Not a sports car, but ...
Honda ZR-V: What does it have in common with Koenigsegg?
Maserati is the brand that the front of the Honda ZR-V reminds me of. The only thing missing above the thick radiator grille bars is the trident. However, chest-hairy sportiness is not the attitude of the Japanese, character is. Tradition and self-confidence too. And a pinch of Koenigsegg is also present.
The design of the 4.57 m long ZR-V has something pleasantly classic about it, not that rounded look that is currently so en vogue. The Honda has an unagitated appearance, yet it has a clean design with strongly defined beading and edges (these words are being used less and less when describing normal cars). The front in particular, which arrows towards the radiator grille, looks powerful.
The rear would almost be a little boring if it didn't have those wonderful exhaust tips. Yes! More of them! They probably shake their heads at Honda just like I do about dummy exhausts, some of which are not too embarrassing for the competition.
It doesn't even have a manual gearbox!
But don't misinterpret the exhaust trims as a reference to a sporty combustion engine, although the drive system certainly has similarities with that of hyper sports cars: It manages without a manual gearbox, like the Koenigsegg Regera.
What Honda calls e-CVT is not a CVT transmission, but a direct drive consisting of the petrol engine (143 hp, 186 Nm) and two electric motors. The larger electric motor - 135 kW/184 hp - drives the front wheels. In most cases, it does this alone. The smaller electric motor is located on the combustion engine and serves exclusively as a generator. This pair produces the electricity that feeds the main electric motor. The rest is stored in a 1.05 kWh battery.
The whole thing feels surprisingly pleasant and natural while driving, not least because of the pre-programmed gearshifts. Incidentally, the paddles on the steering wheel select the recuperation levels.
Neither performance nor consumption have anything to do with the values of the Koenigsegg mentioned above. The Honda heaves its 1.6 tons from 0 to 100 in 8.0 seconds (in Advance trim; the other two are one or two tenths faster). The Regera is already traveling at around 250 km/h. The speed limit is set at 173 km/h. More is not necessary.
The fuel consumption is definitely lower than that of the Koenigsegg. 8.5 l/100 km on average. Sometimes two liters less in the city.
How it drives
A step on the accelerator pedal produces an immediate response. Everything is pleasantly direct. Even the steering, which provides good feedback. The chassis caters to comfort lovers and active drivers alike. You are well integrated into the cockpit.
Classic cockpit
With the drive, Honda tries to create a driving experience "like in the old days", and the interior radiates this through and through. Classic gauges with round instruments. However, there is no rev counter, although sometimes you would like to know how high the engine is idling while the battery is charging.
There are real buttons/rollers on the steering wheel, wonderful rotary controls for the climate. Also for power windows and mirror adjustment. The drive selection buttons on the center console are perhaps a little too bulky and also impractical. And the small central display looks a little dated. Strangely out of place. A bit like a DIY store part with its integrated volume control and buttons. The menu is also old-fashioned and cumbersome.
Just switching off the speed limit warning, which is automatically activated after every start, can drive you crazy:
You switch off the lane departure warning system using the steering wheel button on the speedometer screen. This is also possible, but a little less cumbersome. Above all, this is also possible while driving. The menu item required for the limit assist can only be accessed in the park position. And if you don't want the warning, you have to do without the speed limit display completely.
Pleasantly solid interior
The entire interior is pleasantly reminiscent of the way it used to be. No plastic deserts, but solid materials that you like to touch. You don't need to look for the button to lock the door, because it is where it has been for decades in Japanese cars - on the door handle. Everything looks solid, the center console quotes the design of the door panel. Unfortunately, it can only hold a small bottle at best.
It is also less good that the center armrest is too far back and cannot be moved, and that things can easily fall out of the compartment under the center console.
This is compensated for by the rich Bose sound, which repeatedly raises the hairs on the back of the neck with its powerful low bass from below.
The trunk holds between 370 and 1291 liters. From the Sport trim upwards, the hatch opens electrically with a kick of the foot. The walk-away function closes and locks the tailgate automatically as soon as the user moves away.
There is also a lot of other electronic equipment available, including the lane guidance assistant - which, however, was not very reliable in the test car. It couldn't cope with even relatively easy bends and in backlit conditions it was unable to keep straight ahead. It kept pulling to the left. The head-up display is a top feature.
The prices
The price list for the Elegance base model starts at 43,300 euros, including the complete "Honda Sensing" electronics package with adaptive cruise control and lane guidance, all-round parking sensors, reversing camera, dual-zone climate control, heated seats - in fact, everything that is essential. The test car in Advance trim with "Still Night Pearl" paintwork costs 51,340 euros.
Driving citation
Unobtrusive, unobtrusive, good-looking and pleasant to drive - the Honda ZR-V is a car that is a pleasure to drive. Once you have mastered switching off the forced assistants.
Why?
Unobtrusive, unobtrusive, good-looking
Very natural driving experience for a full hybrid
Why not?
Outdated operating system
Or perhaps ...
... VW Tiguan, Ford Kuga, Kia Sportage, Mazda CX-5, Nissan Qashqai
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read the original article here.
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