Nissan Patrol vs Honda ZR-V

What's the difference?

The Nissan Patrol Warrior is nice to drive on-road for a big 4WD wagon. It’s refined, it’s comfortable and it’s also a very capable off-road vehicle and retains solid potential as an all-terrain touring platform.

And PremCar’s work has made a damn good 4WD even better.

All of that crucial conversion work, engineering upgrades and fitment of adventure-ready accessories is the kind of sensible and subtle work an experienced 4WDer would usually apply via the aftermarket.

But the difference is, all of that work on the Warrior is factory-backed and covered by a five-year, unlimited km warranty.

Should you consider the Honda ZR-V if you are looking for a new family SUV? Absolutely, it offers the right blend of practicality, panache and poise to make it a serious consideration over the hot-selling Mazda CX-5.

What might dissuade some buyers is the smaller dimensions, but seriously, the ZR-V is a poster child for ‘making the most of what you got’. There are a few other nit-picky things about the new Honda, but those cons (collectively) aren't a deal-breaker.

Sorry, Civic Type R, the 2023 ZR-V might be the best car Honda Australia has in its line-up right now, and it deserves at least your attention and consideration, even if that doesn’t evolve into your outright commitment.

The Nissan Patrol Warrior is 5269mm long (with a 3075mm wheelbase), 2079mm wide, 1990mm high, and it has a kerb weight of 2884kg (72kg heavier than the Ti).

It’s 94mm longer than the Ti at 5269mm, and 84mm wider at 2079mm.

The Warrior looks very impressive in the metal. It’s a tough-looking blocky behemoth, like a Patrol on steroids.

Honda is on a bit of a tear in terms of design, at least to my eye.

All models in its line-up look modern, sophisticated and properly upmarket. And yes, that’s counting the Accord mid-size sedan, too.

The ZR-V is certainly no different, and while it does crib more than a few design cues from the likes of the Porsche Macan and Maserati Grecale, for a mainstream mid-size SUV, that’s not necessarily a criticism.

The front end is characterised by tall headlights and a chiselled bonnet, but the component that draws the eye the most is the front grille.

With a trapezoidal shape and vertical slats, at first glance the ZR-V’s toothy grin sort of looks like the aforementioned Grecale, and it's a departure from the face of the Civic (on which it is based).

I’m still not one hundred per cent sold on the front styling of the ZR-V. It doesn’t look too cohesive or consistent with the rest of the Honda Australia line-up (the HR-V and CR-V SUVs have a horizontal-themed grille), but it’s not ugly.

Step to the side and there are shades of Macan thanks to its long bonnet, bulbous bodywork and short overhangs.

I like the top-spec VTi LX’s body-coloured wheel arches, too, invoking a little BMW vibe to make the ZR-V feel a touch more upmarket.

However, the rear is my favourite element of the ZR-V, thanks to a funky tail-light design, nicely-sized spoiler and a subtle contrasting diffuser with integrated twin exhaust outlets.

Step inside, and those familiar with the new Civic will feel right at home thanks to a honeycomb dashboard insert that hides the air vents, floating multimedia touchscreen and perfectly girthed steering wheel.

Everything about the cabin is laid out in a clear and sensible manner, but the soft-touch materials and contrast stitching throughout just elevate it from something you might expect from Honda.

And build quality in the ZR-V is excellent. Everything feels so solid and well put together, with nary a sign of squeak or rattle.

Is it the best-looking mainstream family SUV out there? It certainly comes close, but to my eye, Mazda’s CX-5 just edges it out due to a more consistent overall design. 

All in all, the Nissan Patrol Warrior cabin is quite a practical space, but with a healthy dose of premium feel.

It’s a Ti interior – plush, spacious and very easy to spend time in – with a few ‘Warrior’ touches as mentioned earlier and for this reason it is comfortably familiar, and I like it, but it does feel old. 

Up front, a Warrior-specific gloss black centre console and gloss black centre multimedia fascia have replaced the standard Ti Patrol’s 1970s-style woodgrain-look panelling, but the expanses of soft-touch surfaces remain. 

There are plenty of storage spaces for driver and front passenger – glove box, cupholders, bottle holders in the doors etc – as well as some concealed spaces (with pop-up lids) for keys, phone and other pocket debris.

The 8.0-inch touchscreen is too small and, as mentioned, there is no Apple CarPlay or Android Auto, which is very disappointing in this day and age. And I struggled to establish Bluetooth connectivity with my phone, as has happened in the past in standard Patrols.

The centre console is a confusion of buttons, dials and knobs, and if you haven’t spent much time in a Patrol then, initially, it’s not quite clear what you should press or twirl to operate things. But if you are familiar with a Patrol’s in-cabin machinations you’ll easily work it out.

Second-row passengers get very comfortable seats, as well as two USB charge points, and temperature and fan controls in the back of the centre console. Those in this row also have access to the back of the centre console. 

There are cupholders in the fold-down armrest, and map pockets in the seat backs and bottle holders in the doors. 

The second-row seats have a top tether point and an ISOFIX point on both outer seats.

The third-row seats are flat and hard compared to the other seats and, in terms of space, are really only for kids, or adults for very brief stints.

All three rows get air con – there are roof-mounted vents – and there are a few handy storage spaces in the third row, but no cupholders. 

The third row has one top tether anchorage point. 

The rear cargo area has cargo tie-down points and a 12V socket, as well as tyre-changing tools under the floor. The new full-sized spare tyre is underslung at the rear.

The Patrol has a solid reputation as a touring platform and in terms of packability, nothing has changed. 

With the third-row seats in use, boot space is listed as 467L. With the third row stowed away, there’s a claimed 1413L of cargo space. With the second and third rows stowed, there’s a claimed 2623L.

Measuring 4568mm long, 1840mm wide, 1620mm tall and with a 2655mm wheelbase, the ZR-V is one of the smallest mid-size SUVs in Australia.

But don’t let the figures fool you, as this pint-sized family hauler has a few tricks up its sleeve.

From the front row, there is ample room to get comfortable, while storage options extend to door pockets, a glove box, a generous wireless smartphone charging pad, two cupholders and a handy storage shelf under the shifter.

However, the front seats found in the VTi LX grade of ZR-V feel insufficiently bolstered and flat, at least to my back and bottom.

I found myself sinking and sliding around in the seat more than I would have liked in my time with the car, so this could be an area of concern for slimmer people like myself.

In the second row, there is sufficient space behind the driver’s seat, set for my 183cm frame, while map pockets and a fold-down armrest also come into play alongside the door’s bottle holder.

Worth noting, however, that while there's plenty of space to fit a forward-facing kids car seat and a front passenger, the door trims are a little chunky and leave little room for my toddler to slide in and out of said safety seat.

Open the boot and you will find enough room for 370 litres of volume, which can expand to 1302L with the rear seats stowed.

Although this isn’t close to class-leading (even the CX-5 manages a 438L/1340L rating), the flat floor and easy-to-remove cargo blind make it a breeze to throw a pram, shopping or any sort of gear into.

I think boot space is one of those stats that will always sound good on paper, but how you use that space in reality is a better indicator of practicality, and in this regard, I was never wanting for more space in my week with the car.

Honda’s 2023 ZR-V line-up can be had from as little as $40,200 drive-away for the base VTi X, while the top-spec e:HEV LX hybrid will set buyers back $54,900.

What we have is the highest grade available exclusive with petrol power, the VTi LX, priced at $48,500.

And for this sort of spend, you can expect a long list of equipment, similar to the fit-out you would usually see on luxury models wearing a German badge.

There’s a leather interior, heated and power-operated front seats, a heated steering wheel, heated rear seats, dual-zone climate control, a 10.2-inch digital instrument cluster, rear privacy glass, LED exterior lighting, a wireless smartphone charger and two-tone 18-inch alloy wheels.

Handling multimedia is a 9.0-inch touchscreen with Android Auto and wireless Apple CarPlay support, as well as in-built satellite navigation and digital radio.

Now, some might look at the ZR-V VTI LX’s near $50,000 price tag and think ‘Well, that’s just too expensive for a Honda’. But keep in mind that’s the drive-away price.

A similarly-priced Mazda CX-5 for example, the $44,300 before on-road costs Touring, misses out on features like rear heated seats and a powered tailgate, but also has a larger engine and all-wheel drive traction.

As for the Toyota RAV4, the equivalent variant would be the one-from-the-bottom $43,310 GXL that has a cloth interior, manually adjustable seats and an 8.0-inch multimedia screen.

All things considered, the ZR-V VTi-LX offers plenty of bang for buck for a family buyer, with enough of the modern conveniences that means you won’t be feeling the FOMO for many years to come.

The Warrior has the Patrol line-up’s 5.6-litre V8 petrol engine – producing 298kW at 5800rpm and 560Nm at 4000rpm – and that’s matched to a seven-speed automatic transmission.

This is a solid combination, but it lacks a dynamic edge, which is fine with me because it yields a driving experience that’s equal parts relaxed, assured and undemanding.

The Patrol has full-time four-wheel drive with high- and low-range modes.

Powering the ZR-V VTi LX is a 1.5-litre turbo-petrol engine, the same one available across the model line barring the top-spec e:HEV hybrid.

The engine produces 131kW/240Nm, which isn’t all that much compared to larger engine rivals in the same segment.

Paired to the engine is a continuously variable transmission (CVT) that drives the front wheels.

And while a mid-size family SUV is never about outright power, and Honda’s powertrain options aren’t exactly plentiful at the moment, know that you aren’t getting the spiciest SUV with the ZR-V.

The Nissan Patrol Warrior has an official fuel consumption figure of 14.4L/100km (on a combined cycle). 

I recorded 23.2L/100km on this test. I did a lot of high- and low-range 4WDing but the Warrior never seemed to be working too hard.

The Patrol has a 140L fuel tank capacity, so, using our on-test consumption figure you could reasonably expect a full-tank driving range of about 603km. 

Officially, the ZR-V VTi LX returns a combined cycle fuel economy figure of 7.4 litres per 100km, but in my week with the car I managed 9.8L/100km.

This figure is much closer to the city consumption number of 9.3L/100km and, given I only drove the car in Melbourne’s inner city, that explains why.

The ZR-V VTi LX needs just 91RON petrol at the bowser, helping to keep refill costs down.

At its Patrol heart the Warrior has all the solid reliable four-wheel drive mechanicals, plenty of torque over a wide rev range and it has a rear diff lock. 

So, you are pretty much covered for anything you want to tackle. 

On road and on dirt tracks, the Patrol Warrior is a bit tighter, more controlled and more composed than its standard stablemates. 

And that's largely due to its upgraded suspension and Hydraulic Body Motion Control (HBMC) system.

HBMC essentially acts as a sway bar and sway bar disconnect equivalent and combines with the Aussie-tweaked suspension to rein everything in when you're on bitumen and loosen everything when you're on dirt or off-road. 

And out on the open road or a quiet back country road you get the opportunity to appreciate how comfortable and refined the Patrol Warrior is. 

The Warrior’s fully independent suspension features springs specifically designed for this vehicle all around. They're longer at the front, softer at the back and offer various rates - soft, firm and extra soft.

And, while that's not such a big deal when you are low-range 4WDing, it really comes into play when you're on a dirt track travelling at speed.

Especially if there are light to moderate, even extreme corrugations and you're trying to fly across the top of that stuff without ruining your spine. 

The Patrol as standard is a nice wagon to drive, but the Premcar work undertaken to create the Warrior – all the conversions and upgrades – have made it that much better. 

There's more ground clearance in the Warrior (323mm, +50mm over the Ti), so approach (40 degrees) and departure angles (23.3 degrees) are an improvement over the standard Patrol.

Ramp-over angle is not listed, neither is wading depth but I reckon the latter is about 700mm.

The tyres – Yokohama Geolandar 15 All Terrain tyres (295/70R18) – are bigger and offer more grip, so they provide the Warrior with plenty of traction on terrain where a standard Patrol may struggle. 

The HBMC system, which works so well on-road, provides more articulation off-road as well as a little bit more wheel travel through difficult sections of ground that require highly technical low-range 4WDing.

And the cluey thing about Premcar’s work here – the conversions, the modifications, the engineering upgrades and the fitment of accessories – is it’s all the kind of stuff a sensible experience 4WDer would have done to their Patrol if there wasn't the option to climb into something like the Patrol Warrior straight out of the showroom. 

What Premcar has done is that clever. 

But while all of these Warrior-specific changes are so clever and so welcome, it doesn't make this vehicle a perfect four-wheel drive.

For one thing, it's still a big vehicle and at 2884kg you have to drive it with that in mind, all the time. 

It fills the track off-road and with its wider wheel track, you have to be mindful of wheel placement.

The Patrol’s off-road traction control doesn't feel as dialled in, as sharply tuned as, for example, the system in the 300 Series Toyota LandCruiser.

It's not atrocious, in fact, it’s very effective, but it just doesn't feel as dialled-in as other systems. 

When you get into a Patrol Warrior, make sure you appreciate that bi-modal exhaust with two exhaust tips underneath the right-hand side step.

It’s nice and quiet during general driving but opens up in audio terms if you flip to manual on the auto shifter or give it a heavy right boot. You hear that engine growl. It’s unreal. 

The bi-modal exhaust is awesome, but those little exhaust caps that stick out underneath the Warrior's right-hand side step are a too vulnerable to potential damage for my liking.

They compromise the vehicle's ramp-over angle, so you have to drive with careful consideration, especially if the Warrior tips even slightly to the right-hand side going up or down a steep rocky hill, because there’s a risk of grinding those exhaust tips against rock, dirt or a tree stump. 

The Patrol is a well-respected towing platform and the Warrior’s towing capacities remain as 750kg (unbraked) and 3500kg (braked).

The Warrior's GVM (gross vehicle mass) at 3620kg is 120kg more than the Ti Patrol’s.

Premcar has modified the towbar position to accommodate the new bigger full-size spare wheel and tyre.

Another good thing is the fact the Patrol Warrior has two recovery points at the rear.

But unfortunately when our videographer’s HiLux became bogged in a mudhole I discovered my stamped 4.0-tonne bow shackles were too big for those points.

So, I had to do a snatch-strap recovery of his vehicle using the tow bar hitch pin, which is not ideal, but still effective. 

The lesson here? Recovery points are great, but make sure you have the correct bow shackles – at least stamped 3.25 tonne bow shackles – in your vehicle-recovery kit.

For a mid-sized family SUV, the ZR-V proves surprisingly fun and engaging behind the wheel.

A large part of this is due to the fact that the steering feel is just so good.

With enough weight and feedback coming from the tiller, it makes it an absolute delight to thread the ZR-V through traffic, around a roundabout or even a twisty road.

Some mainstream SUVs have opted for overly light steering feel, which ends up straying too close to unnatural. But the ZR-V, at least in this VTi LX form, nails it.

Backing up the steering is a comfortable ride, which is another pleasant surprise in the ZR-V.

The 18-inch wheels fitted are shod with thick 225/55 tyres, meaning there is plenty of sidewall to help soak up the bumps and ruts of Melbourne’s roads.

Don’t get me wrong, we're not talking premium levels of isolation here, but the plush ride is a welcome in a mainstream SUV.

Aiding this feeling of serenity is the 1.5-litre turbo-petrol engine and CVT that is as smooth as they come.

I’ve never really warmed to CVTs in the past, but the ZR-V has a great one, ‘shifting’ smartly to avoid excessive drone, while the engine delivers enough kick to move things along briskly.

And, in a way turning a negative into a positive, the smaller dimensions of the ZR-V mean it doesn’t feel that big on the road, which makes car parks that much easier to navigate despite also offering enough practicality for a small family and some gear. 

Honda’s new ZR-V is yet to be crash tested by ANCAP or Euro NCAP and does not have an independent safety rating.

However, standard safety equipment includes forward collision warning, autonomous emergency braking, adaptive cruise control, traffic sign recognition and lane keep assist as part of Honda’s 'Sensing Suite'.

The VTi LX adds rear cross-traffic alert and a surround-view monitor to the equipment list.

Rear cross-traffic alert should really be standard across the range and not just on the top-spec model. Its absence is a bit of a disappointment.

In my time with the car, I also found the automatic high beams to be overly aggressive. They were slow to turn off around other cars, leading to a more than a few flashes from oncoming traffic. I ended up just switching the auto high beams off.

The Nissan Patrol Warrior has a five-year/unlimited kilometre warranty, and comes with five years of roadside assistance.

Servicing is scheduled at 12 month/10,000km intervals, and capped price service rates apply, averaging about $626 a year over the warranty term.

A five-year, unlimited-kilometre warranty also applies to all of Premcar’s work.

Like all new Hondas sold in Australia, the ZR-V comes with a five-year/unlimited kilometre warranty, matching the period offered by many mainstream brands like Ford, Hyundai, Mazda and Toyota.

And while this falls short of Kia’s seven-year warranty and Mitsubishi’s (conditional) 10-year period, the ZR-V’s servicing costs are among some of the lowest in the segment.

For the first five years or five services, each is just $199, with scheduled maintenance every 12 months or 10,000km.