Toyota RAV4 vs Cadillac Lyriq

What's the difference?

The RAV4 is undeniably better than the last generation, and brings with it a level of driving refinement the most popular car in the world should have.

It also levels up its tech without falling into the overcomplicated, messy systems newcomers to the market think will impress buyers. While the base GX is a sound option, the few extra mod cons in the GXL are worth the extra cash.

But its lack of ANCAP rating is surely a point of anxiety for Toyota, and while the safety systems seem sound, we can’t definitively say this RAV4 is as safe as Toyota claims it is.

If you’re willing to trust Toyota on that, you’ll find a very enjoyable car that’s uncomplicated and efficient. But if those five stars from ANCAP matter to you, give it a few months and see how the new RAV4 performs before you put your money down.

The Lyriq Luxury combines handsome styling and luxurious appointments with responsive yet supple ride quality, the choice of relaxed driving or exhilarating performance as desired and a decent driving range. Its lack of towing ability may be a deal breaker for some, but it's certainly worthy of consideration by prestige SUV buyers with a penchant for electric power and (for now at least) sub-$100K drive-away pricing.

Each RAV4 in the range is more visually distinct than before, but most variants feature a similar honeycomb grille that’s a departure from the ‘safe’ design language Toyota is known for.

The outlier is the Edge variant, which gets a more traditional front-end treatment as well as its 20mm wider wheel tracks to go along with the intended purpose of light off-roading.

Despite the fact Toyota has clearly tried not to change the new RAV4 too much in too many ways compared to the last generation (and why would you when it was already so popular), the new design feels a little more adventurous.

It includes elements of Toyota’s latest design language including the ‘c-shaped’ headlights and more streamlined tail-lights but retains the overall size and shape of the RAV4.

The RAV4 is 4600mm long, 1855mm wide and 1680mm tall, a very similar size to before and as such its interior feels similarly spacious.

Inside, the layout is tidy with a little more visual distinction for controls than the last-gen RAV4.

Updated, sleeker buttons and controls replace the ageing fixtures and large screens make the mid-size SUV feel much more up to modern standards.

The Lyriq has a generous 3095mm wheelbase, is more than five metres long (5005mm) and almost two metres wide (1977mm, including mirrors). Its 1620mm roof height is relatively low for a large SUV, resulting in a sleek and sporty profile combined with a muscular surefooted stance fronted by a finely-etched solid grille.

It rides on five-link independent suspension with GM’s ‘passive plus’ dampers, plus there’s electric power-assisted steering and big Brembo disc brakes in each corner featuring classy Cadillac scripts on the calipers. Turning circle is 12.1 metres, which is to be expected for a car of this size.

The interior design is an elegant blend of soft-touch materials and discreetly textured surface finishes with an emphasis on chrome and satin chrome highlights. It’s also spacious as you’d expect, with the panoramic sunroof creating a bright and airy feel.

We applaud Cadillac’s adherence to tradition with physical buttons and knurled dials and knobs for controlling key cabin and driving functions, in preference to annoying and distracting touchscreen menus. There’s also nice attention to detail with small jewel-like Cadillac emblems and scripts contributing to its prestige look and feel.

But despite the sleeker look inside the new RAV4, Toyota hasn’t fallen into the trap of shoving as many digital features into the system as possible.

Many newcomer brands create confusing digital environments by having menus upon menus filled with options and features, but Toyota has avoided this by retaining a simple, almost siloed system.

In the multimedia display, navigation, media, phone and settings are the key shortcuts visible down the side of the screen, though a customisable home screen allows you to make the system your own.

It’s far preferable to the many sub-menus and confusing layouts some manufacturers (especially newcomers) use, and means you’re able to focus on driving.

There are also still plenty of physical controls for the key functions of the car, no need to go into digital settings to sort your drive mode or climate.

The new system, dubbed 'Arene' by Toyota, is a much-needed update for the RAV4, bringing it into the current decade when it comes to tech.

Its voice command system is still a little too keen to interrupt, but the general function is extremely easy to get acquainted with.

The interior is also physically extremely sensible, with good vision and light thanks to a low dashboard and large windows, well-considered ergonomic positioning, comfortable seats and storage options.

The centre console storage bin lid is also able to be opened from either side, or removed and flipped between a hard plastic surface or cushioned elbow rest, though a bit of non-slip surface on the plastic side wouldn't go astray.

Behind the front seats, the second row passengers don’t have a massive amount of amenity, but are far from cramped. The vents, armrest with cupholder, bottle storage in the door and document holder on the backs of the seats are all quite standard, though the outboard seats are heated in the top spec Cruiser.

Behind that, a huge 705L of space in the boot includes a netted pocket if you opt for the Edge grade, plus there's a proper spare wheel under the boot floor. Wins all round.

The Lyriq’s 2687kg kerb weight (largely due to its hefty propulsion battery) and 3200kg GVM results in a modest 513kg load capacity, which could easily be used up by five large adults before you could think about loading their luggage. It’s also not rated for towing in Australia which limits its appeal as a recreational vehicle.

Driver and front passenger enjoy palatial space and comfort plus ample storage with a bottle-holder and bin in each door. There's also a large glove box, pop-out drawer in the dash and a ‘floating’ centre console equipped with a lower tray, three USB-C ports, a 12V socket, wireless phone charging and a felt-lined box at the back with padded lid that doubles as an elbow rest.

The rear doors open wide for easy entry to the rear bench seat which even for tall people (I’m 186cm) offers ample room for knees and feet, enhanced by a flat floor with no transmission tunnel for centre passengers to straddle.

However, the top of my head brushes the roof lining and the unusually high floor height (we assume caused by the underfloor battery) results in raised thigh angles that concentrate more weight on the lower back.

Given the rounded lower backrest cushions, which integrate with the ISOFIX child seat anchorages in the outer seating positions, also protrude into a passenger's lower back region, the rear seat provides less than ideal comfort for tall passengers in contrast to the sublime luxury up front.

Even so, rear passenger storage is well catered for with a bottle-holder in each door, pockets on both front seat backrests and two cupholders in the fold-down centre armrest. The rear of the centre console offers two more USB-C ports, adjustable air vents and adjustments for numerous comfort settings.

The power tailgate provides access to the fully carpeted rear luggage area, which offers up to 793 litres (almost 0.8 cubic metres) of load volume with the rear seats upright and up to 1722 litres (almost 1.8 cubic metres) with the seats power-folded flat. This provides a versatile space for carrying everything from a mountain bike to flatpack furniture.

The luggage area also has four tie-down hooks, a 12V socket and a hinged floor section which when opened reveals an underfloor bin ideal for storing charging cables (see image).

The Lyriq is available in two trim levels comprising the Luxury from $122,000 and the Sport from $124,000 (both before on-road costs) but GMANZ is currently offering both for $95,000, drive-away.

These list and drive-away prices compare more than favourably when cross-shopping German luxury EV SUV alternatives like the Audi Q8 e-tron ($140,090), BMW iX ($142,900) or Mercedes-Benz EQE ($146,700).

The key differences between the Lyriq duo are visual, with the Luxury emphasising traditional elegance with lavish chrome detailing while the Sport is more performance oriented with greater use of dark trim elements.

Our test vehicle is the Luxury variant, finished in optional ‘Crystal White Tricoat’ paired with what GM describes as ‘Noir with Santorini Blue Accents’ interior trim.

Large and stylish in true Cadillac tradition, the Lyriq is built in right-hand drive form at GM’s Spring Hill manufacturing plant in Tennessee, instead of local RHD remanufacturing like its Chevrolet pick-up siblings.

Luxurious standard equipment includes big 21-inch multi-spoke alloy wheels and 275/45R21 self-sealing tyres (no spare), a full-length panoramic sunroof with power internal sunshade, power tailgate, rear roof spoiler, heated door mirrors with puddle lamps and more.

Concealed door handles discreetly extend to allow access to a sumptuous synthetic-leather interior with power adjustable/heated steering wheel, power front seats with heating/ventilation/massage/memory functions, outer rear seating also with heating/ventilation/massage, tri-zone climate control, five USB ports, 360-degree camera, wireless phone charging, a choice of 126 ambient interior lighting colours and more.

The driver is treated to a curved 33-inch colour LED instrument cluster/multimedia display which controls premium 19-speaker AKG Studio sound (including speakers in the front seat head restraints) and numerous multimedia functions including wireless Apple CarPlay/Android Auto connectivity.

The 2.5-litre four-cylinder engine with series-parallel hybrid is less powerful than before, but Toyota says it did this for better efficiency and has made up for it with improvements to the battery and electric motors.

The figures are now 143kW and 221Nm (in 2WD and AWD variants), the power down from 160kW in the last generation. All RAV4s still use a continuously variable transmission (CVT).

Basically, lower numbers, but performance on par with the current RAV4 Hybrid according to Toyota.

The Lyriq features drive units with single-speed transmissions located at the front and rear which provide permanent all-wheel drive. Each is equipped with an electric motor, which combined produce 388kW of power and 610Nm of torque. There are also numerous selectable drive modes. Claimed 0-100km/h acceleration time is a rapid 5.3 seconds.

The new RAV4’s efficiency is of much interest, obviously, and with figures claimed at 0.2L less per 100km over the last RAV4, it’s another case of incremental improvements.

The 2WD comes with a claimed 4.5L/100km, the AWD with 4.6L. During testing we saw numbers as low as 6.8L and 6.9L, respectively, and that was giving it the beans in some pretty twisty mountain roads.

Keep in mind the RAV4 needs 95 RON minimum now, rather than the 91 RON it could deal with before.

GMANZ claims official combined consumption of 22.5kWh/100km and up to 530km of driving range from the Lyriq’s 102kW lithium-ion propulsion battery.

When we collected our test vehicle the dash display was showing 100 per cent charge and an estimated driving range of 583km.

We drove 239km over five days and still had 52 per cent charge and 300km of range remaining when we did an overnight charge at home using the supplied AC charger with a domestic three-pin plug.

However, after 15 hours the charge only increased from 52 to 65 per cent for just 76km of extra driving range, so we would recommend installing a dedicated wall box for faster home charging.

In total we covered 297km across our usual mix of suburban, city and highway driving with average energy consumption just under the Cadillac's official figure, so based on our test results a driving range of around 500km per charge is credible.

GMANZ claims 7.4kW AC charging can add up to 43km of range per hour, which increases to 94km with 22.1kW charging. And up to 128km of range can be added in just 10 minutes using 190kW DC fast charging.

Put it this way - the RAV4 doesn’t feel like it’s lacking power. Despite the lower output, the new generation car doesn’t seem to struggle with having enough pick-up to keep moving along, even in spirited driving.

The first time I properly took off it surprised me with how punchy the response was. And from there on the new RAV continued to impress.

It’s one of a few things that, dare I say, makes the RAV4 rather fun to drive.

Like its predecessor, it’s built on the 'TNGA' platform, which underpins pretty much everything Toyota builds these days.

It’s a well-sorted basis for a car, making even this relatively large family SUV feel nimble.

Some changes to the suspension help here, too. New geometry and spring and damper rates mean the RAV4 is sharper and better controlled than before.

That control comes with the trade-off that it’s not always cloud-soft, but given Australian preferences and the need to keep the rubber on our rough as guts roads, Toyota has the balance right here.

It also hasn’t seemed to matter massively whether the RAV4 is front- or all-wheel drive even in the wet on twisty Tassie roads. The 2WD requires a little more care being flung into corners but the mid-sizer holds its own well enough.

There’s clearly more ability in the RAV4 than it’ll make known, almost as to keep the driver behaving safely just in case, while being confident in knowing the RAV4 is more capable than many will ever find out.

It’s handled high speeds, sharp corners and unsealed roads to a higher degree than anyone would reasonably expect of a family SUV.

It helps that the steering, throttle and braking are all well-calibrated. Planting your foot brings urgency without a jolt, there’s no guesswork in the steering and the brakes won’t have you lurching at a tap but can pull you up rather rapidly if needed.

It’s easy to drive, which is pretty big compliment and surely one of the key goals for the engineering team.

The driving position is supportive and comfortable with multiple power-adjustment of the seat and steering wheel ensuring people of most heights and girths can enjoy luxurious travel.

The low dashboard height ensures vision to the front of the bonnet and its array of physical buttons, knurled dials and knobs minimise touchscreen use, which makes driving far less distracting than having to search through digital menus.

It’s very quiet given its electric drivetrain. Most noise emanates from the tyres but that is also minimised by the audio system’s noise cancellation technology and the cabin’s effective acoustic insulation.

Ride quality and handling are excellent thanks to the Lyriq’s suspension refinement and close to an ideal 50-50 weight distribution mostly influenced by the positioning of its drive battery.

This battery’s considerable heft (we reckon it weighs at least half a tonne) also creates ample sprung weight to assist the suspension in smoothing out bumps and its underfloor location ensures a low centre of gravity for surefooted cornering.

Standing start acceleration is more than impressive for a luxury car weighing almost 2.7 tonnes, with instantaneous torque from its two electric motors helping to propel the Lyriq to a neck-straining 100km/h in about five seconds.

This spirited response creates a sporty and engaging drive that belies the vehicle’s weight, particularly in Sport mode with its sharper throttle response and firmer steering feel.

We also like the choices for regenerative braking which include ‘One Pedal Driving’ mode with 'Normal' and 'High' settings, both of which make the quartet of disc brakes largely redundant (the High setting feels like heavy pedal braking) while optimising battery charge. There’s also a small paddle on the steering wheel which increases regenerative braking in response to the amount of finger pressure applied to it.

Our only criticism from a driver’s point of view is the absence of a head-up display (HUD) and traffic sign recognition (TSR), both of which are notable omissions for a prestige vehicle in this price range.

The Lyriq does not come with an ANCAP rating (typical for small volume production) but has a suite of passive and active features like multiple airbags including dual head side-curtains, AEB with intersection/front pedestrian/cyclist detection, lane-keeping, a 360-degree camera, parking assist, tyre pressure monitoring, adaptive cruise control and lots more. The rear bench seat has ISOFIX child seat anchorages on the outer seating positions and top tethers across all three.

In this part of the market it's fair to expect a head-up display and traffic sign recognition as standard but both are missing in action. 

Toyota’s standard five-year/unlimited kilometre warranty is not just disappointing compared to other mainstream brands, but should be much higher given the brand is the biggest in the country (and world) and trades on its reputation for reliability.

The warranty can be extended to seven years from delivery if you maintain your logbook servicing with Toyota dealerships, but even then it falls short of Nissan and Mitsubishi’s 10-year (also servicing-conditional) warranties.

Capped-price servicing costs $325 per service and is available for five years or 75,000km, with intervals every 12 months or 15,000km.

Toyota boast a long-established national network of around 300 dealers covering all states and territories including major cities and key regional and rural centres.

The Lyriq comes standard with a five-year/unlimited km warranty including five years' of roadside assist, while the propulsion battery is covered by a separate eight-year/160,000km warranty.

Scheduled servicing is every 12 months/12,000km whichever occurs first, with costs for the first five years of scheduled servicing or five scheduled services included in the vehicle’s purchase price. These servicing terms are generous for this segment, although some rivals offer similar enticements like Audi’s six-year ‘complimentary’ servicing for its Q8 e-tron.

GMANZ has a national network of 45-50 dealerships across most capital cities and some regional areas but not all offer vehicle servicing.