Toyota RAV4 VS Volkswagen Golf
- Massively practical
- Impressive standard inclusions
- Ultra-comfort ride
- Manual not great
- Thrashy engine
- Might be too big for some
- Ride comfort
- Conservative styling
- Diesel engines' noise levels
- Premium unleaded only
It speaks to the wide-ranging, seemingly infinite appeal of the Toyota RAV4 that a manual version of it even exists.
Sure, only the base car can be fitted with it, and we’re confident it will impress those vocal few people in every single comment section who demand it, but is it actually any good? Or does a manual gearbox tarnish the rather excellent package that is CarsGuide's Car of the Year 2019 overall winner?
While we’re at it, we’ll also give you the low-down on what the cheapest RAV4 is like. Read on to see what we thought.
|Fuel Type||Regular Unleaded Petrol|
The Volkswagen Golf. More than 33 million produced over 40 years and seven generations. It's not quite more popular than blue jeans, or the iPhone, but it's close.
Actually, make that seven and a half generations, because this is Golf 7.5; as the name implies, a substantial mid-life upgrade of the current model.
So, to raise the stakes and, it's hoping, sales, VW has injected new life into its hugely respected marquee player with a range of design tweaks and tech upgrades.
|Engine Type||1.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
When Toyota launched the new RAV4 it couldn’t afford to get it wrong.
It didn’t. Even this absolute base car is incredibly well equipped, superb when it comes to comfort, and offers the largest cabin in the mid-size segment.
I’m as surprised as you possibly are that Toyota even sells it as a manual, but honestly, it’s this car’s worst attribute. It only serves to tarnish the drive experience. Pay the extra and get the auto.
The Golf 7.5 is a great package from top to bottom. Volkswagen has hit all the right marks to bring its already excellent offering up to the pointy end of the intensely competitive small-car segment. And we think the entry-point 110TSI offers the best value of all. With high-end safety tech, amazing dynamics, a snappy drivetrain and sharp (introductory) drive-away pricing it will give the market leaders something to think about. And buyers as well.
Has Volkswagen done enough with this upgrade to put the Golf on your small car shopping list? Tell us what you think in the comments below.
The RAV4 has come far in its design and aesthetic since the previous generation. It’s much better at grabbing your eye as it cruises past, and although it borrows a lot from the Kluger which has been on the market for a while now, it still strikes the eye as modern and angular.
The double-barreled snout, air dams and chunky wheelarches add a sense of capability to its contemporary guise. Even this base car gets chunky alloys and is covered in contrast black plastic cladding, adding to its look over base-model competitors. The blue tinge of LED headlights rather than the dull tones of halogens seal the deal.
Around at the rear it modernizes the dated Kluger formula with squared-off light fittings and a roof spoiler. The wholly unnecessary dual-exhaust is nice, too.
The interior is where the most base model tells are. You’re greeted by a sea of grey plastics, although to Toyota’s credit, many of them are soft to the touch. It’s all too easy to notice the blanked-out buttons, covered over climate control dials and six-speed gearshifter that looks like it was dropped out of a last-generation Corolla.
While the big screen nestles in the dash, 8.0-inch multimedia touchscreen and silver highlights help counteract the base-model blues, there’s no escaping a nasty plastic steering wheel.
The overall visual aesthetic of the RAV4 is still cool, though. On the inside there are great textures hidden everywhere. There’s a triangular pattern in all the storage areas designed to help stop objects from moving, stripped rubbery textures on the inside of the door handles and rubbery turbine patterns on the air-con and volume knobs. Nice touches.
The seats are in a plain pattern but nice to the touch and should be fairly easy to clean as they are comprised of a rugged synthetic material.
All that adds up for a cabin ambiance that easily outclasses most price-competitors, and even higher-spec cars from rival brands.
Unveiled late last year at the Paris Motor Show, the new Golf is available in three flavours – the familiar hatch, and a compact wagon, with the latter forming the basis of an all-wheel-drive, Alltrack variant.
From a design point of view you'll be hard-pressed to pick the Golf 7.5, with exterior changes focused on new headlights, revised front guards, and a restyled bumper. Think of it as an almost unnoticeable haircut.
At the back, the bumper has also been refreshed, and LED tail-lights are now standard across the range.
The wagon is a handsome alternative to the ubiquitous compact SUV, with the lines of the roof and glasshouse (identical to the hatch from nose to C-pillar) flowing seamlessly into a gently tapering and neatly composed rear end.
Inside, there's a new 8.0-inch multimedia screen with Apple CarPlay and Android Auto support standard on all models (as well as a 'Mirror Link' function for full Wi-Fi connection of tablet or mobile devices).
It's surprising how much of a difference the sleek new screen makes to the interior. Suddenly, the Golf's already premium character has been lifted to a different level.
The cool and classy cabin layout is otherwise largely unchanged, highlighted with dark accents on the volume models, and 'piano black' inserts on the Highline. The quality and attention to design detail are obvious.
I parked this RAV4 next to a last-generation Toyota Kluger and really shouldn’t have been surprised how close they were in size. Still, bracket creep means the RAV4 is now truly gigantic compared to its forebears and that means family practicality all over.
It’s things as simple as the fact that both doors are massive and open very wide, allowing for super easy access to any seat for less mobile passengers, those lifting cargo up into the cabin, and those who might need to fit child seats.
Leg and headroom for the front two passengers is stellar, and the driver’s position is very adjustable, even with the base manual-adjust seats. Visibility is up with segment leaders like the Subaru Forester, as the RAV4 is essentially a glasshouse with massive windows and wing-mirrors.
Even the dial cluster is huge and legible, and there are big dials for operating the air conditioning and multimedia while you keep your eyes on the road.
You’ll find storage areas everywhere with that triangle pattern for holding objects in. All the bottleholders (two in the doors, two in the centre console) are massive, and there’s a huge trench in front of the shift-knob suitable for even the largest phones.
There’s even a long trench above the glove box for… aesthetic purposes? It has the no-slip surface, but objects would hurtle towards passengers under heavy acceleration, so I fail to see the point of it.
There's one USB port, one 'aux' jack, and one 12-volt socket for front passengers.
In terms of rear legroom, your second-row passengers will hardly be flying economy. I had a abundance of legroom behind my own driving position. Arm and headroom were also plentiful.
All doors have a soft strip across them for elbows. There’s a drop-down arm rest even in the base car, and the same chunky, grippy doorcards with a big bottle holder.
Rear passengers get a set of air vents on the back of the centre console, too.
The boot is ridiculous with a class-leading 580-litres (VDA) of space. It’s wide and unimpeded by styling bits, and you can even stow the roller cover under the floor paneling when not in use.
The GX ships with a space-saver spare, but you can upgrade to a full-size alloy spare for $300. If you do so you’ll remove the false-floor paneling.
At just under 4.3 metres long the Golf hatch is small, but by no means cramped. There's tonnes of room and storage space up front with two cupholders, door pockets with bottle holders, and plenty of oddments space including a decent glovebox and a lidded bin between the seats.
All but the entry model pick-up another pair of cupholders in the rear, with adjustable air conditioning vents and flow control in the back of the front centre console, too.
Speaking of the back, there's heaps of room in there. I'm 183cm tall, and sitting behind my own driving position, I enjoyed surprisingly generous head and legroom.
Volkswagen claims 380 litres of cargo volume with the 60/40 split folding rear seats up, and a generous 1270 litres with them tipped forward.
Pushing towards 4.6 metres in length, the Golf wagon only nudges up 15mm in the wheelbase, so passenger accommodation is virtually identical to the hatch. And not surprisingly, it's in the luggage department where things start to diverge.
Even with the 60/40 split folding rear seats up the wagon boasts a hefty 605 litres of load space, growing to a cavernous 1620 litres with the second-row seats folded.
Price and features
That’s right. The GX manual is the cheapest way to get into a Toyota RAV4 today. Starting at $30,640 (MSRP – before on-road costs) we’d even consider it great value despite the manual 'box.
To understand why you just have to take one look at its specification sheet. Remember, this mid-sizer competes against the (also surprisingly still manual) Nissan X-Trail ST ($29,890), Honda CR-V Vi (auto - $28,290), and Mitsubishi Outlander ES ADAS (auto - $33,290).
If you’re happy milling your own gears, you get better kit than the auto entry-level CR-V, the manual X-Trail ST and even significantly undercut the entry-level Outlander (if you include the fact that the Mitsubishi requires the ADAS pack to even compete on safety).
Included spec on this absolute base car includes not-so-budget stuff like 17-inch alloys, an 8.0-inch multimedia touchscreen (which will ship have Apple CarPlay and Android Auto imminently, but if you buy a current-stock car you will have to return to the dealer for a software upgrade), DAB+ digital radio, built-in sat-nav, manual air conditioning (this base grade strips the cool little screens out of the dials), auto LED headlights, a 4.2-inch display in the dash, front and rear parking sensors, and heated auto-folding wing mirrors.
Other regular sort of spec items include six speakers and a reversing camera.
That’s the best kit at this price in the mid-size SUV world by a solid margin. That’s not all though, even this manual RAV4 features the full 'Toyota Safety Sense' suite. More on that in the safety section of this review (spoiler: It’s good).
Among the few giveaways that the GX manual is the cheapest one is the turn-key ignition, cloth seat trim, and urethane steering wheel. Still… are you really going to complain against its unprecedented list of inclusions at this price?
Options are limited to premium paint (every colour except for ‘Glacier White’ - $600).
Headline news is an aggressive introductory drive-away pricing strategy, designed to challenge the traditionally cheaper segment leaders, with the standard features list growing appreciably at the same time.
The previous entry-level 92TSI hatch has departed the building, with pricing now set across an $18.5k band from $23,990 drive-away (MSRP $23,990) for the 110TSI, to the all-wheel-drive Alltrack 135TDI Premium at $42,490 drive-away (MSRP $40,990).
The hatch offers a choice of four grades - base, Trendline, Comfortline, and Highline - with the current 1.4-litre turbo-petrol four-cylinder engine powering all of them. A 2.0-litre turbo-diesel 110TDI version is available in the top-shelf Highline spec.
For that shrinking pool of people familiar with three pedals across the driver's footwell, a six-speed manual gearbox is available in the base and Trendline models, with Volkswagen's excellent 'DSG' dual-clutch auto offered across the line-up.
The wagon range comprises the top three grades, with diesel again an option on the primo Highline. The DSG dual-clutch is the only transmission available.
The Alltrack is a two-grade affair – base and Premium - with the choice of a 1.8-litre turbo-petrol, or higher output 2.0-litre turbo-diesel, with any gearbox you like, as long as it's a DSG (six-speed for the petrol, and seven for the diesel).
The entry-level 110TSI hatch is anything but a 'bait and switch' price-leader. It's loaded with everything from cruise control (with speed limit function) to seven airbags and driver-fatigue detection.
In fact, on top of the new multimedia screen and its connected functionality, all Golfs are now also fitted with auto emergency braking (AEB), alloy wheels (of various sizes), air-con, a leather-trimmed steering wheel, LED daytime running lights, and a rear-view camera as standard.
Step into to the Trendline from $25,490 drive-away (MSRP $24,990), and things like rain-sensing wipers, auto headlights, parking sensors, different 16-inch alloys, and a rear centre armrest (with cupholders) come your way.
Then the Comfortline from $29,990 drive-away (MSRP $28,990) adds 17-inch rims, dual-zone climate control air, 'Comfort' front seats, chrome interior and exterior highlights (including the wagon's roof rails), and a storage drawer under the front passenger seat.
Stump up for the Highline from $35,990 (MSRP $34,490) and the fruit starts to tumble in, with the highlights including 'leather-appointed' trim, 'Comfort Sport' front seats with electric adjustment and memory function for the driver, keyless entry and start, interior ambient lighting, LED headlights and a panoramic electric glass sunroof.
Three option packs are offered – 'Infotainment' ($2300), available on Comfortline and Highline, brings the excellent 'Active Info' configurable instrument display. It also adds 'Discover Pro' multimedia, delivered through a larger 9.2-inch screen, managing sat nav and other functions via gesture, touch, and voice control, as well as a top-shelf Dynaudio sound system.
'Park Assist', taking over the wheel for perpendicular or parallel parking manoeuvrers, is the star of the 'Driver Assistance' package ($1500), and the R-Line pack ($2500) brings the look, and some of the feel, of the GTI and Golf R, with a bodykit, bigger rims, and tuned suspension.
The entry-level Alltrack 132TSI at $35,990 drive-away (MSRP $34,490) is close to the hatch and wagon's Highline spec, although you'll need to opt for the flagship Premium version from $39,990 (MSRP $38,490) to pick up the partial leather trim, heated front seats and LED headlights.
Alltrack option packs are 'Driver Assistance' ($1800), 'Infotainment' ($2300), and 'Sport Luxury' ($2900), which includes 18-inch alloys, the electric seat adjustment, panoramic roof, and more.
Engine & trans
The six-speed manual version of the GX as tested here can only be had with a 127kW/203Nm 2.0-litre non-turbo petrol engine.
Those power figures are so-so and you’ll need to push up the rev-range (and compromise your fuel economy while doing so) to make the most out of them because there’s no turbo.
There are more sophisticated powertrains available in this segment with superior outputs, although not many at this price.
The manual transmission does let you wrangle the most out of this engine, although I was less impressed with the way it feels. More on that in the driving segment.
The Golf hatch and wagon range is in large part powered by the EA211 1.4-litre turbo-petrol four-cylinder engine, a stalwart of the Australian Golf range since the seventh-generation version arrived here in 2013.
Featuring 16 valves, direct-injection, and a single turbocharger, in Golf 7.5 guise it produces 110kW from 5000-6000rpm, and 250Nm across a broad plateau from just 1500-3500rpm.
Base and Trendline models are available with a six-speed manual, while VW's excellent (and ever-improving) 'DSG' dual-clutch auto spans the line-up.
If diesel's more your thing, a 2.0-litre four-cylinder turbocharged unit is available on the Highline model, producing an identical 110kW at 3500-4000rpm, with torque stepping up to 340Nm from 1750-3000rpm.
The diesel's a manual-free zone, with the seven-speed DSG the only option, but no matter what type of transmission you choose, drive goes exclusively to the front wheels.
Climbing (modest) mountains and fording (gentle) streams is the Alltrack's department, with power coming courtesy of a 1.8-litre turbo-petrol four, delivering 132kW from 4500-6200rpm and 280Nm from 1350-4500rpm.
Alternately, a higher output version of the 2.0-litre turbo-diesel four is an option on the high-spec Alltrack Premium, delivering 135kW from 3500-4000rpm, and an even gruntier 380Nm, the peak arriving at 1750rpm and hanging around until 3000rpm.
Petrol Alltracks are fitted with a six-speed dual clutch auto, while the diesel features an extra ratio, both sending drive to all four wheels via the '4Motion' permanent all-wheel drive system.
Built around an electronically-controlled multi-plate clutch pack, 4Motion uses an ECU integrated with the car's ESC set-up to continuously vary the torque split between front and rear axles.
The manual version of the RAV4 wears a claimed/combined fuel consumption rating of 6.8 litres per 100km on the combined cycle. That’s pretty low, although nowhere near as low as the Hybrid auto’s amazing 4.7L/100km combined rating.
Over a week of driving in conditions I would consider true to combined freeway/urban driving, I scored 8.0L/100km which is not bad at all considering the RAV4’s size.
The RAV4 drinks base grade 91RON unleaded petrol and a 55L fuel tank. There’s no diesel version this time around.
Gone are the days where a manual gearbox would outperform an auto transmission in the battle of the bowser.
Volkswagen claims the base (petrol, manual) Golf will consume 5.7L/100km on the combined (urban/extra urban) cycle, emitting 133g/km of CO2 in the process.
But swap out the manual for a dual-clutch, and that figure drops to 5.4L/100km for the hatch (128g/km) and 5.6 for the wagon (131g/km).
Tick the diesel option for the top-shelf Highline and your wallet will be even happier; the hatch consuming just 4.9L/100km (129g/km), and the wagon a round 5.0 (132g/km).
Step up to the Alltrack petrol and you're looking at 6.8L/100km (160g/km), with the high-output diesel sipping only 5.4 (142g/km).
The fuel tank in the hatch and wagon holds 50 litres, while the Alltrack's grows to 55 litres. And it's worth noting the petrol units are tuned for minimum 95RON premium unleaded.
The idea of a six-speed manual with rev-matching technology (complete with three modes) sounds fantastic on paper. Comment section pundits will be overjoyed. The bad news is it’s simply not that great.
It seems to be geared quite tall, and there’s a long throw between each cog. There’s not much feel to it locking in, nor is there any feel through the extremely light clutch pedal, so I admittedly ground the gears on more than one occasion.
As much as I hate to admit it, I prefer the CVT auto in this SUV for the same reasons I believe all SUVs this size should have spongy suspension.
It’s not meant to be a driver’s car. This is a practicality appliance for families that just so happens to have wheels. It should be comfortable and easy to use.
Thankfully, the rest of the RAV4’s drive experience is exactly that. The suspension has a lovely soft comfort-focused tune, and the combination of soft springs and small wheels (shod with relatively high profile rubber) makes for a quiet and refined cabin.
Of course, the trade off is that the RAV4 is hardly a corner carving sport machine, but ask yourself – do you need that?
The steering is very light, making the big body easy to swing around city streets, but it does lose a little feeling at speed.
As already mentioned, the visibility is excellent out of this car, the amenities are easy to use without becoming distractions, and it’s reassuring that the safety stuff is all really rather good.
A riveting drive the RAV4 is perhaps not, but it nails the brief as an easy-to-use family machine.
The overriding, almost overwhelming first impression in driving any recent Golf is the outstanding ride quality. You'd swear the wheelbase was half as long again, because it rides like a larger, luxury car.
Even the entry-level vehicle is quiet, comfortable, and refined. Steering feel is great, and the petrol 1.4 is smooth and eager; there's simply no way you'd pick it as a turbo.
Volkswagen claims 8.2 seconds for the sprint from 0-100km/h for the base car, whether you're shifting the gears yourself or the tricky dual-clutch is doing it for you.
That's pretty much the Goldilocks performance zone for a car that's likely to do most of its work in the urban jungle, yet needs to retain the ability to confidently stride out onto the open road when required.
The diesel version is only fractionally slower to licence-loss velocity (8.6sec), and while it doesn't feel as revvy and urgent, it packs a satisfying punch of mid-range torque. It is definitely and noticeably noisier, though.
As usual, the Golf is a model of ergonomic efficiency, with the new multimedia screen enhancing ease of use and connectivity, the seats front and rear are comfortable yet supportive, and you're spoiled for choice between the sweet six-speed manual and rapid-fire DSG (with wheel-mounted paddles on upper variants).
The wagon employs the same strut front, four-link rear suspension arrangement as the hatch, and despite its extra length and interior volume it gives nothing away in terms of noise suppression or general refinement.
Moving up the spec pecking order from 16-, through 17-, to optional 18-inch alloy wheels does nothing to compromise overall composure;, body control is exceptional, and the brakes are agreeably progressive.
Response from the Alltrack's more powerful engines is partially offset by an increase in kerb weight (petrol +165kg / diesel +101kg), with the 1.8-litre petrol and high-output 2.0-litre diesel both recording 7.8sec 0-100km/h. But despite its more macho appearance and SUV-focused rubber, the Alltrack is an equally refined drive.
Even though this is a rare manual, it doesn’t miss out on much of the RAV4’s impressive standard active safety suite.
Included is auto emergency braking (AEB – with pedestrian and cyclist detection day and night), active cruise control (yes, even on the manual), lane departure warning (with lane keep assist), but no ‘lane trace alert’ available on the auto, traffic sign recognition, blind spot monitoring, and rear cross traffic alert.
That’s among the best active safety in the entire mid-size SUV category, and it’s all on the manual base model. Toyota’s here to win.
The RAV4 also has an above-average seven airbags, hill start assist, front and rear parking sensors, a reversing camera (pretty good), and ISOFIX child seat mounting points on the outer two rear seats.
It also has the expected stability, traction, and brake controls.
Somewhat unsurprisingly once you’ve digested all that, the RAV4 wears a maximum five-star ANCAP safety rating (with excellent scores across the four new categories) as of May 2019.
Golfs of all descriptions incorporate an impressive array of standard safety tech, including active features like cruise control (with programmable speed limiter), distance warning display, driver fatigue detection, AEB, ABS, EBD, BA, EDL, multi-collision brake, ASR, tyre-pressure indicator, and a rear-view camera.
And when all that isn't enough to avoid a collision, no less than seven airbags are on board (driver and front passenger head and side, driver's knee and front and rear curtain).
There are three child-restraint top tether points across the back seat, with ISOFIX anchors on the two outer positions.
As well as the previously mentioned auto-parking feature, the optional driver assistance package includes adaptive cruise control, lane assist, blind spot monitor, and rear traffic alert.
Although the 7.5 upgrade hasn't been specifically tested by ANCAP, the current Golf scored a maximum five-star rating when it was assessed at launch in early 2013.
The RAV4 is covered by a five year/unlimited kilometre warranty that Toyota thankfully upgraded to earlier in 2019.
But that’s not quite the whole story. If you keep your service record genuine and up-to-date Toyota will cover the engine for an extra two years, and you’ll also be covered by seven years of roadside assist and a 60-day money-back guarantee (if your car should suffer an issue which renders it ‘undrivable’ inside that period).
The five-year base coverage also includes panel work and any genuine accessory you might have fitted.
The RAV4 requires servicing once a year or every 15,000km whichever occurs first, and is covered by a capped price of just $210 (incredibly cheap) for the first four years.
The RAV4 is built in Japan.
Volkswagen Australia's new-vehicle warranty covers three years/unlimited km, with paint covered for the same period, and the main steel body structure is under warranty for no less than 12 years (unlimited km).
Recommended service interval is 12 months/15,000km, with indicative costs for the first five years/75,000km ranging from a low of $318, to a high of $751, for a total of $2276, and an average of $455 per service.