Toyota RAV4 VS Nissan Juke
- Good safety gear
- Solid and dependable
- Roomy interior
- Poor media system
- Noisy diesel
- RAV4s are not cheap
- Whopping 140kW engine
- Still looks edgy
- Plush seats
- Truly tiny boot
- Questionable design choices
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|
Not much has changed since we originally reviewed the current Nissan Juke Ti-S in November of 2018, with pricing and spec remaining the same.
There has been some news on the Juke's much-anticipated replacement, with an official reveal date of September 3, 2019.
Not much can be told about the new Juke yet, as it has only been spied under camouflage, but it is known to be larger than this current model, as the new car has been photographed alongside the current one.
It will also share roughly the same design theme and styling pillars, while bringing it up-to-date with Nissan's current line-up. Take a look at current versions of the larger US-market Murano for clues as to what it could look like.
It is also known that it will share a platform with the recently-revealed Renault Captur, paving the way for low-capacity turbocharged engines and even the possibility of hybrid tech in the Juke's next iteration.
As originally published September 3, 2018:
The Nissan Juke is straight-up bizarre.
Back in 2011, it was ahead of the small SUV curve, using the now-common trope of lifting up a small hatchback, giving it a slightly different body and calling it an ‘SUV’.
But the Juke didn't arrive locally until late 2013, the hatchback in question is the now-dead-in-Australia Nissan Micra, and despite that initial lead on its main competitors, the Micra-based Juke is hardly ahead on sales.
Despite that, Nissan is powering on with the Juke formula, while refining equipment levels, offering new style options and even introducing an even more performance-focused Nismo variant.
So, in a now-very-crowded small SUV segment are the Juke’s differences enough to set it apart? I spent a week reviewing the second-from-the-top Ti-S all-wheel drive (AWD) turbo to find out.
|Engine Type||1.6L turbo|
|Fuel Type||Premium Unleaded Petrol|
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?
The Juke is nothing if not different, but it is hampered in Australia’s fastest-growing segment with a tall asking price, dated features, sub-par warranty and questionable design choices.
Credit where credit is due: it was one of the first in the wave of small SUVs dominating the market and it has a ripper little turbo engine, but most competitors feel a lot less… elderly.
Does the Juke's wild styling set it apart for you, or would you rather look at more recent entries in the small SUV market? Tell us what you think 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.
I’m not sure how the Juke was designed, but it seems to me that a product guy described a 370Z to an engineer, then only gave them Nissan Micra parts to execute their vision.
To say the Juke is unique is an understatement. Up front there’s a lot to take in, including three layers of lighting - 370Z-style DRLs perched on the bonnet, almost Beetle-esque headlights embedded in the grille, and little fog lights nestled below.
Then there's the mess of angles dominating the lower bumper and windscreen, plus the curves just about everywhere else.
Up the back the mish-mash continues, with more echoes of the 370Z in the rear light fittings, a Micra-like boot and an expensive-looking curved rear window.
The side-profile exacerbates the almost comically-exaggerated wheel arches.
It seems the Juke is not afraid to target a niche audience that wants to be seen. Our test car was fitted with a ‘myJUKE personalisation pack’ which consisted of the ‘Energy Orange’ highlights on the wheels, bumpers and wing-mirrors you can see in the pictures.
The pack adds $800 to the price, alongside our car’s premium ‘Platinum’ paint ($500) for an as-tested MSRP of $34,790.
Inside the Juke, it all looks a little dated. There’s an abundance of large, nasty plastic panels, made all the more obvious through the orange highlights strewn throughout.
It seems at odds with the nice, comfortable leather seats, and great little leather-bound steering wheel.
For some reason there are two screens embedded in the centre of the dash. The main 5.8-inch screen isn’t the worst I’ve used, but the design is lagging behind the standard set by brands like Volkswagen and Hyundai. The built in nav is satisfactory, but I was wishing for Apple CarPlay to remove the sub-par interface.
The second screen, embedded between two dials, controls the air-conditioning and driving modes. The buttons surrounding it change depending on which mode you turn the screen to.
It’s neat, if a little unnecessary. The screen can show everything from a boost gauge in ‘Sport’ mode, to fuel efficiency graphs in the ‘Eco’ setting. But sadly, both screens were frequently subject to glare on sunny days.
Our test car had excessive panel gaps where the front doors connect to the A-pillar, as well as around the boot lid and bonnet. Inside, there were trim pieces that didn’t quite meet up, or flexed a bit too far when pushed on.
There was also a rattle emanating from the boot during my test. Despite attempts to take all the boot pieces out and put them back carefully, I could not find the source.
The Juke is built in the UK. Go figure.
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 Juke’s over-commitment to styling compromises its practicality, which is especially true for our AWD Ti-S.
The multi-link rear suspension hampers available boot space by bringing the boot floor up to almost level with the rear hatch opening.
On offer is just 207 litres, which makes the CX-3’s already small 264 litres look huge.
You could fit maybe two duffle bags stacked on top of one another in the space, but any hard cases larger than carry-on size is asking for trouble.
With the seats down, it’s a better story, as the space is, if nothing else, level.
Expect small hatchback amounts of space in the rear. Back-seaters don’t get any air conditioning vents, but there’s a small bucket-shaped area for storage on the back of the front centre console.
There’s not much else back there in terms of amenities, although the plush leather seats continue, and headroom was not as limited as my 182cm self expected. Two ISOFIX child seat mounting points are present on the outer two seats.
Up front there are decent cupholders in the centre console and bottle holders in the doors, although nothing that’ll hold anything bigger than a 600ml bottle.
Aside from that there are precious few stowage spaces for items in the cockpit. There’s a strange rubberised pad underneath the air conditioning controls. It barely fit my phone, and the lack of sidewalls made it hardly suitable for loose objects. I’m not really sure what it was for.
There’s also a massive glove box that seems to go forever under the dash.
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.
There's no two ways about this – the Juke Ti-S is very expensive. In its segment, the $33,490 (before on-road costs) asking price is enough to make the Mazda CX-3 look cheap, and that's saying something. Hell, you can get a really very good mid-size SUV for that price.
Not a great start for an SUV that has remained largely unchanged while fresh competitors continue to pop up all around it.
Given the Juke's diminutive dimensions, its main competition is the Mazda CX-3 sTouring (petrol, AWD) at $31,790, Renault Captur Intens (petrol, FWD) at $28,990 and maybe the Toyota C-HR Koba (petrol, AWD) at $35,290.
The Koba, and a lot other small SUVs are arguably a size-up from the Juke, but price-wise it's hard to pitch it against something closer to its size like the Suzuki Ignis GLX which is far, far cheaper at $18,990.
As you can see, the Juke hardly fits in to the current small SUV landscape… but do you at least get good equipment for the price?
Yes and no.
The Ti-S gets some nice features, like the surprisingly plush heated leather seats, push-start ignition, 360 degree surround-view reversing camera, LED DRLs, auto-folding wing-mirrors, rain-sensing wipers and a particular boon for the Ti-S – multi-link rear suspension.
It also gets some okay features, like the 5.8-inch multimedia touchscreen which has DAB+ support and built-in nav, xenon headlights (not halogen, but also not LED), single-zone climate control, 17-inch alloy wheels, and a tyre pressure monitoring system.
Then there’s the bad. No Apple CarPlay or Android Auto, no electrically-adjustable seats, no digital dashboard, no head-up display and, while some modern safety features arrive at this price, there are some major omissions.
As a value proposition then, the Juke is lacking for its tall list price.
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.
The Juke stands out here, too. It’s powered by a 140kW/240Nm 1.6-litre turbocharged petrol engine. That’s plenty of power. Peak torque arrives reasonably early, too, and lasts throughout the rev range from 1600–5600rpm.
It stands up well to competitors like the CX-3 with its 110kW 2.0-litre petrol engine, and the sub-90kW turbocharged engines in both the Renault Captur and Toyota C-HR.
The Ti-S can be had with a manual if you opt for the front-wheel drive (FWD) version, AWD ones like the one we tested here can only be had as a Continuously Variable Transmission (CVT) auto.
The AWD set-up has torque vectoring and is an opt-in system activated by a button to the right of the steering wheel. Our Juke spent most of the week as a FWD.
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.
Nissan claims the Juke Ti-S will consume 6.5L/100km of (minimum) 95 RON premium unleaded petrol. Over my week of mixed freeway and urban traffic usage it returned 10.0L/100km. A solid miss.
I’m not entirely sure why this number was so high given I only activated the AWD system for a few short expeditions on the weekend. Most competitors claim less than 7.0L/100km and I’ve found a reasonable number to expect is 8.0-ish, so 10.0 was a let-down.
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.
In a way, the Juke lives up to its sporty looks. The 140kW engine is, without a doubt, one of the most powerful in the segment, and to be completely honest, the CVT was fine, if a little uninspiring.
Once you’ve dispatched the small amount of lag, the little turbo engine surges into the power-band, where the steering wheel will simply be torn out of your hands thanks to 'torque-steer' in FWD mode.
AWD mode is decidedly more stable, but makes the Juke feel significantly heavier. I don’t doubt it will increase fuel usage if you remain in this mode.
The suspension is stiff. Perhaps harsher than it needs to be. While this didn’t result in too much discomfort, thanks to the plush seats, it combined with the large alloy wheels to create a lot of road noise. It also revealed some less than impressive rattles and creaks in the cabin.
My test car had a consistent rattle emanating from the boot, which despite my investigations (I took the cargo cover, boot floor and spare out, and carefully placed them all back in their properly secured position), I couldn’t find the source of, and turning it into corners or over inclines caused creaks from the B- and C-pillars.
The steering was also somewhat inconsistent and ambiguous. Nissan says the Juke has ‘speed sensitive power steering’ although, at speeds of 70-90km/h it lacked feel and feedback. I wasn’t really confident I could feel where the front wheels were at any given moment.
Aside from the steering issue, the Juke felt okay in the corners, likely due to the multi-link rear suspension. Pushing it any harder than conservative speeds introduced a bit too much tilt to make it truly ‘fun’, however.
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.
At this price, the Juke scores some significant safety additions over the rest of the range. On the active front the Ti-S scores Lane Departure Warning (LDW) and Blind Spot Monitoring (BSM) as well as the aforementioned 360-degree parking camera and standard reversing camera.
These are also paired with something that Nissan calls ‘Moving Object Detection’ which seems to be equivalent to rear cross traffic alert, only it works around the front of the car as well.
Missing is the all-important AEB. This feature is becoming standard (or at least an affordable option) on most competitors. While FWD versions of the Juke carry maximum five-star ANCAP safety ratings, this rating was from 2011 and not to the most recent and stringent testing process.
The Juke benefits from the regular electronic stability enhancements as well as six airbags.
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.
Nissan is one of the few remaining mainstream manufacturers still offering a distance-limited three-year warranty. The major competitors – Mazda, Hyundai and Honda are offering five-year/unlimited kilometre promises.
The Juke requires servicing once a year or 12,000km. Nissan has a scheduled servicing plan that covers the Juke for up to 12 years, with the cost changing every year. It averages out to a not particularly cheap $378.58 a year if you were to carry out the whole plan.