BMW X2 VS Honda ZR-V
BMW X2
Likes
- Broad range of EV or petrol options
- Attention-grabbing design
- Excellent powertrains
Dislikes
- Pricier than some rivals
- Some options should be standard
- Overly thick steering wheel
Honda ZR-V
Likes
Dislikes
Summary
BMW X2
BMW’s original X2 crossover from 2018 was not a massive sales success in Australia. The related X1, however, was and continues to be a very popular pick in the ultra competitive premium small SUV class.
BMW has flipped the script for the second-generation X2, giving it a dramatic makeover that ushers in a bold design that’s now in keeping with its SUV strategy. That is to offer a ‘conventional’ SUV - X1, X3 and X5 - and then a coupe-style sibling - the X2, X4 and X6 - to sit alongside it.
Beyond the new look there are significant changes throughout the car, including the introduction of an all electric version - the iX2.
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We drove the two flagship grades at the international launch in Lisbon, Portugal - the petrol-powered M35i xDrive, and the iX2 xDrive30. They might look the same, but they maintain their own distinct characters. Let’s dive in…
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | — |
| Fuel Efficiency | 7.4L/100km |
| Seating | 5 seats |
Honda ZR-V
The Toyota RAV4 has plenty to answer for.
Firstly, it kicked off the whole mid-sized SUV craze 30 years ago, decimating hatch, sedan, wagon and coupe sales en masse, to change the way people thought about family cars.
Then, in 2019, the company launched the first mainstream hybrid SUV in Australia, opening up the electrification floodgates. Now everybody wants one.
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Think about that for one moment. Before the RAV4 hybrid, there were none bar expensive Lexuses like the NX and RX. Rav-dical!
Now there are over 15 different choices, with the Nissan X-Trail and Honda ZR-V hybrids being two of the newest on the scene.
We pit these fresh electrified mid-sized SUVs against each other to find out which might be right for you.
| Safety rating | — |
|---|---|
| Engine Type | 2.0L |
| Fuel Type | — |
| Fuel Efficiency | 5L/100km |
| Seating | 5 seats |
Verdict
BMW X27.5/10
There is little doubt the new X2 represents a vast improvement over the original model. The design alone gives it a lot more presence.
More interior and boot space also helps widen the SUV’s appeal and the significant tech updates are welcome.
It is on the pricey side and there are a few too many options that should be standard.
However, the M35i is hard to ignore as a sporty premium crossover, and the iX2 xDrive30 is the sort of electric SUV that should worry Volvo.
They both have their own distinct flavours, so there’s no dud in this line-up. Of course, we will hold final thoughts for the local launch when we can drive all four grades. But until then, it’s a welcome return to form for the X2.
Honda ZR-V/10
You’re looking at are two of the very best medium-sized SUVs out there. Regardless of price and position. Honestly, either should bring many years of sterling service.
Which one is for you depends on what that service needs to be.
The X-Trail e-Power is the better family-car allrounder, hands down, because of offers way more metal for the money, making it roomier and more practical. It’s also quieter, for some of the time at least.
But the ZR-V is athletic, agile and involving in a way the Nissan could never be. It’s also better equipped at this price point. And despite being from half-a-segment below, it’s still competitively packaged and feels from a class above.
We should be comparing this charming Honda against the Audi Q5 Sportback and BMW X4, it’s that special.
Whichever you choose, Toyota really needs to pull something out of the box with the next-gen RAV4 to beat these two.
Nissan X-Trail Ti e-Power | 8.5/10 |
| Honda ZR-V e:HEV LX | 8.6/10 |
Design
BMW X2
The second-gen X2 looks very different to the original from 2018. That first X2 had a squat stance, looked more like a hatchback than an SUV, and the glasshouse appeared as though it had been squished into the body of the car.
The 2024 X2 adopts a similar design philosophy to the X4 and X6 - swoopy, coupe-like roofline and liftback, and bold styling elements at the front and rear.
It has a much more upright, flush front end, freshly designed large kidney grille and an edgy headlight design. There’s flared wheel arches and broad shoulders at the rear, as well as a cool new horizontal tail-light signature.
The X2 has grown in size in a big way. It’s 194mm longer, 21mm wider, and 64mm taller than the outgoing model. That naturally means more space inside, too.
Inside there are big changes. The X2 adopts elements introduced by the excellent iX SUV a couple of years ago. They include the curved display, and a floating arm rest with a control panel. Some of this is also familiar from the X1.
The materials mostly look and feel like they are high quality, and there is an appealing minimalism to the overall design and layout. The chunky sports steering wheel is visually appealing, but it’s a bit too thick in my hand.
Honda ZR-V
Before we kick off on design, here are two annoying facts about the Honda.
First off, apparently ZR-V stands for Gen-Z Recreational Vehicle. Trying hard much, Honda?
Or maybe not trying hard enough. In Australia, the ZR-V colour range is pitiful, with just five choices against the Nissan’s dozen.
Please, at least import the 'Aqua Green' and 'Petrol Blue', as offered in Japan. Or better still, inject some actual rainbow variety.
Anyway, rant over.
In almost every important dimension, the Nissan is usefully larger – by an additional 11mm in length (4680mm versus 4568mm), +105mm in height (1725mm v 1620mm) and +50mm in wheelbase (2705mm v 2655mm), while the ZR-V concedes just 1.0mm of ground clearance to the X-Trail’s 187mm.
Oddly, although the latter looks wider (and has more interior space to stretch), they’re actually the same overall width at 1840mm.
Visually, the ZR-V is like an SUV compilation greatest hits mishmash, with a bit of Maserati Grecale meets Ford Escape up front, a profile that whispers Porsche Macan and maybe Mazda CX-5, and a lot of Lexus RX at the rear.
That the designers have managed to make all that meld so well is an achievement in itself.
Meanwhile, the X-Trail’s tastiest angle is the rear-three-quarter, which also reveals the chunky wide stance, nice glass-to-body ratio and clean surfacing.
Up front, though, it’s looking fussy and even a bit dated already. Nissan’s facelifted this look (it’s a three-year old one) in North America, where it’s sold as the Rogue. Check it out. No better really.
And we’re still years away from seeing that happen here, as our models are made in Japan. Like with the ZR-V.
Overall, though, both are fine-looking SUVs, though the Nissan’s styling seems more original.
| Nissan X-Trail Ti e-Power | 8/10 |
| Honda ZR-V e:HEV LX | 8/10 |
Practicality
BMW X2
Where the previous X2 was a very small crossover with niche appeal, the increase in size for the new model means more people will be interested in it. Possibly even people with a small family.
Those increased dimensions pay dividends inside, with ample headroom up front and more than enough space across the front row, although the raised armrest console is somewhat narrow.
The seats in both the iX2 xDrive30 and the M35i xDrive are very supportive thanks to ample bolstering, but both were also on the firm side. The iX2’s synthetic leather was slightly more comfortable than the M35i’s sports-focused front seats.
The power-adjustable seats and height- and reach-adjustable steering wheel means it’s not hard to find a decent driving position, but forward vision is impeded by a very thick A-pillar, and the letterbox-like rear windscreen in the X2 means rearward vision is limited. Good thing it has excellent parking cameras and sensors.
Storage is decent in the X2, with room for big bottles in the door cavity, and a few nooks and large open spaces in the console. Although secure storage is limited with the armrest housing a very shallow space. I do like BMW’s phone charger setup. Rather than lying on a pad, it slots into a vertical holder that has a latch to keep it in place when cornering. The only drawback is that you can see the screen which could potentially distract some drivers.
The X2 introduces operating system nine to iDrive, which is housed in the central part of the curved display and operated by touchscreen or the controller on the floating central console. After some familiarisation, the functionality isn’t that much different to the previous version of the operating system. The main menu looks cool and is mostly easy to navigate. The sub-menu icons - of which there are heaps - look a little Microsoft Windows.
The X2 has drive modes that also interact with the interior of the car and change lighting, EV noise and more. They include Personal Mode, Sport Mode and Efficient Mode as standard, but if you opt for (and pay extra for) BMW Digital Premium, the modes extend to Expressive Mode, Relax Mode and Digital Art Mode. Some of these are quite cool, especially some of the EV sounds, but would I use them everyday? Probably not.
The clearest indication of increased space is in the second row. There’s much more legroom than the old X2, and behind my six-foot frame I had enough space with a couple of centimetres between my knees and the front seat backs. Toe room was very limited, however.
The roof has been scalloped out to ensure more headroom, which is welcome given the extra sloping roofline.
There are a pair of USB-C ports back there, lower air vents, map pockets, decent door storage, and a centre armrest with cup holders.
The boot is sizeable, in both engine grades but you only get a tyre repair kit. There is underfloor storage for the charging cables in the iX2.
At 560 litres with all seats in place and 1470L with the second row stowed, the petrol grades have a bit more space than the iX2 at 525L (all seats in place) and 1400L (second row lowered).
Honda ZR-V
Advantage: X-Trail. Families seeking space in a larger-than-usual mid-sized SUV need look no further.
Before we go on, remember, our photos show the Ti but the base ST-L that matches the ZR-V LX’s price point features an 8.0-inch (rather than 12.3-inch) central screen, more-traditional analogue instrumentation cluster with a 7.0-inch TFT screen, non-leather seat trim and conventional, rather than camera, interior mirror.
Regardless, you’re also likely to notice how large and airy the X-Trail interior is, with easy access to all five seats thanks to very wide-opening doors, revealing an interior offering heaps of legroom, headroom and shoulder room.
Nissan – just like Honda – got its interior right, with most of the important stuff thoughtfully executed – superb build quality, broad yet comfy front seats, ample ventilation, an excellent driving position with good all-around vision and completely logical control and button layout/access.
There's also more storage than you would know what to do with. Big bottle holders in the doors is another boon.
Remember when the X-Trail’s dash used to have chilled/cupholders, a centrally-located analogue instrument binnacle and two storage cubbies on either side, all to give it a rugged and utilitarian 4x4 feel?
That’s all gone now, with our Ti being the most opulent in the series’ 23-year (and four iteration) history.
More high points? Attractive and yet hardy, the long, low instrument panel features premium finishes, backed up by a chunky little steering wheel, an informative and multi-configurable digital instrument cluster, bi-level centre console bisecting the front seats for a cosier feel, and a big central touchscreen that’s simple to figure out and operate.
Out back, the quite flat yet supportive rear seats are remarkable for being slide-able as well as reclinable, while – as with the Honda – occupants are treated to rear air outlets, USB-A and USB-C port access, a centre folding armrest with cupholders and even more bottle storage in the doors.
Plus – predictably – the deep side windows lend a lot of light and vision out, adding yet another dimension of family friendliness. The substantially larger CR-V would have been a better fit for this showdown.
That all said, it’s not as if Honda was sitting on its hands when creating the ZR-V’s interior.
Strangely enough, it’s not as tight inside as its smaller length and wheelbase measurements suggest – especially if you’re a human and not, say, a tumble dryer trying to be shoved in the back. More on that later.
Up front, the ZR-V is typical modern Honda, with a simple – say might even say sparse – dashboard layout that, with plenty of soft-feel surfaces and strip of honeycomb trim, manages to look classy as well as sensible.
The leather front seats are cushy and nicely bolstered, providing an absolutely superb and immersive driving position ahead of elegant and crystal-clear digitalised instrumentation.
Along with the thick-rimmed sports steering wheel with paddle shifters (for regen-braking effort), it feels inclusive in here, like you’re about to drive a low-slung sports sedan. Thin A-pillars provide better-than-usual forward vision, too.
However, over-the-shoulder vision is poor due to the slim side and back glasshouse, and the black trim does make it seem smaller inside than it actually is, while having no factory sunroof availability – even as an option – is an oversight. That would at least shower the cabin with more light.
On the other hand, a high-set digital speed readout renders the absent head-up display almost superfluous, the cupholders, smartphone charger pad and under-console shelf are thoughtfully placed, the climate control is beautifully intuitive to operate and the tactility of the toggle and switchgear controls are right up there with luxury car alternatives.
Likewise, the back-seat area is also inviting, with ample room for even taller adults, proving the ZR-V’s rear isn’t cramped, just cosy due to the well-padded seating and high window line.
And the backrest has a 40/20/40 split, meaning the centre bit can be folded down for additional longer-load-through accessibility from the back. Great for skis or broomsticks.
Note, though, that, unlike in the X-Trail, neither the base nor backrest slide or recline, respectively, it’s dark enough to be a gloomy Smiths album out back, the back doors can’t hold a bottle, there are no overhead grab handles, and what’s with that fiddly roof-mounted centre rear lap/sash seat belt location?
Further back, it’s a no-brainer... on paper.
The X-Trail trumps the ZR-V with 205 litres more cargo capacity at 575L versus 370L. But in reality, both offer a decently-sized opening to help make loading bulky things inside easy.
There are low flat floors with sufficient depth and width for plenty of gear and a few nooks and crannies for additional items.
Keep in mind that neither carry spare wheels. You get a can of goo and an air pump instead. Not good enough for many rural drivers.
And that X-Trail hybrid's boot space is 10L less than the five-seat petrol-only versions, but much bigger than the 465L offered up in the seven-seat variants (also petrol-only). And speaking of internal combustion processes…
| Nissan X-Trail Ti e-Power | 9/10 |
| Honda ZR-V e:HEV LX | 8/10 |
Price and features
BMW X2
In Australia, there will be four X2 grades in total - the xDrive20i and M35i xDrive petrol models, and the iX2 eDrive20 and xDrive30 all-electric models.
The iX2 xDrive 30 and the two X2 petrol grades are expected late in quarter one, or early in quarter two. The iX2 eDrive20 will follow shortly after in the third quarter.
The model grades largely mirror that of the X2’s mechanical twin, the X1, although the X1 is also offered in base front-wheel-drive sDrive18i guise as a range-opener.
At the international launch event, the two grades available to drive were the iX2 xDrive30 and the X2 M35i, so I will focus on those two models when it comes to the driving and practicality sections of this review. But I will detail elements of the whole range in other sections.
That X2 xDrive20i kicks off the range from $75,900 before on-road costs. For that you get features like a leather sports steering wheel, dual-zone automatic climate control, satellite navigation, an automatic tailgate, 19-inch alloy wheels, four USB-C ports and more driver-assistance systems and digital services compared with the previous model.
The $92,900 X2 M35i xDrive adds an extra dollop of performance but also includes 20-inch alloy wheels, a 12-speaker Harman/Kardon sound system, leather upholstery, a panoramic glass roof, a BMW M body kit and more.
The most affordable iX2 is the eDrive20 that kicks off at $82,900, while the iX2 xDrive30 dual-motor all-wheel-drive is $85,700. Both of these currently fall under the luxury car tax threshold at the time of writing.
There are several individual options and options packages across the range that can quickly push these prices up.
The X2 is a bit more expensive than the equivalent grades of the X1. The X2 xDrive20i costs $5500 more than the same X1 grade, while the M35i is only $2000 dearer than the equivalent X1.
For the EV, the X2 price premium is $4000 for the eDrive20 and just $800 for the xDrive30.
When it comes to rivals, pricing is a little higher than similar swoopy small SUVs like the Audi Q3 Sportback when it comes to the petrol models.
For the EV, competitors include the Lexus UX300e ($79,990-$87,665), Mercedes-Benz EQA (from $82,300-$102,579), and the Volvo C40 Recharge ($78,990-$87,990).
Honda ZR-V
Now, hang on. Wouldn’t it make more sense to simply compare the X-Trail e-Power with the recently-released Honda CR-V e:HEV RS range-topper?
They are, after all, roughly the same size.
And the answer would be yes, except the new CR-V hybrid is $60,000 drive-away, while you can buy a base X-Trail ST-L e-Power from under $55K drive-away… which just happens to be exactly how much the ZR-V e:HEV LX costs.
Do please keep in mind that cheaper versions of both Hondas are in the pipeline for Australia.
So, what are these hybrid mid-sized SUVs like, then?
Released in mid-2023 and based on the excellent Civic hatch, the ZR-V is the new kid on the block. And – starting at $54,900 drive-away – what it lacks in size against the X-Trail is more than made-up for in features.
Now, at this price point, both feature plenty of safety, including Autonomous Emergency Braking (AEB), blind-spot alert, lane-keep assist systems and adaptive cruise control with full stop-go functionality.
Additionally, you’ll find heated front seats, dual-zone climate control, wired Apple CarPlay/Android Auto, privacy glass, 18-inch alloys and a full suite of driver-assist safety systems including emergency braking, adaptive cruise control and surround-view cameras.
But considering the X-Trail ST-L costs the same price as the ZR-V LX, it lacks the latter’s 12-speaker Bose audio upgrade, leather upholstery, heated steering wheel, powered front-passenger seat, heated rear seats, wireless Apple CarPlay, wireless charger, reverse-tilt exterior mirrors, interior air purifier and hands-free powered tailgate with walkaway closing.
For an electric tailgate, leather and smartphone charger, you’ll need to step up to X-Trail Ti e-Power (as tested) from $54,690, before on-road costs, or just under $60K when drive-away costs are factored in, giving the ZR-V LX hybrid a handy $5K start.
However, the Ti does bring its own little exclusive luxuries, like tri-zone climate control, adaptive matrix LED headlights, a panoramic sunroof, exterior-mirror camera view, and 19-inch alloys – though you’ll need to fork out for the range-topping X-Trail Ti-L from $57,160, before on-road costs, (or nearly $63K drive-away to more-fully match most of the ZR-V LX hybrid’s spec.)
Advantage Honda. But, like we said, the Nissan has great big size on its side. And it has two electric motors for all-wheel drive – something the ZR-V has no reply for.
| Nissan X-Trail Ti e-Power | 9/10 |
| Honda ZR-V e:HEV LX | 9/10 |
Under the bonnet
BMW X2
Each of the four grades come with a different powertrain, and the xDrive20i kicks it all off with its 2.0-litre four-cylinder turbocharged petrol unit, making 150kW of power and 300Nm of torque. It drives all four wheels via a seven-speed dual-clutch transmission and can hit 100km/h in 7.4 seconds.
The xDrive M35i ups the fun factor with a gruntier 2.0-litre four-cylinder turbo-petrol unit, driving all four wheels via the same transmission as the 20i, all while delivering power and torque of 233kW/400Nm This ensures a 0-100km/h dash of 5.4 seconds.
The iX2 eDrive20 is powered by a 150kW/247Nm electric motor on its front axle, and the iX2 xDrive 30 uses two motors - one on the front and one on the rear axle for all-wheel-drive traction. The total system output is 230kW and 494Nm and the xDrive30 gets to 100km/h in just 5.6 seconds.
Honda ZR-V
One of the biggest differences between these and the Toyota RAV4 hybrid is that these two contestants offer a significantly fuller EV experience.
Why? The Nissan’s petrol engine never powers any of the driven wheels, but instead drives one or both electric motors to make it all-wheel drive (AWD).
The Honda, meanwhile, uses its petrol engine to sometimes drive an electric motor, but mostly powers the front wheels, making it front-wheel drive (or 2WD in SUV marketing-speak).
Still, from behind the wheel, they’re remarkably similar in how they feel and behave, even if they sound completely different on the road.
For starters, both are no slouches, despite relying on a continuously variable transmission (the infamous CVT strikes again!) to drive these hybrid SUVs.
The X-Trail’s 1497cc 1.5-litre turbo triple produces 106kW of power at 4400rpm and 250Nm of torque at 2400rpm on its own, but with help from a power generator, inverter and twin electric motors (making 150kW on the front axle and 100kW on the rear), and its combined power and torque outputs are 157kW and 525Nm, respectively.
The latter happens from zero revs, since the electric motor is always doing the driving.
The ZR-V’s 1993cc 2.0-litre naturally aspirated four, meanwhile, delivers 104kW at 6000rpm and 186Nm at 4500rpm, but combined with the single 135kW motor, makes a combined 135kW and 315Nm.
Now, this might seem like a free kick for the muscular X-Trail, but the power-to-weight ratio difference evens the score more than you might expect: the 1.9-tonne (1903kg) Nissan pumps out 82.6kW/tonne, compared to our 1.6-tonne (1586kg) Honda’s 85.1kW/tonne.
The result? The latter’s 300kg-plus advantage and lower, sleeker shape means that, against our stopwatch, there was very little in it between the two hybrids – 7.1 vs 7.6s in favour of the gutsier Nissan. But it was only about 0.2s for most of that, until the X-Trail’s extra torque finally overcame that extra mass.
That said, during our 70-100km/h overtaking manoeuvre, both needed 2.9s, again highlighting the Honda’s lightness, while braking hard from 100-0km/h the ZR-V stopped three metres shorter at 39.2m. Again, blame the Nissan’s weight.
Keeping all that performance in check in both SUVs, by the way, are MacPherson-style struts up front and a multi-link rear end.
| Nissan X-Trail Ti e-Power | 9/10 |
| Honda ZR-V e:HEV LX | 9/10 |
Efficiency
BMW X2
A fuel-use figure for the xDrive20i is yet to be confirmed, but the front-wheel-drive sDrive20i offered in Europe with a three-cylinder engine sips as little as six litres per 100 kilometres on the combined cycle. Expect the Australian version to be a little higher than that given it’s AWD and has a more potent engine.
The M35i consumes 7.7L/100km.
The high-voltage 64.8kWh lithium-ion battery in the iX2 ensures a driving range on the WLTP cycle of between up to 477 kilometres in the eDrive20 and between 417 and 449km for the xDrive30.
The latter has an energy efficiency range of 16.3 to 17.7kWh/100km, and BMW says you should be able to top up the battery from 10 to 80 per cent in 29 minutes at a fast charging station.
That driving range is not bad compared with the Lexus UX300e and Peugeot e-2008, but not quite as impressive as the Volvo C40 twin-motor.
I missed out on checking the energy efficiency figure of the iX2 xDrive30 following our drive, but after an 88km drive loop, the iX2’s range had dropped by 91km, which is just a 3km difference.
Honda ZR-V
Here’s another key difference. Officially, the Honda averages 5.0 litres per 100km while the Nissan should average 6.1L. But in reality…
During our week with both hybrid SUVs that included a lot of inner-urban schlepping as well as spirited driving and repeated performance testing – which tends to sap the fuel – the ZR-V averaged 7.3L/100km versus 8.6 for the X-Trail.
Note that the latter requires the more-expensive 95 RON premium-unleaded brew, too.
For the record, the car’s computer read 6.1 in the Honda and 7.4 in the Nissan, while the official combined average carbon dioxide emissions figures are 114 and 139g/km respectively.
The latter’s 55L tank means it should theoretically achieve around 900km between refills, against its rival’s 1140km from a 57L tank.
And just in case you’re wondering, the X-Trail’s lithium-ion battery is pretty modest at 2.1kWh, but that’s exactly twice as large as the ZR-V’s. Neither require to be plugged in, since - as mentioned earlier - the petrol engines do the charging.
| Nissan X-Trail Ti e-Power | 8/10 |
| Honda ZR-V e:HEV LX | 9/10 |
Driving
BMW X2
The M135i xDriveis undeniably quick off the mark. The lovely 2.0L turbo engine is well matched to the seven-speed dual-clutch and it’s responsive and willing from a standing start and when overtaking.
The engine sounds lovely too, although we suspect it’s amplified in the cabin, and steering is as sharp as it should be in a warmed-up performance SUV. We darted through some very twisty roads outside Lisbon and had quite a lot of fun in the process, so the M Performance badge is justified.
I drove the previous-generation X2 M35i a few years back and was disappointed with the ride quality. It was quite jiggly on uneven road surfaces and way too firm.
While the new version still has a firm tune to aid dynamic driving, it is much more compliant than the old car and overall ride comfort has improved.
The iX2 is also quick off the mark and in xDrive30 guise is only 0.2sec slower to 100km/h than the M35i.
That lively, smooth EV acceleration is present here, adding a sense of fun to the iX2.
It too has sharp steering, and the cabin is hushed. Not just because it’s an EV either. We were on coastal roads on a windy day and there was only a hint of wind noise in the cabin.
In some instances taking corners that had typical European walls or houses right up against the road, the iX2 would slow before I had a chance to tap the brakes. But it was hard to tell if that was a vehicle safety function, or the regenerative braking.
The ride in the iX2 was a bit of a mixed bag. It coped with some of the pockmarked roads exceptionally well, soaking up the imperfections. But then on other roads it was a little choppy.
It also bounces a little when you go over speed bumps, but that’s not exclusively an iX2 trait. I’ve felt it on many an EV, given the placement of the very heavy battery packs under the floor.
On the driving tech front, the X2 has a well executed head-up display projected directly onto the windscreen. It includes the speedo of course, nav guidance, a crystal clear display and more info.
Honda ZR-V
If you were taking either of these mid-sized hybrid SUVs on a short test-drive around urban streets, you might be forgiven for thinking the way they go and feel is almost indistinguishable.
Light, ultra-smooth and responsive all the way.
At lower speeds, both are easy to park, with sufficiently tight turning circles and aided by the surround-view cameras that shouldn’t be an issue for anybody to accurately place. Plus, there’s a decent degree of ride comfort to enjoy as well.
Understandably, for most folk behind the wheel, they’d struggle to them apart, truthfully.
Thankfully, we pride ourselves for going beyond the test drive, and after hundreds of kilometres testing both vigorously, interchanging between the two regularly, their distinct personalities and traits become crystal clear.
Nissan first.
The X-Trail e-Power e-4orce is a formidable machine. It’s also truly an EV in the way it delivers its electric power from the motor only to the wheels. When that small battery is all juiced up, you’d never know this was anything else but.
Off-the-line acceleration is instantaneous, and grin-inducingly strong if you’re not expecting the immediate surge forward that follows, accompanied by that electric whirr as the Nissan punches through the air.
That big motor generates a formidable amount of torque that’s always on tap for effortless momentum and oomph as required. It feels like a much-more expensive machine, and is just as refined to boot.
So, it comes as a surprise at first when that 1.5-litre turbo triple does chime in, breaking the relative mechanical silence with a constant drone. Briefly if not so quietly working in the background at first, it keeps the battery charged up from a certain point, and then just as quickly extinguishes, a bit like the refrigerator in your kitchen does.
And, so, the cycle continues of EV whoosh then white good hum. When you need more muscle – say, when overtaking – the engine kicks in again, but this time at a higher-set rev as it charges the battery with more urge, because it never drives the wheels, remember.
You don’t really feel the 2.0-tonne weight of the Ti e-Power in normal turning or cornering situations, because the steering is eager yet beautifully weighted, making this a sharp handler.
Likewise, with two electric motors shuffling torque to whichever axle needs it, there’s an exceptional level of road holding control, even across the often waterlogged roads that the late-spring weather showered upon. The Nissan is a perfectly safe and controllable long-distance grand tourer.
Muted tyre and road noise (wearing Dunlop Grand Trek 235/55R19 rubber), an effective ‘e-Pedal’ regenerative braking system that helps recharge the battery whilst bringing the car to a near stop, as well as nuanced traction and stability control intervention, are further bonuses that add to the enjoyment of riding and travelling in the Nissan.
However, while the around-town suspension comfort is impressive, larger bumps make themselves felt, as if the X-Trail’s springs have reached the limit of their absorption. Is that all that extra weight talking?
More annoyingly, when cruising along at speed in crosswinds, the steering can become a bit too sensitive, as the driver needs to make constant corrections to remain on the straight and narrow.
As a result, the car feels a little unsettled and nervous due to the slight but noticeable left-right pitching that ensues. One passenger described it as fidgety.
And, like many hybrid vehicles, including most of Toyota’s, the very effective brakes suffer from a wooden and artificial feel, meaning they can be a bit hard to moderate smoothly when applying.
Otherwise, the X-Trail is a pleasant and accomplished vehicle dynamically, and so a good all-around drive.
The ZR-V, however, is in another league.
The driver’s notes tell the story succinctly: “Lovely, smooth, linear and involving steering.” The Honda glides through corners with precision and ease, even at much higher speeds than most would attempt, backed up by plenty of grip and control.
And while there isn’t the AWD surety when conditions are wet, it still always felt planted and secure over our largely-wet test route.
Such dynamic athleticism suggests that ride comfort would be compromised, but on the smaller Bridgestone Alenza Enliten 225/55R18 tyres, the initial suspension firmness is tempered by an underlying suppleness and comfort that highlights a high degree of sophisticated suspension tuning.
The Honda truly is the driver’s hybrid SUV. More so than any other anywhere near its price point that springs to mind.
Because it’s largely a petrol-driven hybrid, rather than an EV with petrol-engine assistance like the Nissan, the ZR-V does not quite have that effortless all-electric torque to rely on, instead feeling more conventional in the way it delivers drive to the front wheels.
The 2.0L four's engagement after a brief all-EV driving period is seamless, by the way, and also typically-Honda in the way that it revs freely, sounding urgent as it delivers its torque consistently, even at low speeds.
Put your foot down more, and the electric assistance comes into play again, providing a decent whack of speed – more so than you might initially expect. And all of this is provided with a refinement and civility you’d expect in a much more premium machine.
Other plus points include yet another subtle traction/ESC tune over gravel tracks, but one with a degree of looseness for a bit of fun if the driver is up for it, paddles that provide some EV regen-braking e-Pedal-style to slow you down, and a nifty drive-mode toggle that can be easily prodded by the driver without distraction. A sign of the enthusiasts who engineered this sporty SUV.
The only fly in the Honda’s driving ointment is noise. Too much road roar over coarse chip surfaces, and excessive wind rush from the large exterior mirrors.
Otherwise, the ZR-V is exceptionally accomplished dynamically for any modern family vehicle, and not just a medium-sized hybrid SUV. Not perfect, but massively impressive and delightful.
| Nissan X-Trail Ti e-Power | 8/10 |
| Honda ZR-V e:HEV LX | 9/10 |
Safety
BMW X2
The X2 and iX2 are yet to be crash tested by ANCAP or Euro NCAP for that matter.
As mentioned, it gets a more generous list of standard safety features than its predecessor. Features include the latest version of BMW’s front collision warning system, auto emergency braking, speed limit detection, active pedestrian protection and a front centre airbag.
All X2s come standard with BMW’s Driving Assistant Professional which features ‘Steering and Lane Control System’, adaptive cruise control with stop and go braking function, and a blind-spot monitor, as well as Parking Assistant Plus with a surround-view camera, reversing assistant and ‘Drive Recorder’.
Honda ZR-V
Only the X-Trail has an ANCAP crash test rating, and it’s achieved five stars, based on the smaller Qashqai “partner model”.
While ANCAP has yet to test the ZR-V, Euro NCAP recently awarded the Honda four out of five stars, citing it was “just below the five-star performance thresholds” due to slightly below-par adult side-impact protection where the front occupants’ heads can make contact, as well as safety-assist system anomalies whereby traffic-sign recognition and driver monitoring tech that do not default to ‘on’ or only operate above 45km/h, respectively.
Both models offer lots of driver-assist safety equipment, like Autonomous Emergency Braking (AEB) with pedestrian and cyclist detection, blind-spot alert, lane-keep assist systems, adaptive cruise control with full stop-go function, a driver fatigue monitor, auto high beams, traffic sign recognition, front/rear parking sensors, anti-lock braking system with brake assist, 'Electronic Brake-force Distribution', hill-start assist, stability control and traction control.
However, there are omissions: the Honda misses out on the Nissan’s rear AEB with pedestrian and cyclist calibration, while the Nissan’s seven airbag rating trails the Honda’s 11 – which includes full side airbag protection for outboard rear-seat occupants.
Both vehicles also include ISOFIX child-seat latches fitted to outboard rear seat positions, while a trio of top tethers for straps are included across the rear bench.
Note that Honda’s AEB system is operational from 5.0-180km/h according to Euro NCAP, the lane support systems work between 65-180km/h and the traffic-jam assist tech works between 0-72km/h.
The Nissan’s AEB kicks in from 5.0-130km/h, pedestrian and cyclist AEB from 5.0-80km/h, and the lane support systems work between 60-250km/h.
| Nissan X-Trail Ti e-Power | 9/10 |
| Honda ZR-V e:HEV LX | 8/10 |
Ownership
BMW X2
The X2 range is covered by BMW’s five-year, unlimited kilometre warranty - something the German giant only increased from three years back in 2022. This is now the minimum standard.
The battery warranty for the iX2 is eight years or 160,000 kilometres.
BMW does not have scheduled servicing terms, instead, servicing is condition-based and the car’s computer will alert the driver when to book in for a service.
A five-year servicing package will cost you $3171 for the petrol X2s, while the iX2 is $2186 for six years.
Honda ZR-V
Both Nissan and Honda offer a five-year/unlimited kilometre warranty that also includes roadside assistance.
But the ZR-V goes one better with a no-cost subscription to Honda Connect for remote vehicle operation, location and geo-fencing if required. Clever.
The Honda’s servicing intervals are every 12 months or 10,000km, with capped price servicing pegged at an annual flat fee of $199 for the first five years. That’s under $1000 over that period of time.
Nissan, meanwhile, matches all that, bar the 'Honda Connect' tech, and offers six years of capped-price servicing.
But at the five-year mark, the X-Trail e-Power costs over $1300 more than the ZR-V hybrid.
| Nissan X-Trail Ti e-Power | 8/10 |
| Honda ZR-V e:HEV LX | 9/10 |