Toyota RAV4 VS Nissan Juke
- Whopping 140kW engine
- Still looks edgy
- Plush seats
- Truly tiny boot
- Questionable design choices
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|
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|
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.
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.
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.
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 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.
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
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.
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
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.
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.
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.
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 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.
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.
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.
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 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.
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.