Honda ZR-V VTi X+ 2025 Review

The entry-level VTi X+ is one of two Honda ZR-V family members to get a price cut this time around, the other being the e:HEV LX. At $37,900 drive away, it’s a notable $2000 reduction for the former that brings the mid-size SUV almost within spitting distance of drive-away Chinese players such as Chery’s Tiggo 7 Pro ($29,990 to $33,990), MG’s HS ($33,990 to $40,990) and GWM’s Haval H6 ($33,990 to $45,990).

European and Japanese rivals for the VTi X+ include the $40,990 drive away Skoda Karoq 110 TSI Select, the Renault Koleos Intens and Mitsubishi Outlander ES, which are respectively priced, before on-road costs, at $39,990 and $37,740.

Honda ZR-V variants including the VTi L+ ($43,400), VTi LX ($49,000) and the hybrid e:HEV ($54,990) all continue with unchanged drive-away pricing.

As the entry model, the ZR-V VTi X+ lacks some goodies. Standard equipment in the reduced-price ZR-V includes cloth trim, dual-zone climate control, auto-dipping adaptive LED headlights, LED taillights, auto wipers, a 9.0-inch digital instrument display, an information-rich 10.2-inch LED colour display for the driver, an electrochromatic self-dipping interior mirror, eight-speaker sound system, 17-inch alloy wheels and a space saver spare.

Imbedded GPS and powered seating for both front passengers are only seen from the VTi LX model upwards, so the VTi X+ is Apple CarPlay/Android Auto reliant.

The ZR-V VTi-X+ is typically covered by a five-year, unlimited-kilometre warranty with five years of roadside assist, however at the time of publish, Honda is offering eight years coverage for all these elements (expiring September).

Servicing is scheduled at yearly or (slightly mean-minded) 10,000km intervals, whichever comes first. A capped-price servicing programme covers the first five years and fixes the customer cost at $199 for each workshop visit.

The ZR-V's safety credentials are well up to speed with adaptive cruise control, adaptive LED headlights, pedestrian and cyclist avoidance, lane-keep assist, blind-spot monitoring, rear cross-traffic alert front and rear parking sensors and tyre-pressure monitoring.

There’s only a single parking camera feeding the centre screen which, although it may be of average resolution, at least displays projected guidelines to help guide the way when reversing.

In 2023 the 11-airbag ZR-V was given only a four-star Euro NCAP score, largely because it employs a less-advanced Honda safety system than other markets where the more-advanced Honda Sensing 360 system is used. The four-star Euro NCAP score – which, according to the test report, came what must have been frustratingly close to scoring a full five stars – was adopted by ANCAP for Australia.

The ZR-V VTi+ Honda comes with wireless Apple CarPlay and wired Android Auto connectivity, Bluetooth and eight-speaker audio with AM/FM and DAB+ digital radio.

On the don’t-have list are imbedded GPS, head-up display, wireless phone charging and the active noise-cancelling system used on even the base-model Honda CR-V.

The ZR-V engine, familiar in the Civic, is a long-stroke, direct-injection 1.5-litre four-cylinder turbo that winds out a strong 131kW and an equally muscular 240Nm. This combines with the relatively light 1470kg kerb weight to bring a power-to-weight ratio that exceeds both (non-hybrid) Honda CR-V and HR-V models.

It drives the front wheels through a constantly-variable (CVT) transmission and, unlike the CR-V, it doesn’t offer on-demand AWD anywhere in the range.

The ZR-V Honda asks only for 91 RON fuel and its combined average consumption is quoted at a class-competitive 7.0L/100km. Our score on test averaged 8.3L/100km and suggested a cruising range approaching 700km from the 57-litre fuel tank.

It’s hardly more economical than the 7.1L/100km CR-V but its 158g/km CO2 output compares with 162g/km to make the ZR-V cleaner at the tailpipe.

The ZR-V’s platform is based on that of the current, 11th-generation Honda Civic hatch, with independent MacPherson Strut/multilink suspension that’s tuned to give a slightly firmer ride with sharper steering responses than the also Civic-based CR-V.

With 2.6 turns from lock to lock the ZR-V’s steering is weighted on the heavier side but that’s all part of its zippier overall road persona.

Bringing to mind the Civic hatch, the small turbo-four is slightly vocal in its responses – pleasingly, not annoyingly – and avoids simply being categorised as adequately powered to being willing and responsive.

The cloth-covered seats avoid blandness with subtly contrasting stitching (repeated on the leather-look door trims) and although not offering adjustable lumbar support are adequately gripping and comfortable. The driver, but not the front passenger, also gets manual height adjustment, which helps behind-the-wheel comfort. The effective, integrated wiper-wash nozzles make for a nice touch of refinement.

Reminiscent of the Civic, the Honda ZR-V telegraphs a degree of road noise into the cabin on coarse-chip surfaces. It’s noticeable but not annoying (although Honda considered it worthy of attention in the CR-V, which employs noise-cancelling technology across the board).

A braked towing capacity of 1500kg seems appropriate for a mid-size SUV and is on-par with most competitors. Ambitions of hauling anything other than a small camper-trailer are best forgotten.

Overall, there’s plenty on show to demonstrate that this is not the premium-spec Honda ZR-V. There’s no questioning its finesse or intrinsic quality, but the cloth upholstery, lack of power-adjusted seating and a general overall greyness make it look more restrained than eye-catching.

As mentioned, the seating is comfortable and supportive, and the ZR-V will carry four (five at a pinch). There’s useable rear-seat legroom even when tall passengers are riding up front and, as you would hope, there’s a fold-down rear centre arm rest with twin cup holders. With adjustable rear air vents, there’s no skimping on cabin ventilation.

A small space under the nicely executed flyover between the shift lever and the also-small padded-lid cubby is provided for storing sunglasses, pens and other incidentals.

A 60/40 rear backrest accesses a smallish 380-litre boot containing a space-saver spare and a neat mesh-protected cavity on the right-hand side of the boot for holding smaller, incidental items. Drop down the seatback and the space opens up to 1312L which, reinforcing the ZR-V’s livelier persona, is neither constricted nor generous (the more family-oriented CR-V, for example, has a minimum boot capacity of 589L and a maximum of 1671L, both solid figures for a mid-size SUV).

Honda customers weighing up the pros and cons of the ZR-V versus the CR-V are sure to be faced with the dilemma of balancing what’s respectively good and bad about the two similarly capable mid-size SUVs. The ZR-V is more rakish and athletic on the road. The CR-V, though hardly any bigger in the cabin, is clearly more family-car oriented with much-larger load capacities. The same observations about practicality apply generally to competing mid-sizers such as the Skoda Karoq and Renault Koleos.

Although there’s a wealth of other-brand competitors in the sub-$60,000 mid-size SUV segment, the Honda ZR-V, even in entry-level VTi X+ form, is more boutique than everyman’s.

2025 Honda ZR-V VTi X+ at a glance:
Price: $37,900 (drive away)
Available: Now
Engine: 1.5-litre four-cylinder turbo-petrol
Output: 131kW/240Nm
Transmission: Continuously variable automatic
Fuel: 7.0L/100km (ADR Combined)
CO2: 158g/km (ADR Combined)
Safety rating: Four stars (ANCAP 2023)

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