Toyota RAV4 VS Nissan Juke
- Spacious cabin and large cargo area
- Cool styling
- Advanced safety tech
- Dual-clutch auto isn't the smoothest
- No all-wheel drive variant
- No manual transmission
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|
It's hard not to notice a car which looks like you'd be able to drive it down a boat ramp and then spend the day on the water in it before driving home. But that was the old Nissan Juke, and despite that small SUV's startling amphibious looks, you need to forget all about it. That's because the new Juke has arrived and according to Nissan it's nothing like the old one.
Nissan was so keen on using words like “all-new” about this second generation Juke that we decided to call them on it. We challenged the engineering team to name any features of the new Juke which were on the old one. And they could, but just one, and I'll reveal what they came back with in the review below.
Yes, there have been a lot of changes to the Juke, even though this small SUV may look broadly like the old one. Read on to find out if these are changes for the better.
Please note, do not drive either the old or new Juke into the sea.
|Engine Type||1.0L 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 new Juke is not just better than the old one, it's better than many of its rivals for space and practicality, value and safety tech. Yes, the amphibious charm of the old model has been toned down, but this is a completely new model. Ah, that reminds me, just before I wrote this review, I thought I'd call out Nissan on their “completely new” Juke claim. Did anything from the old car find its way onto the new car? What about the windows? Is it totally different glass? Well, the engineering and product teams came back to me and said that nothing had been carried over to the new car, even the glass is different – it's thicker and a different shape. But then they said there was one thing that was on the old car that's been put on the new car – the Juke badge. There you go, not completely new then, is it?
If you're looking for the sweet spot in the range it's the ST-L - it's about $3,000 less than the Ti and has just about the same features, apart from the headrest speakers, but you don't need those, do you? Okay, silly question, every car should have them.
Is the Juke the car that's going to lead Nissan's comeback? 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.
The super quirky looks of the first Juke that arrived in 2010 would have turned off a lot of potential buyers, but the unconventional styling was also part of the small SUV's charm for many who wanted a unique looking car.
The new Juke looks significantly different for a couple of reasons. One is that since the first Juke arrived Hyundai and Toyota have come up with similarly styled Kona and C-HR (imitation is the sincerest form of flattery, right?) and another is this second-gen Juke's design has been toned down.
At a glance, the new Juke may look a lot like the previous one, but the likeness is really only because of the bulbous face with oversized headlights and a sloping roofline in side profile. The fun, bubble car styling has gone and we've now got a more serious, chiseled and refined looking SUV.
Sure, it's a bit more conservatively styled, especially from the rear, but I like the headlights now with a Y-shape design, and the way the sleek LED running lights plunge down into the large grille.
Longer, wider and taller than the old Juke, the new Juke is 4210mm end to end (75mm more than the previous model), 1800mm across (+35mm) and stands 1595mm tall (+30mm).
Telling the grades apart visually can be tricky, but the ST and ST+ share the same 17-inch alloy wheels, while the ST-L and Ti both have 19-inch rims but with differing styles. The Ti is also the only grade to have a shark fin antenna and privacy glass.
The new Juke's cabin also has a more sophisticated look to it than the previous model. The tech is modern with an 8.0-inch screen and so is the styling.
I'm a fan of the way Alcantara is blended into the Ti's interior from the seats and the dashboard to the centre console and door trims, adding a premium feel. The Ti's quilted leather seats with integrated headrests (including stereo speakers) also feel special.
There are eight colours to choose from including the two no-cost standard hues of 'Fuji Sunset Red' and 'Arctic White.' The premium colours cost $595 and include 'Ivory Pearl', 'Burgundy', 'Platinum', 'Gun Metallic', 'Pearl Black' and 'Vivid Blue.'
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.
Space was the biggest weakness of the old Juke, now the larger size of the cabin and cargo area is the one of the new version's biggest strengths.
Being longer, wider and taller with an increase in wheelbase means space inside is good for the segment. I'm 191cm (6'3") tall and I can sit behind my driving position without my knees touching the seat back (just).
Entry and exit is now easier, thanks to the longer wheelbase, with bigger rear doors and wheelarches that don't eat into the doorway as much as before.
A 422-litre boot is a huge improvement over the previous car's 207-litre cargo capacity and will swallow up the CarsGuide pram easily (see the video). Neither the Kona nor the CX-3 can do that.
Cabin storage is good with a glove box that's nine litres larger than before, door pockets and two cupholders (up front).
For charging, all Jukes have a USB port and a 12V outlet up front, while the ST-L and Ti have a USB port in the second row, too.
All Jukes seat five, although I wouldn't want to sit in the middle of the second row for long.
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.
The Juke line-up has four grades starting with the ST, which has a list price of $27,990. Above that is the ST+ for $30,740, then the ST-L for $33,940, and at the top-of-the-range is the $36,490 Ti.
The ST is also good value. Not only does it have the same powertrain as the rest (see the engine section below) and almost all the same safety equipment (yep, see the safety section), but the standard features list is pretty darn good.
Coming standard on the ST is an 8.0-inch touchscreen with Apple CarPlay and Android Auto, four-speaker stereo, Bluetooth connectivity, 4.2-inch TFT instrument display, rear view camera, cruise control, air conditioning, cloth seats, hill start assist, rear spoiler, LED headlights, power-folding mirrors, rear parking sensors, and 17-inch alloy wheels.
The ST+ adds LED fog lights, sat nav, digital radio, heated front seats and front parking sensors.
If you can afford it, the ST-L is definitely the sweet spot of the range and takes the ST+'s features and adds 19-inch alloy wheels, ambient lighting, 7.0-inch driver display, six-speaker stereo, drive modes, rain sensing wipers, push button start, proximity key, climate control, a centre arm rest up front, electric park brake, leather and cloth seats and adaptive cruise control.
The Ti sits at the top of the range and adds rear privacy glass, quilted leather seats, 19-inch alloy wheels and an eight-speaker Bose stereo, including speakers in the front head rests. Yes, the head rests.
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.
In Australia, our Jukes have a 1.0-litre, three-cylinder turbo-petrol engine making 84kW/180Nm with a seven-speed dual-clutch automatic transmission sending drive to the front wheels. That's right, no manual gearbox and no all-wheel drive.
While the three-cylinder is plucky and provides enough grunt, the dual-clutch auto isn't the best I've used and results in a prominent lurching sensation as it changes gears. Don't let this put you off, this is sometimes a characteristic of these transmissions.
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 says over an open and urban road cycle the Juke will use 5.8L/100km. That's impressively fuel efficient.
I didn't have a chance to fuel test the Juke at the launch, but you can bet we will when the car arrives in the CarsGuide garage soon.
Also, the Juke will need a minimum of 95 RON premium unleaded.
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.
This second-generation Juke is built on a brand-new platform, which not only accounts for the car's increase in size but also for the way it drives.
This new Juke feels completely different to the previous model with ride comfort and handling being so much better.
I test drove the top-of-the-range Ti only, but all Jukes have the same engine and transmission. My test route was city- and suburban-based as well, but that's the natural habitat for a car like this, anyway.
Everything about the driving set-up feels right - a great seating position with a low hip point, light and accurate steering, good pedal feel, and great visibility all round.
Driving in peak hour traffic I had to make three-point turns, I did parallel parks with the pressure on, I also had to gun it at the traffic lights because my lane ran out and I wanted to merge ahead of a tradie who was dead-set-keen to get home.
There's probably not a better baptism of fire for a city road test. What I like is that it took no time to feel at home in the cockpit and familiar steering the car.
The new Juke has an adequate turning circle (11.0m), is easy to park and acceleration is surprisingly good. It's a light car at 1274kg and the little 1.0-litre engine had no issues pulling its own weight along, plus me and the videographer inside. If you want to see my first drive impressions video, it's at the top of this review.
Okay, things to know. You're going to notice the engine's 'thumpy' sound and also the 'lurchy' way the transmission changes gears, but neither of those are bad things. Well, they're not deal breakers.
See, the engine is a three-cylinder and they have a characteristic purr to them which can be louder than you might expect, and the transmission is a dual-clutch automatic.
While brands such as Volkswagen can make these shift almost seamlessly, other dual-clutches, like this one, shift a little slower, causing a loss of momentum and a slight lurch, as you get with a manual gearbox.
These aren't deal breakers and you're going to find transmission shortcomings in the Toyota C-HR with its droning CVT auto which saps acceleration and the Hyundai Kona which also has a jerky dual-clutch.
Even so, the lurching from the dual-clutch means the Juke misses out on getting an eight out of 10 in my books which is for an outstanding driving experience. Volkswagen has mastered this type of transmission over many years and Nissan's version doesn't appear as good, yet.
That said, the Juke is still fun and easy to drive.
The Ti I drove and the ST-L have disc brakes front and back, while the ST and ST+ have drum brakes at the rear. That would surely be to keep the prices low on those grades, but under normal driving conditions you won't notice any difference in braking performance.
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 new-gen Juke scored the maximum five-star ANCAP rating when it was tested in 2019 achieving a 94 per cent mark for adult occupant protection and 87 per cent for child occupant protection. That's better than many prestige European cars tested in the same year.
Another great thing is that all Jukes come standard with the same armoury of advanced safety technology including AEB (with pedestrian and cyclist detection), rear cross-traffic alert, lane departure warning and blind-spot warning.
For child seats you'll find three top tether anchor points and two ISOFIX mounts across the second row.
There's a space saver spare wheel under the boot floor.
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 Juke is covered by Nissan's five-year/unlimited-kilometre warranty which is transferable to the new owner if you sell it. You also get five years' roadside assistance.
Servicing is recommended every 12 months or 20,000km and the first five services are set at $287 for the first service, $419 for the second, $477 for the third, $419 for the fourth, $407 for the fifth, and $287 for the sixth.