Toyota RAV4 VS Holden Equinox
- Massively practical
- Impressive standard inclusions
- Ultra-comfort ride
- Manual not great
- Thrashy engine
- Might be too big for some
- Drives very well
- Great drivetrains
- Lots of choice for buyers
- Interior not very special
- Base model lacks safety kit of rivals
- May be thirsty in the real world
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|
It has been a long time coming, but this is it - the replacement for the Holden Captiva.. sort of. It’s the 2018 Holden Equinox, a new mid-sized model that will take the fight to some of the most established and successful SUVs on the Australian market.
The competitive set is daunting for a newcomer - we’re talking the Mazda CX-5, Toyota RAV4, Nissan X-Trail, Volkswagen Tiguan, Mitsubishi Outlander, Honda CR-V… Some big selling models from some big name brands.
It’s not as though Holden hasn’t had a presence in this market in the past, though. The company has had the Captiva in the medium segment in the past, and there’s still going to be the seven-seat Captiva, which will soldier on as the brand’s offering in that space until the all-new Acadia arrives later in 2018.
As such the Equinox is purely a five-seat offering, and a roomy one at that - plus, there are five different versions for customers to choose from: the base model LS, the safety-focused LS+, the mid-spec LT, well-equipped LTZ and flagship LTZ-V.
So, how does it stack up? Read on to find out.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
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.
The Holden Equinox 2018 range has a lot of choice for buyers, and that will be enhanced even further when the diesel models arrive later in 2018. As it stands, there is no denying the Holden magic touch has been applied to the Equinox, and it drives confidently and comfortably in almost every situation.
It is let down by a bland interior with some questionable finishes, and an exterior design that looks a little dated for a brand new model in one of the most important segments in the market.
It isn’t a class leader, then - but it is among the better options in the class. This writer’s pick would be the LS+, which has the best comfort, peace of mind and a more-than-adequate drivetrain for most people’s needs.
Would you go for the 1.5-litre model? Or do you subscribe to the notion that there's no replacement for displacement? Let us know in the comments section below.
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.
I guess you could say that it is interestingly styled, in that it doesn’t really look very much like anything else in the Holden stable.
I mean, if you squint you can see a bit of Astra sedan (Chevrolet Cruze) about it, and maybe some Trax, too. Some makers are nailing the whole 'brand identity' thing, but that’s not so easy for Holden, which has sourced from the European market and the North American market. The Equinox, for instance, is built in Mexico, primarily for the US, where it sells in big numbers.
That aside, there’s something about the look of it that has a familiarity to it. I personally think it would have been right at home in a 2005 model range line-up, because there are a lot of deep character lines and swooshes, stuff that has seemingly gone a bit out of fashion in recent years as companies push for 'European styling'. And in the same breath, I’d say that the D-pillar is more than a bit reminiscent of a Mercedes-Benz GLE…
The entry-level models have 17-inch wheels with big chubby tyres that look a little naff, but 18s and 19s on the higher-spec versions, not to mention the LED headlights on the flagship LTZ and LTZ-V (models below have LED daytime running lights).
The interior falls short of the styling highs we’ve seen in competitor cars, too. It isn’t as high-tech or sexy as, say, a CX-5, Tucson or Sportage. But it does have the practicality side of things sorted.
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.
The Equinox is undoubtedly one of the more practical and spacious models in the segment - up there alongside the brilliantly practical Honda HR-V and Volkswagen Tiguan - and a lot of that comes down to the fact that there aren’t seven seats squeezed in, and it’s on the bigger side of things for the class.
With dimensions of 4652mm long, a wheelbase of 2725mm and a width of 1843mm, it certainly has the supersized American market in mind. For context: Toyota RAV4 is 4605mm long (2660mm wheelbase) and 1845mm wide; Hyundai Tucson is 4475mm long (2670mm wheelbase) and 1850mm wide; Mazda CX-5 is 4540mm long (2700mm wheelbase) and 1840mm wide.
The result of the Equinox's extra footprint is a roomy cabin, easily large enough for a family of five. There are three top-tether anchor points and dual outboard ISOFIX attachments, and Holden claims a massive, class-leading boot capacity of 846 litres with the back seats in place, and 1798L with them folded down in a 60/40 fashion.
The higher-spec models have remote release levers in the boot area to drop the seats, too, and the LTZ and LTZ-V versions have a hands-free tailgate, which is handy if your digits are otherwise occupied.
There are cupholders up front and in the back, and the door pockets are a good size, too, with space for a bottle or (fold-up) umbrella. A central storage bin in front of the gear selector allows enough space for wallets and phones, while the console between the front seats is massive.
High-spec models (again, LTZ and LTZ-V) have four USB ports to keep the kids’ devices charged on road trips, plus there’s a 230-volt powerpoint in the back seat. The rest of the range makes do with a single USB port, and a couple of 12-volt plugs.
The media system you get depends on the model you choose. LS and LS+ models have a 7.0-inch touchscreen with Apple CarPlay and Android Auto phone mirroring tech and Bluetooth, while the LT, LTZ and LTZ-V have a slightly more attractive (but no more intuitive) 8.0-inch touchscreen with the same tech, plus sat nav (including live traffic updates).
The interior presentation is a little bland and dated, and there’s an array of hard plastics throughout that don’t imbue the cabin with a sense of luxury - while competitor SUVs like the Volkswagen Tiguan can feel like expensive cars that have been de-specified, the air the Equinox gives off is one of a more affordable car that has been tarted up.
That’s not to say it’s unpleasant - I liked the leather on the seats in the up-spec models (and the seat cooling on the humid day of my test drive), but I reckon the fabric trim in the lower-spec models has a bit more character and charm to it.
Price and features
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).
The new Holden Equinox 2018 model range isn't the outright most affordable mid-size SUV on the market, nor is it pushing the limits in terms of pricing. It's a middle-ground player.
The entry-level Holden Equinox LS is the only model available with a manual transmission, and it starts things off at $27,990. The automatic version adds two grand ($29,990). It's powered by a 1.5-litre turbocharged four-cylinder petrol engine, and is only available in front-wheel drive (FWD).
The LS has 17-inch alloy wheels, a 7.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, automatic headlights with LED daytime running lights, dual ISOFIX child-seat anchor points, and the automatic has what Holden calls 'Active Noise Cancellation'.
Next up in the range is the LS+ at $32,990, which runs the same 1.5L auto drivetrain as the LS. The LS+ adds a leather steering wheel and power folding side mirrors.
It also adds a heap of safety equipment - some of it, arguably, that should be included in the low-spec car.
The list is topped by auto emergency braking (AEB), but packaged alongside that tech is a range of other potentially life-saving stuff: lane-keeping assist, lane departure warning, and forward collision warning.
Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s 'Safety Alert' driver’s seat, which will vibrate to warn the driver of potential hazards.
Next up the list is the LT, at $36,990, which gets a bigger engine than the two lower-spec models - a 2.0-litre four-cylinder turbocharged unit with plenty of extra poke: 188kW and 353Nm, or about 48 per cent more power and 28 per cent more torque than the entry-level cars. Gone, too, is the six-speed automatic, with a new nine-speed auto transmission taking its place. A diesel will be available later in 2018.
The LT builds on the LS+ model, upgrading to 18-inch alloy wheels, a larger 8.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, sat nav with live traffic updates, four USB points (two front, two rear) a 230-volt powerpoint in the second row, heated front seats, dual-zone climate control, HID headlights and provision for roof-rack mounting.
The LTZ uses the same 2.0L drivetrain, and is available in FWD at $39,990 or all-wheel drive (AWD) at $44,290. A diesel will come for it, too.
It upsizes to 19-inch alloy wheels, while also adding a hands-free power tailgate, semi-automated parking (parallel and perpendicular), rain-sensing wipers, leather-appointed seats, wireless phone charging, heated front and rear seats, power adjustable driver’s seat, roof rails, DAB+ digital radio, LED headlights and tail-lights, and a Bose premium sound system.
The flagship LTZ-V comes solely in AWD and costs $46,290 - which effectively makes it a $2000 jump over the LTZ AWD, running the same 2.0L/nine-speed auto. A diesel will be offered later.
The LTZ-V adds a dual-panel panoramic sunroof, heated steering wheel, power adjustable passenger seat, and ventilated (cooling) front seats.
So, there’s something for everyone, really. I just reckon maybe the LS and LS+ should have been merged into one model with the safety kit…
Engine & trans
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.
The entry-level engine offering is a 1.5-litre turbocharged four-cylinder with 127kW of power and 275Nm of torque. It comes with a six-speed manual (LS only) or six-speed automatic, and is FWD only.
The other drivetrain on offer is a 2.0-litre four-cylinder turbo with a class-leading 188kW of power and 353Nm of torque. It is solely mated to a nine-speed automatic transmission, but can be had with either front- or all-wheel drive (the LT is FWD only, the LTZ is FWD with the option of AWD, and the LTZ-V is AWD only).
The AWD model employs a clever system that can allow the driver to effectively disconnect the rear drive axle, in order to help save fuel - it is controlled by a button near the gear selector. If the car is in AWD mode it will generally default to front-drive, but can split torque up to 50:50 front to rear if slip is detected. The AWD model also has revised suspension and a higher ride height.
A diesel model will be added to the range later in 2018, with that drivetrain being a 1.6-litre four-cylinder turbocharged unit producing 100kW/320Nm. It will come exclusively with a six-speed automatic transmission, but will be offered in FWD or AWD.
Towing capacity is 750kg for an unbraked trailer on all models, while the 1.5-litre petrol and 1.6-litre diesel have towing capacity of 1500kg for a braked trailer, and the 2.0-litre petrol has a 2000kg braked towing capacity. That’s good, but not a benchmark for the segment (Volkswagen Tiguan 162TSI: 2500kg).
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.
Claimed fuel consumption for the 1.5-litre drivetrain is 6.9L/100km for the manual and automatic variants. Our launch drive saw a much higher return, due to some pretty spirited driving: 10.4L/100km.
The 2.0-litre version is a bit thirstier, thanks to its extra grunt. It is claimed to use 8.2L/100km for the FWD model and 8.4L/100km for the AWD. On our launch drive, we saw 9.7L/100km
The diesel, when it comes, will be the most frugal in the Equinox line-up - exact figures haven’t been revealed at this stage, however.
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.
It’s as though Holden’s engineers have waved a magic wand and made the Equinox - a big-for-its-class SUV - drive much smaller, and with much more confidence than you might expect.
The steering is the highlight - Holden has nailed the electric power steering system for feel and weighting, with excellent response whether you’re simply twirling the wheel at low speeds to park, or pushing it through a series of corners. There’s bugger-all in the way of torque-steer, too (that’s where the steering wheel will tug to the side when you accelerate).
The suspension, too, is a compliant and comfortable balance of control and plushness. Only in the models with the 18- or 19-inch wheels do you start to notice some terseness, and that comes down to both the extra weight of those variants and the lower profile tyres.
The LS and LS+, then, are the models that are the peachiest of the five variants. With 17-inch wheels and chubby 65 profile Continental rubber, the pliancy was excellent, as was the grip.
That said, the turning circle in the LTZ-V, in particular, is poor - 12.7m, which is worse than a lot of much bigger dual-cab utes.
The drivetrain in the LS+, too, was a fuss-free affair: it never felt underdone with two burly adults and some luggage on board, easily dealing with pushing away from intersections and rapid-fire overtaking moves without hassle.
The 2.0-litre is undeniably faster, and it’s also pleasantly refined. There’s a level of effortless to the way it pulls away, but it never really feels quite as potent as, say, the Volkswagen Tiguan 162TSI (with 162kW/350Nm) - and that is, in part, down to the weight of the Equinox. It’s a bit of a tubby thing, tipping the scales at 1778kg (kerb weight) in the top-spec LTZ-V. For comparison’s sake, the aforementioned top-spec Tiguan is 1637kg…
The moral here is, then, that less can be more. Make sure you drive the 1.5-litre…
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.
At the time of writing there hadn’t been an ANCAP crash test performed on the new Holden Equinox, but the brand made specific reference to an expectation of a five-star score during a presentation to media at the launch.
Still, there’s an elephant in the room - the LS. If it were 2014 we would have applauded Holden for offering a reversing camera, rear parking sensors, ESP and ABS, and six airbags in a family SUV. But it’s not 2014, and times have changed.
That’s what makes the LS’s lack of standard safety equipment disappointing, because the brand had the chance to take it to its mainstream rivals with a strong safety package across its entire model line-up. Yet here we are, and those on a tight budget will miss out on the latest tech - maybe those buyers will head to a Toyota dealer, as the RAV4 now has a pre-collision warning with auto emergency braking (AEB), lane-departure alert, active cruise control and automatic high beam.
You can’t get active cruise control on any Equinox, but every model from the LS+ up has safety kit coming out the wazoo. Those models have the 'Holden Eye' camera safety system with AEB, lane-keeping assist, lane departure warning, and forward collision warning. Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s Safety Alert driver’s seat, which will vibrate to warn the driver of potential hazards.
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.
If you buy a Holden Equinox (or any other Holden) before January 1, 2018 you will get the brand’s limited offer seven-year/175,000km warranty. If you buy one after that, you’ll get the bog-stock three-year/100,000km plan - another peculiar move from Holden, especially for a brand that needs a good news story at the end of a treacherous year for the company.
The service intervals for the Equinox will be 12 months/12,000km, which is better than some of the other models in the company’s showroom that require maintenance every nine months.
As with all Holden products, the company will back the Equinox with a capped-price service campaign for the life of the car. The first seven services, no matter the engine, average out at $310 per go.