A lesson in pricing: First drive of the Honda ZR-V

We really tried to evaluate Honda’s new crossover seriously, separate from the price tag it received in Israel. So first the test of this successful car, then we’ll talk about the money.

The HR-V lands in Honda showrooms after another tough year in the country. Once one of the best-selling brands here, it remains popular, but in 2025 it sold fewer cars than Land Rover - just over 500 units. This was partly due to limited availability, but also because of the issue that affects this car as well.

Honda was one of the pioneers in the SUV market with the first CR-V, but since then the model has grown and become more expensive. The gap between it and the HR-V widened enough for Honda to launch a third crossover here, aimed at competing with the Hyundai Tucson, Kia Sportage, and the rest of the popular segment. It has been sold in Europe for three years, and now it’s here. A Japanese hybrid crossover, exactly what Israelis like.

The ZR-V has a rounder, softer look than the CR-V and most of the segment. The front slightly recalls sporty models from the past with a relatively small blacked-out grille, while from the side it looks like a cross between an SUV and a raised station wagon. The design is pleasant to the eye, not flashy, but lacks the tough, aggressive presence of some competitors in the segment. At 4.56 meters long, 1.84 meters wide, 1.61 meters tall, with a 2.66-meter wheelbase, it is slightly smaller than the short versions of the Sportage and Tucson.

Anyone familiar with the new Civic will feel at home here. The cabin adopts a clean line with a honeycomb mesh across the dashboard hiding the air vents. Material quality is high, and it’s hard to find simple or hollow plastics here. Ergonomics are among the best in the industry: There are clear physical controls for climate and audio, and the multimedia screen (9 inches in the test car) is easy to operate even if its graphics are somewhat conservative and it cannot compete in the inch race against Chinese rivals. Behind the steering wheel are paddles to control the level of regenerative braking.

Unlike the traditionally low seating in the Civic, here the seats are higher, though lower than in Korean cars. Still, entering and exiting is easy, and outward visibility is excellent.

Rear space is very good, with a vent and USB ports, and the same high-quality materials. However, the seat is narrower than typical in the segment, which you’ll notice if trying to fit three adults or three toddlers in restraints. There are no versatile folding options like in the Jazz and HR-V that turn them into small cargo vehicles when needed - just regular rear seat folding, one-third and two-thirds.

The trunk has a volume of only 390 liters, closer to a compact car than a family SUV, and more than 100 liters less than competitors. However, it is practical, with lighting and storage compartments, padded with a cover for noise insulation. There is no spare wheel; the hybrid battery is located under the trunk, taking up its space.

A look at the three trim levels reveals the prices:

Elegance (from NIS 225,000) includes 18-inch wheels, a 9-inch multimedia screen with Android Auto and Apple CarPlay, a 7-inch digital instrument cluster, climate control with rear vents, heated front seats, reversing camera, 8-speaker audio system, and a smart key.

Sport (from NIS 240,000) adds electrically adjustable front seats, electric tailgate, synthetic leather upholstery, and ambient lighting.

Advance (from NIS 250,000) also includes a panoramic roof, 10.2-inch instrument cluster, head-up display, mixed fabric and real leather upholstery, BOSE audio system with 12 speakers and subwoofer.

4 out of 5 stars in the European crash test (2023). Specs include 9 airbags, autonomous emergency braking, adaptive cruise control, lane-keeping assist, blind-spot monitoring, and fatigue alert.

The powertrain also comes from the Civic: A 2.0-liter gasoline engine with modest 143 hp and an electric motor with 184 hp, both driving the front wheels. This means most driving is intended to be electric, with the gasoline engine mainly charging the small 1 kWh battery but can also connect directly to the front wheels when more power is needed, during intercity driving or strong accelerations. There is no traditional gearbox, just a unit to link the gasoline engine to the wheels.

In practice, driving is mostly electric at city speeds and depends on battery charge. On intercity roads, the gasoline engine engages frequently, especially under strong acceleration, where it also climbs to higher RPMs and, unlike other hybrid engines, sounds pleasant. Performance is agile in sport mode, and the ZR-V feels nimbler than the Korean competitors.

The manufacturer claims a combined fuel consumption of 17.5 km/L; we achieved 16 km/L on average, while city and suburban driving can approach 20 km/L. Certainly efficient.

Comfort is generally good, less so over rough urban surfaces. The body is well-controlled in corners, and the steering is precise with proper weight. It’s not a Civic, but it’s a crossover that behaves like a family car, which is excellent. The ride is quiet.

Putting the price aside for a moment, the ZR-V is a very successful, efficient, and friendly crossover, without making a fuss. It has a successful, economical powertrain and should be studied by Chinese driving environment planners. While Israelis rush toward hybrids, this formula could have found high demand here.

But the ZR-V isn’t as good as its price suggests. In Europe, it is 5% more expensive than the hybrid Sportage; here, it is 15% more expensive in comparable trims. At NIS 225,000, where Koreans come well-equipped, Honda offers non-electric front seats and no sunroof. To get a panoramic roof and a head-up display, you’ll pay a quarter-million shekels - similar to a fully equipped Lexus LBX Hybrid or a UX electric comparable in size to the Honda. Israelis love Honda, but not every high-quality Japanese manufacturer justifies Lexus-level prices. And this is a car made in China to reduce costs, something that went a bit wrong.

This pricing makes it a crossover for brand enthusiasts, an answer for long-time CR-V owners tired of waiting for the new model already sold worldwide, or for Civic owners who want height and have a supportive bank account.