There is a bit of skepticism when it comes to the Toyota Zenix. It represents such a huge shift from the Innova most folks know and love, so it’s totally understandable. But change, whether we like it or not, is inevitable.
No more diesel. No more truck chassis. Front wheel drive. CVT. Those don’t sound like ingredients for an Innova successor, but here we are today with the Zenix. With that, there are many questions that need answering here. But chief among which is this: Is it a good MPV in the first place?
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We’re pretty certain that there will be two types of people judging the Zenix. There will be those who have made up their minds that the Innova is irreplaceable and the Zenix won’t cut the mustard. Oh, and that’s even without reading the entire thing. The others will be a little more open minded and let the car speak for itself.
The Zenix has a lot on its plate, then. It has to find a way to convince the doubters, sell in good numbers, and most importantly, be a solid companion on the road. What we have here is the entry-level version of the Zenix, the 2.0 V. But when we say entry-level, it’s far from basic.
Mind you, we’ve driven the Zenix before, but only around a test loop. This time around, we’re giving it the real-world test. We brought the MPV around the city, through gridlock traffic, provincial roads, and on the expressway.
Styling
How does one style an MPV? It’s a vehicle that should put function over form above anything else. After all, it’s purpose in life is to shuttle people around, so it’s safe to say that style isn’t at the top of its priorities. Of course, that doesn’t mean it has to look anonymous or, well, ugly.
The Zenix does a fine balancing act of looking familiar and handsome. Okay, we wouldn’t call it SUV-like, but it’s not pretentious at all. That’s something we can all appreciate in a world that tries to make everything look like an off-roader.
It looks sharper than the Innova, that’s for sure, and the new design makes it appear even larger than what the spec sheet suggests. It’s just about 20mm longer and wider, but it just has that bit more presence. Despite the bigger body, it remains well-proportioned with no awkward angles or lines. It’s a simple and clean design that’s inoffensive to most eyes. It’s just what most of the Zenix’s customers appreciate then.
Interior
Those thinking of getting a Zenix after the Innova will be pleasantly surprised. It looks and feels more premium than the model that it will eventually replace. The cabin is more in line with Toyota’s passenger-car offerings than with its trucks and SUVs. That shouldn’t be much of a surprise as the Zenix uses a car platform.
Oh, and here’s a little fun fact for you: The chief engineer of the Zenix was also in charge of models such as the Sienna and the Previa. You can see some elements from those models applied in the Zenix, too. At the front, the seats are mounted high and its center console is pushed as far forward as possible. That’s to make extra space at the front and give more wiggle room at the back.
Speaking of the back, the Zenix, regardless of variant, comes with a pair of captain chairs. The shift to a car platform has done wonders for space efficiency. There’s loads more legroom and headroom, and the large windows give an airier ambience. It also helps that the chairs themselves are well-cushioned and firm in the right places. The result? The Zenix offers a far more relaxing experience at the back than the Innova. If you have any doubts, we suggest you try it.
Even the third row is more hospitable than before. Again, the shift to the car platform has made it more spacious, and there’s finally folding seats back there. Sure, it’s not the most commodious in the final row, but the seats are better with improve under thigh support and a few more inches of knee room. If you need more space, well, we’d suggest getting a Hiace instead. Oh, and the cargo space is massive. It makes you wonder people really need a midsize, truck-based SUV.
All is well, right? Well, there are a few caveats. The first would be the ingress and egress at the back. Not that there’s anything particularly wrong with it, but we think the door opening should be wider. At the same time, it would have been nice to add a grab handle to assist getting in or out of the Zenix. Remember, it’s not just adults who will sit back there. Children and seniors will be getting in there, probably more often than not. That extra bit of assist goes a long way for everyone.
But for us, we’d love it if Toyota were to offer a variant with a bench-type seat for the second row. Not only does it boost its practicality, it widens the appeal of Zenix, too. Just our two cents.
Engine performance
And now, for the bit that makes (or breaks) the Zenix: the engine. See, the Zenix’s predecessors didn’t exactly have great track records when it came to their gas-fed counterparts. Yes, they were durable, robust, and nearly unburstable, but most of them were also slow, unrefined, and very thirsty.
Not wanting to repeat history, Toyota has made quite the effort with the Zenix’s 2.0-liter gasoline engine. No longer an oversized and underpowered unit, this one actually makes a fair bit of power. It makes 172hp and 205Nm of torque, heaps more than the old 2.0-liter from the Innova. For reference, that engine made just 134hp and 182Nm of torque, barely enough to get it moving.
Because of the unibody chassis, the Zenix is actually lighter than the Innova. That, combined with the nearly 50hp and 20Nm gain, means you don’t feel shortchanged at all. In one fell swoop, memories of the thirsty and slow gas-powered Toyota MPVs have been mostly eliminated.
There’s actual passing power now, and it picks up well once the revs kick in. It finally gets to highway speeds with less effort, and it even returned decent fuel economy. Obviously, it’s not going to be as good as the diesel, but 7.7km/L in traffic and about 14km/L on the highway isn’t half bad, considering we made no effort to hypermile the MPV. Of course, we wouldn’t be surprised if it would dip in the sixes in extreme traffic. If you want diesel-like figures on and off the highway, there’s the hybrid for that.
It’s not perfect, though. While the performance and fuel economy are much improved, one might get the impression that it’s strained when pushed. That’s not because it’s asking for more power, but the CVT takes its time to respond. Once the transmission does wake up, the revs shoot up and results in a buzzy cabin. At least the noise is proportional to its turn of speed. We found ourselves underestimating this engine from time to time, getting from 80kph to, um, a little over 100kph with not much effort.
Ride and handling
In a nutshell, it’s a quantum leap over the truck-based Innova, especially when it comes to handling. Granted, the Innova was never meant to offer a dynamic driving experience, but the Zenix is a genuine surprise behind the wheel. It corners with more confidence than the Hilux-derived Innova and feels less nervous around the bends.
The reason for that is improved body motions and the substantial weight loss by ditching the heavy ladder frame. Speaking of body motions, the Zenix stays level on wavy roads and has a less floaty ride compared to the Innova. Because it wallows less, it’s a more comfortable riding experience in the Zenix, too. We’re genuinely curious how the hybrid-powered version fares because of the extra weight of the batteries. As it is, however, the gas-powered model is solid.
The engine might not win you over, but its comfort and dynamics will.
Extra features
It may be the base model, but the Zenix 2.0 V is well equipped for what it is. It already packs LED headlights, a power tailgate, 17-inch alloys, and a smart entry key. Inside, it gets the same large infotainment touchscreen as the top-spec hybrid version, along with automatic climate controls front and rear, a barrage of USB ports, Apple CarPlay (with wireless capabilities) and Android Auto, and the aforementioned captain chairs.
That said, the 2.0 V doesn’t come with Toyota Safety Sense. It’s reserved for the hybrid version, so if you want that, then you’ll have to go electrified. However, we wish the 2.0 V gets the full airbag count from the 2.0 Q HEV. At least it gets stability control as standard, so it has that going for it.
Verdict
We’ll make one thing clear: The Zenix is a better vehicle than the Innova. It rides better, drivers better, quieter, more refined, and so much more. If this is the direction that Toyota’s midsize MPVs are taking, then we’re all for it.
We understand the uproar about the lack of a diesel engine. For decades, we’ve known these types of Toyota to be equipped with it. But truth be told, electrification is coming here fast, and it might be about time we adapt to that. For those still skeptical, do know that the Innova is still hanging around, but not forever.
At P1,670,000, the Zenix 2.0 V is actually cheaper than the Innova 2.8 V and just a few thousands more than the Innova 2.8 G. If you’re willing to sacrifice fuel economy for a better overall ride and drive experience, we’re here to tell you that the Zenix is totally worth it.
It’s not perfect, of course, but we think it’s worthy of being called an Innova successor. Besides, Toyota still stuck on an Innova badge on it for the sake of familiarity and, hopefully, acceptance. Remember, the Innova was initially met with resistance for not carrying over the Tamaraw name and having less seats than the Revo. It eventually became a staple in almost every household.
Only time will tell if the Zenix can come close or even replicate its predecessor’s success, but we say you should try it first before judging it for being gas-only.
SPECS: 2024 Toyota Zenix 2.0 V
Price: P1,670,000
Engine: 2.0-liter gasoline I4
Power: 172hp
Torque: 205Nm
Transmission: continuously variable
Layout: front wheel-drive
Seating: 7 (realistically, 6)
Score: 9/10
More photos of the Toyota Zenix 2.0 V 2024:
