Toyota RAV4 VS Mazda CX-8
- Easier to park than a CX-9, with almost as much space inside
- Much more useful boot than CX-5
- Very comfortable to drive
- Big price jump between Sport and Asaki
- No CarPlay until late 2018
- No petrol option
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|
Remember Mr McGreg from The Simpsons who copped the brunt of Dr Nick Riviera? "With a leg for an arm and an arm for a leg."
It may have the long wheelbase and seven-seat layout of a CX-9 but the narrower width of a CX-5, and the headlights from the latter and tail-lights from the former, but it's all for good reasons, and plonks the new model right between the two in Mazda's very appealing SUV line-up.
This is indeed a foot in both the mid-size and large SUV camps, but also gives Mazda an answer to the emerging range of seven-seat mid-sizers like the CR-V, Kodiaq, 5008, X-Trail, Outlander, and upcoming Tiguan Allspace.
Its journey to Australia has not been an easy one, being classified as a Japan-only model when it was revealed late last year and arriving with a relatively limited model line-up and no petrol drivetrain option.
With the coat-tails of CX-5's five-year run as Australia's favourite SUV to ride on, combined with the CX-9's credentials forming the other half of its gene pool, there's a very good chance a lot of Australians will be glad it made the trip.
We were among the first to drive the CX-8 at its Australian launch this week.
|Engine Type||2.2L turbo|
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.
Mazda has taken a little of Column A and a little of Column B to bridge the gap between CX-5 and CX-9 quite nicely. It could only be better with the CX-9s petrol engine and perhaps a few more trim levels, but it's a good thing. Having said that, the sweet spot is definitely the two-wheel drive Sport, because it comes with what I consider to be all the important features, and represents the best value.
Will the CX-8 tempt you up from a CX-5 or down from a CX-9? Tell us what you think in the comments 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.
Read More: Toyota RAV4 2019 review: GXL 2WD
Read More: Toyota RAV4 2019 review: GXL hybrid 2WD
Read More: Toyota RAV4 2019 review: Cruiser 2WD
Read More: Toyota RAV4 2019 review: GX 2WD
Read More: Toyota RAV4 Hybrid 2019 review: snapshot
Read More: Toyota RAV4 Cruiser 2019 review: snapshot
Read More: Toyota RAV4 GX 2019 review: snapshot
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.
Rather than a smaller CX-9, it's fairest to describe the CX-8 as a long-wheelbase CX-5 given it shares all panelwork from the B-pillar forward with the latter. Everything rearward is unique aside from its tail-lights, however.
CX-8 development boss Hideki Matsuoka explains his team started with the CX-9 though, with the seven seat layout a core element of the project. Rear legroom was another key criteria, which is why it uses the CX-9's 2930mm wheelbase to match the large SUV.
The rear doors have been extended accordingly to optimise rear seat access, following a formula only used by the Kodiaq, 5008 and Tiguan Allspace to date.
Retaining the CX-5's 1840mm width was also important for easier manoeuvrability, but it's worth noting that the CX-8's 11.6m turning circle is closer to the CX-9's 11.8 than the CX-5's 11.0.
The 129mm narrower body, shorter front and rear overhangs and 175mm shorter overall length than the CX-9 are certain to be beneficial when parking though.
The net result can look like an elongated CX-5 from the front three-quarter view – surprise, surprise – but in isolation it's yet another fine Kodo-era SUV design.
The interior is a similar package, with the dash and door trims from the CX-5 blending with the split-lidded centre console from the CX-9. Everything rearward is also unique, and the top-spec Asaki's presentation nudges premium brands with actual wood trim on the dash and nappa leather on the seats, particularly in the optional and CX-8-specific 'Dark Russet' colour.
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.
Mazda defines the life stage of a typical CX-8 owner as having two kids under their belt and considering a third, with the need to often bring their friends along for the ride.
This sits above the CX-3's 'young people or young couple' profile and the CX-5's 'couple thinking about kids or have a kid', but beneath the CX-9 as the go-to for large families.
The key element of the CX-8's remit is clearly the third row of seats, which has been designed to suit heights up to 170cm, which essentially means taller kids. This 172cm tester found it quite cosy, but possible, so you wouldn't want to push it much further. Legroom is officially within 5mm of the CX-9, but the limiting factor is headroom.
Access to the third row is as easy as you could hope for thanks to those long doors opening 80 degrees, with the second row sliding forward from either side with a single action. The third row also folds flat with a simple single action for either pew.
The second row is really just a narrower version of the CX-9's with the same legroom and ample headroom for this tester. It won't swallow three adults or child seats as comfortably as a CX-9, and you'd need to choose your child seat carefully if attempting the latter.
The sliding second row seat is likely to make for much more comfortable front seating with a rearward facing child seat fitted, too.
On that note, the CX-8 has the same child seat anchorage layout as the CX-9, with ISOFIX mounts for the outward second row seats, and top tether points for all five rear seats.
Despite having a shorter rear overhang than the CX-9, the CX-8 still manages to have a useful 209 litres (VDA) of space in the boot (loaded to the roof) with the third row upright, which expands to 742 litres VDA (loaded to the roof), or a much bigger space than the CX-5 with the third row folded.
Both rear rows fold flat to reveal 1727 litres (VDA) in total, and there's a further 33 litres of underfloor storage.
The CX-8 retains all the other important practicality elements, including bottle holders and cupholders for all three rows, 12-volt and USB points, and there's tri-zone climate control that gives second row passengers an extra zone, but like the CX-9 there's no individual ventilation for the third row.
If you're looking to tow with the CX-8, it carries the same 2000kg braked tow rating as the CX-9, which is 200kg ahead of the figure applied to all CX-5s.
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.
Unlike the broad variant spectrum available with other Mazdas, the CX-8 is limited to just two trim levels; Sport and Asaki.
The Sport is available in two- and all-wheel drive configurations, which carry list prices of $42,490 and $46,490 respectively and sit a significant margin beneath the $61,490 Asaki.
The CX-8 Sport slightly undercuts the petrol-only CX-9 Sport by $1400 in either two- or all-wheel drive (AWD) forms.
The nearest diesel CX-5 would be the GT diesel at $46,590, but remember that every diesel CX-5 comes with AWD.
The CX-8 Asaki is only available with AWD, and priced $12,300 more than the top-spec CX-5 Akera, but $3300 less than the top-spec CX-9 Azami. In a nutshell, it's a bit cheaper than the CX-9 at either end of the range.
The Sport's standard feature list includes all the important safety gear, which you can read about in detail below, plus cloth seat trim but leather steering wheel, three-zone climate control, 7.0-inch multimedia screen with sat nav and digital radio, but no Apple CarPlay or Android Auto until it becomes optional later this year.
Sports also come with a head-up display, active cruise control, LED auto headlights, auto wipers, heated and power folding door mirrors, plus auto-dimming rear-view mirror, and can be best identified on the outside by their 17-inch alloys.
Over the Sport, the Asaki adds things like nappa leather seat trim with power adjustable front seats, seat heaters for the first two rows, a heated steering wheel, Bose stereo, real wood trim, rear window blinds, a power tailgate, proximity keys, a 360 degree camera system, front parking sensors, adaptive headlights, plus LED daytime running lights and fog lights.
Does that sound like an extra $15,000 worth? I'm not sure, particularly given the best way to pick the Asaki on the outside is by its bigger 19-inch alloys.
Mazda expects the two-wheel drive (2WD) Sport to represent 60 per cent of CX-8 sales, with the AWD version just 10 per cent, and the top Asaki making up the remaining 30 per cent.
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.
Yes, the CX-8 is diesel only, in a similar way to the CX-9's petrol-only status. The CX-8 was designed exclusively for diesel-loving Japan, which doesn't get the bigger CX-9 which was largely developed to suit petrol-loving US tastes.
Australia's proven love for Mazdas – currently the number two brand in our market - got the local business case across the line, which also included New Zealand. Fun fact: This leaves the Antipodean markets as the only two in the world to retail both CX-8 and CX-9.
The CX-5's relative breadth of drivetrain options comes down to the mid-size SUV's global appeal.
The 2.2-litre twin-turbo-diesel is the same revised 140kW/450Nm unit fitted recently to the CX-5 and Mazda6. Maximum torque is available from just 2000rpm, which helps mask the six-speed torque converter auto's relatively low ratio count.
AWD versions come with the clever 'i-ACTIV' drive system, which embraces numerous sensors to predict surface changes before the tyre encounters them and react accordingly.
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.
The 2WD CX-8 Sport carries an impressive 5.7L/100km official combined fuel consumption figure, and the two AWD variants are only 0.3L behind at 6.0L/100km.
The 2WD CX-8 figure matches diesel CX-5s, which are AWD, and compares with the 8.4 and 8.8 figures applied to 2WD and AWD versions of the CX-9 respectively.
With the 72 litre fuel tank from the 2WD CX-9, this suggests a very impressive theoretical range of 1263km for the 2WD CX-8, or 1200km from the AWDs.
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.
My first impression behind the wheel is very diesel CX-5, which is of course a good thing.
If you've been following Mazda's recent efforts with refinement in the updated 6 and CX-5, you'll be pleased to know the same formula has been applied to the CX-8. These cars are achieving their goal of troubling the established premium brands for comfort.
You can certainly feel the extra length over the CX-5, and for the most part this means better ride comfort over bumps as there's less pitching forward and backwards.
It also feels longer when chucking a U-turn or parking – don't forget that extra 60cm of turning circle.
As always, the 2.2-litre turbo-diesel makes for relaxed cruising, but you can feel the effect of the extra 200 kilos of weight over the CX-5. It's not quite as spritely, but still more than enough for highway overtaking, and it's still more nimble around corners than a proper large SUV.
The CX-8 would probably be a better package with the CX-9's turbo-petrol, but the diesel's economy will probably win over a lot of buyers, particularly with that huge theoretical range between fills.
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.
The CX-8 is yet to be tested by ANCAP to see if it's worthy of the maximum five star ratings applied to the CX-5 and CX-9, but an announcement is expected in the near future.
Mazda expects it will get top marks, so our safety score is a tentative on that basis. Do check before signing on the dotted line.
Both trim levels come with airbags covering all three rows, front and rear AEB, reversing camera, rear parking sensors with cross traffic alerts, traffic sign recognition, auto high beams, blind-spot monitoring, lane guidance and lane departure warning.
The Asaki adds rear parking sensors, proximity keys and active headlights.
One feature Japanese CX-8s miss out on, which Australian versions don't, is 'Intelligent Speed Assistance'.
This coordinates the active cruise control with the traffic sign recognition to automatically adjust your speed as you pass through different speed zones. This is likely to be particularly popular with Victorian CX-8 owners...
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.
The CX-8 is covered by Mazda's regular three year/unlimited kilometre warranty, which is starting to look a bit brief among the many five year and beyond periods on offer from other manufacturers.
The 'Mazda Service Select' capped price servicing plan applies, if 12 month/10,000km intervals are adhered to. Base scheduled maintenance for the first three services will set you back $318, $458 and $318 respectively.