Does Honda’s no-haggle medium SUV have what it takes to dethrone the current king? Let’s find out.
Overview
Mid-size SUVs are the Goldilocks of the auto industry. Half of all the new vehicles bought by Australians each year are SUVs, and mid-sizers like the Toyota RAV4 and Honda CR-V are, by far, the biggest market segment.
That popularity with consumers means it is also one of the most heavily populated marketplaces, with 20 different vehicles vying for buyers’ attention. The Toyota RAV4 is the current and clear king, followed by the Mazda CX-5 in second. Then there’s a gaggle of contenders vying for third, including the Mitsubishi Outlander, Hyundai Tucson, Nissan X-Trail and Subaru Forester.
The Honda CR-V may only be tenth, but it has one thing that none of the others do: fixed pricing. Honda’s no-haggle strategy could be perceived as a boon for buyers who don’t like negotiating, but it’s not working out that way yet because Honda’s products are sliding backwards down the sales charts.
It’s not because the cars are no good – far from it in fact. The CR-V is an appealing SUV that deserves consideration. To find out how good it really is, we’re throwing it up against the current benchmark.
Introduction
Honda CR-V
Honda is going through a real step change in Australia.
The brand has changed its operating principles in Australia – like Mercedes-Benz is trying – by becoming a fixed-price retailer of vehicles. Traditionally, dealership groups would buy their vehicles or ‘stock’ from head office, then barter and negotiate with shoppers who walk in.
Now, the price is the price, regardless of whether you buy one or 10 cars. Those big Taj Mahals you see littered along your local ‘auto alley’ are now just selling cars on behalf of Honda, kind of like a real estate agent sells houses on behalf of the owner.
In theory, the model makes sense, and is no different to how we consume other products, like the Apple iPhone. And, Honda Australia did expect that its sales would decrease as a result of moving to the fixed-price model.
The 2021 Honda CR-V range now starts from $35,300 drive-away for the entry-level 2.0-litre non-turbo CR-V Vi variant. Up from there sits the Honda CR-V VTi 1.5-litre turbo with a $38,300 drive-away price.
What we’re testing today is the 2021 Honda CR-V VTi L AWD, or the cheapest all-wheel-drive variant on offer. It’s currently priced from $45,500 drive-away.
Standard equipment includes Honda Sensing driver-assist technology with autonomous emergency braking, lane-departure warning and steering assist, leather-trimmed seats and power tailgate.
At the top of the range is the 2021 Honda CR-V VTi LX asking for $53,200 drive-away. Aside from blingy 19-inch wheels, an opening panoramic sunroof and wireless charging, you don’t get much more for the money. It makes our VTi L version the pick if you value the wet-weather safety and confidence that all-wheel drive can provide.
Toyota RAV4
It seems astonishing that in a segment with 20 different models comprising 127 variants, the 2021 Toyota RAV4 enjoyed an immense 23.6 per cent market share last year. Almost one-in-four medium SUVs bought by Australians are RAV4s, leaving the other 19 to scrap for the rest.
The medium SUV segment is Australia’s ‘hottest’ new car battlefield, the mid-size soft-roaders competing for the hard-earned of middle Australians everywhere.
Even more remarkable is that Toyota is the only brand in the segment with a closed-loop hybrid in its line-up, with only Ford, MG and Mitsubishi bolstering the frugal fuel ranks with plug-in hybrid variants.
The first rule of sales is to listen to what the people want, and in the medium SUV segment, if RAV4 sales are an indicator, that means hybrid powertrains. For the record, Toyota had sold around 22,000 RAV4s this year to the end of July. An astonishing 73 per cent, or around 16,000, of those featured a hybrid powertrain. Impressive. Free kick to Toyota, then, own goal to the rest.
But it’s not just because the RAV4 is the only hybrid option in a crowded market that it enjoys such a huge advantage over its rivals. The fact is, the RAV4, by any measure, is a bloody good SUV. It’s no surprise that its blend of practicality and comfort, frugal drivetrain and value-packed equation cemented its status as Drive Car of the Year in 2020.
Around 18 months on, and with challenges afresh from within the segment, we see if the RAV4 still stacks up in an ever more crowded marketplace.
The RAV4 we have on test here is the mid-spec hybrid, all-wheel-drive GXL model. The 2021 Toyota RAV4 GXL Hybrid is priced at $42,915 plus on-roads, or around $48,540 drive-away.
Opting for front-wheel drive shaves $3000 off the list price ($39,915 plus on-roads) while eschewing the hybrid powertrain puts another $2500 in your skyrocket. It’s listed at $37,415 (plus ORC), leaving you plenty of cash to splash on the extra fuel you’ll use by not going hybrid. For 2022 the RAV4 is expecting an update, and with it new and slightly more expensive pricing.
While the hybrid RAV4 may be an island in a sea of medium SUVs from rivals without hybrid powertrains in their arsenals, the battle remains fiercely competitive.
The RAV4 might be the bestseller in the segment, but Mazda’s popular CX-5 isn’t far behind. The Korean twins Hyundai Tucson and Kia Sportage are also popular in the segment, as are stalwarts from Japan, the Nissan X-Trail and Mitsubishi Outlander. And the surge from Chinese carmakers is gathering momentum, with the MG HS proving popular, while the Haval H6 is also making an impact in the segment.
The mid-spec GXL packs plenty of punch for the money with a healthy equipment list devoid of any options, bar shades of paint. Our tester wore a $675 optional shade of Eclectic Blue, one of seven colours in Toyota’s optional palette. If you don’t want to pay extra for paint, you’ll be driving a white RAV4.
| Key details | 2021 Honda CR-V VTi L | 2021 Toyota RAV4 GXL Hybrid AWD |
| Price (MSRP) | $45,500 drive-away | $42,915 plus on-road costs |
| Colour of test car | Brilliant Sporty Blue Metallic | Eclectic Blue |
| Options | None | Premium paint – $675 |
| Price as tested | $45,500 drive-away | $43,590 plus on-road costs |
| Drive-away price | $45,500 | $48,540 (Perth) |
Inside
Honda CR-V Honda has historically approached car interior design with a fresh and considered approach, and it’s still evident after stepping inside its CR-V.The first thing that strikes you is the excellent view courtesy of the tall roof and large sheets of glass. The commanding driving position gives you an excellent arc of visibility, meaning you can easily peer out of the window and down at obstacles that would simply be invisible in most other cars.
If you frequent busy driveways in a shared complex, you’ll appreciate the extra line of sight. A couple of other ‘Honda-isms’ have made their way into this 2021 car, including a gearshifter that’s essentially located on the dashboard. Despite sounding strange to acknowledge, it feels great to use and frees up space in the lower console area.
Speaking of which, Honda claims there are 10 beverage or cup holders located throughout the cabin, or the gluttonous ratio of two drinks per occupant. It also means there’s plenty of storage spots in the first row, including a selection of both open-air and covered cubbies, and even one that’s buried underneath a sliding tray.
Nappies, wipes or the odd muesli bar, parents will love the space on offer and also the thoughtfulness of its design. Both front seats are comfortable, well-shaped and heated, but only the driver’s side is electrically adjustable. The driver’s seat also comes with decent electric lumbar support that chocks your lower back nicely.
In the second row, space is fantastic. Sitting behind my own driving position (I’m 183cm tall), my knees were well clear from the rear seats, feet left with room to play, and head miles from the lining.
Ingress and egress remain Honda CR-V strong points, as its high hip point and general upright styling mean you shuffle in and out of the cabin without having to drop or lift yourself from its seats.
It also benefits those with offspring. Both forward- and rearward-facing child seats will fit in either outbound pew, but going three-up across the rear bench looks like an impossible task. Still, loading those two kids would be a dream thanks to the CR-V’s hyper-extending doors and larger-than-usual aperture.
Storage is great, too, with large door pockets perfect for a one-litre drink bottle, and fold-down armrest with two more cupholders. As an adult, the flat design of the rear bench does mean it lacks thigh support, but that’s as bad as it gets.
After operating the slow automatic tailgate, you’ll find 522L of storage with five seats in play, or 1717L loaded to the roof with just two people on board. Like all other Honda CR-Vs, under the boot floor lies a full-size spare wheel.
There’s a solidity to the RAV4’s interior that feels like money well spent. There are enough design flourishes to please the eye, like the aluminium-coloured trim elements on the dash, around the gear selector and the door trims. They break up a sea of black plastics, a mix of mainly hard with a smattering of softer surfaces.
The seats are trimmed in what Toyota calls “premium embossed fabric”, a durable-looking fabric with some nicely embossed touches. They are comfortable and supportive, and manually adjustable.
The steering wheel is wrapped in leather-look material, again dubbed “premium” by Toyota, as is the gear lever. They feel nice in hand, chunky and solid. Reassuring.
Chunky is the word to describe the RAV4’s climate controls, too, which fall easy to hand and are trimmed in a rubberised material that feels, there’s that word again, reassuring. Kudos to Toyota for sticking with manual dials, railing against a tide that sees an increasing number of manufacturers burying climate controls deep inside a screen.
There’s a decent amount of storage up front, too, with generous door pockets and a big cubby under the central armrest. Two cupholders trimmed in non-slip rubber keep your takeaways nice and secure, while secret sliding drawers under each of the front seats add a level of security for your valuables should you decide to leave them in the car.
The second row is accommodating and spacious, with plenty of room in all key areas. Make no mistake, the RAV4 is a ‘big’ medium SUV, and it shows in the second row, especially where three adults can comfortably sit three abreast.
They’ll benefit from the separate air vents back there, too, while a couple of USB points will keep second-row passengers on their devices all day long.
One of the RAV4’s key highlights is undoubtedly boot space, which measures in at 542L with the boot floor in its uppermost position. It can be lowered to expand that to 580L, although curiously Toyota doesn’t quote a cargo capacity with the second row folded away in 60:40 split-fold fashion. For context, the RAV4’s closest rival, Mazda’s CX-5, quotes a minimum cargo capacity of 442L, some 100L less than the Toyota, expanding to 1342L.
A space-saver spare wheel lives under the RAV4’s boot floor, which is increasingly the norm for most manufacturers, but not one we love.
| 2021 Honda CR-V VTi L | 2021 Toyota RAV4 GXL Hybrid | |
| Seats | Five | Five |
| Boot volume | 522L seats up / 1717L seats folded | 580L seats up |
| Length | 4635mm | 4600mm |
| Width | 1855mm | 1855mm |
| Height | 1689mm | 1685mm |
| Wheelbase | 2660mm | 2690mm |
Infotainment and Connectivity
Honda CR-V Despite receiving a nip-and-tuck over its past four years on sale, the 2021 Honda CR-V still features legacy components from the decade before.Part of the ageing package includes a 7.0-inch ‘advanced’ infotainment system with Apple CarPlay, Android Auto, DAB+ radio and native navigation system. Whereas the connectivity suite is up to date – other than wireless smartphone mirroring – the hardware and software interface aren’t.
The screen’s size is poor for the segment, as eight inches becomes the norm and 10.0- to 12.0-inch screens can be found in some competitors. Furthermore, the software interface remains identical to Honda systems from a decade earlier, meaning it comes across a bit clumsy and slow, which makes the system feel unnecessarily old-hat.
A simple re-skin would go a long way here, or the introduction of a new unit altogether perhaps. In the way of other screens, another replaces the traditional set of dials found in front of the driver. Flanked by two retro-cool-looking temperature and fuel gauges, the centre display presents the vitals fine enough, but like the infotainment system it does lack some ‘screenage’.
As a result, it can look cluttered and busy, but most will value its legibility over its design, and versus its peers.
The graphics appear a generation old, as does the mapping of the sat-nav. But thanks to a range of shortcut buttons and a simple interface, the system is easy to navigate and use. Smartphone mirroring works easily, and is quick to connect via a USB cable.
Wireless charging keeps devices topped up. Although, if you’re plugged into one of the two USB points up front, you won’t need the charging pad.
Like the rest of the graphics on the screen, the rear-view camera can be a bit grainy, but it works well enough in most circumstances.
A regular six-speaker sound system offers decent, if not high-end audio clarity. Models higher up in the range come equipped with a nine-speaker premium JBL sound system.
A smallish 4.2-inch digital info display is flanked by a traditional analogue speedo and a power gauge, akin to a tachometer, that displays how the RAV4 is spending its energy – from recharging the battery to Eco and then Power.
The display panel toggles through various screens, including at its most basic a digital speedo, and at its most elaborate the state of the RAV4’s battery and powertrain routing. There’s also a variety of trip data available including fuel consumption.
Safety and Technology
Honda CR-V Other than the entry Honda CR-V Vi model, every other in the range benefits from the brand’s Honda Sensing suite of advanced driver aids.That means our mid-tier VTi L receives autonomous emergency braking with forward collision warning, lane-departure warning with steering intervention, and auto high beam. Sadly, the wider range does not feature any form of rear-cross traffic and blind-spot alert system, let alone mitigation systems like automatic reverse braking or steering assist.
However, it does feature a handy passenger-side camera that operates in conjunction with the blinker, which will help tricky merges or parking scenarios in the daylight.
As for an official ANCAP safety rating, the 2021 Honda CR-V wears a five-star rating having been tested in 2017. All CR-V models come with six airbags, two second-row ISOFIX and three top-tether child seat mount points, and front seatbelt pretensioners.
The RAV4 carries Toyota’s Safety Sense suite of technologies that bundles in lane-departure alert along with lane-keeping assist in this model (not included in RAV4s with manual gearboxes), autonomous emergency braking with pedestrian and daytime cyclist detection, road sign recognition, automatic high-beam headlights, blind-spot monitoring, rear cross-traffic alert, and adaptive cruise control.
ANCAP highlighted the RAV4’s autonomous emergency braking system’s “good performance in highway-speed scenarios with collisions avoided or mitigated in most tests”.
A complement of nine airbags covers both rows, although it should be noted the second-row seats score side head protection, but miss out on side chest protection ’bags.
| At a glance | 2021 Honda CR-V VTi L | 2021 Toyota RAV4 GXL Hybrid |
| ANCAP rating & year tested | Five stars (tested 2017) | Five stars (tested 2019) |
| Safety report | ANCAP report | ANCAP report |
Value for Money
Honda CR-V The 2021 Subaru Forester is likely to be the most direct cross-shop. It’s similar in the sense of taking an ergonomic approach to SUV motoring, with a tall glass house, arguably dorky design, a CVT automatic transmission, and a similar feel behind the wheel.It’s also from a mainstream, trusted brand, which matters to some. A similar mid-tier 2021 Subaru Forester 2.5i Premium starts from approximately $45,000 drive-away, meaning it’s line-ball with the Honda.
Although not turbocharged, it offers a larger-capacity 2.5-litre naturally aspirated engine and more dedicated all-wheel-drive system compared to the Honda’s on-demand set-up.
If you’re shopping for something more stylish, the 2021 Mazda CX-5 represents good buying. In all-wheel-drive Touring guise it costs around $45,500 drive-away, making the decision harder again.
All three cars are similarly equipped, but offer slightly different takes on SUV motoring from Japan. If you want to shop European, cars like the Volkswagen Tiguan become available. However, you only get a base-model, entry-level Tiguan 110TSI for similar money, meaning it’s style over substance and possibly not the best outcome.
Running a Honda CR-V is as cheap as it gets. Under its new “5 Low Price Services” policy, it charges $125 for each of the first five services inclusive of brake fluid and cabin air filters. That means it costs $375 over three years, or $625 over five.
Understandably, the servicing is likely subsidised by the purchase price of the car, but it’s still comparatively and fairly priced, making that point a moot one for now. Comparatively, a 2021 Subaru Forester costs $1269 over three years and $2413 over five.
The Subaru also has longer intervals of 12,500km/12 months versus the Honda CR-V’s 10,000km/12-month schedule.
For its part, the RAV4 Hybrid range enjoys Toyota’s capped-price servicing costs for the first five years/75,000km of ownership, a measly $230 every 12 months or 15,000km, whichever comes first. And Toyota covers the RAV4 with its standard five-year/unlimited-kilometre warranty – par for the course, but with up to seven years engine and driveline, and 10 years hybrid battery warranty applied when Toyota’s service conditions are met.
But you’ll be hard-pressed to find a more frugal medium SUV when it comes to fuel consumption. For its part, Toyota claims the RAV4 Hybrid in AWD trim like the GXL on test here will use just 4.8L/100km of regular 91RON unleaded petrol. Our week with the RAV4 saw an indicated 5.9L/100km over a variety of conditions, including longer highway runs, not a hybrid’s happiest hunting ground.
While not meeting Toyota’s claim overall, we did achieve consumption in the low fives during particularly heavy traffic situations, where hybrid technology really begins to shine. The stop-start, low-speed nature of traffic and a light right foot on the throttle are conducive to electric-only motoring.
| At a glance | 2021 Honda CR-V VTi L | 2021 Toyota RAV4 GXL Hybrid |
| Warranty | Five years, unlimited km | Five years, unlimited km |
| Service intervals | 12 months or 10,000km | 12 months or 15,000km |
| Servicing costs | $375 (3 years), $625 (5 years) | $690 (3 years), $1150 (5 years) |
| Fuel cons. (claimed) | 7.4L/100km | 4.7L/100km |
| Fuel cons. (on test) | 8.3L/100km | 5.9L/100km |
| Fuel type | 91-octane regular unleaded | 91-octane regular unleaded |
| Fuel tank size | 57L | 55L |
Driving
Honda CR-V First and foremost, the Honda CR-V is an SUV. I state the obvious because we all know Honda has its sticky fingers in the car enthusiast pie, and has unintentionally created fun to drive grocery-getters before.However, you must firmly park any preconceived notions about a CR-V being engaging to drive. And rightly so, too, as behind the wheel it feels all very vanilla. Nothing ever stands out as obtuse or uncomfortable, which is testament to its quality.
It’s also a family SUV, and one designed successfully to comfort and relax its drivers. The seats are great on longer drives, the cabin quieter than offerings from Mazda or Hyundai’s stable, and ergonomics spot-on. The ride comfort is good, as soft suspension helps the car pop over ruts and road surface imperfections without rattling, ripples or uncertainty.
As a result of being soft, the ride can be slightly bouncy at times, more specifically when at speed and over larger blemishes. One scenario that comes to mind is over shallow speed bumps maybe hit faster than you ought to be going, and the other encountering terrible road surfaces at pace in a rural, sweeping 100km/h zone.
Consider it nitpicking, however, as in most use cases you’ll simply drive around the issue by being more patient and going slower. In classic Honda fashion, the steering is light but still weighted to feel natural and engaging enough to use.
Driveline performance is beyond satisfactory for the package, especially after assessing the paper figures. It’s powered by a seemingly tiny 1.5-litre turbocharged four-cylinder petrol engine that makes 140kW/240Nm and sends power to a continuously variable transmission (CVT).
My own preconceived notions told me it’s going to feel underpowered, especially given how lethargic CVT autos can feel compared to regular torque-converter-style transmissions. However, reality feels quite the opposite, with the wee turbo mill supplying just enough torque to ride the CVT’s endless gear with a sense of effortlessness.
I’d agree that pressing the last quarter of the throttle doesn’t add much extra performance, but again you’ll probably rarely ever exercise wide-open throttle when commuting in a Honda CR-V. There’s enough mid-range performance to not need to push hard, even if the car is loaded up with your family, a dog, and a small bike as our test car was.
The transmission offers the kind of smoothness other dual-clutch automatics simply dream about, and quiet operation even with the windows down. When they’re up, the cabin is blissfully quiet, too, which further adds appeal to its relaxed and calm nature.
Over the duration of the loan, the Honda CR-V returned a fuel-usage figure of 8.3L/100km, just under one litre more than the official combined claim of 7.4L/100km. There were moments where the car sat idling longer than usual, but other than that, it was treated to a decent highway leg and plenty of suburban frivolities during the busier hours.
Today’s RAV4 – as well as every hybrid vehicle in Toyota’s contemporary range – is the beneficiary of that long history, at once frugal on fuel without compromising performance.
Power for the RAV4 comes from a petrol-hybrid 2.5-litre four-cylinder engine running on the fuel-efficient Atkinson cycle. It makes, on its own, 131kW at 5700rpm and 221Nm at 3600-5200rpm.
But performance and economy boosts come from electric motors at each axle. The front motor is good for 88kW and 202Nm, while the less powerful rear motor outputs 40kW and 121Nm. Toyota doesn’t claim total output numbers, other than a combined 163kW (or 160kW combined with FWD). That’s because not all three motors are working on full power all the time.
Instead, the RAV4 uses a combination of petrol only, petrol-electric, or pure-electric energy to provide its momentum. And it’s an excellent combination.
Around town, the RAV4 glides silently from standstill using only the electric motors. Depending on throttle application, the RAV4 can reach speeds of around 60km/h on electric power only before the petrol engine kicks in. That said, you have to be pretty light with the right foot to achieve this.
A more realistic scenario, mirroring everyday driving, sees the petrol engine kick in to help the electric motors at around 30km/h. Still, that’s plenty good enough for decent fuel savings.
The transition between the forms of power is seamless, too, and barely noticeable when it kicks in while on the move. Around town, the RAV4 feels light on its wheels despite its 1730g kerb weight. At slower speeds, such as urban traffic, the RAV4 is happy enough to roll along using just electrons. That changes once the speed picks up and the rate of acceleration demanded is increased, the 2.5-litre petrol kicking in to add some assistance and power.
Only on the highway does the petrol engine do the bulk of the heavy lifting, with highway speeds the natural enemy of hybrid powertrains. But, even then, it can work in combination with the electric motor at each axle to minimise fuel consumption, while foot-off-throttle coasting provides short bursts of electric-only motivation and also allows the battery to recharge.
Drive is sent to all four wheels, but the rears are electrically driven only, with no connection to the engine or transmission. Front wheels can be powered by engine, electric motor, or both, channelled via a CVT automatic. It’s an excellent application of the technology that hasn’t always been seen favourably.
‘Shifts’ are imperceptible, while the CVT does a decent job of ensuring the right amount of torque and power is sent to the wheels in any situation. Only harder acceleration, like merging on to a freeway and picking a gap in traffic, will elicit that tell-tale CVT drone. Instead, for the most part, the transmission works quietly and harmoniously with the rest of the powertrain.
That driving experience is only enhanced by how the RAV4 handles the detritus of our modern roads. The ride is, in a word, excellent. On average roads, the RAV4 remains unflustered by the pockmarked streets that make up our road network. Even bigger hits, such as speed bumps, are dispatched with ease, the RAV4 quickly settling back on its wheels with little in the way of wobbling.
Out on the highway, the cabin remains nicely insulated from road noise, while road joins can be heard but aren’t felt from the driver’s seat.
| Key details | 2021 Honda CR-V VTi L | 2021 Toyota RAV4 GXL Hybrid |
| Engine | 1.5-litre four-cylinder turbo petrol | 2.5-litre four-cylinder petrol-electric hybrid |
| Power | 140kW @ 5600rpm | 131kW @ 5700rpm (combined 160kW FWD, 163kW AWD) |
| Torque | 240Nm @ 2000-5000rpm | 221Nm @ 3600-5200rpm |
| Drive type | All-wheel drive | All-wheel drive |
| Transmission | Continuously variable automatic | Continuously variable automatic |
| Power to weight ratio | 87.6kW/t | 93.4kW/t |
| Weight (kerb) | 1597kg | 1745kg |
| Tow rating | 1500kg braked, 600kg unbraked | 480kg braked, 480kg unbraked FWD 1500kg braked, 750kg unbraked AWD |
| Turning circle | 11.0m | 11.0m |
Conclusion
The drive-away price of these two vehicles is close, with the CR-V’s $45,500 giving it a $3000 advantage over the RAV4.
That lead is whittled away by fuel spend: the hybrid RAV4 used just 5.9L/100km on test compared to the CR-V’s 8.3L/100km. That small 2.4L difference works out at $540 per year based on 15,000km and a fuel price of $1.50 per litre. If prices go up, or you travel further each year, the RAV4 will save you even more.
When it comes to servicing costs, both of these cars are at the more affordable end of the spectrum. Honda’s annual check-up fee of $125 comfortably beats Toyota’s also impressive $230, but the devil is in the detail.
Honda requires you to service the CR-V every 10,000km, while Toyota will let you go 15,000km between servicing. That’s not enough to change the financial outcome, but putting your Honda in for a service every eight months instead of 12 would be more of an inconvenience.
In terms of interior space, both are bigger exponents of the medium SUV set. The Honda is longer overall so has more second-row legroom, but neither is lacking. The RAV4, however, has the bigger boot at 580L to the CR-V’s 522L. Again, neither is lacking in this regard. The CR-V’s slightly smaller boot space could be put down to the inclusion of a full-size spare wheel beneath the floor compared to the RAV4’s space-saver spare.
One area the RAV4 wins is in the size of its infotainment screen: 8.0 inches compared to the CR-V’s 7.0 inches. Both are a little small for cars costing close to $50K on-road, and the graphics are outdated, but the CR-V’s is also slow and clumsy to use. Both come with satellite navigation, Bluetooth connectivity and smartphone integration, and digital radio.
Both cars have been awarded five-star safety ratings by ANCAP, but only the RAV4 has active safety features like rear cross-traffic alert, reverse braking intervention and blind-spot alert. The fact that a $46K Honda does not have an important active safety system like blind-spot monitoring in 2022 is borderline unacceptable, especially when this feature is standard on cars costing almost half that price, such as the humble Suzuki Swift for $24,990 drive-away.
In everyday driving, both these cars are comfortable and composed, although the RAV4 retains that composure better when the road gets rougher. The Toyota’s more frugal and more powerful hybrid powetrain is the pick of the two, endowing the RAV4 with better performance despite the car’s 148kg weight disadvantage.
So, the RAV4 is more expensive, but a significant annual fuel saving makes it cheaper to run each year despite Honda’s cheaper (but more frequent) servicing. The Honda also cannot match the RAV4’s interior quality and space, active safety features, or driving prowess.
The combined weight of all those advantages makes it our pick here, despite the higher initial outlay, and is probably why it outsells the CR-V by more than five to one with Australians.
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