Toyota RAV4 VS Lexus NX
- Good safety gear
- Solid and dependable
- Roomy interior
- Poor media system
- Noisy diesel
- RAV4s are not cheap
- Stylish new exterior
- Top-shelf safety offering
- No need to start ticking options
- Infotainment system is very fiddly
- Not too much in the way of updates here
- F Sport looks far more sporty than it is
You can't stand still, even if you're often number one on a car buyer's list and your name is Toyota. Reputation is hard-won and easily lost, and the Japanese company hasn't dropped the ball on that score. Toyota's huge and often top-selling range of SUVs has cemented it's place in the Australian motoring landscape.
The evergreen RAV4 recently enjoyed an upgrade to its specification for the MY18 version. The vast bulk of the MY18 upgrade is to do with the inclusion of a comprehensive list of safety gear to keep it in the ring with the all-conquering CX-5. It hardly needed it - the RAV consistently outsells younger, cheaper rivals with the exception of the Mazda.
With prices up on most models and down on a couple, it's time for a thorough review of the RAV4 range.
Read More: Toyota RAV4 Reviews
|Fuel Type||Regular Unleaded Petrol|
If Elon Musk could somehow harness the speed at which the new-car market moves, intergalactic space travel would no longer be an issue. Forget hyper-sleep pods and one-way trips that take decades, he could instead be tanning on Mars in the time it takes you to pick up milk.
And that's because new models come and go with a pace that makes the speed of light feel like dial-up internet (or worse, the NBN), and that throws up all sorts of challenges for manufacturers.
Case in point? The good folk at Lexus, who have just launched their updated NX into the premium mid-size SUV segment. And with new suspension, a touched-up grille, some cool new safety stuff and better in-car technology, it all sounds like pretty good news.
Except that, while Lexus has been nipping and tucking, key competitors like Audi and BMW, have been working on all-new models. So the question now is, has this mid-life freshening made the NX cutting-edge enough in the face of all this new competition?
|Fuel Type||Hybrid with Regular Unleaded|
The RAV4 remains a dependable medium SUV with a spacious interior, excellent build quality and a good range of features and options. It's also an expensive option when compared like-for-like against its main rivals from Mazda, Subaru, Hyundai and even Volkswagen. None of them have the pedigree or reputation of the Toyota and that's clearly worth money. But some of them will throw in floor mats.
The best of the RAV4s has to be GXL 2.5 petrol AWD. It tows the most, has the best specification level and is the most competitively-priced.
The RAV4 is almost the default choice in the medium SUV market. Where does it come on your list?
Enough to keep the Lexus feeling fresh in a competitive market, this mid-life update also adds plenty of value to the NX equation. Whether improved standard safety, a longer warranty than its key competitors and a fresh new face will be enough to drag buyers out of other all-new models remains to be seen, but it certainly helps keep the NX from showing its age.
Is the Lexus NX edgy enough to tempt you away from its German competitors? Let us know in the comments below.
The segment in which the RAV4 plays is filled with stylish cars, so Toyota has brought a more interesting styling language for its mid-sizer's exterior design. While not aggressive-looking and there's nothing in the way of a body kit or sport edition, each model has a tiny rear spoiler. Racy it isn't, but there's a clear theme emerging on Toyota SUVs from the C-HR to the Kluger.
The different models are distinguished by wheel designs and a bit more chrome and metallic finishes on the exterior.
The RAV4 is a five-door SUV hardtop (no soft top - sorry folks), with a good wide rear tailgate for access to the cargo area.
You can add a bit of ruggedness with a roof rack or side steps from the dealer accessory list. Extras like a bull bar or nudge bar will require you to look further afield, the same for a snorkel, different rims, wheel arch extensions and more comprehensive tool kit.
Where is the Toyota RAV4 built? Our supply comes from Japan.
If no news is good news, then things are looking great for the NX. Fortunately, then, Lexus' little SUV always cut a fine-looking figure on the road, and the small changes keep it looking sharp.
So, new stuff; the pinched-in-the-middle spindle grille of other new-look Lexus product makes an appearance, and does give the front end a cool and vaguely menacing appearance. The grille is the big news, but there are also new headlamp clusters, new alloy wheel designs and new chrome-tipped exhaust tips on the F Sport models.
Inside, the changes are significantly smaller. There's a larger keypad for Lexus' infuriating infotainment system, new interior colours and a bigger, easier-to-read clock. Put it this way, when part of the headline news inside is new, more ergonomically designed air-con buttons, you're not talking huge changes.
But the cabin still feels a bit of a mixed bag, if we're honest. The screen has grown, which is good, but Lexus persists with this weird mouse-pad style system to control it, which, despite being made easier to use this time around, is still plenty fiddly, and feels out of date compared to some of its competitors.
The RAV's interior dimensions are nothing to sneeze at. While size isn't everything in this segment, it certainly helps. Our interior photos illustrate a roomy cabin with good storage space for passengers and luggage capacity, with particularly good rear legroom.
The question of how many seats is easily answered - the RAV4 is a five-seater, there is no third row seat option. Passengers are well-looked after with places to put their things, with four cup holders, bottle holders in each door and on the GXL and Cruiser a decent sized front centre console. The glovebox easily swallows the owners manual.
The boot size is 550 litres. Dropping the seats obviously brings an increase in boot space dimensions and an increase in volume to 1760L. It's a big space once you remove the standard retractable cargo cover. If you trawl through the accessories list you can also add a rubber boot liner and cargo barrier and the roof is ripe for bike racks with roof rails on the GXL and Cruiser. You can have the dealer fit roof rails to the entry-level GX for a price.
The 4640mm long and 1870mm wide NX is actually pretty spacious wherever you sit. Up front, there are two cupholders separating the driver and passenger, along with a strange box-shaped storage space with a (somewhat suspicious) mirrored lid. There's also a central storage bin, which, in the upper-tier models, is also home to a wireless-charging pad, along with a power source and USB connection.
Step into the back seat, and head-, leg- and toe-room (behind my 172cm driving position) is generous enough for longer trips, and the pull-down divider that separates the rear seat is home to two more cupholders, with room in each of the four doors for bottles.
There are vents (but no temperature controls) for backseat riders, and an ISOFIX attachment point in each window seat, but there are no power or USB ports on offer.
Boot space is an easy-to-load 500 litres, and that number swells to 1545 litres with the 60/40 rear seats folded flat.
Price and features
There are three trim levels in the RAV4 range - GX, GXL and Cruiser - to which you can then choose fuel type, engine size and number of driven wheels.
How much is a Toyota RAV4? How big is the range? Does Toyota offer drive away pricing? Read on for the answers to these questions, with a price list, specification guide and model comparison from the bottom to the top of the range.
Common to all RAV4s is the 6.1-inch touchscreen which powers the multimedia and sound system, which includes DAB radio, CD player (but no CD changer or DVD player), six speakers (but no subwoofer) and basic smartphone integration via USB or Bluetooth, both iPhone and Android. It works, but the interface is very basic and only baby's fingers can accurately hit the tiny targets.
The media systems still doesn't feature Apple CarPlay or Android Auto, but the GPS navigation system slightly cushions the blow of the sub-par infotainment.
The GX opens the range and is available with all three engines. Standard features include 17-inch steel wheels, automatic LED headlights (no HID, projector or xenons here), fog lamps, auto wipers, Bluetooth, remote central locking, reverse camera, front and rear parking sensors, active cruise control, push button start and daytime running lights.
There are five GXs: the 2.0 manual FWD at $29,450 (up $900) and the GX auto FWD at $31,490 (up $900), which is actually a CVT. Stepping up to the 2.5 auto will cost $34,490 (up $840) and is a proper auto. Another step is the 2.2-litre diesel, starting at $39,060 for the manual and finally the GX auto sells for $41,100 (both up a hefty $2350). More than $41,000 for a car with steel wheels strikes me as a little stiff.
The GXL picks up 18-inch alloy wheels (16 and 17 inch alloys wheels are not available), dual zone climate control (as opposed to the standard ac), smart key with keyless entry and start and privacy glass (a darker window tint on the rear windows).
You have a choice of three GXLs, all automatic - the 2.0 FWD CVT for $35,490 (up a modest $100), the 2.5 AWD is $38,490 (up an even more modest $40) and the 2.2 diesel AWD is $41,100 (again, a whopping $2350 increase).
The premium interior pack is available on the 2.0 GXL FWD and adds heated and power adjustable leather seats with two memory positions while maintaining all the good stuff from the rest of the range, including sat nav.
Step up to the Cruiser and you get what is effectively a GXL with the premium package on any of the available engine options plus different wheels, power tailgate and an 11-speaker JBL-branded stereo with MP3 compatibility. Available in just 2.5 petrol automatic for $44,490 (down $910) and 2.2 diesel for $50,500, the Cruiser escapes the MY18 diesel model price rises.
Toyota's website offers drive away pricing, but you'd be mad not to negotiate on those prices.
Not available are a panoramic sunroof, homelink, seat belt extender, heated steering wheel, or tonneau cover.
Across the range, you can choose from eight colours - Glacier White, Liquid Bronze, Hazel, Silver Sky, Graphite (a charcoal grey), Ink (very dark blue), Blue Gem and Atomic Rush (red).
If you pick the GXL or Cruiser, you have two more to choose from: Crystal Pearl (fancy white) and Peacock Black. Sadly, green is off the menu.
As there is a space-saver spare, Toyota does not supply a tyre repair kit. A steel full-size spare is available for $300, but won't match your alloy wheels if you have them.
The NX still arrives in three trim levels; the entry-level Luxury, the performance-styled F Sport and the top-of-the-range Sports Luxury, and there are two unchanged engine options; a 2.0-litre turbocharged petrol unit (which is fitted to 300-badged cars) or a 2.5-litre hybrid setup (in the 300h-badged vehicles). The NX is still available in two- or all-wheel drive.
Sadly, though, the extra kit has come at a cost, with price increases across most of the range.
The entry-level (although it sure doesn't sound like it) Luxury cars will set you back $54,800 for the NX 300 and $57,300 NX 300h in two-wheel drive, climbing to $59,300 and $61,800 respectively if you spring for the AWD models.
New stuff includes auto-dipping wing mirrors, a bigger 10.3-inch multimedia screen controlled through a larger and allegedly easier to use remote-touch controller, a shark-fin antenna and new interior colour and material choices. That all joins the existing 18-inch alloy wheels, 10-speaker stereo and leather-trimmed seats.
The big news, though, is the standard inclusion of the Lexus Safety System + package across the range, but we will drill down on those details under the Safety sub-heading.
Step up to the F Sport trim and the cost of entry climbs to $60,800 for the NX 300 and $63,300 for the NX 300h in two-wheel drive (the first time that's been offered), and $65,300 and $67,800 for the AWD cars.
And for that money you'll add a new variable-suspension set-up (a system borrowed from the Lexus LC500), along with four driving modes and performance dampers at the rear. Inside, expect a vaguely sporty focus, with new paddle shifters, metal pedals and new scuff plates. A wireless phone charger arrives here, too, along with a head-up display, heated and cooled front seats and better multi-LED headlamps.
Outside, the sporty wand has been been waved over the F Sport's exterior, with more aggressive front and rear bumpers and a reshaped grille.
Finally, the NX range tops out with the Sports Luxury, which is only available with AWD and will set you back $73,800 for the NX 300 and $76,300 for the NX 300h.
That not-insignificant investment buys you the same variable suspension setup as the F Sport cars, but adds some genuine niceties like a leather-trimmed interior, a full-colour head-up display and a 14-speaker Mark Levinson stereo. You'll also find a moonroof (which is a sunroof, in case you're wondering).
Engine & trans
The range has three engine options and a choice of 4x2 or 4x4 drivetrains along with three gearbox types. Absent from the range are full EV, plug-in hybrid or LPG versions. Not all engines are available in all specification grades.
The two petrols are both four-cylinder naturally-aspirated engines and available with front wheel drive or AWD. There aren't that many turbo petrol options in this segment, so it's no surprise there isn't one in Toyota's line-up.
The 2.0-litre engine is available in manual or CVT and delivers 107kW and 187Nm. Its towing capacity is listed at 800kg for a braked trailer and 750kg unbraked.
If you want a bit more horsepower or just like a bigger engine size, the 2.5-litre engine is available only in AWD with the six-speed auto. The specifications sheet says it produces 132kW and 233Nm. The 2.5-litre's towing load capacity jumps by quite a lot, with a trailer ratings of 1500kg braked and unbraked at 750kg.
Finally, the 2.2-litre diesel knocks out 110kW and 340Nm. The diesel models are all-wheel drive only but are available in manual if you like a clutch, or a six-speed automatic for those lazy left-leggers out there.
The turbo-diesel, curiously, has less towing capability than the 2.5 petrol, with a 1200kg braked and 750kg unbraked rating. Usually the diesel vs petrol argument is settled on what you can drop on the tow bar, but not here.
Timing belt or chain? The diesel and petrol engines all have timing chains. Each RAV4's battery can be found under the bonnet but is easily accessible. Oil types differ by model, each with varying capacity.
Yes, the model name climbing from 200 to 300 suggests bigger engines and more power, but both under-the-bonnet options are unchanged for this facelift.
The 300-badged cars arrive with a turbocharged 2.0-litre engine, producing 175kW at 4800rpm and 350Nm at 1650rpm. It pairs with a six-speed automatic, and can drive either the front or all four wheels - the latter adding about 60kg to the kerb weight. Expect a 7.3 second sprint to 100km/h in FWD cars, and a 7.1 sec sprint in AWD models.
The 300h cars make use of a naturally aspirated 2.5-litre engine good for 114kW at 5700rpm, and that pairs with an electric motor that lifts total outputs to 147kW and 270Nm. And it's here where the benefits of all-wheel drive shine, with the all-paw cars fitted with a bonus motor at the rear, producing an extra 50kW and 139Nm - although that bonus power is only intended to help with initial traction, and doesn't impact overall outputs.
The hybrid engine pairs with a CVT auto and can be had in two- or all-wheel drive, but performance times aren't quoted.
As there are so many drivetrains from which to choose, fuel consumption is a big question.
Claimed fuel economy on the 2.0-litre petrol is rated at 7.7L/100km on the combined cycle, 8.5L/100km for the 2.5 and the diesel is good for 6.7L/100km. If you want to flip that around, you'll get about 13km/L for the 2.0, 11.76km/L for the 2.5 and just under 15km/L on the diesel.
The fuel tank capacity is 60 litres in all variants.
In our testing, the eco mode doesn't do a great deal for the mileage.
You'll be utterly unsurprised to hear the hybrid version is the easiest on fuel, sipping 5.6 litres per 100 kilometres on the claimed combined cycle, and 5.7 litres should you opt for AWD. Emissions (C02) are a claimed 131g/km, 133g/km for the all-paw cars.
The turbocharged petrol will use 7.7 (2WD) or 7.9 (AWD) per hundred kilometres claimed/combined, and emissions are pegged at 178g/km (2WD) or 184g/km (AWD).
The RAV4 is a classic Toyota - well-built, solidly engineered but not particularly exciting to drive. Let's get the complaints out of the way first, because there aren't many.
Road noise is a little higher than on most of the competition, the former owner of the noise crown being the old Mazda CX-5. While it isn't hugely noisy, it isn't as quiet as most of its competitors. The diesel is a bit clattery around town and when you accelerate for, say, an overtake, it really lets you know what kind of fuel it is drinking.
It also took me a while to find a driving position I liked and the electric power steering is a bit inconsistent and hard to read. Lastly, it's not a lightweight, either, with kerb weights between 1465kg and 1635kg and gross vehicle weight between 2000kg (GX manual) 2280kg (Cruiser diesel auto).
There, that's the worst of it out of the way. In every other way, the RAV4 is an agreeable machine. While not fitted with off road tyres, its off road capabiliity is better than most of its rivals. Part of that is down to the centre diff lock (activated with a button) and a fairly traditional sort of all-wheel drive system.
Toyota does not quote a wading depth so proceed with care should attempt a water crossing.
The suspension can handle a fair bit of punishment and puts the car high in the air, with a ground clearance figure of 197mm. Front suspension is McPherson struts and the rear trailing arm double wishbones with coil springs, which is fairly advanced but mighty good for on-road manners and ride quality. Live rear axle fans will have to look at the Fortuner.
The turning radius is reasonably tight, resulting in a turning circle of 10.6m
None of the models are known for its 0 100 acceleration or top speed performance, but obviously it's not that kind of car. The 2.0-litre in either manual, CVT (FWD) or auto (AWD) form is never going to set the world alight and if you want to tow even a modest load, it's not for you.
Stepping up to the 2.5 petrol fixes the towing issue and, bizarrely, tows the most of any of them. It's a refined, unstressed unit and when matched with the unfussy six-speed automatic, is probably the most relaxed - if not cheapest to run - of the RAVs.
The turbo-diesel is punchy and economical but, ultimately, it would probably come down to range requirements - you won't have to fill up as often in the diesel but it is also the most accomplished on the highway. As mentioned, it's a little noisy and its figures aren't earth-shattering when viewed in comparison with Hyundai, Mazda and Volkswagen.
It's anything but an overhaul, but the little changes don't dent the NX's on-road appeal.
While genuine sportiness still feels elusive, we tested the NX over a huge variety of road surfaces, and it always felt connected and involved, if never quite sporty.
Yes, the tyres will moan and the front end will begin to push wide if you insist on asking too much of it, but drive it as 99.9 per cent of its owners will surely do and the suspension (re-tuned in the entry level model, or all new in the top-tier cars) does an absolutely fine job of sorting out bad road surfaces, while still offering enough dynamic poise to keep you confident on twisting roads.
Lexus tells us that a key focus for this update was ride and handling - hence the suspension adjustments and upgrades - and general NVH (in other words, how quiet and comfortable it is in the cabin), and while it's possibly not quite as cocooning as we were expecting, the cabin is still a nice and refined place to spend time.
In short, it remains an easy and trouble-free drive, only now with plenty of bonus safety stuff that will step in if required.
The recent MY18 update brought with it a stack of safety features in additional to the seven airbags, ABS, stability control (VSC), traction control and brake assist.
All RAVs now come with Toyota Safety Sense which includes a basic lane assist technology in the form of lane departure warning. Safety Sense also adds auto high beam, forward collision warning and auto emergency braking (AEB).
The RAV4 GXL and Cruiser variants pick up a blind spot monitor system.
As far as park assist technology goes, you have reverse cross-traffic alert and front and rear parking sensors depending on the model.
Your baby car seat can be fitted using the three top-tether anchor points or two ISOFIX points.
The RAV carries a five star ANCAP safety rating, the highest available.
The NX's safety credentials can't be questioned, with this mid-life update sharing the best of the safety kit right across the range.
Every NX now gets the Lexus Safety System+ package as standard, which includes AEB, active cruise and a lane-departure-warning system. All that stuff joins blind-spot motoring, rear cross-traffic alert, trailer-sway control and an upgraded reversing camera with a new widescreen mode.
The Lexus NX received the maximum five-star ANCAP safety rating when crash tested in 2015.
Toyota offers a standard three year/100,000km warranty, which will give you peace of mind should any problems or issues arise. Toyotas enjoy high reliability ratings and the RAV4 is no different, but should any defects or problems arise, the dealer network is extensive. An extended warranty is also available from dealers.
As for servicing, service cost is dependent on the model and capped price servicing is available, including labour, oil, fluids and some parts. Service intervals come in at six months or 10,000km. Servicing for the petrol-engined cars is capped at $180 per service and for the diesel at $240 per service.
Toyota offers a service called Express Maintenance at some dealers, which puts your car at the front of the queue to get it done while you wait.
Resale value is strong, with few common faults reported in the usual places. Occasional transmission issues or automatic transmission problems have been reported, but generally in older models before 2010. The same goes for power steering issues, but again, these appear on earlier versions of the car. A second hand RAV4 is rarely a bad buy when properly looked after and serviced.
The NX is covered by Lexus' four-year, 100,000km warranty, and the Japanese brand will offer you a loan car during each service, or pick up and drop off your car from your home or work. Which is lovely.
Service intervals are pegged at 12 months or 15,000km, with the first one free of charge.