Honda CR-V e:HEV RS v Honda ZR-V e:HEV LX 2024 Comparison

Honda pricing conformity around Australia is a benefit of the company’s controversial sales model that kicked off in 2021 and replaced its traditional franchised-dealer network with an agency retail strategy bringing fixed national vehicle pricing and servicing arrangements.

To get a handle on how the hybrid versions of the Honda CR-V and ZR-V compare pricewise, we looked at top-spec variants, the five-seat CR-V e:HEV RS (seven-passenger versions are available further down the model ladder) at $59,900 drive-away, which is well above the $54,990 ZR-V e:HEV LX. The ZR-V only comes as a five-seater.

Although AWD is available in lower-spec CR-Vs, both of these hybrid Hondas are front-drive only, and agreeably priced when lined up against pre-ORCs figures for petrol-electric (not PHEV) AWD competitors such as Nissan’s high-spec Ti-L e-Power X-Trail ($58,490), Toyota’s Edge-spec RAV4 hybrid ($58,350) and Kia’s front-drive Sportage GT-Line hybrid ($55,420).

With a few exceptions, both CR-V and ZR-V e:HEVs are fitted-out similarly, although the CR-V’s RS badge (the ZR-V is labelled as an LX) implies a subtle upwards shift in status.

This means the CR-V e:HEV RS has piano black trim on the doors and dash, contrasting red (rather than white) upholstery stitching throughout, a big, sliding sunroof and active-shadowing headlights. Less immediately-obvious upticks on the CR-V include gas struts to support the open bonnet and powered lumbar support adjustment for the driver’s seat.

The ZR-V e:HEV LX makes good with some things that aren’t seen on the CR-V e:HEV RS though: As well as a three-camera bird’s eye view parking display on the centre screen, there’s heating for both the steering wheel and the outboard rear seats, and a fly-by-wire toggle/push-button transmission shifter rather than the CR-V’s conventional lever.

Both Hondas come with part-leather trim and powered and heated front seats incorporating two-position memory settings for the driver.

CR-V and ZR-V Hondas are covered by the company’s five-year unlimited-kilometre warranty with five years of roadside assist and five standard services conducted at one-year/10,000km intervals (whichever comes first), with the first five fixed at $199 apiece.

The safety kit is largely consistent with industry standards: Low-speed autonomous emergency braking, lane-departure warning with lane-keep assist, blind-spot monitoring, cross-traffic alert (at the rear only), front and rear parking sensors, driver attention detection, road-sign recognition, tyre pressure monitoring and an array of 11 airbags bode well for a five-star ANCAP safety rating. Both new Hondas have yet to be tested.

Included in the airbag tally are knee airbags for both driver and front-seat passenger, and a front centre airbag to protect front-seat occupants from hitting each other in a side-on collision.

Active, see-around-the-corner self-dipping LED headlights are common to both, except the CR-V e:HEV RS gains a more advanced active-shadowing system that manipulates the beam to help lower the glare experienced by oncoming drivers.

The ZR-V e:HEV LX’s three-camera parking sensors provide a crisp overhead view to help with parking while also providing a wide ground-level view on the nine-inch touchscreen that takes in surrounding objects.

In terms of in-cabin technology, the CR-V and ZR-V Hondas are fundamentally identical. Tech features common to both include wireless phone charging and Apple CarPlay connectivity (Android Auto needs to be plugged in), USB-a and USB-c ports in front and rear, inbuilt sat-nav on the nine-inch touchscreen, and a premium 12-speaker Bose sound system.

Both CR-V and ZR-V e:HEV Hondas use a parallel two-motor hybrid configuration – one motor solely dedicated to charging the lithium-ion hybrid battery pack and the other to share driving the front wheels with the Atkinson-cycle 2.0-litre internal combustion engine.

The system is configured so that the electric drive motor, in certain conditions, is able to power the wheels directly, in either of two lockup modes: one for low speeds, one for high speeds.

The CR-V and ZR-V hybrid systems are quoted with different power outputs: The CR-V is rated at 135kW/335Nm and the ZR-V at 135kW/315Nm. The 1586kg ZR-V weighs quite a bit less than the 1771kg CR-V, so the power-weight ratio – and therefore fuel economy and performance – favours the former.

The drivetrain also comprises an e-CVT transmission with four drive modes – Individual, Normal, Economy, Sport – the latter sharpening-up throttle responses and electronically enhancing the engine sound.

The transmission between appropriate functions, including EV, hybrid or charge, according to operating circumstances.

The two Honda SUVs proved on test to match the calculated fuel economy indicators: Against a quoted combined consumption figure of 5.5L/100km, our HR-V e:HEV RS returned 6.4L/100km and the ZR-V, a real-world 5.4L/100km against the official Honda figure or 5.0L/100km. The ZR-V’s CO2 figure of 115.2 g/km is better than the CR-V’s claimed 125g/km too.

Neither are a standout in the class. For example, Toyota’s RAV-4 Cruiser hybrid (which is actually smaller and lighter than either CR-V or ZR- V Hondas) is both cleaner and more frugal, with a quoted fuel consumption of 4.7L/100km and 107g/km of CO2 emissions.

Given that the sixth-generation Honda CR-V e:HEV RS and the all-new ZR-V e:HEV LX are stylistically quite different, it’s not unexpected that, once inside, there are more similarities than there are differences.

Although some work has gone into establishing specific identities for the CR-V and ZR-V, there’s an immediate, obvious kinship connecting the two mid-size SUVs from an operational viewpoint.

From the shared steering wheel to the tablet-style centre screen, to the climate-control dials, there’s a familial same-ness that’s undeniable and can’t be concealed by the re-locating of the dashboard air vents, re-shaping the door trims or even significantly re-thinking centre console with the differing technicalities of its attendant shift-control functions.

Where the ZR-V e:HEV is very 21st-century with its fly-by-wire combinations of toggles and push-buttons, the CR-V e:HEV sticks with a conventional shift lever. Concerning the functional advantages of either, the jury is out: The CR-V’s arrangement is more clunky to use, while the Z-RV’s mix of toggles and switches lacks some intuitiveness.

On the road there aren’t that many differences. The ZR-V e:HEV’s lighter weight, shorter body and wheelbase make it feel generally wieldier and the (slightly) lighter steering and firmer ride convey a more playful nature than the solid-feeling CR-V which has a more substantial wheel/tyre combination – 235/55R19s against the ZR-V’s 225/55R18s. And a higher power/weight ratio contributes to the ZR-V e:HEV LX’s detectably more-eager accelerator response.

That said, both CR-V and ZR-V e:HEV Hondas are pretty refined with their dual-motor hybrid arrangements minimizing the familiar quirks that come with constantly-variable transmissions. The driveline is unobtrusive and quiet.

Like many hybrids, towing capacity isn’t much of a thing. Both the Honda CR-V e:HEV RS and ZR-V e:HEV LX are rated to tow just 750kg, which is going to rule out even small camper-trailers.

Comparing cabin dimensions of the CR-V and ZR-V shows they are so close in so many ways that Honda’s reasoning becomes even more difficult to figure.

The CR-V has a barely-measurable advantage in front and rear cabin width (a mere 6mm up front and even less at the rear) but this tiny gain is more or less negated by its standard-spec sunroof which, although it doesn’t impinge on back-seat headroom, offers a less-generous overhead deal for the driver and passenger than the solid-roofed ZR-V.

And although the CR-V does have the advantage of stadium-style seating, both Hondas measure up to reveal virtually-identical rear-seat legroom.

Equipment levels are close too: Over the ZR-V e:HEV LX, the CR-V e:HEV RS brings powered lumbar adjustment for the driver, adjustable, tilting front headrests and an almost-cavernous storage bin between the front seats. The ZR-V’s bin is smaller, but it’s quite deep nonetheless and is supplemented by a small, handy tray located beneath the “floating” armrest between it and the fly-by-wire toggle/push-button shift controls.

As far as luggage capacity is concerned, the CR-V e:HEV RS wins hands-down.

Its claimed 581 litres of all-seats-up boot capacity is already at the upper end of what you’d expect from a five-seat mid-size SUV (the RAV4 hybrid for example is quoted at 542 litres) and way better than the ZR-V e:HEV’s 370 litres. And the CR-V’s fully-expanded, seats-down total of 1635 litres isn’t bad either, comfortably more than the ZR-V e:HEV LX’s (still reasonable nevertheless) 1302 litres.

The fact that the CR-V is built for the Australian market in Thailand, and the ZR-V in Japan, seems of little consequence as both show typically-Honda levels of quality.

Although this is less a comparison test than a thoughtful study as to why a car-maker would decide to place two members of its mid-size SUV family into direct confrontation, there’s still the question of which offers the better deal.

Where the Honda CR-V in its sixth generation remains familiar and recognisable, the ZR-V treads a more avant-garde path with less glitter, a much-cleaner front end and some freedom from superfluous bulges, bumps and creases.

Maybe those facts alone may be enough to swing a deal – but there are pragmatic considerations at play too.

Both Honda ZR-V e:HEV LX and CR-V e:HEV RS are close to inseparable when it comes to cabin space and comfort. But the CR-V definitely is more amenable to carrying luggage.

And both tend to balance each other out in terms of standard equipment – although the CR-V e:HEV RS’s standard panoramic sunroof is a big-ticket item.

But the hybrid ZR-V is cheaper than the hybrid CR-V and is quicker on the road, measurably more economical and cleaner at the tailpipe.

Maybe the question simply comes down to whether buyers are looking for Honda nouveau or Honda traditionale.

2024 Honda ZR-V e:HEV LX at a glance:
Price: $54,900 (drive-away)
Available: Now
Powertrain: 2.0-litre four-cylinder petrol-electric
Output: 135kW/315Nm (electric motor: 135kW/315Nm)
Combined output: 135kW/315Nm
Transmission: CVT
Fuel: 5.0L/100km
CO2: 115g/km
Safety rating: Four-star (ANCAP 2023)

2024 Honda CR-V e:HEV RS at a glance:
Price: $59,900 (drive-away)
Available: Now
Powertrain: 2.0-litre four-cylinder petrol-electric
Output: 135kW/335Nm (electric motor: 135kW/335Nm)
Combined output: 135kW/335Nm
Transmission: CVT
Fuel: 5.5L/100km
CO2: 125g/km
Safety rating: Four-star (ANCAP 2024)

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