It’s hard to get excited about driving an MPV, but fact of the matter is, they get the job done. People don’t necessarily buy them for the looks or performance, rather people buy them because they excel in doing menial everyday tasks—tasks like bringing the kids to school, the spouse to work, and the grandparents to the occasional out-of-town excursions. Boring as these duties are, they’re no less important. After all, MPVs tend to carry the most precious cargo of all: the family. Looking at things through that perspective, the Toyota Zenix HEV absolutely excels.
It’s worth mentioning at this point that while the Zenix does still carry the “Innova” badging on the tailgate, it’s far removed from the ladder-frame Innova being sold alongside it. From an engineering perspective alone, this is one of the most high-tech Toyotas in the market. It rides on the unibody Toyota Global Architecture C (TNGA-C) platform and is powered by a direct-injected 2.0-liter (M20A-FXS) engine. Still not impressed? That combustion engine is supplemented by an electric motor—yes, it’s a hybrid—further cementing the fact that Toyota’s thrown everything in to make sure this is as high-tech as they come.
Coming from the Innova, which utilized its low-end torque—all 360 Nm of it—the Zenix will feel lacking in power at first. It’s not bad, but it just can’t compare to a diesel. Toyota doesn’t give combined torque outputs, but even if you try the erroneous method of adding the electric motor and gas engine’s outputs, it comes out to just 394 Nm—not far off from the oil burner. Although the unibody construction has lightened the curb weight by 170 kilograms (1,665 kilograms), subjectively, it doesn’t seem to matter much.
The Zenix may not have the straight-line punch, but once it gets up to speed, it does well. Even with four people aboard, it had little issue merging onto badly configured expressways like NAIAX. Plus, for as long as you press down on the accelerator just a tad harder, it’ll have no problem executing overtaking maneuvers.
As with other Toyota hybrids, the engagement is seamless. No driver involvement is necessary as MPV’s brain simply picks the most efficient power source—electric, gas, or both. There are selectable modes, including an EV Mode, but leaving it in Normal seems to suite the Zenix’s character the most. Best part? It’s so easy to achieve close to 20 km/L (18.18 km/L in mixed city and highway use) compared to just 9.17 km/L on the Innova.
Fuel efficiency aside, the Zenix can also claim to better the Innova in terms of both ride and handling. Credit the TNGA-C platform and its unibody construction, but the overall drive is akin to a longer, taller sedan. The turning radius has increased slightly compared to the Innova (5.7 meters from 5.4 meters), but subjectively, it feels easier to control thanks to its light and precise steering. Ride-wise, its behavior is dependent on both speed and load. At lower speeds and with fewer people, it tends to crash through sharper road imperfections. At higher speeds or with more people, it smoothens out. In both cases, NVH is well-controlled.
As with any MPV, the design is more function over form. Yet, Toyota has succeeded in giving the Zenix a bit more design flair than most. Drawing from an unlikely inspiration—Toyota’s global SUV range—the Zenix dons a more muscular design filled with curves and creases. It also happens to incorporate black fender flares and 18-inch wheels. Easily, the best bit is how the lower part of the doors was made to taper inward, reducing its visual heft, while also exaggerating the rear fenders.
Ground clearance is up slightly versus the Innova (185 mm versus 176 mm), but because of the unibody construction, the step-in height is much more manageable before. For the front occupants, it’s still not a case of simply sliding your butt in because the seats are mounted high, even at their lowest setting; that’s because the high-voltage batteries under there. The second-row occupants fare better. These are the best seats in the house with their power-adjustable recline and foot rests. There’s even a collapsable center tray and armrests too. Getting into the third row can be done either by going between the space between the captain’s seats, or by sliding the seats forward. There are no special grab handles, so the only way to get aboard would be to use leg power or by holding onto the second-row seat backs to help boost you aboard. Once there, the accommodations are hospitable, but like a budget airline. Still, at least the seats have adjustable reclines (leaning the seatback automatically adjusts the seat cushion pitch for ergonomics), and everyone has headrests, even if the one in the middle needs to be popped in manually.
It's hard to fault the Zenix in terms of ergonomics. Again, the seating position, especially for the driver, is on the high side. Still, visibility and ergonomics are top notch. The switchgear too is easy to navigate with driving-related controls all positioned near the shifter. Visibility-related ones (and the power tailgate) such as the headlight leveler and 360-degree camera are in a pod by the driver’s knee. All the controls have a solid, tactile feel.
Controls aside, the interior materials aboard the Zenix are mixed. There are soft-touch plastics on areas like the dashboard, and hard but solidly molded plastics on the center console. The leather used on the steering wheel and seats are quite decent too. However, there are still some horribly cheap plastics as evidenced by the upper part of the rear door which has already started to show signs of warping, perhaps from being baked under Manila’s sun un-tinted.
Another issue is with the Zeni’s interior electronics. Not only does the 10.1-inch screen lack both clarity and responsiveness, but its pixel starved display outputs an equally low-res 360-degree camera. Also, as a clean slate design, it’s frustrating how Toyota didn’t use this opportunity to incorporate all vehicle customization into an infotainment system menu. Some vehicle settings are set in there, while some are in the 7-inch driver’s display; heck, once the camera turns on during parking, there’s no way to switch it back off via the center screen unless you press and hold the “View” button. The clock on the center screen and gauge cluster don’t even sync. More annoying is how some customization features, like the way the door locks operate, require you to memorize a set of steps that include opening and closing the doors, holding down the door lock switch, and waiting for a confirmation prompt.
Equipped with Toyota Safety Sense, the Zenix has a full suite of driver assist systems including adaptive cruise control and lane keeping. It also has blind spot indicators with rear cross traffic alert too. All work as intended. Most often overlooked is the fact that the parking brake automatically engages when the shifter moved to Park. It’s a small, appreciable detail.
If viewed as a technological achievement, the Toyota Zenix is leaps and bounds better than the Innova, or any of the current IMV-platformed vehicles for that matter. At P 1,953,000, it represents a P 283,000 premium over the non-hybrid Zenix and P 145,000 over the Innova V. For some, they’ll probably find their needs met by either of those cheaper alternatives, so Toyota’s offering you that. But for buyers who want a “budget” luxury MPV, the Zenix may be worth a consideration. Some interior materials and ancient infotainment system notwithstanding, the Zenix delivers in terms of features, comfort, and of course, fuel efficiency. With more time on the road being spent in traffic, these advantages alone make the entire package worthwhile.
2025 Toyota Zenix 2.0 Q HEV |
|
Bottom Line | |
Pros | Fuel economy, NVH, space and flexibility. |
Cons | Lacks diesel's pull, mixed bag interior materials, terrible infotainment system. |
TL;DR | Buyers looking for a "budget" luxury MPV may be onto something with the Zenix. |
Ownership | |
Year Introduced | 2023 |
Warranty | 3 years / 100,000 kilometers |
The Basics | |
Body Type | MPV |
Seating | 7 |
Engine / Drive | F/F |
Under the Hood | |
Displacement (liters) | 2.0 |
Aspiration | Normally Aspirated |
Fuel Delivery | Direct Injection |
Layout / # of Cylinders | I4 |
Maximum Output (PS @ rpm) |
152 @ 6,000 113 (Electric Motor) 186 (Combined) |
Maximum Torque (Nm @ rpm) |
188 @ 4,400-5,200 206 (Electric Motor) |
Fuel / Min. Octane | Gasoline / ~91 |
Transmission | CVT |
Cruise Control | Yes, Adaptive |
Fuel Economy (km/L) @ Ave. Speed (km/h) | 18.18 @ 22 |
Fuel Tank Size (L) | 52 |
Dimensions and Weights | |
Length (mm) | 4,755 |
Width (mm) | 1,850 |
Height (mm) | 1,790 |
Wheelbase (mm) | 2,850 |
Curb Weight (kg) | 1,665 |
Suspension and Tires | |
Front Suspension | Independent, MacPherson Strut |
Rear Suspension | Torsion Beam Axle |
Front Brakes | Vented Disc |
Rear Brakes | Disc |
Parking Brake | Electronic, w/ Auto Hold |
Tires |
Dunlop SP Sport Maxx 050 225/50 R 18 V (f & r) |
Recommended Tire Pressure (PSI) |
33 front, 36 rear (full), 33 all (partial) |
Wheels | Alloy |
Safety Features | |
Airbags | 7 |
Anti-Lock Brakes (ABS) | Yes, with EBD |
Traction / Stability Control | Yes |
Parking Sensors | Yes, Front & Rear |
Parking Camera | Yes, 360-degree |
Front Seatbelts | 3-pt ELR w/ pre-tensioners x 2 |
Rear Seatbelts |
3-pt ELR x 2 (2nd row), 3-pt ELR x 3 (3rd row) |
ISOFIX Child Seat Anchor | Yes |
Advanced Driver Assist System |
Pre-Collision System Lane Tracing Assist Lane Departure Alert |
Other Safety Features |
Hill Start Assist Blind Spot Monitoring Rear Cross Traffic Alert |
Exterior Features | |
Headlights | LED, w/ Auto High Beam |
Fog Lamps | Yes, Front (LED) |
Light Operation | Automatic |
Wiper Operation | Variable Intermittent |
Tailgate | Power |
Interior Features | |
Steering Wheel Adjust | Tilt/Telescopic, Manual |
Steering Wheel Material | Leather |
Seating Adjustment (driver) | Electric, 8-way |
Seating Adjustment (front passenger) | Manual, 4-way |
Seating Surface | Leather |
2nd Row | Captain Seats w/ Power Recline & Footrest, Manual Slide |
3rd Row | 50/50 Split-Fold Recline |
Sunroof | None |
Multi-Information Display / Size | Yes, 7-inch |
Convenience Features | |
Power Steering | Yes |
Power Door Locks | Yes |
Power Windows | Yes |
Power Mirrors | Yes, w/ Fold |
Rear View Mirror | Auto-dimming |
Proximity Key | Yes |
Climate Control | Dual Zone (Front), Manual (Rear) |
Audio System |
Stereo USB Type A USB Type C Bluetooth |
Wireless Charger | Front |
Infotainment Display / Size | 10.1-inch |
Smartphone Connectivity |
Apple CarPlay (Wireless) Android Auto |
# of Speakers | 6 |
Steering Controls | Yes |
Good job.
ReplyDeleteDrag race from India and Malaysia. Same spec Innova diesel 2.8 vs. Zenix 2.0 hybrid. The zenix won easily over diesel. Achieving a 0 to 100kmh of 9sec. Diesel only feels strong but hybrid much faster.
ReplyDeleteEnough reason to just get the corolla cross instead if you aren't into a big family especially if you drive most of the time alone..
ReplyDeleteWe passed on the Corolla Cross due to it's old and weak engine.
DeleteBut in all honesty however, Toyota has always been awesome not because of its reliability, but also due to sales numbers depending on each market overseas, apart from its native Japan.
DeleteIf I'm to summarize it, the only positive with the model, considering its price, is good fuel economy. Am I right?
ReplyDeleteHere is a summary:
DeleteThe Toyota Zenix HEV is a high-tech, hybrid MPV designed for practicality and family transport, excelling in everyday tasks like driving kids to school and taking family trips. Built on Toyota's TNGA-C platform, it combines a 2.0-liter engine with an electric motor, offering a seamless driving experience and impressive fuel efficiency (close to 20 km/L). While it may lack the power of its diesel predecessor, the Zenix offers superior ride quality, handling, and interior comfort, including power-adjustable second-row seats and a user-friendly driving experience. Despite some interior material issues and an outdated infotainment system, it stands out with advanced safety features and a more modern design. Priced slightly higher than the non-hybrid Zenix and Innova V, it presents good value for those seeking a "budget" luxury MPV, particularly for those who prioritize comfort, fuel economy, and features over performance.
Fuel economy, car-like ride, handling, NVH, and interior flexibility.
DeleteChatGPT summary?
DeleteMaybe deepseek🤔
DeleteChatgpt 💯👌
DeleteHow is fuel consumption measured for hybrids? If you start measuring at full tank and full charge, at the end of measurement the vehicle should also have full charge and full tank. Doing otherwise would not be correct.
ReplyDeleteFor hybrids? Trip computer.
DeleteUnless you're talking about PHEVs? It's different. We start with a full charge and a full tank. We measure the consumption of in EV mode and compare it to its "as advertised" mileage. We then keep it running until it switches to hybrid mode to get its fuel consumption. PHEVs also typically have two fuel bars and two separate read outs for electric and gas consumption.
Here's a sample:
https://www.carguide.ph/2024/09/review-2025-byd-sealion-6-dm-i.html
I think the fuel economy is very good for a big car.
ReplyDeleteToyota's best! Their hybrid's fuel economy.
DeleteEven when the Zenix is not offered with a diesel engine, best of all, India is one market that is fallen in love with diesels.
DeleteEven though the third row is barely manageable as a 3 seater, it would still have been better if Toyota could've configured the third row to be a 60:40 split instead of a 50:50 split. Especially since the middle row are captain seats, the extra flexibility from a 60:40 split third row could dramatically improve how to shuffle around people and cargo, which this car was meant to do.
ReplyDeleteAlternatively, Toyota could offer a bench option for the 2nd row. The captain seats feel tight anyway especially coming from other MPVs with captain seats.
Bht atleast it folds flat now. A huge improvement over the old Innova and Fortuner
DeleteI think a second row bench would unlock a lot of pent-up demand for a more practical seating arrangement. They should offer it as a no-cost option or bifurcate the top models into leather/captain's/pano roof and cloth/bench/normal roof.
DeletePeople tend to dismiss this as a flop but fail to realise it cannot be priced any lower than it already is. It is a 7-seater corolla cross, and a premium version of the diesel innova.
ReplyDeleteToyota is running a business not charity
Toyota Indonesia only allocate 2000 to 3000 units of Zenix annually to the Philippine market
ReplyDeleteIsn’t that car part of the diatsui scandal
ReplyDeleteThe Zenix is not shared with a Daihatsu product so the former is originally built by Toyota, sharing the same specifications with the Corolla Cross.
Deletethe only thing that really bothers me with the zenix is the wheels. They are too small. Muscular body, chicken legs.
ReplyDeleteWould you recon the skinny tires might be unsafe considering its a 7-seater? Was it designed just for the looks/aesthetics?
DeleteI reckon the skinny tires are there for fuel economy. It has been the norm for toyota vehicles to have macho body but small wheels. Just look at the diesel innova.
DeleteInnova Hybrid > Innova Diesel
ReplyDeleteThe presence of Toyota Safety Sense pa lang. No-brainer na
Hey Uly. How was it driving the Zenix at night? Been reading a lot of complaints re: poor performace of the headlamps and fog lamps.
ReplyDeleteOh, and how’s the sound quality of the speakers?
Ah ha! Good thing you mentioned the headlights. The test drive unit doesn't have any tint, so I didn't have any issue with that BUT i did find the beams to be a bit weaker than usual.
DeleteAs for the quality of the speakers? Nothing to write home about. So-so. Not as disappointing as the Yaris Cross' Pioneer system though.
which is the better buy Uly, zenix hybrid or the crv hybrid? thanks
ReplyDeleteIn terms of what? These two can't be compared in the sense that the CR-V is more expensive, seats only five, and is a compact SUV. The Zenix seats seven and is an MPV.
DeleteI understand the appeal of the Zenix, and it's great for those looking for an MPV. However, personally, my choice would be the CR-V.
That's why its honest to say that Honda have recently rejected the offer to partner with Nissan, perhaps Uly could try doing a review of Kia's cars since there's already reviews about Hyundai's Custin and Stargazer here.
DeleteSir Uly, if you are going to rate it 1 - 10 , 10 being the highest. What is your rating? thanks
ReplyDelete7.5
Delete