Australians bought a record number of Mercedes-Benz G-Class four-wheel-drives in 2021 – despite closing the order books in the second half of the year, as the company tries to clear the backlog of orders.
Sales of the Mercedes-Benz G-Class luxury four-wheel-drive in Australia broke records last year, with a 120 per cent increase compared to the prior 12 months – despite no new orders being taken for most of the second half of the year.
VFACTS industry data reports 594 G-Class SUVs as sold locally in 2021 – a 120 per cent increase over 2020 sales figures, in a market up 14.5 per cent, slotting Mercedes-Benz’s legendary four-wheel-drive into third place in the ‘upper large’ luxury SUV segment.
That’s despite order books closing around the middle of 2021 to try to clear the backlog of orders.
A Mercedes-Benz Australia spokesperson told Drive more than 95 per cent of the 594 vehicles sold last year were longstanding back-orders for the flagship G63 variant, which costs in excess of $300,000 by the time it’s on the road.
While order books for the more affordable G400d diesel variant opened in March 2021 – with deliveries commencing in July – the pause on new orders for all G-Class wagons four months later, meant this model grade only accounted for only a few per cent of the full year’s sales.
Prior to order books closing last year, it was estimated buyers placing a brand-new order would be waiting “in excess of 12 months” for delivery, said a Mercedes-Benz Australia spokesperson.
“[There is] nothing new to share at this stage regarding a reopening of G-Class order books. Our focus continues to be on maintaining supply to fulfil the existing back-orders,” a Mercedes-Benz Australia spokesperson told Drive.
It’s the same dilemma as in the US. Order books there closed on 17 January 2022, with rumours claiming wait times in some markets stretch to the fourth quarter of 2024 – nearly three years.
Mercedes-Benz G-Class sales have enjoyed a meteoric rise since the iconic model returned to Australian showrooms in March 2011 – after a brief but unsuccessful stint in the 1980s – with a ten-fold increase in sales compared to the 52 recorded in the relaunched G’s first full year, 2012.
Fuelling much of the Mercedes-Benz G-Wagen’s growth has been the latest-generation model, launched in late 2018 – which has seen sales increase from 131 in 2018, to 300 in 2019 – and 594 vehicles reported as sold in 2021.
The 2021 sales result sees the Mercedes-Benz G-Class slot into third place in the ‘Upper Large SUV over $100,000’ sales segment, behind the BMW X7 (791), and the Mercedes-Benz GLS (1110, up 36.5 per cent versus 2020 results).
The record sales result for the Mercedes-Benz G-Class comes despite the price of the flagship G63 increasing by $51,300 since the current model went on sale – to $299,000 plus on-road costs – an increase of nearly 21 per cent in three years, compared to 5.5 per cent currency inflation over the same period.
Much of that increase can be attributed to a significant $30,665 price rise coinciding with the G400d’s announcement in March 2021, followed by a $9100 increase in June.
A Mercedes-Benz Australia spokesperson told Drive: “Although I’m unable to give specific details about how vehicle pricing is determined, I can confirm that due to the level of demand globally it has been necessary to increase the vehicle price of the Mercedes-AMG G 63 to ensure its ongoing availability in the Australian market.”
The Mercedes-AMG G63 is now understood to be Mercedes-Benz Australia’s most expensive SUV, excluding the Maybach-badged GLS600 super-luxury SUV.
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.
Toyota RAV4
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.
Toyota RAV4
While Toyota’s native operating system isn’t the most glamorous to look at, it is at once functional and intuitive. An 8.0-inch colour touchscreen anchors the RAV4’s infotainment and it wants for little. Standard are satellite navigation with SUNA live traffic updates, Bluetooth connectivity, smartphone mirroring via Apple CarPlay and Android Auto, as well as AM/FM radio and DAB+ digital radio.
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.
Toyota RAV4
The RAV4 was awarded a five-star ANCAP safety rating when this model launched in 2019. It achieved excellent scores in all four key areas as assessed by the safety body with scores of 93 per cent for adult occupant protection, 89 per cent for child occupant protection, 85 per cent for vulnerable road user protection, and 83 per cent for its included safety-assist technologies.
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.
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.
Toyota RAV4
One of the key reasons Toyota sells so many cars, not just in Australia but worldwide, has always been its value equation. Affordable pricing married to low ongoing maintenance costs are a drawcard.
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-litreturbocharged 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.
Toyota RAV4
Toyota has had nearly 25 years to perfect its petrol-hybrid powertrain, the first Prius rolling off the production line in 1997.
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.
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.
Toyota topped global vehicle sales last year after stockpiling semiconductors at the beginning of the coronavirus crisis, and minimising interruptions to production.
Toyota is the biggest car company in the world – by sales volume – for the second year in a row after extending its lead over Germany’s Volkswagen Group to take out global honours – and ending General Motors’ 90-year run at the top of the US charts.
Japanese car giant Toyota reported 10.496 million vehicles as sold in 2021 – including its luxury division Lexus and small-car specialist Daihatsu.
It was a 10 per cent increase compared to the prior year – though not an annual global sales record for the company – as Toyota initially was unaffected by production slowdowns during the global coronavirus pandemic
Of that tally, more than 8.3 million Toyota vehicles were sold outside Japan – including in Australia where Toyota has been the top-selling car company for 19 years in a row.
The Volkswagen Group (also known as Volkswagen AG) – which also includes affiliated brands such as Audi, Skoda, Seat, Cupra, Porsche, Lamborghini, and Bentley – reported a combined total of 8.882 million cars as sold in 2021, a decrease of 4.5 per cent amid production slowdowns caused by semiconductor shortages and assembly-line absenteeism due to the coronavirus.
It was the sixth time the past 10 years Toyota has topped the global new-car sales rankings, claiming victory in 2021 and 2020 as well as a four-year run from 2012 to 2015.
Volkswagen topped the global new-car sales charts in the four years from 2016 to 2019.
US giant General Motors, which lost its world Number One status in 2008 after a record 77-year winning streak, is no longer in the running for the top sales spot globally after scaling back its international operations and focusing on China (2.9 million sales in 2021) and North America (2.2 million sales in 2021).
General Motors briefly reclaimed the top spot globally in 2011 – when it reported 9.03 million vehicles as sold, ahead of Volkswagen (8.36 million) and Toyota (7.95 million).
The battle for global sales supremacy now seems set to be a two-way battle for the next decade or so – between Toyota and Volkswagen – who have swapped the lead for the past 10 years.
Both Toyota and Volkswagen have announced billion-dollar investments in electric and autonomous cars to be introduced over the next decade.
However Toyota has consistently said it will continue to also offer a range of hybrid, petrol, and diesel vehicles to cater to the needs of different customers in different regions.
Toyota ended General Motors’ 77-year reign as the world’s top-selling vehicle manufacturer in 2008, when it sold 8.97 million vehicles compared to GM’s tally of 8.35 million vehicles in that calendar year.
The Toyota figure included sales from its Hino truck brand and Daihatsu small-car brand. The GM figure included all nameplates such as Chevrolet, Cadillac, Buick, Pontiac, Vauxhall, Opel, Holden and others.
Toyota continued to be the world’s top-selling vehicle manufacturer for three years in a row (2008, 2009 and 2010), although its lead over General Motors narrowed in 2010, when Toyota sold 8.42 million vehicles to General Motors’ tally of 8.39 million.
The short-lived recovery of General Motors was largely driven by the booming Chinese new-car market. In 2010, General Motors sold more cars in China than it did in North America for the first time.
In 2011 GM regained the global sales lead ahead of Toyota, selling 9.03 million vehicles ahead of Volkswagen (8.16m) and Toyota (7.95m), which was affected by the Japanese earthquake and tsunami in March 2011 and floods in Thailand in October 2011.
Today, however, General Motors is a shadow of its former self, posting five years in a row of global sales decline.
Skoda has compressed the roofline of its first dedicated electric car, creating the more aerodynamic Coupe body style – and in doing so introducing its most powerful car ever.
The 2022 Skoda Enyaq Coupe iV has been revealed, as the sleeker-styled, coupe-inspired version of Skoda’s debut dedicated electric car – but there’s no firm word on when it will reach Australian showrooms.
Due on sale in Europe later this year, the Enyaq Coupe iV rides on the same MEB modular electric architecture as Skoda’s standard Enyaq iV – but from the rear door back gains a sloping ‘coupe-styled’ roofline delivering styling and aerodynamic benefits.
The Coupe body style also ushers in a new RS performance variant, with dual electric motors that develop 220kW combined – granting the electric SUV the title of Skoda’s most powerful production car.
Thanks to its sleeker roofline – and a subtle flick in the shape of the tailgate – the Coupe claims a drag coefficient of 0.234, boosting the WLTP driving range claim of the most efficient variant (with the largest battery pack) from 520km in the standard Enyaq, to 545km.
Styling differences between the standard and Coupe body styles are otherwise minimal, with the new Coupe offering alloy wheels between 18 and 21 inches in diameter, optional matrix LED headlights, and a ‘Crystal Face’ incorporating 131 LED lights to illuminate the front grille bars.
The flagship RS adds 20-inch wheels as standard, plus black exterior trim, unique lower front and rear bumpers, RS badging, and a red reflector strip on the rear bumper.
Leading the range of powertrains is the RS, which pairs two electric motors and a 77kWh battery (net capacity; 82kWh gross) for combined outputs of 220kW and 460Nm, good for a 6.5-second 0-100km/h time and a 180km/h top speed.
One rung below is the 80x, powered by a detuned 195kW/425Nm version of the RS grade’s running gear. It’s capable of a 7.0-second 0-100km/h time, a 160km/h top speed. Like the RS, no driving range figure has been announced for this variant.
The flagship rear-wheel-drive model is the 80, which mates a 150kW/310Nm electric motor with the 77kWh battery for an 8.7-second 0-100km/h time, and 545km of claimed WLTP electric range.
Available in Europe will be an entry-level 60, pairing a 132kW/310Nm electric motor with a 58kWh battery (net) for an 8.8-second 0-100km/h time. A driving range claim for this variant has not been published.
Flagship Coupe variants are capable of 135kW DC fast charging, good for a 10 to 80 per cent recharge in 29 minutes. A six to eight-hour charge is claimed when using an 11kW AC charger.
Under the skin, RS and Sportline variants feature a unique sports suspension set-up, with a 15mm lower ride height up front, and 10mm lower at the rear.
The Enyaq Coupe iV measures 4563mm long, 1879mm wide and 1617mm high, riding on a 2765mm wheelbase – identical in width and wheelbase to the standard Enyaq, but 4mm longer and 1mm taller due to its unique roofline.
Inside, the Enyaq Coupe retains much of its standard counterpart’s cabin, with a 13-inch floating centre touchscreen with Apple CarPlay, Android Auto, over-the-air updates and support for a smartphone companion app, alongside a 5.3-inch digital instrument display in front of the driver.
Buyers can choose from a range of interior ‘themes’, led (likely on price) by Design Selection Loft, which incorporates grey and black upholstery, and “easy-to-clean” materials.
Lodge adds seat covers made from 40 per cent new wool and 60 per cent recycled bottle upholstery, Lounge includes leather and microfibre seat trim, Suite offers black leather seats with brown stitching, and ecoSuite includes cognac brown leather tanned with eco-friendly olive leaf extracts (and equipped with grey stitching).
Sportline variants add front sports seats, suede upholstery, paddle shifters for the regenerative braking system, a black headliner, and carbon-fibre-look trim strips.
Meanwhile, the flagship RS scores a unique ‘Design Selection vRS Suite’ interior, with black perforated leather sports seats with grey piping and stitching, an RS-branded steering wheel, leather-look dashboard, aluminium pedal covers, carbon-look trim, and RS badges.
Despite the sloping roofline, boot space has only decreased from 585 to 570 litres – likely due to capacity only being measured to the cargo cover, rather than the roof – aided by an optional hands-free power tailgate.
Standard features in the UK include a panoramic glass roof, the aforementioned interior displays, keyless entry and start, LED ambient lighting, and dual-zone climate control. The RS gains tri-zone climate control as standard.
An augmented-reality head-up display, a 12-speaker Canton sound system, wireless phone charging, heated front and rear seats, and a 360-degree camera can be optioned, as can 10 optional packages.
Available active safety technologies include adaptive cruise control, lane following assist, traffic jam assist, autonomous emergency braking with pedestrian and cyclist detection, blind-spot monitoring, and rear cross-traffic alert.
The 2022 Skoda Enyaq Coupe iV will go on sale in Europe later this year.
No plans have been confirmed for an Australian launch – though with Skoda Australia “hoping” to announce launch timing for the standard Skoda Enyaq sometime in 2022, the sleeker Enyaq Coupe could make its way Down Under in the coming years.
