100 kilometres on the combined cycle, down from 6.9 litres.

While the efficiency gains are welcome, the new powertrain requires 95 RON premium petrol whereas the old model made do with cheaper 91 RON fuel.

The petrol Qashqai’s fuel figure is good for the class, but that will improve with the ePower hybrid that consumes about 5.3 litres.

Petrol Qashqais have a 55-litre fuel tank and emit 138 grams of CO2 per kilometre. 

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. 

These drive impressions are fairly high-level given the launch drive was kept to the city limits of Melbourne and that meant we were stuck in a few traffic jams. 

When accelerating from a standing start, there’s a beat or two of turbo lag from the new engine. Once you’re past that, it’s a super responsive little engine when you’re already up and running. If only it sounded a bit nicer.

The CVT does its job well and without fuss, but is not as smooth as the transmission and 2.5-litre engine combo in the X-Trail. But still, very little to complain about.

Ride quality is difficult to fault when you’re on smooth, urban roads, but it becomes a little more unsettled and jiggly on uneven roads.

I only drove the ST-L and Ti at the launch and both ride on 19-inch alloy wheels. I’m keen to drive the ST (17-inch) and ST+ (18-inch) to see if smaller wheels improve the ride. But as it stands the Qashqai can’t match the impressive ride of the new X-Trail.

It may have had a somewhat thrashy engine, but the previous Qashqai has better than average handling characteristics. We can’t report on that element just yet due to the limited city-focused drive route, but the times we managed to punt it into a corner, it revealed a balanced chassis and well calibrated suspension set-up.

One thing that clearly stands out compared with the old model is how much more refined the Qashqai is. The engine is more muted in the cabin, there’s far less wind and road noise and it just feels like a massive step up. Great job!

The Qashqai achieved a maximum five-star ANCAP rating from crash tests conducted in 2021.

The model has upped safety gear in a big way. From the base ST grade the Qashqai comes standard with a front centre airbag, auto emergency braking (AEB) with pedestrian, cyclist and junction detection, rear AEB with pedestrian detection, lane departure warning, adaptive cruise, rear cross-traffic alert, blind-spot warning, tyre pressure monitor, traffic sign recognition, a reversing camera and rear parking sensors.

Nissan’s 'ProPilot' system that combines adaptive cruise control with steering and lane keep assist tech for semi-autonomous driving is standard from Qashqai ST-L. That grade and Ti also get front parking sensors and an alarm.

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.

As with other Nissan models, the Qashqai comes with a five-year, unlimited kilometre warranty.

It is also offered with a six-year capped-price servicing plan, and the average price across that six-year period is $670 per service. The cheapest service is year one at $375 and the most expensive is year six at $1108.

The schedule for the servicing is every 12 months or 15,000 kilometres, whichever occurs first, and that is an appropriate term for this model.

The Qashqai also comes with five years of free roadside assistance.