Honda ZR-V VS Infiniti Q30

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.

Thanks to its shared underpinnings with the A-Class the Q30 Sport drives largely like you would expect a premium hatch to drive. It’s just lacking a bit of character.

The engine is responsive, the transmission is fast and the availability of peak torque from just 1200rpm will lead to spinning the front wheels if caution is not applied. Power is no real issue.

Although Infiniti says it has tuned the Q30 in Japan and Europe, the ride has an undeniably Germanic flavour. It doesn’t feel quite as tight as the A-Class or 1 Series but it doesn’t feel as soft as the CT200h, so it strikes a decent balance.

The Q30 uses MacPherson strut suspension in the front and multi-link at the rear, more suited to a premium car than the torsion bar rear on the new Benz A 200.

The wheel has a nice amount of feedback, and thankfully doesn’t use the larger Q50’s strange ‘Direct Adaptive Steering’ which has no mechanical connection between the driver and the road.

If you’ve driven a decently-specified A-Class before the drive experience will feel familiar. The added ride height seems to remove a bit of feel from the corners, however.

There’s also the inclusion of three drive modes – Economy, Sport and Manual. Economy mode seems to be the default with Sport simply holding gears for longer. Steering-wheel mounted paddle-shifters could be used to mill through the seven gears in 'Manual' mode, although this didn’t add much to the experience.

The addition of active cruise control and adaptive high beams proved to be fantastic for reducing fatigue on long highway stints during the night, but the lack of a padded surface on the inside of the transmission tunnel proved uncomfortable for the driver’s knee on longer trips.

I persisted with the stop-start system to test it, but it proved slow and irritating. Under normal circumstances it would be the first thing I’d turn off.

Visibility was also a bit limited out the rear three quarter courtesy of the low, swoopy C-pillars.