Name: ** 全新本田 ZR-V 2023 | 您將看到的最佳評論......！！ (**ALL NEW Honda ZR-V 2023 | the BEST review you'll watch...!!)
Uploaded: 2025-08-02T04:52:29.000Z
Duration: 55 min 43 s

Honda at last has a really serious entry in the volume part of the mid-sized family SUV segment with this car, the ZRV.

本田終於有了一款真正意義上的中型家用 SUV，即 ZRV。

This civic-based crossover only comes as a self-charging full hybrid and claims sporty drive dynamics and premium quality.

這款以思域為基礎的跨界車只配備了自動充電全混合動力系統，並宣稱具有運動型駕駛動力和優質品質。

If you like the looks and need efficiency, don't really want to plug in and aren't hung up on a posh brand, it could be worth a look.

如果您喜歡它的外觀，需要高效率，不太想插電，也不執著於豪華品牌，那麼它可能值得一試。

It's about time that Honda had a properly market-focused C-segment Qashqai-class family SUV and this is it, the ZRV.

本田是時候推出一款以市場為導向的 C 級卡繽級家用 SUV 了，這就是 ZRV。

Original turn-of-the-century versions of the company's CR-V were targeted in that way but later CR-Vs were sized and targeted at the upper mid-sized crossover class above and the latest 6th generation design in the CR-V model line has been pushed even further up market but that's left space in the range for a civic-based SUV to slot in above the brand's compact HR-V, hence the new ZRV nameplate introduced here in the middle of 2023.

該公司在本世紀初推出的最初版本的 CR-V 就是以這種方式定位的，但後來的 CR-V 車型尺寸更大，定位在中型跨界車以上級別，而 CR-V 車系最新的第六代設計則進一步推向市場，但這也為在該品牌的緊湊型 HR-V 之上推出一款基於民用的 SUV 留出了空間，是以在 2023 年中期推出了全新的 ZRV 名稱。

So, a new badge but for quite a large proportion of customers for this car, this ZRV will simply be a CR-V by another name and will act as a replacement for the old 5th generation CR-V hybrid model that they might previously have owned.

是以，雖然有了新的徽章，但對於這款車的很大一部分客戶來說，這款 ZRV 只是 CR-V 的另一個名字，並將替代他們以前可能擁有的舊款第五代 CR-V 混合動力車型。

The company though needs to target buyers outside the brand, which is why with this car we're promised drive dynamics on a completely different level to anything that Honda's offered in this segment before.

不過，本田需要將目標客戶鎖定在本田品牌以外的消費者，這也是為什麼本田承諾這款車的動力性能將完全不同於本田之前在這一細分市場提供的任何車型。

Now it says a great deal that the promotional driving videos here aren't of impossibly trendy young 30-something families but instead feature F1 champion Max Verstappen enjoying himself around twisty Mexican roads.

現在，這裡的宣傳駕駛視頻不是 30 多歲的時尚年輕家庭，而是 F1 冠軍馬克斯-維斯塔潘（Max Verstappen）在曲折的墨西哥公路上自得其樂的視頻，這說明了很多問題。

Those kinds of aspirations will only work if Honda's been able to fine-tune its fiendishly sophisticated e-HEV self-charging hybrid drive system, the only powertrain on offer with this car, which is exactly what the company did for the Civic e-HEV family hatchback this design is largely based on and that's a model we tried and enjoyed not too long ago.

只有當本田能夠對其精密複雜的 e-HEV 自充電混合動力驅動系統（這是本田汽車提供的唯一動力系統）進行微調時，這種願望才能實現。

Translating those drive dynamics into a heavier, taller SUV will be a challenge but Honda's never been a company to shirk from a challenge, developing this car as a more engaging choice in the segment although, as we'll discover, there's a price to be paid for that.

要將這些驅動動力轉化到一輛更重、更高的 SUV 中，將是一項挑戰，但本田從來都不是一家逃避挑戰的公司，它將這款車開發成了細分市場中更吸引人的選擇，不過，我們會發現，這樣做是要付出代價的。

This car is called the HR-V in the US but it's quite a lot bigger than the supermini-based HR-V model that we know here.

這款車在美國被稱為 HR-V，但它比我們在這裡所知道的基於超微型車的 HR-V 車型要大得多。

Honda says it wants to target younger family customers, folk who will approve of the ZRV's role in the company's ambitious electrification strategy, which aims to see the brand become completely carbon neutral by 2050.

本田表示，它希望將目標客戶定位為年輕的家庭用戶，他們會認可 ZRV 在公司雄心勃勃的電氣化戰略中所扮演的角色，該戰略的目標是到 2050 年實現本田品牌的完全碳中和。

But what can it offer in its fiercely competitive segment in the here and now?

但是，在當前競爭激烈的細分市場中，它能提供什麼呢？

Well, you'll need the industry's most comprehensive review, the car and driving road test, of course, to find that out.

當然，您需要通過業內最全面的評測--汽車和駕駛路試--才能知道答案。

Honda's rightly proud of its 2.0-litre EHEV full hybrid drive system and we understood why when we tried it in the 11th generation Civic hatchback model that this ZRV crossover is based on.

本田對其 2.0 升 EHEV 全混合動力驅動系統引以為豪，當我們在第十一代思域掀背式車型（這款 ZRV 跨界車正是基於該車型）上試用該系統時，我們明白了其中的原因。

As there, what you're being offered here is an EV which isn't really an EV.

和那裡一樣，這裡提供給你的是一種電動車，但它並不是真正的電動車。

Take a seat here behind the wheel and there's no key.

坐到方向盤後面來，這裡沒有鑰匙。

There's just a power button to the right of the steering wheel here.

方向盤右側只有一個電源按鈕。

Press this and the virtual dials on the instrument binnacle perform a few perambulations and an EV symbol appears at the bottom of the left-hand gauge.

按下此鍵後，儀表盤上的虛擬刻度盤會進行幾次轉動，左側儀表底部會出現一個 EV 符號。

Slightly incongruously, because in most cases the engine then cuts in fairly promptly.

這有點不協調，因為在大多數情況下，發動機會很快啟動。

那麼，我們這裡到底有什麼呢？

Well, something a bit unusual actually, an eco-minded mid-sized hybrid SUV that actually manages to feel a bit sporty.

這款中型混合動力 SUV 不僅注重環保，而且還頗具運動感。

It's a trick the closely related Civic EHEV hatchback also manages to pull off, but we'd expected that this SUV model's higher stance and extra 146 kilos of weight might blunt its drive dynamics a bit.

與之密切相關的思域 EHEV 掀背車也能做到這一點，但我們預計，這款 SUV 車型較高的車身姿態和額外 146 公斤的重量可能會使其駕駛動態稍顯遲鈍。

Now if you jumped into this ZRV after a quick back-road trip in a Civic, you would certainly notice both of those things, but the difference is nothing like as pronounced as it usually is when you're comparing SUVs of this sort with the family hatchbacks that side them.

現在，如果你在駕駛思域進行了一次快速的公路旅行後跳進這輛 ZRV，你肯定會注意到這兩點，但當你比較這類 SUV 和與它們並駕齊驅的家用掀背車時，兩者之間的差異並不像通常那樣明顯。

There is a slightly higher seating position than you would get in a conventional hatch, but you still don't really feel that you're in any sort of crossover and thankfully that feeling persists when you throw the thing into a corner and marvel at the relative lack of body roll and the surprisingly feelsome steering.

與傳統的掀背車相比，它的坐姿略高，但你仍然感覺不到它是一輛跨界車，值得慶幸的是，當你把它開進一個彎道時，這種感覺依然存在，而且車身側傾相對較小，轉向手感出奇的好。

There are various power sources on offer from the EHEV setup and the most relevant of the on tarmac performance is the 181 horsepower and 315 newton meters of torque developed by the system's main electric motor, one of two provided here.

EHEV 設置可提供多種動力來源，而與柏油路性能最相關的是系統的主電動機（這裡提供的兩個電動機之一），它可提供 181 馬力的功率和 315 牛米的扭矩。

That main motor is powered by a generator which in turn is powered by a two litre normally aspirated 141 brake horsepower four-cylinder engine that you can't plug in.

主發動機由一臺發電機提供動力，而發電機又由一臺無法插電的兩升常吸氣式 141 制動馬力四缸發動機提供動力。

Also there to buffer energy in the EHEV system's 1.05 kilowatt hour battery that weighs just 36 kilos and drives the two electric motors.

此外，EHEV 系統的 1.05 千瓦時電池也可緩衝能量，該電池僅重 36 千克，可驅動兩個電動馬達。

Only the front wheels are ever driven here and for the majority of the time the engine doesn't power them directly, hence this Honda's claim to be a kind of EV, albeit one that continues with dependency on fossil fuel.

在這裡，只有前輪驅動，而且大部分時間發動機並不直接為前輪提供動力，是以本田稱它是一種電動汽車，儘管它仍然依賴化石燃料。

Only at steady high speeds does the petrol power plant clutch onto the wheels, that being the point at which the least fuel is used by direct combustion drive.

只有在穩定的高速行駛時，汽油動力裝置才會緊緊抓住車輪，這也是直燃機耗油最少的時候。

Any engine works hardest moving its vehicle away from rest or at low speeds, so if you can use electric motors to do that instead, as this ZRV does, it's obviously far more efficient.

任何發動機在車輛遠離靜止狀態或低速行駛時工作都是最困難的，是以，如果能像這輛 ZRV 一樣使用電動機來代替發動機工作，效率顯然要高得多。

Hybrids have of course been working on this principle for over two decades now, but this one's different primarily because unlike established petrol electric self-charging hybrid powertrains from Toyota or Hyundai, it has no gearbox between the powertrain and the wheels.

當然，混合動力汽車根據這一原理已經運行了二十多年，但這款車與眾不同，主要是因為它與豐田或現代的成熟汽油電動自充電混合動力系統不同，在動力系統和車輪之間沒有變速箱。

Instead the EHEV setup shifts seamlessly between EV, hybrid and engine drive phases as you move along, none of which are driver-selectable, all instead embedded into the system software.

相反，EHEV 設置可在行駛過程中在電動、混合動力和發動機驅動階段之間無縫切換，所有這些階段均不可由駕駛員選擇，而是嵌入到系統軟件中。

Now EV drive propels you from start off and at low speeds, while hybrid drive, that cuts in when extra acceleration is called for.

現在，電動汽車驅動可在起步和低速行駛時提供動力，而混合動力汽車則在需要額外加速時提供動力。

As I mentioned earlier, only at steady high speeds does engine drive kick in, this being where the efficiency curves between electric and combustion power sources cross over.

正如我前面提到的，只有在穩定的高速行駛時，發動機驅動才會啟動，這也是電動和內燃動力源效率曲線交叉的地方。

But that happens only briefly because as you approach top speed and the required drive energy becomes higher again, then the system switches back into the hybrid phase to re-unleash the full output of the two electric motors.

但這只是短暫的，因為當你接近最高車速，所需的驅動能量再次變高時，系統就會切換回混合動力階段，重新釋放兩個電動馬達的全部輸出功率。

The wheel, you won't notice any of these phases taking place unless you happen to have the central screen set to power flow, which gives you an energy monitor that shows it.

除非您碰巧把中央螢幕設置為 "能量流"，這樣您就可以看到能量監視器，否則您不會注意到這些階段的發生。

As we said, you can't manually activate any of the phases yourself, nor would you want to actually because there really is plenty else for you to control.

正如我們所說，您無法自己手動激活任何階段，實際上您也不想這樣做，因為您可以控制的東西真的很多。

There are various levels of brake regeneration which are accessed via these smart metal steering wheel paddles, the most powerful of those slows the car quite a lot.

通過這些智能金屬方向盤撥片可以獲得不同級別的制動再生功能，其中最強大的制動再生功能可以大大減慢車速。

And the three main driving modes of course, those are selectable via this rocker switch down between the seats, eco, normal and sport, plus there's an extra snow setting for slippery conditions.

當然，還有三種主要駕駛模式，可通過座椅之間的搖桿開關進行選擇：環保、正常和運動，此外還有一種額外的雪地設置，可用於溼滑路面。

These modes alter throttle response and steering feel, but the differences between the settings aren't huge and you'll probably ignore them most of the time.

這些模式會改變油門響應和轉向感覺，但設置之間的差別並不大，大多數時候你可能會忽略它們。

You will obviously need to be in sport to achieve the quoted performance stats, 7.8 seconds from rest to 62 and 107 miles an hour flat out.

顯然，您需要在運動狀態下才能達到所標註的性能數據：從靜止到 62 秒只需 7.8 秒，平地加速每小時 107 英里。

We just mentioned throttle response, Honda seems to have worked on this quite a lot with this current generation EHEV system.

我們剛剛提到了油門響應，本田在這一代 EHEV 系統中似乎在這方面下了不少功夫。

Push on a bit and the throttle actually responds to your right foot instead of, well, merely considering your request with infuriating slowness.

稍稍用力，油門就會真正響應你的右腳，而不是緩慢地考慮你的要求。

That certainly was the case with the older version of this setup that was fitted to the fifth generation CR-V and in 1.5 litre form into the current HR-V.

第五代 CR-V 和現款 HR-V 的 1.5 升車型所配備的舊版本裝置當然也是如此。

This apparently is down to linear shift control which better correlates engine sound to engine speed for more reassuring acceleration feel.

這顯然要歸功於線性換擋控制，它能更好地將發動機聲音與發動機轉速聯繫起來，從而帶來更令人放心的加速感。

And a winding road detection system which on twistier routes ensures that the car is always in the most appropriate drive setting for throttle response.

此外，蜿蜒曲折的道路檢測系統可確保汽車始終處於最適合油門響應的驅動狀態。

On top of that, a rorty engine note arrives with sport mode.

此外，在運動模式下，發動機還能發出急促的轟鳴聲。

The power steering control algorithm has been retuned for greater feedback and when you compare to the original hybrid CR-V, cornering stability is aided by an increase in body rigidity, longer wheelbase, wider rear track and grippier tyres.

與原來的混合動力 CR-V 相比，車身剛度增加、軸距加長、後輪距加寬以及輪胎抓地力增強，都有助於提高轉彎穩定性。

Plus the hybrid system's central battery placement aids in low centre of gravity, hence our earlier comments about taut corner placement when you change direction quickly.

此外，混合動力系統的中央電池位置有助於降低重心，是以我們之前曾評論過快速變向時的轉彎位置。

Honda's also worked to improve its agile handling assist torque vectoring system which provides for great attraction through the bends, transferring torque to the wheel that's best placed to use it.

本田還致力於改進其靈活操控輔助扭矩矢量分配系統，該系統可在彎道中提供強大的吸引力，將扭矩傳遞到最適合使用扭矩的車輪上。

This setup uses selective wheel braking, actual brake pedal use as usual in a hybrid is a combination of regenerative braking of the first few inches of pedal travel before friction braking takes over.

這種設置使用選擇性車輪制動，實際制動踏板的使用與混合動力車一樣，是在摩擦制動接替之前對踏板前幾英寸行程進行再生制動的組合。

Now here the combination works pretty well.

現在，這裡的組合效果非常好。

All of this combines to make this car far more of an engaging driver's machine than rivals that use a CVT gearbox backed hybrid system like Toyota's RAV4 or Ford's Cougar helped by the fact that the powertrain has been engineered so the revs aren't constantly flying around all over the place.

與豐田的 RAV4 或福特的 Cougar 等使用 CVT 變速箱的混合動力系統的競爭對手相比，這一切都使這款車成為更吸引駕駛者的機器。

The result is a car that's far more engaging than most likely owners will ever need it to be.

是以，這款車的吸引力遠遠超出了大多數車主的需求。

Of probably greater interest to this car's likely more mature clientele is the fact that ride quality from the passive dampers, although it is a touch on the firm side, is broadly excellent over all surfaces.

對於這款車可能更成熟的客戶來說，他們更感興趣的可能是被動減震器帶來的駕乘品質，儘管它略顯硬朗，但在所有路面上大致都非常出色。

Highway refinement is very good too but for slightly different reasons than is the case with the equivalent Civic.

公路行駛的精細度也非常好，但原因與同級別的思域略有不同。

The digital noise reduction system doesn't work quite as well as it does in that car so the engine note can sometimes be a little bit thrashy but in a ZRV you're a bit more isolated from road and wind noise.

數字降噪系統並不像在那輛車上那樣好用，是以發動機的聲音有時會有點嘶啞，但在 ZRV 中，你可以更好地隔絕路噪和風噪。

An intuitive adaptive cruise control system is another thing that helps take the strain out of long highway trips and the car can also control itself at urban speeds too because traffic jam assist technology has been built in as standard.

直觀的自適應巡航控制系統也有助於減輕長途高速行駛的壓力，而且由於標配了交通擁堵輔助技術，該車還能在城市道路上自動控制車速。

Predictably it's in town really that this ZRV feels most like a fully electric car because in a lot of the ways that really matter that's what it is.

可以預見的是，這款 ZRV 在城市中給人的感覺最像一輛全電動汽車，因為它在很多方面都是如此。

Predictably it'll be much less comfortable venturing off a paved surface and that's primarily because of the extreme lack of ground clearance.

可以預見的是，在鋪裝路面上行駛時，它的舒適性會大打折扣，這主要是因為它的離地間隙極小。

This is just 130mm with a full load of passengers on board.

在滿載乘客的情況下，這個數字僅為 130 毫米。

Still the snow drive setting will be useful to have in a cold wintry snap.

在寒冷的冬季，雪地駕駛設置仍然非常有用。

This wouldn't be much of a tow car though, its brake tone weight is rated at just 750kg.

不過，這並不適合拖車，其制動音重量僅為 750 千克。

Ultimately though the ZRV justifies itself and its ambitious pricing with its sharp driving dynamics.

不過，ZRV 最終還是以其敏銳的駕駛性能證明了自己及其雄心勃勃的定價是合理的。

If you don't care about those then there are probably better choices that you can make in this class but if you do and you're browsing in the front driven full hybrid part of the mid-sized SUV segment then we'd suggest that this Honda is well worth a place on your shopping list.

如果您不在意這些，那麼在這個級別中您可能會有更好的選擇，但如果您在意這些，而且您正在瀏覽中型 SUV 市場中的前驅全混合動力車型，那麼我們建議這款本田汽車非常值得您列入購物清單。

It's to Honda's credit that the ZRV looks like a bespoke design rather than a Civic on steroids although that is essentially what it is.

本田的 ZRV 看起來像是量身定製的設計，而不是打了類固醇的思域，這一點值得稱讚，儘管它本質上就是思域。

With a length of 4568mm and a width of 1840mm it's similar to that family hatch but it's well clear of the brand's smaller HRV crossover.

它的長度為 4568 毫米，寬度為 1840 毫米，與那款家用掀背車相差無幾，但與該品牌較小的 HRV 跨界車相比，還是有很大差距的。

Instead the dimensions are similar to those of the old 5th generation CR-V.

相反，其尺寸與老款第五代 CR-V 相似。

The ZRV is a sportier looking thing than the replacement Mk6 CR-V, the roofline is 54mm lower.

ZRV 比替代車型 Mk6 CR-V 看起來更運動，車頂線低了 54 毫米。

As a result Honda talks of a bold and imposing silhouette although we wouldn't characterise it quite like that.

是以，本田公司稱其輪廓大膽而威嚴，儘管我們並不這樣認為。

There's nothing really here we haven't seen before with an SUV of this size with black plastic clad lower seals which extend into double arches housing 18-inch wheels across the range.

在這種尺寸的 SUV 中，黑色塑膠包覆的下密封條延伸至雙拱形輪轂中，整個系列的 18 英寸輪轂都安裝在雙拱形輪轂中。

The rims get a matte berlina black finish on this mid-level sport model.

在這款中級運動車型上，輪輞採用了黑色啞光貝里納漆。

A pronounced central swage line emphasises those arches.

一條明顯的中央斜切線突出了這些拱門。

The rear C-pillars are narrow and the smart door handle design removes the need for parting lines between the handle and the lock.

後 C 柱很窄，智能門把手設計消除了把手和門鎖之間的分隔線。

The look you get at the front below the blue ringed Honda badge depends on the trim level you selected.

車頭藍色環形本田徽章下方的外觀取決於您選擇的配置級別。

The elegance and advanced grades get a gloss black grille with vertical bars and a bumper with vertical air curtain slots.

優雅型和高級型則採用了帶豎條的亮黑色格柵和帶垂直氣簾槽的保險槓。

The sport model though, this one, features its own honeycomb trimmed grille and also gets its own bumper design too with gloss black cladding around the air curtain inlet area.

不過，這款運動版車型採用了自己的蜂窩狀飾條進氣格柵，保險槓也採用了自己的設計，並在氣簾進氣口周圍採用了亮黑色覆層。

Either way feature lines flow out of the grille and are flanked by these slimline LED headlamps and they extend on up into the weight-saving bonnet.

無論哪種方式，進氣格柵中都會流露出特徵性的線條，兩側是細長的 LED 大燈，它們一直延伸到減重的發動機蓋上。

The rear is quite smart too with a detail line running across the car to add definition and width.

車尾的設計也相當巧妙，細節線條橫貫車身，增加了清晰度和寬度。

Something further emphasised by these slimline horizontal LED rear light clusters which have a distinctively illuminating night-time signature.

這些纖細的橫向 LED 尾燈組進一步突出了夜間照明的特點。

Avoid base trim and you'll get this dual-exit exhaust here finished with highly polished chrome surrounds and a gunmetal finished central undercladding element which is supposed to add further depth and definition to the rear of the car.

避開基本款，您將在這裡看到雙出排氣管，其周圍採用高度拋光的鍍鉻裝飾，中央下包層採用炮銅色裝飾，可進一步增加車尾的層次感和清晰度。

A black shark fin roof antenna adds a finishing touch.

車頂的黑色鯊魚鰭天線更是點睛之筆。

It really is much more recognisable as a Civic-derived model inside.

作為一款源自思域的車型，它的內飾確實更容易辨認。

The ZRV adopts that car's horizontal interior design language with features like a hidden air vent spanning the width of the cabin.

ZRV 採用了該車的橫向內飾設計語言，如橫跨整個車廂的隱藏式出風口。

But there's a more open approach to the fascia architecture.

不過，在楣板結構方面，我們採用了一種更加開放的方法。

It sheds the Civic's high centre console in favour of a split level one and it adopts a taller driving position too to suit the crossover body.

它摒棄了思域的高中控臺，採用了分層式中控臺，並採用了更高的駕駛位置，以適應跨界車身。

As usual on a Honda the quality is a curious mix between premium and practical.

本田汽車的品質一如既往地介於高級，上等和實用之間。

The switchgear is weighty, the level on the door cards seems expensive and the centre screen is strongly mounted.

開關設備很重，門卡上的水平儀似乎很昂貴，中控螢幕安裝得很牢固。

Plus if you want a bit of brand trivia we'll mention that metal steering wheel paddles feature for the first time on a Honda since the iconic NSX sports car.

此外，如果您想了解一些品牌小知識，我們還將提到，自標誌性跑車 NSX 以來，本田汽車首次採用了金屬方向盤撥片。

But just as you're about to classify this interior as premium you come across the cheap plastics on the switch panel above your right knee.

不過，就在你準備將這套內飾歸為高級，上等時，你卻發現右膝蓋上方的開關面板上使用了廉價塑膠。

You find screen graphics look a bit Amstrad or discover that there's too much play in the steering column stalks and the lower centre console mountings.

你會發現螢幕圖形看起來有點像 Amstrad，或者發現轉向柱杆和中控臺下部固定裝置的間隙過大。

If Honda could just poach a top European prestige brand cabin designer and give them free reign then the showroom appeal of these cars would improve immediately.

如果本田能挖來一位歐洲頂級汽車品牌的車廂設計師，讓他們自由發揮，那麼這些汽車在展廳裡的吸引力就會立刻提高。

Cabin design isn't just about perceived quality though, it's about actual build integrity and as usual with Honda this one is screwed together really well.

不過，駕駛室的設計不僅關乎感知品質，還關乎實際製造的完整性，而本田的這款車一如既往地擰得非常好。

Much better than say a Peugeot 3008 or in fact any other mainstream brand model in this That's obvious immediately from the way that the door thunks shut, nor do you have to put up with silly design flourishes which irritate in everyday use like awkward haptic switches or silly climate bars or functions you have to search through subscreen menus to operate the climate for.

與標緻 3008 或其他主流品牌車型相比，這款車的性能要好得多 這一點從車門 "砰 "的一聲關上就能看出來，您也不必忍受那些在日常使用中會讓人不爽的愚蠢設計，例如笨拙的觸覺開關、愚蠢的空調控制桿或您必須在子螢幕菜單中搜索才能操作的功能。

Honda's properly separated these out providing three knurled buttons for temperature and fan speed.

本田適當地將這些按鈕分開，為溫度和風扇轉速提供了三個滾花按鈕。

This centre console is quite an elaborately designed thing isn't it?

這個中控臺設計得很精緻，不是嗎？

The reason it's been able to be like that is unlike the console in the Civic this one doesn't have to be designed with space reserved for the manual gearshift linkage which Honda offers with that family hatch in some other markets.

之所以能做到這一點，是因為與思域的中控臺不同，這款車的中控臺無需為手動換擋連桿預留空間，而本田在其他一些市場的家用掀背車中也有這樣的設計。

The ZRV will only ever be sold as an auto so there can be useful storage underneath this top linking panel which houses the drive mode and handbrake buttons and sits just behind the chunky shift by wire gear selector buttons further up.

ZRV 將只作為自動擋車型銷售，是以在頂部連接面板的下方有一個有用的儲物空間，其中包含駕駛模式和手剎按鈕，並位於更上方的大塊換擋線控選檔按鈕後面。

These have unique shapes and movements to make them intuitive for the driver to use without having to take their eyes off the road.

它們具有獨特的形狀和動作，使駕駛員無需將視線從道路上移開就能直觀地使用。

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全新本田 ZR-V 2023 | 您將看到的最佳評論......！！ (ALL NEW Honda ZR-V 2023 | the BEST review you'll watch...!!)

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