Honda ZR-V VS Nissan Patrol

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.

The Patrol is a tried and tested 4WD, but it’s also an impressive open-road tourer. 

The auto is a smooth shifter and when you give the throttle firm and steady right-foot pressure the Patrol rumbles up to speed with an almost-lazy efficacy.

Ride and handling are nicely controlled and composed, on sealed surfaces and that’s carried over onto dirt – which I’ll get to soon. 

Its upright cabin stands tall, affording the driver ample visibility, and the Patrol’s expansive bonnet only impacts driver visibility when you head off-road – but more about that later.

The Patrol is refined and comfortable and yields a relaxed driving experience. 

It has independent suspension – double wishbones and coil springs at every corner – as well as the Nissan’s 'Hydraulic Body Motion Control' system, a network of hydraulic cylinders cross-linked between wheels, which works like a swaybar/swaybar disconnect.

This system automatically alters tension to suit the terrain (tightens on-road to keep the Patrol more controlled on firmer surfaces, such as blacktop; loosens off-road allowing for more flex in the suspension when you’re 4WDing).

Let’s not forget the V8. There's nothing like that growl as a backing track to whatever trip you’re doing and you've always got that throaty engine note as your own personal theme music. Just to put a bit of pep in your step.

It really is a beast of a thing and it is fun to drive. You might pay the price with fuel bills if you enjoy tapping that accelerator with gusto, but, geez, it's worth it. 

However, it’s when you get properly engaged in low-speed, low-range 4WDing that the Patrol is truly at home.

There’s no getting past the fact this Nissan wagon is a great touring platform and it’s also an impressive tow vehicle. There's no disputing those things, but it is a big vehicle and while it doesn’t feel as nimble as some other large SUV wagons, at least initially, it quickly becomes easier to drive the more time you spend in it.

It does take a little bit of getting used to if you haven't driven a Patrol before, but I have, many times, so it's quite comfortable and familiar to me. 

Steering has a nice feel and weight to it when you’re doing low-range four-wheel driving – and it’s when low-speed, low-range four-wheel driving is when you really need precision and the ability to laser-focus your driving lines. 

Throttle response is not touchy over bumps and sharp as long as you’re enthusiastic with it, and the auto transmission is just as cluey off-road as on. However, it can get caught out up hills, holding higher gears for too long, but otherwise it's okay.

There's an overall feeling of control to the Patrol. And again, while it is a large 4WD, it’s easy to drive well and to take on quite hardcore four-wheel driving terrain.

Drive with some consideration of its sheer physical dimensions and you’ll be fine. It’s comfortable and very capable; the result of a combination of traditional-style 4WD mechanicals, plenty of low-down torque and quietly effective driver-assist tech.

The Patrol Ti-L has selectable drive modes for off-road conditions and they include 'Snow', 'Sand' and 'Rock' and they tweak the traction control system, engine response and throttle with the aim of getting the Patrol to perform optimally on the chosen surface. 

It has full-time 4WD with high- and low-range and, while it doesn't have the low-down torque of something like the 300 Series, it has plenty of grunt when it counts. There’s ample torque for smooth-momentum 4WDing and the big petrol V8 keeps things ticking along without any stress.

Beyond the very effective off-road traction control system and the great low- and mid-range torque, you also have a rear diff lock. So if things get that difficult, you can always engage it. 

The Patrol has plenty of wheel travel, helped somewhat by its aforementioned swaybar-disconnect system, and that articulation helps it stretch a tyre to the dirt for all-important traction.

Off-road driver-assist tech (hill descent control, hill start assist etc) is non-intrusive and effective.

But it’s not all the best of news onboard the Patrol.

It feels quite low when you’re driving it over challenging terrain. Ground clearance is 273mm (compared to the 300 Series' 235mm) and approach, departure and rampover angles (28, 26.3, and 24.4 degrees) are par for the course for a large 4WD wagon with a wheelbase this lengthy.

But, while those measurements check out, that feeling of the Patrol being vulnerable to underbelly scrapes and knocks lingers.

Wading depth is listed as 700mm and, while I didn’t get the chance this time to test that limit (the usual mudholes were dry), I’ve driven through plenty of mudholes in this generation Patrol in the past.

As mentioned, the Patrol has an upright cabin, which offers plenty of visibility, but the expansive bonnet impacts the driver’s vision at the front, especially when driving over, for example, a steep crest into a dry creek bed.

As always, when faced with such a situation it’s best to get out of the vehicle and take a look.

The Patrol’s tyres – Bridgestone Dueler 693II all-terrains (265/70R18) – are perfectly reasonable on-road, but aren't well-suited to hardcore 4WDing.

As always with less-than-ideal off-roading rubber, if you're going to ask more of your Patrol than the occasional gentle drive along well-formed dirt tracks in dry weather, it's a good idea to replace the standard tyres with a decent set of aggressive all-terrain tyres. 

I've tow-tested with many Patrol variants over the years, so it’s worthwhile noting the towing capacities which are 750kg (unbraked) and 3500kg (braked), so standard for this size of 4WD.