Toyota RAV4 VS Mini Countryman
- Massively practical
- Impressive standard inclusions
- Ultra-comfort ride
- Manual not great
- Thrashy engine
- Might be too big for some
- More mature looks
- Safety overhaul
- Still fun to drive
- Ride can feel overly firm on standard suspension
- No Apple CarPlay/Android Auto
- Inevitable price hikes
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|
Andrew Chesterton road tests and reviews the new Mini Countryman Cooper, Cooper D, Cooper S and Cooper SD All4 with specs, fuel consumption and verdict at its Australian launch in Canberra.
Mini's new Countryman is officially the least mini Mini ever made. So un-Mini, in fact, it now stretches over 4 metres in length for the first time ever. It's also taller and wider than the car it replaces, making it the biggest Mini ever produced by the brand.
But there's method to Mini's super-sizing madness, with the brand desperate to make sure its new Countryman isn't just big, but is also a big deal for the first time in its brief history.
The outgoing model makes up about 15 per cent of Mini's sales in Australia - despite playing in the most popular segment - and the brand's bosses reckon they know the problem. Internal surveys reveal more than 30 per cent of people who were considering a Countryman, but ended up buying something else, did so because it was too small and impractical to be used as a family car.
And so it's grown in every direction. Its now 20cm longer, 1.5cm taller and 3.3cm wider, and it sits on a 7.5cm longer wheelbase. And while those numbers might not sound massive, it makes a difference in the cabin, and adds an extra 100 litres of boot space.
So is a maximised Mini a good thing?
|Engine Type||2.0L turbo|
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.
Bigger is better for Mini's Countryman. More space, more technology and with a more mature styling treatment, the Countryman finally offers the right ingredients to appear on family shopping lists.
2017 Mini Countryman range specifications
Price: From $39,900
Fuel consumption: 6.0L/100km (Cooper), 4.8L/100km (Cooper D) 6.5L/100km (Cooper S), 5.2L/100km (Cooper SD)
Tank: 51 litres
Warranty: 3 years/unlimited
Service Interval: Condition based
Engine: 1.5-litre petrol, 100kW/220Nm, 2.0-litre diesel, 110kW/330Nm, 2.0-litre petrol, 141kW/280Nm, 2.0-litre diesel, 140kW/400Nm.
Transmission: 6-sp auto/8-spd auto
Spare: Run flats
Turning circle: 11.4m diameter
Dimensions: 4,299mm (L), 1,822mm (W), 1,557mm (H)
Would you prefer a Countryman to an X1 or a Q2? Tell us what you think in the comments 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.
Like an old-school Mini that's been stung by something flying and horrible, the Countryman has swollen in every direction, with Mini also smoothing out some of the design quirks of the outgoing model.
A redesigned grille and bonnet give the front end a calmer, more mature look, while the higher roof line and the fact the 18-inch alloy wheels have been positioned at the furthest corners of the car make the Countryman seem bigger but more well-proportioned than the car it replaces.
Inside, there's a half-premium, half-techy air to the cabin. All models get well-bolstered, leather-trim seats, a meaty steering wheel and some genuinely cool touchpoints including the bright-red switch that fires up the engine. The dash is still dominated by a huge and light-ringed (part of a more extensive illumination set up that also shines ambient lighting in the footwell) circular display that houses the multimedia screen, while the air-vents have now been placed vertically.
There's a new-found maturity to the cabin. Nicer materials, less in-your-face dials and a genuine sense of premium. The cabin lighting is hit and miss though, but the little Mini dial that lights up on the sidewalk as you approach and unlock the car will surely put a smile on some owner's faces.
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.
Growth is good for Countryman buyers, with more room for passengers and luggage. Shoulder room and leg room have both grown (albeit by about 5cm), and the interior never feels cramped no matter whether you're sitting in the front or the back.
Boot space has increased, too, growing from 350 litres to 450 litres with the 40:20:40 rear seat in place, and from 1,170 to 1,390 when it is folded flat.
Standard fit includes two cup holders for front seat passengers, plus room in the doors for bottles, but both the S and SD models also get a pull-down divider in the rear seat that houses another two. There's two ISOFIX attachment points, one in each window seat in the back.
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 bad news first: there's pricing pain right across the streamlined Countryman line-up, with the like-for-like cost of entry into an automatic model climbing by $3,400, and the cheaper still manual option banished from the line up altogether.
The range now kicks off with the entry-level Cooper, now starting from $39,900, sitting below the Cooper D at $43,900. The first of the fun-flavoured variants arrives next, the $46,500 Cooper S, with the 2017 line-up topping out with the $51,500 Cooper SD (Sport Diesel) All4 - the only model to get all-wheel drive.
You do get a heap more kit for your money, though, even if some of the items really should have been included on the outgoing model, too. You get a reversing camera for the first time, for example, but you'll also find front and rear parking sensors, an auto-parking system, cruise control, 18-inch alloys and a powered boot you can open by waving your foot under the rear bumper.
Elsewhere, expect leather-trimmed seats, dual-zone climate control, keyless entry, a 6.5-inch screen (still not a touchscreen, but you can option one) paired with a six-speaker stereo and an admittedly cool light system that illuminates the Mini logo on the footpath when you unlock the car.
But the big news is the standard safety equipment that makes an appearance even on the entry-level Cooper. But more on that under our Safety heading.
Spring for the Cooper D and you'll find the same kit, but add two gears to your automatic gearbox, now an eight-speed. The Cooper S adds a sports transmission, a rear centre armrest, LED headlights and the steering wheel from the John Cooper Works models. You also get a drive-mode selector, but adjustable dampers are a cost option. The SD model gets the same as the S, only with all-wheel drive.
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.
Things kick off with a less-than-exciting three-cylinder engine housed within the entry-level Cooper. The 1.5-litre power plant produces 100kW at 4,400rpm and 220Nm from 1,400rpm, fed through a six-speed automatic before being sent to the front wheels. It'll squeeze a 9.6sec zero-to-100km/h sprint out of the cheapest Countryman.
Step up to the Cooper D and you'll find a 2.0-litre diesel under the bonnet producing 110kW at 4,000Nm and 330Nm from 1,750rpm. It will reduce the sprint time to 8.8secs, using the first of the eight-speed automatics in the Countryman line up.
The sporty Cooper S squeezes 141kW at 5,000rpm and 280Nm from 1,350rpm from its 2.0-litre petrol engine, channeled to the front wheels via an eight-speed sports automatic, which is enough to produce a 7.4sec sprint to 100km/h.
Finally, the Cooper SD All4 gets a 2.0-litre diesel donk producing 140kW at 4,000rpm and an impressive 400Nm from 1,750rpm, fed to all four wheels through an eight-speed sports automatic. The 100km/h sprint takes an identical 7.4 seconds, however.
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.
The entry-level Cooper will sip a claimed/combined 6.0 litres per hundred kilometres and produce 138g per kilometre of C02. The Cooper D is the most miserly of the Countryman family, returning 4.8 litres per hundred kilometres on the claimed/combined cycle, and will produce a 126g per kilometre of CO2.
The sportier models will predictably cost you more at the pump, with the Cooper S drinking 6.5 litres per hundred kilometres (claimed/combined) and emitting 149 grams of CO2 per kilometre, while the Cooper SD need 5.2 litres on the same cycle, while emitting 138 grams of C02 per kilometres.
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.
There's s reason F1 cars don't offer much boot space, and that's because bigger is rarely better in the slippery world of aerodynamics and performance. So the model we were most excited about driving - the overgrown Cooper S - was also the one we approached with the most trepidation.
Happily, it still feels the most urgent of the current crop (a JCW version is still en route) with a zero-to-100km/h time that doesn't set the world on fire, but equally doesn't feel anything resembling slow. The optional variable dampers ($700) make a different on rougher road surfaces, with the harsh and jarring ride of old banished in favour of something a little more smooth, but no less connected.
Equally important, though, is that its weight gain hasn't hurt it in backroad hillclimbs. While the tired old "like a go-kart" description can't be applied to something now the the genuine size of a small SUV, it still feels constantly planted to the road, with direct steering and plenty of feedback fed through the meaty steering wheel.
Step up to the range topper, the diesel-powered SD All4 and things take a turn for the weirder. On paper, the all-wheel-drive model should kill it. A mere kilowatt less power than the Cooper S, but a bucketload more torque, along with the ability to channel that power though a clever all-wheel-drive system should see it devour the sprint. But with that extra kit comes extra kilos (1530kg versus 1460kg), and so the offical time is bang-on that of the petrol-powered S.
But it never feels as quick in the real world. It lacks some of the free-revving fun of the petrol, instead choosing the next gear early in the rev range in automatic mode, and flat-out refusing to shift down a gear as you approach a corner should you take over the shifting via the manual paddles. It feel no less planted than the Cooper S, and it grips and sits beautifully on the twister stuff, but the fun factor just isn't the same.
While we didn't sample the Cooper D, we spent some time in the fun and frugal Cooper. Its three-cylinder engine offers enough power to keep you entertained in the city, but things get a little less fun out on the open road where the climb from 80km/h to 100km/h can feel eternal. The ride, too, feels rougher, with the suspension set to a sportier ride which allows harsher bumps into the cabin.
But all of that stuff will fade into obscurity when you're off the twisting roads and back in the city - and let's face it, that's where the Countryman will spend the bulk of its time. And it's here where Mini's changes make the most sense. The cabin feels light and airy, you can fit more stuff in the boot, the interior treatment is first-class and the addition of crucial driving aids will make day-to-day driving so much easier.
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.
The Countryman has gone from one of the worst in show (no reversing camera?) to one of the strongest standard safety performers. The now-standard reversing camera joins front and rear parking sensors and an automatic parking system that will take over the steering for you when manoeuvring into a tight spot.
But you'll now also find Mini's Driver Assistant Package, which includes forward collision warning with pedestrian detection and AEB, and street-sign recognition that reads the signs as you pass them and displays that info on the in-car screen. You can add to that active cruise that will come to a complete stop with traffic before accelerating to speed again, and five airbags (dual front airbags, a side airbag for the driver and two curtain airbags covering both rows of seats).
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.
The Mini Countryman is covered by a three-year, unlimited-kilometre warranty and requires what BMW calls "condition-based servicing", meaning your car is serviced when it needs to be, rather than after a predetermined amount of kilometres. Owners can prepay their maintenance costs for five years or 80,000km for $1,240.