Honda ZR-V VS Ford Everest
Honda ZR-V
Likes
Dislikes
Ford Everest
Likes
- Very economical on longer trips
- Easy to drive and handle, despite size
- Great family storage (and stowage) throughout
Dislikes
- Thirsty in the city
- Bit schlumpy off the mark
- Towards the more expensive end compared to rivals
Summary
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 |
Ford Everest
The updated Ford Everest looks and sounds like a beast. My family nicknamed it Hank, after the blue beast from X-Men, and that about sums up how much fun we have in this seven-seater!
This is the Sport 4WD variant which sits second from the top in the Everest line-up and competes with other large and popular SUVs like the Isuzu MU-X, Mitsubishi Pajero Sport and Toyota Prado.
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So, how does the Everest Sport fair over a week with my family of three?
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8.5L/100km |
| Seating | 7 seats |
Verdict
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 |
Ford Everest8.1/10
I enjoyed my time with the Ford Everest Sport 4WD. It’s a great-looking vehicle with the engine specs to support families who like to adventure. It’s also big enough to haul a large family and those added child seat top-tethers in the third row offer flexibility, too.
The ride is a bit rough at times and it's thirsty in the city but it has enough to charm my family of three.
My seven-year old and my husband loved our blue truck and my son doesn’t want to see it go!
Design
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 |
Ford Everest
The Everest Sport means business. It’s big and brutish-looking with its squared-off shape and a bunch of black accents across the handles, badging, 20-inch wheels and massive grille.
These accents up the beasty factor and I love the look of this SUV. Especially in our test model's 'Blue Lightning' paintwork, which is exclusive to the Sport variant.
The cabin continues the exterior's robust look, especially in the dashboard and vertical 12-inch touchscreen multimedia set-up.
The massive honeycomb-like air vents look cool but there’s still something of a workhorse vibe inside thanks to the styling and feel of the black leather-accented upholstery and trims.
Everything gives off a strong ‘vinyl’ feel and the soft touchpoints look hard thanks to their plastic-looking grain. But it’s a pleasant cabin to be in and the overall finish still looks high-quality.
Practicality
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 |
Ford Everest
The biggest issue I have with the cabin’s practicality is getting in and out, which comes down to the 226mm ground clearance. But that is 100 per cent a user issue!
The side-steps and grab handles are a must have and my seven-year old needed them, too. No doubt, you'll be helping younger kids into their seats.
Besides the tall trucky-ness, the cabin in the first two rows feels roomy with ample leg- and headroom for my 168cm height. It's only when you venture into the third row that legroom is compromised for an adult, although access to this row is still very good.
All seats are rather firm and there's not stacks of under-thigh support in any row but the front seats are powered with additional lumbar support as well as heat and ventilation functions which adds dramatically to comfort on a long trip.
Amenities and storage are pretty good in all three rows. The front has two glove boxes, a shallow-ish middle console, phone holder, big storage bins and drink bottle holders in each door, two permanent cupholders and, my personal faves, a pair of retractable cupholders in the dashboard and a sunglasses holder.
In the middle row there are map pockets, drink bottle holders in each door and two retractable cupholders in the fold-down armrest. There aren't any luxury features but the roof-mounted directional air vents and fan control is appreciated by my kid.
The third row gets two shallow and skinny cupholders and the left-hand side also features a long but thin nook, which may be for a tech device. There are also roof-mounted directional air vents and reading lights.
Technology is found in each row and looks good while still being useful. The vertical 12-inch touchscreen multimedia system is easy enough to use but it takes a while to get used to its positioning.
It sits lower than I'd like and isn't angled towards the driver which makes accessing controls that have been embedded in the screen, like seat functions and air-flow direction, a bit of a pain while on the go.
The wireless Apple CarPlay is easy to connect to but dropped out twice during our test. There is also Android Auto for those users and built-in satellite navigation.
The charging options are very good throughout the car with the first rows getting a USB-A and USB-C port. The front also gets a wireless charging pad and a 12-volt socket. While the third row and boot feature a 12-volt socket each.
The boot space is mostly user-friendly but because the boot lip sits quite high it can be annoying to load heavier items in or fit a top-tether strap.
Capacity is good and with the third row in use. You get 259L of storage, which is adequate for a smaller grocery run but that capacity jumps up to 898L when the third row is stored.
There is a small space underneath the floor that could house your manual and log book, if you wanted to free up your glove box. This model has a powered tailgate function.
Price and features
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 |
Ford Everest
There are four grades for the Everest range and our model on test this week is the Sport 4WD, which sits second from the top in the line-up. Which means it’s priced from $72,490, before on-road costs, and sits second from the top compared to its rivals.
The most affordable rival is the Mitsubishi Pajero Sport Exceed 4WD for $60,690 MSRP, then the Isuzu MU-X LS-U $61,400 MSRP and the Toyota LandCruiser Prado VX sits at $76,848 MSRP; all of these models have similar specs and that highly coveted third row for families.
The Sport 4WD model comes with some lovely features, like leather-accented upholstery, powered front seats with heat and ventilation functions, wireless Apple CarPlay and Android Auto and built-in satellite navigation.
Technology is rounded out with a 12-inch multimedia touchscreen, an 8.0-inch digital instrument cluster and a wireless charging pad.
Other standard features include keyless entry, push-button start, side puddle lamps, full-suite LED lights, front fog lights and DRLs, dual-zone climate control and a full-size spare wheel.
Under the bonnet
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 |
Ford Everest
The Ford Everest Sport on test is the four-wheel drive variant and has a 3.0L V6 turbo-diesel engine that produces a power output of 184kW and 600Nm of torque.
That hefty power supports the 3.5-tonne braked towing capacity this model has, meaning you can have your weekend adventures and haul the family around, too.
Efficiency
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 |
Ford Everest
It's big but is it thirsty? The answer is, sometimes.
The official combined cycle fuel consumption figure is 8.5L/100km. But after a fair bit of travel, consisting of mostly open-road driving, my real-world average came in at 7.6L/100km, which is amazing for such a massive car.
In fact, I had to triple check my figures to make sure I had calculated it correctly!
During urban trips the on-board read-out sits closer to 15L/100km, which is something to consider if you're an urban dweller.
Based on the official combined cycle number and large 80-litre fuel tank, you should see a theoretical driving range of 941km, which is good for road tripping families.
Driving
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 |
Ford Everest
The Everest Sport delivers its power responsively once you’re up to speed. Overtaking or keeping your pace consistent on hills is no issue but this car reminds you of its size when you start moving from a standstill. It’s not quick.
There’s a serious lull between accelerating and actually shooting forward. So, allow more time for roundabouts or crossing traffic.
The steering sits right in the middle – not too firm or loose. Which means it doesn't handle like a truck and has a nice on-road feel.
Coupled with a relatively small 11.8m turning circle it’s quite nimble to manoeuvre and you won’t be daunted by city driving.
The ride comfort is a little bit rough but not totally unexpected given its relatively high centre of gravity. You get some consistent vibrations through the seats and the suspension feels bouncy when hitting corners. I still feel confident going over bumps but you will feel them.
Cabin noise is low key most of the time but you can get a fair bit of wind noise at higher speeds. Otherwise, it’s easy to hear and chat between all three rows, which is excellent for a large SUV.
Because of the higher seating position and wide windows, visibility is awesome – another big plus for a big, three-row SUV.
Despite almost being five metres in length (with the tow bar), you don’t notice the size when it comes time to park because the turning circle is good and the 360-degree camera system is also nice and clear. You fill out a space but getting into the space isn’t an issue.
Safety
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 |
Ford Everest
The Ford Everest comes with a bunch of standard safety systems like blind-spot monitoring, lane keeping assist, lane departure alert, driver monitoring alert, adaptive cruise control, intelligent seatbelt reminders, rear cross-traffic alert plus a 360-degree view camera system with front and rear parking sensors.
The Everest has a total of nine airbags, which is great for the class, including a front centre airbag and curtain airbags that cover all three rows.
It has a maximum five-star ANCAP safety rating from testing done in 2022. It scored highly across all four of ANCAP's individual criteria with the child protection score at 93 per cent.
The Everest has AEB with forward collision warning which is operational for pedestrian and cyclist detection from 5.0-80km/h and 4.0-180km/h for car detection.
There are ISOFIX child-seat mounts on the middle row outboard positions and a total of five top-tether anchor points. You can easily fit five child seats, which is great for families with lots of tots.
However, when a 0-4 rearward facing child seat is installed in the middle row, front passenger space has to be adjusted but I still have enough space for my height.
Ownership
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 |
Ford Everest
The Everest comes with a usual warranty term of five-years/unlimited km and you can pre-purchase servicing for the first four-years or up to 60,000km for $1385 or an average of $347 per service, which is good for the class.
Servicing intervals are at every 12 months or 15,000km, which is also reasonable.
Participating dealers will also provide a complimentary loan car when your vehicle is being serviced.
Roadside assistance is included for the first 12 months, extending up to seven years if you have your car regularly serviced at an authorised Ford dealer.