Audi Q3 VS Toyota RAV4
- Standard tech features
- Fun but grown-up design
- Massive boot
- 35 TFSI underpowered
- Sporty but harsh suspension
- Still just a three-year warranty
- Massively practical
- Impressive standard inclusions
- Ultra-comfort ride
- Manual not great
- Thrashy engine
- Might be too big for some
The previous Audi Q3 was like an archetype German businessman. Practical, at times harsh, and ruthlessly efficient, it was the kind of SUV that was good at meeting its KPIs.
Now, though, we’re greeted by an all-new-generation Q3. It’s a bit more fun, a bit more rebellious, a lot more high-tech, and, alarmingly, it looks up to SUV rock stars like the Lamborghini Urus.
But as much fun as it all might seem, the Q3 has an important job, and that’s to carry Audi’s premium small-SUV message to a new generation of buyers, as well as the sensible last-gen Q3 fan. Audi even has big hopes that this car will be over-represented in its 2020 sales mix.
No pressure, then. Can the youthful new Q3 really take on all that’s been asked of it? Read on to find out.
|Fuel Type||Premium Unleaded|
It speaks to the wide-ranging, seemingly infinite appeal of the Toyota RAV4 that a manual version of it even exists.
Sure, only the base car can be fitted with it, and we’re confident it will impress those vocal few people in every single comment section who demand it, but is it actually any good? Or does a manual gearbox tarnish the rather excellent package that is CarsGuide's Car of the Year 2019 overall winner?
While we’re at it, we’ll also give you the low-down on what the cheapest RAV4 is like. Read on to see what we thought.
|Fuel Type||Regular Unleaded Petrol|
Audi’s new Q3 feels fresh, high-tech, and polished. All things the small SUV will need to be as the brand places ambitious hopes on its little shoulders.
As it is now one of the most spacious small SUVs in the premium segment, it also proves you don’t have to sacrifice practicality for luxury.
While this entry-level 35 TFSI ships with a so-so engine, keep in mind that it is far from the definitive Q3 experience. There’s much more to come with the rest of the range, later in 2020.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
When Toyota launched the new RAV4 it couldn’t afford to get it wrong.
It didn’t. Even this absolute base car is incredibly well equipped, superb when it comes to comfort, and offers the largest cabin in the mid-size segment.
I’m as surprised as you possibly are that Toyota even sells it as a manual, but honestly, it’s this car’s worst attribute. It only serves to tarnish the drive experience. Pay the extra and get the auto.
I mentioned the Lamborghini Urus before, because there are more than a few little nods to Audi’s Italian subsidiary in the new Q3’s design. These stem from the larger Q8’s bold design language and will make themselves even more apparent in the upcoming Q3 Sportback (due later in 2020). Here in the regular hatch, the aggressive, angular influences are still subtly apparent.
It’s just a lot more fun to look at than its predecessor, yet the hatch at least runs the fine line of not looking too controversial for fans of the more conservative, outgoing model.
Highlights include the new grille, rhomboid air dam bits around the edges, a lower splitter and Audi’s new upright grille, which unites its SUV range.
Down the sides there are the strong bulges over the wheel arches, on the body line above the doorhandles and, from the rear, a progression of the previous car’s bulbous edges, now with a more angular bent.
The LED headlights tie the front end together in style. The pictures somehow don’t quite do it justice, because it’s even nicer to look at in the metal.
The inside is where the real wow factor is, however, with the Q3 presenting an almost shrunken-down version of the Q8’s tech-laden interior. It’s nice to see a strong design theme here, with a dash that cascades down in layers, centred by an asymettrical multimedia interface, and a massive 10.1-inch screen, tipped slightly towards the driver.
It’s in danger of looking busy, but somehow all the parts and disparate materials work together nicely. It’s probably do do with the way all the hexagonal silver frames complement each other, as well as the surrounding switchgear.
It’s a lovely place to be, surrounded by such slick design, but it’s not without its flaws. Chinks in the Q3’s luxurious armour include the oddly tall gear knob, which looks like it would be more suited to a $20k Volkswagen Polo, and the abundance of firm surfaces around your knee and elbows.
The RAV4 has come far in its design and aesthetic since the previous generation. It’s much better at grabbing your eye as it cruises past, and although it borrows a lot from the Kluger which has been on the market for a while now, it still strikes the eye as modern and angular.
The double-barreled snout, air dams and chunky wheelarches add a sense of capability to its contemporary guise. Even this base car gets chunky alloys and is covered in contrast black plastic cladding, adding to its look over base-model competitors. The blue tinge of LED headlights rather than the dull tones of halogens seal the deal.
Around at the rear it modernizes the dated Kluger formula with squared-off light fittings and a roof spoiler. The wholly unnecessary dual-exhaust is nice, too.
The interior is where the most base model tells are. You’re greeted by a sea of grey plastics, although to Toyota’s credit, many of them are soft to the touch. It’s all too easy to notice the blanked-out buttons, covered over climate control dials and six-speed gearshifter that looks like it was dropped out of a last-generation Corolla.
While the big screen nestles in the dash, 8.0-inch multimedia touchscreen and silver highlights help counteract the base-model blues, there’s no escaping a nasty plastic steering wheel.
The overall visual aesthetic of the RAV4 is still cool, though. On the inside there are great textures hidden everywhere. There’s a triangular pattern in all the storage areas designed to help stop objects from moving, stripped rubbery textures on the inside of the door handles and rubbery turbine patterns on the air-con and volume knobs. Nice touches.
The seats are in a plain pattern but nice to the touch and should be fairly easy to clean as they are comprised of a rugged synthetic material.
All that adds up for a cabin ambiance that easily outclasses most price-competitors, and even higher-spec cars from rival brands.
Put simply, the Q3 is brilliantly packaged. Sure, it’s bigger, having grown its wheelbase by 77mm over the previous model, but it really makes the most of every extra millimetre.
Front passengers get a customisable space, with plenty of movement in the front seats (despite that lame manual adjustment) and a fully telescopically adjustable steering column. Visibility is excellent for the driver, with big, upright glasshouse-like windows and chunky mirror fittings.
All the digital displays are fast to operate and present slick designs, but a few shortcut buttons would have been welcome for the multimedia system. I was pleased to see that Audi has stuck with analog dials for quick and easy control of the dual-zone climate system.
Storage areas for front passengers include large bottle holders in each door card, dual bottle holders in the centre console - with a neat slot separating them, suited to a phone - a Qi wireless charging bay in front of the geark nob, also suited to wallets and phones, as well as your standard-fare glovebox and a smallish centre console.
All seats get leagues of headroom, and there was still great legroom behind my own driving position in the back seat ( I’m 182cm tall). That said, the Q3 is more of a four-seater for adults. The centre rear seat is truly tiny, and legroom is interrupted by the transmission tunnel, which will facilitate all-wheel drive in future variants.
The rear seats also get those big bottle holders in the doors, as well as a set of adjustable air vents, a 12-volt power outlet and two USB-C outlets on the back of the centre console.
Saving the most impressive Q3 practicality trick for last, we come to its luggage area. At a minimum, with the rear seats in their default position, it weighs in at 530-litres (VDA). That’s a lot more than the BMW X1, X2, Benz GLA, Lexus UX or Mini Countryman. In fact, it’s easily playing in a load area in the segment above. The only luxury small SUV that pips it here is the much more expensive Range Rover Evoque.
But that’s not all, because the Q3 has its second row of seats on rails, meaning – if your passengers don’t need any semblance of legroom - you can expand it to well over 600L, or with the seats down, a maximum of 1525L. That's massive.
The luggage shelf can also be stowed under the boot floor – where an unfortunate compromise lies in the form of a space-saver spare. It would be nice to see a full-size spare for the Australian market.
I parked this RAV4 next to a last-generation Toyota Kluger and really shouldn’t have been surprised how close they were in size. Still, bracket creep means the RAV4 is now truly gigantic compared to its forebears and that means family practicality all over.
It’s things as simple as the fact that both doors are massive and open very wide, allowing for super easy access to any seat for less mobile passengers, those lifting cargo up into the cabin, and those who might need to fit child seats.
Leg and headroom for the front two passengers is stellar, and the driver’s position is very adjustable, even with the base manual-adjust seats. Visibility is up with segment leaders like the Subaru Forester, as the RAV4 is essentially a glasshouse with massive windows and wing-mirrors.
Even the dial cluster is huge and legible, and there are big dials for operating the air conditioning and multimedia while you keep your eyes on the road.
You’ll find storage areas everywhere with that triangle pattern for holding objects in. All the bottleholders (two in the doors, two in the centre console) are massive, and there’s a huge trench in front of the shift-knob suitable for even the largest phones.
There’s even a long trench above the glove box for… aesthetic purposes? It has the no-slip surface, but objects would hurtle towards passengers under heavy acceleration, so I fail to see the point of it.
There's one USB port, one 'aux' jack, and one 12-volt socket for front passengers.
In terms of rear legroom, your second-row passengers will hardly be flying economy. I had a abundance of legroom behind my own driving position. Arm and headroom were also plentiful.
All doors have a soft strip across them for elbows. There’s a drop-down arm rest even in the base car, and the same chunky, grippy doorcards with a big bottle holder.
Rear passengers get a set of air vents on the back of the centre console, too.
The boot is ridiculous with a class-leading 580-litres (VDA) of space. It’s wide and unimpeded by styling bits, and you can even stow the roller cover under the floor paneling when not in use.
The GX ships with a space-saver spare, but you can upgrade to a full-size alloy spare for $300. If you do so you’ll remove the false-floor paneling.
Price and features
The Q3 needs to plug an important gap in Audi’s lineup where it’s losing sales to recently launched competitors. These include the BMW X1 or X2, the Lexus UX, and the Mini Countryman.
There’s also a new Mercedes-Benz GLB on the way, plus a new-generation GLA, so keep an eye out for those. Audi will be.
Price-wise, the Q3 enters Australia in just one variant, the entry-level, petrol-powered 35 TFSI, offered at an MSRP of $46,400.
While it’s marginally more expensive than its entry-level, luxury small-SUV competitors (and about on par for power, too) it’s the standard equipment list that truly shines in the Audi.
Even this entry-level Q3 gets 18-inch alloy wheels, a 10.1-inch multimedia touchscreen, built-in sim card supporting online sat-nav, a wireless hotspot and over-the air updates for three years, Audi’s signature 10.21-inch digital dash, Android Auto connectivity and wireless (!) Apple CarPlay, complete with a wireless-charging bay, dual-zone climate control, real leather interior trim, an electronic tailgate with gesture control, and full LED front lighting.
Deep breaths. Did you get all that? There’s no subscription required for the wireless Apple CarPlay (I'm looking at you, BMW) and it’s particularly impressive to see the electric tailgate as a standard inclusion. Audi says the new Q3 ships with $12,000 worth of inclusions over its outgoing equivalent. Not bad at all.
My biggest complaint with the entry-level configuration was the somewhat non-premium feeling of the manually adjustable seats.
Electrically adjustable seats are part of the Q3’s remarkably short options list, which consists (for now) of the ‘Style Package’ ($1900), which includes 19-inch wheels, full colour body paint (removes the contrast black bits), and aluminium highlights, or the ‘Comfort Package’ ($2600), which includes electrically adjustable heated front seats, auto-folding and dipping wing mirrors with an electro-chromatic (auto-dimming) rear-vision mirror, and adaptive cruise control.
Alternatively you can bundle some of those bits together with the limited “Launch Edition” variant ($52,750), which includes a unique 19-inch-alloy design, metallic paint, privacy glass, auto-folding and dimming mirrors, customisable interior LED lighting, electrically adjustable and heated seats, a 360-degree parking suite, and adaptive cruise control.
The only other standalone options are limited to a Bang & Olufsen premium audio system ($900) and a panoramic opening sunroof ($2250).
Expect that lineup to get more complicated with the launch of 2.0-litre, all-wheel-drive and RS variants, as well as a Sportback body style later in 2020.
For now, though, the Q3 justifies its slight extra spend over its competitors with an impressive list of standard inclusions.
That’s right. The GX manual is the cheapest way to get into a Toyota RAV4 today. Starting at $30,640 (MSRP – before on-road costs) we’d even consider it great value despite the manual 'box.
To understand why you just have to take one look at its specification sheet. Remember, this mid-sizer competes against the (also surprisingly still manual) Nissan X-Trail ST ($29,890), Honda CR-V Vi (auto - $28,290), and Mitsubishi Outlander ES ADAS (auto - $33,290).
If you’re happy milling your own gears, you get better kit than the auto entry-level CR-V, the manual X-Trail ST and even significantly undercut the entry-level Outlander (if you include the fact that the Mitsubishi requires the ADAS pack to even compete on safety).
Included spec on this absolute base car includes not-so-budget stuff like 17-inch alloys, an 8.0-inch multimedia touchscreen (which will ship have Apple CarPlay and Android Auto imminently, but if you buy a current-stock car you will have to return to the dealer for a software upgrade), DAB+ digital radio, built-in sat-nav, manual air conditioning (this base grade strips the cool little screens out of the dials), auto LED headlights, a 4.2-inch display in the dash, front and rear parking sensors, and heated auto-folding wing mirrors.
Other regular sort of spec items include six speakers and a reversing camera.
That’s the best kit at this price in the mid-size SUV world by a solid margin. That’s not all though, even this manual RAV4 features the full 'Toyota Safety Sense' suite. More on that in the safety section of this review (spoiler: It’s good).
Among the few giveaways that the GX manual is the cheapest one is the turn-key ignition, cloth seat trim, and urethane steering wheel. Still… are you really going to complain against its unprecedented list of inclusions at this price?
Options are limited to premium paint (every colour except for ‘Glacier White’ - $600).
Engine & trans
For now the Q3 is available with only one engine option, a 1.4-litre, four-cylinder turbo producing 110kW/250Nm. Although power figures are on par with its main competitors, it still feels underwhelming for a premium product.
The 35 TFSI drives the front wheels only via a six-speed version of the brand’s ‘s-tronic’ dual-clutch automatic.
A more powerful 2.0-litre petrol engine with a seven-speed dual-clutch and all-wheel drive (the 45 TFSI Quattro) will arrive later in 2020, but the 2.0-litre 35 TDI diesel available overseas has been ruled out for Australia.
The six-speed manual version of the GX as tested here can only be had with a 127kW/203Nm 2.0-litre non-turbo petrol engine.
Those power figures are so-so and you’ll need to push up the rev-range (and compromise your fuel economy while doing so) to make the most out of them because there’s no turbo.
There are more sophisticated powertrains available in this segment with superior outputs, although not many at this price.
The manual transmission does let you wrangle the most out of this engine, although I was less impressed with the way it feels. More on that in the driving segment.
It would seem unfair to comment on the 35 TFSI’s fuel usage over our brief and enthusiastic drive program around Byron Bay.
This engine and transmission combination produces an official combined-fuel-consumption figure of 7.2L/100km for the base car with no inclusions, or 7.3L/100km in the Launch Edition trim.
For the record, our two-day drive program had most cars producing figures around the 8.0L/100km mark. Competitors claim lower numbers but are measured to a previous, more lenient official measurement standard.
The Q3 has a stop/start system to help trim fuel usage down in traffic.
The manual version of the RAV4 wears a claimed/combined fuel consumption rating of 6.8 litres per 100km on the combined cycle. That’s pretty low, although nowhere near as low as the Hybrid auto’s amazing 4.7L/100km combined rating.
Over a week of driving in conditions I would consider true to combined freeway/urban driving, I scored 8.0L/100km which is not bad at all considering the RAV4’s size.
The RAV4 drinks base grade 91RON unleaded petrol and a 55L fuel tank. There’s no diesel version this time around.
This new Q3 manages to feel lighter, more agile and more engaging behind the wheel, despite its engine, which had to try rather hard to keep up with the demands on our drive program.
There's quite often a second of turbo-lag to deal with, or a slightly reluctant transmission finding the right gear when you blast around a corner. Once that turbo peak torque does arrive, however, the Q3 skips ahead at a decent pace, befitting its new look and sporty demeanour.
For everyday sort of driving scenarios it’s powerful enough, but at freeway speeds it does feel like the engine has little in reserve for those moments where you need a burst for overtaking.
The engine itself is reasonably quiet, only revealing a satisfying bumble past about 4000rpm, but road noise was worse than I expected, even on the smallest 18-inch wheels.
The steering is excellent. It’s light, but full of feel in the corners, and confidence in the twisty stuff is backed by independent rear suspension.
Similarly to the previous-generation Q3, the suspension tune is hard. Combine that with the Q3’s newfound light feel and it’s almost as though you’re piloting a very upright hot hatch.
This proved entertaining for blasting around country B-roads, as we did at the launch, but I could easily envision the springy and at times crashy ride getting tiresome on routine commutes.
It has to be said that many buyers looking to a premium SUV will be looking for that sporty feel, despite being a bit at odds with the 35 TFSI’s base engine.
Again, we’ll be keen to get our hands on the incoming all-wheel-drive variants, as well as optional adaptive dampers, which will be available later in 2020.
The idea of a six-speed manual with rev-matching technology (complete with three modes) sounds fantastic on paper. Comment section pundits will be overjoyed. The bad news is it’s simply not that great.
It seems to be geared quite tall, and there’s a long throw between each cog. There’s not much feel to it locking in, nor is there any feel through the extremely light clutch pedal, so I admittedly ground the gears on more than one occasion.
As much as I hate to admit it, I prefer the CVT auto in this SUV for the same reasons I believe all SUVs this size should have spongy suspension.
It’s not meant to be a driver’s car. This is a practicality appliance for families that just so happens to have wheels. It should be comfortable and easy to use.
Thankfully, the rest of the RAV4’s drive experience is exactly that. The suspension has a lovely soft comfort-focused tune, and the combination of soft springs and small wheels (shod with relatively high profile rubber) makes for a quiet and refined cabin.
Of course, the trade off is that the RAV4 is hardly a corner carving sport machine, but ask yourself – do you need that?
The steering is very light, making the big body easy to swing around city streets, but it does lose a little feeling at speed.
As already mentioned, the visibility is excellent out of this car, the amenities are easy to use without becoming distractions, and it’s reassuring that the safety stuff is all really rather good.
A riveting drive the RAV4 is perhaps not, but it nails the brief as an easy-to-use family machine.
The Q3 now scores the all-important set of active items as standard across the range, including auto emergency braking (AEB – works from 5km/h to 85km/h for pedestrians or cyclists, and up to 250km/h for vehicles), blind-spot monitoring (BSM), lane-keep assist (LKAS) with lane-departure warning (LDW), Rear cross-traffic alert (RCTA), and driver-attention alert (DAA).
Sadly, active cruise control lives on the options list as a part of the ‘Comfort Package,’ or as standard on the Launch Edition.
The Q3 was awarded a maximum five-star ANCAP safety rating in time for its launch, sporting six airbags as well as the expected stability and brake controls.
While it might not have as comprehensive an active-safety suite as some non-premium cars, it’s still well ahead of the BMW X1 and Benz GLA, while falling on a par with, or just ahead of, the Mini Countryman and Lexus UX.
Even though this is a rare manual, it doesn’t miss out on much of the RAV4’s impressive standard active safety suite.
Included is auto emergency braking (AEB – with pedestrian and cyclist detection day and night), active cruise control (yes, even on the manual), lane departure warning (with lane keep assist), but no ‘lane trace alert’ available on the auto, traffic sign recognition, blind spot monitoring, and rear cross traffic alert.
That’s among the best active safety in the entire mid-size SUV category, and it’s all on the manual base model. Toyota’s here to win.
The RAV4 also has an above-average seven airbags, hill start assist, front and rear parking sensors, a reversing camera (pretty good), and ISOFIX child seat mounting points on the outer two rear seats.
It also has the expected stability, traction, and brake controls.
Somewhat unsurprisingly once you’ve digested all that, the RAV4 wears a maximum five-star ANCAP safety rating (with excellent scores across the four new categories) as of May 2019.
Audi, along with many other premium automakers, lags behind the industry-accepted standard with a lacklustre three-year, unlimited-kilometre warranty. BMW is sticking with a similar promise and, unsurprisingly, so is Mercedes.
Lexus is only marginally better, with four-year coverage. It would be nice to see a premium manufacturer take some initiative here (especially since much of the Audi running gear is the same as the VW stuff, which is covered by an extra two years of warranty).
The Q3 will need to be serviced once a year or every 15,000km and capped-price servicing is covered by pre-packaged ‘Service Plans,’ which can be purchased at the same time as the vehicle. Pricing is TBA on the new Q3, but the previous one cost $1610 for three years or $2590 for five. That's premium-car cheap.
The RAV4 is covered by a five year/unlimited kilometre warranty that Toyota thankfully upgraded to earlier in 2019.
But that’s not quite the whole story. If you keep your service record genuine and up-to-date Toyota will cover the engine for an extra two years, and you’ll also be covered by seven years of roadside assist and a 60-day money-back guarantee (if your car should suffer an issue which renders it ‘undrivable’ inside that period).
The five-year base coverage also includes panel work and any genuine accessory you might have fitted.
The RAV4 requires servicing once a year or every 15,000km whichever occurs first, and is covered by a capped price of just $210 (incredibly cheap) for the first four years.
The RAV4 is built in Japan.