Toyota RAV4 VS Nissan Qashqai
- Good safety gear
- Solid and dependable
- Roomy interior
- Poor media system
- Noisy diesel
- RAV4s are not cheap
- Looks sharper
- Still good to drive
- Standard safety gear
- Still no CarPlay/Android Auto
- Highway tyre noise on the 19-inch wheels
- CVT could be less flarey
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|
Nissan's Qashqai has achieved something remarkable. After enduring a name change for its second generation (it used to be called Dualis), it has maintained its strong popularity among Australian buyers who are switching en masse to SUVs.
The compact SUV market is becoming increasingly crowded - the Dualis had few competitors on its release but today's Qashqai has 27 of them. The Nissan has seemingly brushed off all-comers, consistently and persistently battling with the Mitsubishi ASX, Mazda CX-3 and Honda HR-V.
It's mid-life update has arrived and as night follows day, MY18 supercedes MY17, with new additions to the safety list, a farewell to diesel power and a detail-focussed update to the range.
|Fuel Type||Regular 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 Qashqai's MY18 update is subtle but effective. It had a good base to start with, so it was all about detailed improvements. Ride and handling are better, it looks a bit more modern, the safety gear is improved and the exit of the diesel won't upset too many people.
As for which Qashqai is best, it's probably the ST-L - a good mix of spec and price make it our pick. As a range, it's likely the Qashqai will continue to sell as well as it has, despite stiffening competition. It has a solid reputation, well-judged spec and it can carry people and things in comfort and reasonable style.
The Qashqai's mid-life update is upon us - does it keep it in the hunt as pressure builds from Japan, Korea and Germany?
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.
The exterior design has been left largely alone, with just a small amount of surgery to bring it up to date with current Nissan thinking. There's a new iteration of the 'V Motion' grille, revised headlights and more interesting bumper designs front and rear.
The cabin is largely the same - beautifully built, most of the materials are pleasant to the touch if not exactly an aesthete's delight. Everything is well laid-out, the dash is clear and the switchgear all perfectly pleasant.
The space is well proportioned, too and with the big sunroof, flooded with light, so it doesn't feel the slightest bit tight or claustrophobic, quite a feat in a car this size.
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.
Rear legroom is good, with enough room behind my driving position for folks of up to 185cm. There is tons of headroom front and rear even with the panoramic sunroof of the higher model spec. The interior dimensions mean four adults can cheerfully fit, with its light airy design (evident in the photos) made even brighter if you've got the full-length sunroof open.
Cabin storage includes up to four cupholders (ST and ST-L miss out on a rear armrest, so no vessel holding back there) and four bottle holders. The glove box easily swallows the owners manual.
The Qashaqi's boot space is nearly number one in its class, bettered only by Honda's HR-V. With 430 litres, it has the luggage capacity for a family getaway and the size for every day needs such as shopping or carrying the kids and their gear around.
Drop the 60/40 split fold back seats and you're in dangerous territory if you live near an Ikea - the space almost triples to 1596 litres and somehow people put these two facts together and your weekends are lost - although I guess it depends how much you like helping people.
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.
The MY18's launch will see four Nissan Qashqai models on the price list: the ST, ST-L, N-TEC and Ti. The N-TEC will be with us throughout early 2018 when the advanced safety technology of the Ti becomes available. The current plan is that the N-TEC will disappear when that happens.
The 2018 Qashqai introduces a number of new features as standard across the range. All of them now have forward collision warning, auto emergency braking and lane departure warning. These are in addition to front and rear parking sensors and the reversing camera carried over from the 2017 models.
Pricing hasn't moved very much, meaning how much you pay for a Qashqai has only changed due to the new spec level and the end of the diesel models. The ST is up by $500, the ST-L and N-TEC don't really have obvious counterparts given the demise of the diesel and the petrol Ti is $1000 more. Having said that, the ST-L is $1000 cheaper than the old TS.
Pricing for the ST range opener kicks off at $26,490 for the manual and $28,990 for the CVT auto. Rolling on 17-inch alloys, the ST has a six-speaker stereo, cruise control, cloth trim, keyless entry and start, air-conditioning and a space saver spare tyre.
The ST's sound system is powered by a 5.0-inch touchscreen and features an AM/FM radio, CD player, MP3 player and you can connect your iPhone or Android device via USB or Bluetooth. Sadly - and this goes for the whole range - there is not yet Apple CarPlay or Android Auto support.
Next up is the ST-L, starting at $32,990. On top of the ST spec you'll get 18-inch alloys, roof rails, fog lights, electric and heated folding mirrors, GPS sat nav, partial leather seats, heated seats, electric drivers seat and around-view cameras (as well as the normal reversing camera).
The infotainment screen is pumped up to 7.0-inches and DAB+ digital radio joins the list.
The gadgets list expands with the N-TEC, which will stick around until the Ti's arrival. Priced from $36,490, this one includes 19-inch alloys with fatter tyres, LED headlights (in addition to the LED daytime running lights), dual-zone climate control to replace the standard AC, auto headlights and wipers, panoramic sunroof, rear centre armrest, auto parking and mood lighting. The safety list expands with blind spot monitoring, high beam assist and reverse cross traffic alert.
The $37,990 top of the range Ti will land sometime before the middle of 2018. Compared with the N-TEC, the Ti is basically the same but adds nappa leather interior, lane keep assist and active cruise control.
Should the N-TEC be wildly successful, would it stick around? We asked, but Nissan wouldn't speculate. The reason for the Ti's late arrival is related to production availabilty of the lane keep assist and active cruise combination.
As for the colour choices, there are now eight colours for the Qashqai. As before, 'Ivory Pearl' (white) and 'Pearl Black' are no extra cost. The remaining colours - 'Platinum' (a light grey silver), 'Gun Metallic' (dark grey), 'Night Shade' (a sort of purple blue) and 'Magnetic Red' all cost $495. The new 'Vivid Blue', which is exactly what it sounds like, is new to the range and is also $495.
Those looking for more exotic colours like orange or gold will sadly miss out and the earthy tones of brown are also unavailable.
For a more detailed comparison, see our model snapshots.
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 petrol vs diesel decision is no longer part of the equation - as President Trump might say, diesel's ratings were low, with just under 10 percent of cars sold drinking the DERV.
Despite its availability in overseas markets, all-wheel drive is not available in Australia, perhaps because of the X-Trail's popularity (and close relationship to the Qashqai).
The only available engine is Nissan's 2.0-litre naturally-aspirated petrol developing 106kW/200Nm. This neatly side-steps any turbo problems as it's a fairly straightforward sort of engine. As far as engine size goes, it is consistent with its Mazda rival, the CX-3 which also runs a 2.0-litre petrol.
The manual gearbox is a six-speed (just three percent of buyers choose to change their own gears) and mated to the same (MR20DD) engine. For those interested, this engine employs a chain rather than timing belt.
For CVT-equipped cars, the towing capacity is 1200kg for a braked trailer and a very specific 729kg for unbraked, so you can haul a decent load.
As with 4 wheel drive, an LP gas fuelled Qashqai is also a non-starter from the factory.
Engine specs across the segment aren't remarkably different - some are smaller turbo engines, but most around the 1.8 to 2.0-litre mark. The Qashqai's acceleration performance figures for the 0-100km/h dash are around ten seconds (CVT). Kerb weight ranges from 1343kg for the manual ST to 1429kg for the Ti.
Oil capacity is 3.8 litres and the recommended oil type is 5W-30.
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.
The offical combined cycle fuel economy figure for the 2.0-litre are 7.7L/100km for the manual and 6.9L/100km for the CVT. On test, which was partly highway and a good chunk of Victorian back roads, our fuel consumption figure was a neat 8.0L/100km.
Fuel tank capacity is 65 litres.
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.
The Qashqai has always been near the top of the class when it comes to ride and handling if not quite there for off-road ability - front-wheel drive and the absence of hill descent control pretty much nixes any muddy fun ambitions. Nissan doesn't quote a wading depth, so that should also tell you it's not for rock-hopping.
Front suspension is by McPherson struts while the rear is a multi-link set-up, something you expect from the next segment up. The MY18 features firmer springs, retuned damping and stiffer anti-roll bars. Out on the flowing country roads outside Daylesford, the new set-up wasn't remarkably different to the old, but the body felt slightly better-controlled without ruining the excellent ride.
On 18-inch wheels, road noise seems lower. Part of that comes from additional sound-deadening and some thicker glass in the rear. The wing mirrors still whistle faintly, but it's nothing the stereo can't handle, and you'll really only hear it at speed.
Switch to the 19s as fitted to the N-TEC (and Ti), and all those efforts seem defeated - there's some tyre roar at highway speeds, attributable to both the lower profile of the tyres and their extra width. The ride doesn't seem to suffer though, and it's a pleasant place to be in suburban and city traffic, soaking up the bumps quietly and smoothly.
Unladen ground clearance measures 186mm, which is among the higher-riders in the class and it was quite at home on a deeply-potholed back road. It was perhaps a little firmer than expected over the gravel, but the surface was very poorly-maintained and resembled the Ypres battlefield. Despite only driving the front wheels, it felt secure, the torque vectoring system helping keep it on the straight and narrow. The turning circle is usable if not tight at 10.7 metres.
It rides well, but what's the engine like? I won't lie, I'd like a bit more horsepower, but in a drag race, the Qashqai is going to be pretty much neck and neck with most of the cars in the segment.
In the cruise it's a quiet engine and the CVT keeps the revs low until you floor it for an overtake, which you will need to do. Then the engine winds up with the CVT keeping it on the boil to make the most of engine specs. Around town both engine and gearbox are unobtrusive.
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.
All Qashqais leave the Sunderland UK factory with at least six SRS airbags, ABS, stability and traction controls, forward collision warning, reversing camera, forward auto emergency braking, front and rear parking sensors and lane departure warning.
You can fit a baby car seat for your child using either one of the three top-tether anchor points or two ISOFIX points.
ST-L buyers pick up around-view cameras with moving object detection.
The N-TEC adds to the safety list with rear cross traffic alert, blind spot warning, park assist and drowsiness detection. Finally, the Ti's specifications include 'Intelligent Lane Intervention', which helps keep you in your lane if you drift towards the edge.
The safety rating is five ANCAP stars, regardless of model. It was last tested in 2014.
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 offers a three year/100,000km warranty and your dealer will almost certainly try and flog you an extended warranty.
Those worried about service costs will be pleased to note that the MY18 Qasqhai capped price servicing regime is the same price as the previous year's. Service intervals remain at 12 months or 10,000km, with service prices bouncing around from $224 to $532 and averaging $307 over 12 services.
The Qashqai's resale value appears to be performing well and is as good as any in the compact SUV class. A good guide is to expect around 60 percent of the car's value to be retained over three years.
Owners seem to score it well for reliability, with few common faults reported. Searching for gearbox problems, clutch problems, cruise control problems or injector problems produce few results. As there is no longer a diesel option, searching for diesel problems is redundant.