Toyota RAV4 VS Ford EcoSport
- Great media system
- Bigger interior than most
- Strong value
- No AEB, even as an option
- Poorly designed tailgate
- Base model hard to like
An all-new Toyota RAV4 doesn't just happen. Over the life of the model, there have been four generations over 25 years, which suggests that Toyota invests a lot of time and effort in the development of its mid-sized SUVs.
Now there's a fifth-gen version. The Toyota RAV4 2019 model is more advanced, more high-tech, safer, smarter and more spacious than any version that has come before it.
So, what's it like? Presumably pretty good, right? Read on to find out.
|Fuel Type||Regular Unleaded Petrol|
One of the original entrants in the now-booming small SUV segment has never attracted the attention it probably should have. I’m talking about the Ford EcoSport.
The smallest SUV from the blue oval brand is built in India, and perhaps that’s part of the reason it hasn’t been that well received. I went on the international launch of the EcoSport way back in mid 2013, and some of the fit and finish left a lot to be desired.
That didn’t change when the car launched in Australia, and while the pricing it launched with was attractive, there were other elements that perhaps weren’t… like the tailgate-mounted spare wheel.
That spare wheel remains a feature for the time being (a further model change for the MY18.5 version will see the deletion of it in favour of a repair kit, and thus no spare) - but there have been some other styling changes for the Ford EcoSport 2018 range, and perhaps even more importantly, new drivetrains and big interior revisions.
It is undoubtedly an improvement, but just how much has it improved? Read on to find out.
|Fuel Type||Premium Unleaded Petrol|
This could well be the most complete Toyota model ever made. The brand has nailed the brief with this mid-sized SUV, and in a market where it has traditionally been one of the go-to players, customers now have even more reasons to look at the RAV4 than ever before.
We can't wait to see just how well it stacks up against its rivals in a comparison test. Stay tuned for that.
If you’re going to buy a Ford EcoSport, it seems to me that the best one you can get is the Titanium - and that’s mainly because of Ford’s aggressive pricing strategy. The equipment on offer is compelling, especially looking at what else you get in competitor compact SUVs at that price point.
Again, I’m disappointed by the lack of AEB - but if that’s not a deal-breaker for you, the EcoSport may well prove a surprisingly adept option as a small high-rider. Just watch that tailgate in tight parking spots…
Would you prefer a spare wheel on the tailgate, or none at all? Let us know in the comments section below.
This is perhaps the most masculine RAV4 ever - it's like the brand is trying to appeal to dads this time around, as well as mums.
And while it might look like it has take a step up in size, a lot of that comes down to the exterior design and the platform the brand has built the new model off.
The dimensions are as follows: the new model is 4600mm long in GX, GXL and Cruiser guise - which is 5mm less than the previous model. The Edge version is a touch longer at 4615mm. In terms of width, the new model is 1855mm (GX, GXL, Cruiser) and 1865mm broader in Edge guise - so, 10mm and 20mm wider than the old model. As for height, the new model is 1685mm (GX, GXL, Cruiser) or 1690mm (Edge), which is 30mm/25mm lower than the existing model.
That translates well to interior dimensions, too - there's plenty more space, and the cabin has a lot more design flare than it used to.
But the exterior design is the real talking point - the comments on our Facebook walk around video were divided, but I reckon in person it looks really beefy. The standout is the Edge model, which brings a different look - it gets a model-specific front bumper design, grille, skid plate, wheel-arch mouldings, fog-lamp surrounds and rear bumper. It also rides on distinctive 19-inch alloys.
Lower grade models also look pretty slick, and even the low-grade GX with its 17-inch rims looks pretty smart, especially in the bright blue hue.
You'll have to use your imagination to figure out what it would look like with side steps, or a body kit with a more outlandish rear spoiler... though we have no doubt someone will do it. And hey, if you wish there was another soft top version of the RAV4 like we saw way back in the 1990s, you'll be sadly disappointed - it's a hardtop only affair.
Check out the interior photos to see what you make of the fake leather trim... More on the interior below.
According to Ford, the new look “fits in the contemporary Ford SUV showroom”, and its design certainly looks more fitting when parked alongside the next-size-up Escape. It has a new bonnet, new headlights (halogen on the entry grades and HID on the flagship), a new grille shape with different colour trims based on variant (entry - grey, mid-spec - gloss black and top-spec - chrome) a revised front bumper and revised rear-end styling, too. There's a dinky little rear spoiler, but no body kit or side steps.
While the spare wheel will be removed from the tailgate in the coming months, the one fitted to this version has been redesigned. And if you’re worried about hitting that cover when reversing, the reversing camera should alleviate your concerns, and the rear parking sensors are tuned with it in mind.
Just keep in mind that if you park on the street and someone parks close to the back of you, you may struggle to open the boot - along with swinging open the wrong direction (the opening side should be closest to the kerb, but it’s on the traffic side!), the rearmost door is quite big.
Still, the interior has seen perhaps the most important changes, both in terms of aesthetics and usability. Its interior dimensions are impressive, as you'll see in the interior images below.
The cabin of the new RAV4 is a big step up in quality, but also in terms of space smarts.
There is good storage available throughout, with a cup holder count of four (two front, two rear in the fold-down armrest), bottle holders in all four doors, and reasonable loose item storage up front near the shifter, between the seats, and even a small Kluger-like shelf in front of the front passenger. Rear seat occupants get a map pocket, and it's not one of those nasty mesh ones.
Human room is really good, too.
Up front there's great seat comfort and pretty good levels of adjustment, though the front passenger seat is quite high in all models, and you can't get electric front passenger adjustment on any model.
The second-row space is exceptional - possibly class leading, in fact. I'm 182cm (six-feet in the old money) and with the driver's seat set to my position I had inches of legroom space, good toe wiggle room, good shoulder room and excellent headroom. If you're a parent with tall teens, this will definitely do the trick - and if you're kids are little, there's easily enough room for a pair of child seats (maybe even three, but we'll have to get CarsGuide Family reviewer Nedahl Stelio to conduct that test on the new RAV4!).
The luggage capacity is a big improvement, too - the boot size is now 580 litres, up 33L on the existing model, with the boot space dimensions extended by 65mm. The boot also features a reversible liner for the dual-level boot floor setup, and there's a cargo cover (or tonneau cover, if you prefer) for the storage space as well. Fleet buyers or dog owners will be able to get a cargo barrier at some point, too. My main complaint for the boot is the electric tailgate system is quite slow.
The GXL, Cruiser and Edge models are fitted with roof rails - helpful for adding a roof rack system.
There is no denying the Ford EcoSport is one of the most practical small SUVs you can buy. After all, it can fit a washing machine in the boot - that was one of the big selling points for Indian buyers, apparently - so storage space, size, luggage capacity and dimensions are all important.
The boot space is even more practical now, with a variable shelf system offering the option of a deeper cargo hold, a small hidden area in the mid-range position, and a flat (but sloping?) cargo area with the back seats folded - you do that by lifting up the rear seat bases, then lowering the backrests down. In that configuration there is 1178 litres of cargo capacity (SAE - the more generous of the formulae to measure space) to the roof, while seats up the figure stands at 743L (SAE). If that's not enough, you get roof rails on the top two models, so you can add a roof rack if you need to.
The storage has been improved for occupants, too, with a new centre console bin between the front seats, while rear-seat occupants get a fold-down centre armrest in the mid- and top-spec models. In those versions there are two cupholders in the back as well as two up front, while all four doors feature bottle holders. The front passenger seat lacks height adjustment, and taller occupants may feel like they’re looming large in that position.
Space is good for the class, especially for rear legroom and headroom. If you try and fit three across the back it’ll be tight, but for those younger buyers with children there are dual ISOFIX child-seat anchor points, and three top-tether hooks.
The centre console area has been reworked with a new storage area in front of the gear selector that is almost deep enough for a smartphone to sit, but it’ll inevitably fall over. There are two USB ports in all EcoSports, and they’re illuminated, which is a bonus, but the air conditioner controls are cheap feeling.
Above that area is a new media screen - a 6.5-inch version in the base model Ambiente, and an 8.0-inch infotainment unit in the Trend and Titanium. It’s touch-capacitive, and the Sync 3 media interface is simple to use, and no matter which model you go for, there’s Apple CarPlay and Android Auto phone mirroring tech.
Price and features
How much is a Toyota RAV4? Well, that depends on which model in the range you choose. Here's a price list - model by model - that should act as a guide to the trim levels. These prices are before on-road cost (also known as RRP), but not drive away prices. You may have to wait a little while for deals.
The line-up kicks off with the GX, the standard features levels are generous.
Standard gear includes auto LED headlights (hoorah - no xenon, projector or HID bulbs!), taillights and daytime running lights as well as LED front fog lamps, heated and folding electric exterior mirrors, auto wipers, 17-inch alloy wheels with temporary spare (optional full-size wheel available), fabric seat trim, a urethane steering wheel, air conditioning with rear vents, an 8.0-inch multimedia touch screen with Bluetooth phone and audio streaming, a sound system with six speakers stereo, AM/FM/DAB radio, one USB port, plus a GPS navigation system with SUNA live traffic is standard - yep, sat nav on every model.
There is no Apple CarPlay or Android Auto - yet. The brand has announced it will be fitting the iPhone iOs / Android mirroring tech to all models from the fourth quarter of this year, and every version sold before then can be retrofitted with the integration. No DVD player, though, and no CD player or CD changer. You'll just have to upgrade to the MP3 age, man.
Hybrid GX models add dual-zone climate control AC and smart key / keyless entry central locking with push button start. All GX models get an electric park brake and rear mudflaps.
The safety on offer is also solid, with all grades getting auto emergency braking with day/night pedestrian detection and daytime cyclist detection, lane keeping assist (manual models with a slightly lower-grade system), adaptive cruise control (with stop-and-go for auto models, high-speed only for manuals), auto high beam lights, road sign recognition and alerts, blind spot monitoring, rear cross-traffic alert, a reversing camera, front and rear parking sensors, and seven airbags (dual front, front side, side curtain and driver's knee).
Next up the model range is the GXL, which adds roof rails, window tint at the rear, 18-inch wheels with a 17-inch temporary spare, front and rear mudflaps, "premium embossed fabric seats", a leather steering wheel and shifter, an auto-dimming rearview mirror, dual-zone climate control, Qi wireless phone charging, keyless entry and push-button start.
The camera has active guidance lines on the display, plus you get three front USBs and two rear USBs.
Third up the ranks is the Cruiser grade, which is visually differentiated by a silver grille, chrome door handles, a "moon roof", 19-inch alloy wheels with a temporary 18-inch rims for the petrol versions (18-inch black alloys with a temporary 17-inch spare for hybrid versions).
The Cruiser's interior almost feels like it has been with the "premium package", with leather-accented seats, heated front seats, 10-way electric driver's seat adjustment with memory settings, leather-accent door trims, a 7.0-inch driver info display, ambient lighting, a reversing camera with a 360-degree monitor, a power tailgate and a nine-speaker JBL sound system with subwoofer.
Top of the range in the model comparison is the RAV4 Edge, which almost looks like a sport edition for outdoorsy people. It can be had in "Jungle Khaki" paint - none of the others can - and inside there is "Softex" fake leather seats, heated and ventilated front seats, but the driver's seat weirdly loses the memory function. A panoramic sunroof is optional ($1300) in this grade.
No model comes with a heated steering wheel, nor is any equipped with a seat belt extender or Homelink smart garage door opening. But you will find a tool kit and a spare wheel under the boot floor in each instance - no tyre repair kit here.
On the topic of colours (or colors, if that's how you spell it where you're reading this), there is only one no-cost option colour in the range - Glacier White. The other options are Crystal Pearl (white - not available on GX or Edge), Silver Sky (not available on Edge), Graphite (grey), Eclipse Black, Atomic Rush Red, Eclectic Blue and Saturn Blue (dark blue - not available on Edge). There is no proper green hue, to speak of, but the Jungle Khaki paint for the Edge is close enough.
As for accessories, you should be able to get floor mats in every one of these straight off the showroom floor, and you should be able to get a bull bar, nudge bar or snorkel if you shop around.
The Ford EcoSport has one of the most compact model ranges in the segment, with three variants that aren’t priced too far from one another. In fact, from the bottom of the range to the top, there’s only a $6200 gap.
However, it is a simple line-up, which means there’s not as much choice for buyers. All three versions are petrol powered, automatic, and front-wheel drive - which is exactly what the vast majority of customers in the small SUV segment demand. But in order to compare the models in the range, keep reading for our model comparison.
How much is the cost of Ford EcoSport? At the bottom of the price list is the entry-grade Ambiente is $22,790 plus on-road costs (rrp), which is good vs most of its rivals. It kicks off proceedings with a 6.5-inch touchscreen media system running Ford’s 'Sync 3' media console, Apple CarPlay and Android Auto, Bluetooth connectivity with phone and audio streaming, two USB ports, CD player DAB radio, voice control, central locking, cruise control, a sound system with six speakers (no subwoofer, no DVD player) and cloth seat trim.
It rides on ugly 16-inch steel wheels with plastic covers (rip them off and roll on steelies - own it!) and has silver exterior trim elements that delineate it as a base car. All members of the EcoSport range now include a 4.2-inch digital driver information screen between the dials, which includes a digital speedo, and the Ambiente is fitted with a reversing camera and rear parking sensors as standard.
The mid-range model in the EcoSport line-up is the Trend, which sits midway up the price range at $24,490.
The Trend adds black roof-rails, black exterior trim elements, 16-inch alloy wheels, a leather-lined steering wheel, and it moves the media game along with an 8.0-inch touch screen with Sync 3, inbuilt sat nav / GPS with free map updates for the navigation system for life, and a seven-speaker sound system.
The Titanium is $28,990, which is relatively affordable considering some other competitors are well into the low-to-mid $30k zone with their front-drive petrol high-riders.
It comes with all the stuff the Trend has but adds keyless entry / smart key, push button start, climate control air-conditioning, automatic headlights, rain-sensing wipers, an auto-dimming rear-view mirror, power sunroof, leather seats, HID projector headlights and LED daytime running lights (not LED headlight), bigger 17-inch alloys, powered side mirrors with puddle lamps, and silver roof rails.
And it takes the safety game a step further as well, with blind-spot monitoring and rear cross-traffic alert, not to mention front parking sensors.
But, and it’s a big but, the Ford lacks some of the great safety technology features you’ll find in some its competitors. See the safety section below for more on that.
If you're in the market for a used EcoSport, you might be happy with the second hand price that most early versions fetch - they are quite affordable. And while the number of Ford EcoSport colours isn't as extensive as it once was, you can still get black, white, blue, silver, grey, and a new brown hue. There is no red, nor is there that eye-catching yellow anymore. There is no 'black pack' yet, but Ford did have a Shadow edition back in 2016, so it could happen.
While avoiding cows may be an everyday consideration in India, there are no special features like a bull bar, nor a nudge bar. You can't get a snorkel for it (you wouldn't need one!), but there is a tyre change tool kit in the boot. You can get accessories like floor mats and a boot scuff guard.
Engine & trans
If you love nothing more than deciphering specifications and ratings, you're in for a treat.
The GX, GXL and Cruiser can be had with a 2.0-litre four-cylinder petrol engine, which is only available in front-wheel drive layout, but can be had with either a six-speed manual transmissions (GX only) or CVT auto gearbox (GXL and Cruiser). The 2.0-litre motor is good for 127kW of power and 203Nm of torque.
Stepping up in engine size, the GX, GXL and Cruiser models are also available with a 2.5-litre petrol-electric hybrid, which teams a four-cylinder Atkinson Cycle engine (with 131kW and 221Nm) to an 88kW/202Nm electric motor. The total combined power output is 160kW for the 2WD. The figure jumps to 163kW for the AWD, which gets an additional on-demand 40kW/121Nm electric motor at the rear axle. As is Toyota's way, there's no combined torque figure. All hybrid models run a CVT automatic transmission as standard, and you can run on EV mode under light loads.
The top-spec Edge variant is the only model not available with a hybrid powertrain. Instead, it cops a 2.5-litre petrol four-cylinder engine with 152kW of power and 243Nm of torque. It has an eight-speed automatic transmission, and comes with all-wheel drive - the AWD system can split torque between 100 per cent front bias down to a 50:50 ratio front/rear, and rear-axle dynamic torque vectoring. It's not a proper 4x4 system, but Edge models also get a terrain select system with mud & sand, rock & dirt, and snow modes.
Towing capacity varies depending on the model - but it's safe to say that if you plan on fitting a tow bar and pulling a large load, you ought to get a version with AWD as the load capacity is bigger and better.
The GX/GXL/Cruiser 2WD (or 4x2) petrol models can deal with 800kg braked towing, while the 2.5L AWD Edge model has a maximum braked towing capacity of 1500kg.
The GX/GXL/Cruiser front wheel drive hybrid models offer a measly 480kg maximum towing, while the AWD hybrid models match the Edge, with 1500kg braked towing.
No gross vehicle weight is specified, but the RAV4 range spans from 1515kg (kerb weight) for the entry-level petrol up to 1745kg for the AWD hybrid.
If you're concerned about manual transmission issues, clutch and gearbox complaints, automatic transmission problems, or battery concerns, check out our Toyota RAV4 problems page.
It's a tale of the specifications here.
There is more than one engine to choose from (and for this reviewer, the engine you choose will determine the rating the car scores, too), but there is no diesel available (so you'll have to reserve that good old 'petrol vs diesel' debate for the Escape - still you get a fuel tank capacity of 52 litres, a good size so you'll be able to do plenty of distance). And the EcoSport isn't available in Australia with 4x4 / AWD / or rear wheel drive - every EcoSport is 4x2, or front wheel drive.
The entry-grade Ambiente model is powered by a new three-cylinder non-turbocharged 1.5-litre motor, and is mated with a six-speed conventional automatic transmission. The horsepower outputs for the Ambiente are pretty good, with 90kW of power and 150Nm of torque.
The existing Ambiente had a 1.5-litre non-turbo engine with a five-speed manual transmission or one of Ford’s now-infamous six-speed dual-clutch auto transmissions. But manual vs automatic demand, and the apparent automatic transmission problems with the dual-clutch auto, saw the switch to a conventional torque-converter auto.
Engine size for the Trend and Titanium models drops to a 1.0-litre three-cylinder with a turbocharger, which has a touch more punch to it despite its smaller capacity. The outputs are 92kW and 170Nm, which is easily enough to push the little high-rider along with ease.
Previously, buyers of the higher-spec models had the choice of a 1.5-litre non-turbo four-cylinder which had 10kW and 30Nm less, and was teamed to a six-speed dual-clutch auto, or the 1.0-litre turbo with a five-speed manual gearbox… which no-one bought.
Now, though, the 1.0-litre 'EcoBoost' engine is available with a conventional six-speed auto, and in the Titanium you get paddle-shifters, too. There haven't been any major reports of engine issues with the tiny EcoBoost engine, which runs a timing belt - not a chain - presumably to save weight. The gross vehicle weight for the EcoSport is between 1705kg (Ambiente) and 1755kg (Trend and Titanium), with kerb weight pegged at 1319kg (Ambiente) and 1368kg (Trend and Titanium).
This ain’t no tow truck: it's towinc capacity is 750kg for an un-braked trailer, or 900kg for a braked trailer.
The 2.0-litre petrol model claims official combined cycle fuel consumption of 6.8 litres per 100 kilometres for the manual, and 6.5L/100km for the auto. We've leave you to figure out the km/l numbers!
Fuel economy for the 2WD hybrid is 4.7L/100km, while the AWD uses a claimed 4.8L/100km -two new petrol benchmarks for the segment. It's like an eternal eco mode!
Fuel use for the Edge's AWD 2.5L engine is 7.3L/100km - this engine is only in the Edge model, yet it still undercuts most of its rivals with similarly-sized engines and AWD.
The fuel tank capacity is 55 litres in size across all models, but it's fair to say your mileage will vary based on the drivetrain.
On test, I was extremely impressed by the dash-displayed average in the AWD hybrid models I drove - 5.5L/100km in the car that we drove through the city and outskirts of Adelaide to the hills; and 5.8L/100km for the version that did a longer freeway stint.
The Edge model saw a return of 10.5L/100km displayed, while the GX 2.0L manual indicated 8.3L/100km, and the GX 2.0L CVT was showing 9.2L/100km.
Claimed fuel consumption for the Ambiente model is rated at a pretty thirsty 6.9 litres per 100km, while the Trend and Titanium are said to use a touch less: 6.7L/100km. For those who prefer the measurement of fuel consumption km/L, the Ambiente will do 14.5km/L and the Trend/Titanium models will be capacble of 14.9km/L. Not quite diesel fuel economy, but enough to ensure pretty good mileage per tank.
The readout on the Trend I drove displayed 7.6L/100km after a mix of urban and highway driving, while the Ambiente showed 8.2L/100km in some horrific Melbourne traffic.
The all-new RAV4 lives up to our expectations.
The brand has some form when it comes to vehicles that have been built off the "Toyota New Generation Architecture", or TNGA, which underpins the new Corolla, Camry, C-HR and Prius. So we expected the RAV4 to be good to drive, more fun than the last one and more confident and refined, too. And it is.
The drivetrains are perhaps the most impressive piece of the puzzle - and yes, the hybrid is the standout. The way the petrol engine, CVT transmission and electric motors work together to ensure the best propulsion in any given circumstance is, quite frankly, excellent.
There is easily enough performance for the vast majority of families, too - sure, you won't be bragging about a scorching "0 100 acceleration" time, but the hybrid RAV4 gathers speed with less effort than you might think, as the battery can give you a boost when you plant your right foot.
And it doesn't sound bad, either, aside from a little bit of whirring from the drivetrain at lower revs. There's a little bit of road noise to contend with - the bigger the wheels, the thinner the tyres, the more noise you'll notice - but it's never deafening, even in the back seat.
The braking confidence of the hybrid model is good too - there's very little of that 'wooden' feel that some hybrid brake pedals exhibit, and it pulls up strongly.
I thought the 2.0-litre base petrol engine might feel undercooked - but it isn't. It's really quite vibrant. I sampled it with the six-speed manual (which was an absolutely charmer - admittedly one that will only account for about two per cent of sales) and the CVT auto, which is going to be vastly more popular.
It isn't a 'regular' CVT - like the Corolla it has the brand's 'Launch Gear' system, a conventional mechanical first gear that then steps across to a variable ratio when it reaches 'second' gear. It worked an absolute treat, and I was impressed by the amount of power available, and likewise the refinement of the engine. It's better than you think it might be.
The 2.5-litre non-hybrid in the Edge model has a bit more of a raucous nature to it. The eight-speed automatic does a real good job, and some people will prefer that to a CVT auto for obvious reasons. It was gusty and eager, and on the rainy test loop we drove it, the mechanical all-wheel drive system did a great job at stopping it from spinning up the front tyres, pushing power to the rear axle with a pleasant (yet very minor) drivetrain thunk.
But with the drivetrain tech being so finessed in the hybrid, it's hard to see why you would choose the top-spec Edge over one of the more affordable petrol-electric versions... aside from the look, of course.
As for ride comfort, things are mostly pretty good. There's a bit of jitter at higher speeds over less-than-perfect surfaces, but it was comfortable enough on the highway, and even better around town - an important stipulation, given most people will spend a lot of time running around in their RAV4.
The electric power steering is very nice - predictable and accurate, with some feel to proceedings that other SUVs in the segment simply can't match. It's engaging to drive, and a huge improvement over its predecessor in that regard.
And if you're interested in how the tech performed, the blind spot monitor came in handy because there's quite a blind-spot over your shoulder when you driving, and while the lane departure warning is a little eager, the lane assist system that keeps you centred on highways is quite handy.
If you're wondering about off road specs, here are the details: approach angle - 17.5 degrees; departure angle - 20.0 degrees; break-over / ramp-over angle - not listed; ground clearance mm - 195mm for petrol models, 190mm for hybrids.
How does that translate to off road capability? Luckily, for this launch review, we had a chance to sample the RAV4 in the rough stuff at JAKEM farm outside Adelaide - and look, the tracks that were chosen were probably doable in a Corolla, for the most part, but there was a section of moguls where we managed to get a feel for the hybrid version's active torque split and torque vectoring system (for the rear axle) and it was pretty capable, even on big wheels. The off road drive modes help in that regard, allowing the VSC (stability control system) more leeway, and the Edge model has a centre diff lock, too.
That could be the biggest downfall of the RAV off-road - the rim sizes are big. You might want to fit some 17 inch alloy wheels or steelies with off road tyres, instead of the 18s and 19s that are on higher-grade versions. Sure, they mightn't look quite as tough under the Edge's wheel arch extensions, but the grip improvements could be worth it if you're serious about adventure.
We didn't get to test the wading depth of the RAV4 - and the brand doesn't state a figure, as such. But the 11.0-metre turning radius meant it was easy to pivot through tighter corners off road. The front suspension was a marginally more resolved than the rear over choppy surfaces, but honestly, I wouldn't be thinking of this as a successor to the FJ Cruiser - even if it does have funky design on its side.
One omission is a downhill brake assist system, or hill descent control. You can get that on some rivals in this segment.
Ford has a knack when it comes to making its SUVs drive like smaller cars than they actually are - and the steering is the key.
In the EcoSport that’s definitely the case. Sure, it is actually small, but it feels decidedly more nimble than some of its rivals, with great steering feel, weighting and response that allows the driver plenty of confidence, whether piloting it along a highway or parking it kerbside.
The front and rear suspension is well sorted, if a little firm over sharp bumps - but it sits well on the road, and is easily comfortable enough to deal with tram tracks, potholes and cracked pavement.
The obvious star engine is the turbocharged 1.0-litre, which is rewardingly punchy and nicely refined while retaining the trademark three-cylinder rumble. The six-speed auto is inherently eager to go for the highest gear it can to save fuel, and that means it will hunt a bit when you’re on and off the throttle. That might make your 0 100 acceleration timing a bit difficult, but it gathers speed decently.
Thankfully, though, the throttle is easy to modulate - which isn’t the case in the 1.5-litre. There’s a little too much travel at the top of the pedal to make for smooth take-offs, and when you get moving the engine has a tendency to allow the throttle to hang before it changes gears.
In both models the brake pedal took some getting used to, again with a dull spot at the top of the pedal then big grabbiness mid-way. It stopped reasonably well though, especially considering it still uses drum brakes at the back.
In case we didn't make it clear, there will be no off road review for the EcoSport. It may have good potential capability and performance if you look at the numbers: 209 (ground clearance mm); 10.7 (turning circle radius in metres, kerb to kerb); 24.7 (approach angle degrees); 29.0 (departure angle degrees) - but there is no wading depth figure, and hey, it's front-wheel drive!
At the time of writing, the hasn't yet been an ANCAP safety rating awarded to the new RAV4 - but the company has stated it anticipates a five-star score under the strict 2019 criteria.
A lot of that comes down to the features available in the new model - and there's plenty of safety tech fitted across the entire range.
All grades are fitted with auto emergency braking (AEB) with day/night pedestrian detection and daytime cyclist detection, lane keeping assist (manual models with a slightly lower-grade system), adaptive cruise control (with stop-and-go for auto models, high-speed only for manuals), auto high beam lights, road sign recognition and alerts, blind spot monitoring and rear cross-traffic alert.
That spec list is strong, but it doesn't have rear AEB which you get on every CX-5, and there's no head-up display, either. That, combined with an unknown safety score, mean the model range can't quite get a top score here.
All models have a reverse camera along with front and rear parking sensors, but there's no semi-autonomous park assist like you'll find in a Tiguan.
Every RAV4 has seven airbags (dual front, front side, side curtain and driver's knee), and there are dual ISOFIX baby car seat attachments, and three top-tether hooks, too.
Where is the Toyota RAV4 built? Australian-delivered models are sourced from Japan.
It may seem harsh to give the Ford EcoSport a 7/10 for a safety rating, especially considering it has features such as a reverse camera, park assist with rear parking sensors, stability control with hill descent control and hill start assist, ESP, and it retains a five-star ANCAP crash-test rating from 2013. Where is the Ford EcoSport built? You can leave your preconceptions at the door, because it's made in India.
But the fact of the matter is that the EcoSport doesn’t have the latest advanced safety tech - there is no auto emergency braking (AEB) and “there won’t for in the foreseeable future”, either, according to the company. You can put a line through things like lane keeping assist and forward collision warning, too.
But the EcoSport hits back in other ways. It has a system where it can call the emergency services using a connected phone in the event of an accident. And it has a dual key system that allows worried (interfering?) parents to adjust key parameters of the car, including how fast it can go and how loud the music can go. And if you need to fit a baby seat, it has ISOFIX points.
It has seven airbags (dual front, front side, full-length curtain and driver’s knee).
Toyota recently introduced its new customer promise - a five-year unlimited kilometre warranty, which can be extended to seven years extended warranty provided your car has "logbook servicing" - and that doesn't necessarily have to have been carried out by Toyota's own dealer workshops, either.
The brand also has a capped price servicing plan for the RAV4, and no matter the model, the service cost is the same - $210 per maintenance visit, and these are due every 12 months/15,000km, whichever occurs first. That's incredibly good value.
If you're concerned about potential problems or common faults - possibly around battery defects or or issues - Toyota will do a "battery health check" at the five-year point, and will monitor the battery health every year thereafter, with the warranty for that part of the hybrid model drivetrain spanning 10 years.
Our Toyota RAV4 problems page is the best destination if you want to understand reliability ratings find out common complaints, and it should even give you an idea about resale value, too. Oh, and while you might find the info online, it also pays to check the owners manual for info on oil type, capacity and consumption.
Ford backs its new cars with the bare minimum three-year/100,000km warranty plan. Well behind the best in class, and it could be enough for you to reconsider if you've read about the issues, common problems, faults, complaints and defects that could have possibly afflicted some earlier versions with the dual-clutch auto. And if you're really concerned you can lengthen the standard warranty with an extended warranty for up to six years or 200,000km: there's no doubt that having a piece of paper with that alongside your owners manual in the glovebox will increase the resale value of your EcoSport (you can transfer the extended warranty). But with the new transmissions we have no reason to expect reliability issues.
Buyers do, however, have access to a capped-price servicing plan for the life of the car, with maintenance due every 12 months or 15,000km, whichever occurs first. The service cost is reasonably well considered, too - over five years/75,000km, the average cost per visit is $281. So, along with a low purchase price, a low maintenance cost gives it an edge over some competitors.
And Ford has that free loan car program, too, where you get to borrow a set of wheels when your car is in the shop.
While the waiting time for Ford EcoSport models is expected to be short, there are plenty of pre-facelift versions still in stock.