Mazda CX-5 vs Toyota RAV4

What's the difference?

Despite being far from the most modern option on the market, I'm surprised to see how well the CX-5 is holding up, particularly compared to more recently launched rivals when it comes to driving dynamics and cabin ambiance.

In fact, this car still feels so up to the task it's hard to believe Mazda is already moving its styling upwards and onwards with spiritual successors on the way like the CX-50 and CX-60.

For now, it's hard to go wrong in the CX-5 range, and actually, the Touring Active is the value pick of the bunch if you're willing to do away with certain small luxuries which this design feels like it should have.

The XSE hybrid 2WD is yet another member of the very talented and likeable fifth-generation RAV4 family. But it isn't the optimal version.

Why? Despite go-faster looks inside and out, it's no more a sports SUV than any other current RAV4, with no engineering or performance upgrades to set the XSE apart. Frisky and fun though it is, don't expect a latter-day Falcon XR6 or Commodore SV6.

You may as well buy the cheaper GXL hybrid, save $2800 and still enjoy a high degree of driver enjoyment for a midsized SUV, and without those clammy Softex seats to boot.

What has always sold the CX-5 is its understated but upmarket-looking design. Even after all these years it oozes cool with its big trend-setting and deeply three-dimensional honeycomb grille, tasteful chrome highlights, and sleek light fittings, which of course are all elements now emulated by other brands.

The recent update brought with it new shapely LED lights front and rear, a tweaked face, new wheel designs and some updated features for the interior.

There is little doubt that the RAV4’s chunky, Jeep-esque design has helped it finally break away from the fey soft roader image of earlier iterations, appealing to a very broad spectrum of buyers.

The Toyota’s aesthetic appeal also seems to transcend social structure, probably by dint of providing advanced hybrid specification. That’s evident in its phenomenal sales success.

More specifically, the XSE hybrid’s two-tone roof and glossy wheels do provide a striking point of difference vis-a-vis other RAV4s, while the series as a whole has aged remarkably well over against flashier younger rivals like the Kia Sportage and Hyundai Tucson, offering a distinct style that melds both form and function.

Few would argue that the current RAV4 taps into the current consumer mindset with consummate ease. A future classic in the making.

As one of Australia's most popular mid-size SUVs, you'd hope the CX-5 is up to family duties, and the good news is it mostly aces the brief.

Up front, there's plenty of room for adults, with a good amount of adjustability, and great visibility despite a relatively high belt-line and dash.

The seats in this Touring Active grade are manual adjust only, which may be a downside for some, while the blended seat trim of ‘Maztex' synthetic leather and suede isn't my preference.

I'm more in favour of a basic cloth seat, which will be much easier to clean and will probably wear better, or the lovely real leather seats which appear on higher grades.

Still, I appreciate the very straightforward climate panel, which consists of physical buttons and dials for all of its controls. Far preferable to the trendy touch panel, or worse, multimedia-screen interfaces on some rivals.

The rear doors open nice and wide, making it easy to fit child seats, and room back there is more than sufficient for adults in the outer two rear seats, as well.

I had plenty of legroom and headroom behind my own driving position at 182cm tall.

The quality trims continue in the doors, and there's a large bottle holder in each one, alongside a further two in the drop-down armrest.

Interestingly, this part also has a flip-open tray with two USB 2.0 connectors, a tidy way to get power to the rear passengers, but one which can't be used if the middle seat is occupied.

There are no additional outlets on the back of the centre console, although there is a set of air vents back there.

The boot measures in at 438 litres, which is not on the larger end for the mid-size SUV space, and may cause some families to run into issues, particularly if they need to carry a pram on top of regular luggage.

As it is though, it fit our CarsGuide demo luggage set with minimal room to spare. There is a space-saver spare wheel under the floor.

Immensely, since the RAV4’s aesthetic and functional harmony carries over inside.

Big windows, lofty seating (perhaps too much so for taller front-seat passengers), bags of space, heaps of storage, high-quality materials and a practical dashboard all come together beautifully. Easy to get in and operate, few vehicles are quite as user-friendly with little or no familiarity.

The attractive and generously bolstered front seats provide generally excellent all-round comfort, with ample support and position flexibility.

In the XSE’s case, the driver’s seat is electrically actuated, and includes lumbar support and height adjustability, for an even better experience. Combined with the tilt/telescopic steering column, finding the perfect driving position shouldn’t be too hard at all.

However, there are a few cons to offset all the pros, with one specific to the XSE.

Staying in the back, the bench is fixed, as there are cooling vents and other electrical gubbins lurking underneath. While the position as chosen by Toyota works fine for most people, some competitors do offer sliding and reclining rear seats.

Still with seating, the front passenger’s one is manually operated with no height adjustability (or lumbar support). Taller riders may end up with scalps scraping the ceiling. This may be a deal breaker for some families.

Equally annoying is the XSE’s choice of upholstery. It’s perplexing why car manufacturers equate imitation leather with sportiness and/or luxury. Historically, the similar PVC or vinyl seat coverings were long regarded as strictly basement spec, good for being hard-wearing and a cinch to clean but not much else. Even in mild weather, they make the RAV4 feel clammy. Bring back softer, breathable fabrics please. This cheap, chemically-rich material is enough to undermine comfort. Unless you’re Catwoman.

Finally, there’s no remote rear-seat backrest release, as per rivals like the CX-5. It would be a small but handy addition, to an otherwise considered cargo area set-up that practically has it all: easy load/unloading capability, a long flat floor with a hidden lower level, plenty of girth and latches to secure objects to. Capacity varies between 542 litres and 580L depending on floor height, while a space-saver spare wheel lives beneath there.

Suavely designed, solidly built, beautifully finished and adequately refined inside, the RAV4 continues to make for a great family conveyance. Especially if low running costs are paramount.

Remember: we have detailed reviews of other RAV4 hybrid versions on this site, but this one is specifically for the XSE hybrid 2WD.

Toyota expanded the RAV4 range late last year with the arrival of the Series II facelift, slotting the XSE hybrid in between the mid-range GXL hybrid and luxury Cruiser hybrid grades. There are no petrol-only models.

Changes were mainly cosmetic and include projector-style LED headlights, LED foglights and revised alloy wheel designs, as well as minor equipment and safety upgrades.

For similar money, sporty midsized SUV rivals like the Mazda CX-5 GT SP AWD (from $48,790) and Subaru Forester 2.5i Sport (from $42,690) can more-or-less match most of the XSE specification, but approach neither the power outputs nor the startling fuel economy of the Toyota’s series-parallel hybrid powertrain.

Only the Haval H6 Hybrid Ultra (from $44,990 driveaway) manages that, and with extra features like a sunroof, cooled seats and a seven-year warranty instead of five years, but it is far from sporty or comfortable.

The Forester 2.0 Hybrid S from $47,190 is neither powerful nor athletic, while plug-in hybrids with punch – like the MG HS PHEV FWD (from $48,990), Mitsubishi Outlander PHEV GSR AWD (from $52,490) and Ford Escape ST-Line PHEV AWD (from $53,440) – cost more than the RAV4 XSE.

Like we said earlier: finding a gutsy, racy midsized SUV without blowing well into the $50K-plus bracket is not easy – let alone one with hybrid efficiency.

Advantage: RAV4.

For such a contemporary looking car, things feel a little dated when it comes to engine tech.

Rather than employing a fancy hybrid or downsized turbo unit with a tricky transmission, Mazda relies on a regular 2.5-litre four-cylinder engine, mated to a traditional six-speed torque converter automatic transmission.

The engine produces 140kW/252Nm, hardly on the high end for the segment, and it needs to drive all four wheels.

If this doesn't sound like enough punch for you, there's also a 2.2-litre four-cylinder diesel engine (140kW/450Nm) available on the Touring Active grade, but it carries a roughly $3000 premium.

Along with appearance, packaging and Toyota's reputation, here’s yet another telling reason why you might want an XSE hybrid.

The Euro 5-rated powertrain is the now-ubiquitous A25A-FXS – a 2487cc 2.5-litre double-overhead cam 16-valve in-line four-cylinder Atkinson Cycle petrol engine, boasting variable valve timing, direct-injection and stop/start technology. On its own, the combustion engine makes 131kW of power at 5700rpm and 221Nm of torque between 3600-5200rpm.

Mated to an 88kW/202Nm electric motor, power shoots up to 160kW, while the e-CVT electronic continuously variable transmission offers a trio of modes – Eco, Normal and Sport. They change steering, brake and throttle effort as well as the transmission shift pattern and drive torque distribution according to the driver's fancy.

Being a series/parallel full hybrid system, the engine is combined with a pair of motor generators, to provide electric-only drive or a combination thereof, to both the front wheels as well as to a (small) 1.6kWh Nickel Metal Hydride battery pack, charging it on the go or via recaptured energy from the regenerative braking system. This is what Toyota means by a “self-charging” hybrid system.

Pure electric power is provided for under 2km, during very low speeds, when coasting along off-throttle or under very light throttle at certain speeds. The 0-100km/h sprint time is 8.4 seconds, on the way to a top speed of 178km/h.

Tipping the scales at 1690kg, the XSE Hybrid 2WD boasts a power-to-weight ratio of nearly 95kW/tonne helps, making it quite a muscular performer... that's also a teetotaller.

As you'd imagine, a 2.5-litre engine with no electrical or turbocharged assistance can punish you at the fuel pump.

While the hybrid RAV4 has managed to bring fuel efficiency as low as 4.8L/100km to the mid-size SUV space, our Mazda has a comparatively high official combined efficiency of 7.4L/100km.

After 400km of driving in real-world suburban conditions, my test car consumed 9.0L/100km, decidedly higher again.

Thankfully, the CX-5's relatively low-tech engine is capable of consuming entry-level 91 unleaded. It is only compliant with Euro 5 emissions standards, and has a 58-litre fuel tank.

Using the official economy figure, driving range comes in at just over 780km.

Over a range of urban, freeway and highway testing, we managed 6.6 litres per 100km – and that was with the air-con on constantly.

The official combined average is 4.7L/100km, for a carbon dioxide emissions average of 107 grams/km.

With the 55-litre fuel tank accepting regular 91 unleaded petrol, an average of over 1170km between refills is possible. For a large, boxy and rapid family SUV, this is seriously impressive economy.

If you've driven any Mazda in the last decade or so, this latest CX-5 won't throw up any surprises. The drive experience adheres to the sporty, firm and purposeful ethos which Mazda has cultivated over a long period of time.

This is defined by nice accurate steering, an overall light and springy feel for the car, and a firm ride.

If you like driving then you'll probably realise fairly quickly that the RAV4 is naturally enjoyable machine to punt around, instantly putting it in the upper echelon of medium SUVs.

While that 2.5-litre hybrid powertrain combo isn’t the quietest when revved hard, it is smooth and always willing, leaping off the line energetically, and maintaining a strong level of acceleration well past the legal speed limit.

Which means it’s both ideal for zipping in between traffic gaps and pulling out for fast overtaking manoeuvres, packing quite a wallop between 80-120km/h. Yep, the RAV4 is deceivingly rapid.

The constant shifting between combustion engine and electric motor is almost imperceptible barring the fact that the latter is obviously quieter, allowing for silent and smooth progress in heavy traffic, that in turn makes the experience less stressful. As with all Toyota hybrids, a realtime animation diagram can be displayed to show you just how discreet the system is.

Keep in mind, however, that if you mash the throttle once all that road congestion clears, there will be quite a bit of thrashy engine noise accompanying all that extra speed being amassed, courtesy of the CVT auto attempting to maintain peak engine rev efficiency. It isn’t too loud or harsh, just present.

But while you won’t mistake the XSE for a premium luxury SUV, it’s easy to get into a flowing and relaxing rhythm, thanks to nicely weighted steering that – like the rest of the car – is as equally at home in the cut-and-thrust of urban traffic as it is tearing through a tight set of turns away from the big smoke. The RAV4's handling is terrifically resolved.

Featuring struts up front and wishbones out back, its suspension feels planted and controlled in most situations, for fast, effortless progress regardless of prevailing conditions. In this sense, the XSE does possess an athletic dynamic attitude to match its sporty styling, since the chassis delivers a rewarding drive.

Better still, even on the 226/60R18 wheel and tyre package, the Toyota continues to impress with a ride that manages to provide absorbency across craggy urban streets while minimising body lean when hoofing along through fast corners.  

About the only hiccups here are braking feel – sometimes the pedal can seem a little wooden and unnatural (though stopping performance is absolutely fine) – as well as noticeable droning over some highway surfaces. But neither are deal breakers; just things to get used to.

Finally, with 190mm of ground clearance, the XSE hybrid 2WD is fine for driving over gravel roads, and is enabled by expertly tuned traction and stability controls that intervene gently to help keep you heading in the right direction at speed – even over loose and slippery surfaces.

That said, we'd pay the extra $3K for AWD. Or, much better still, step 'down' into a GXL hybrid AWD for around the same money (at $43,450 plus ORC) and buy a glossy black roof wrap to mimic the XSE's. Because... guess what? Despite the sporty look, it doesn't move the RAV4's already-sorted dynamic game on one bit.

And you won't have to put up with hot and sticky vinyl-like seats. You win. Toyota wins. Everybody wins.

The RAV4 scored a five-star rating in the Australasian New Car Assessment Program during its launch year in 2019.

Standard safety equipment includes seven airbags (dual front, front side, curtain and driver’s knee), Lane Departure Alert, Lane Trace Assist, Autonomous Emergency Braking (AEB) with pedestrian and daytime cyclist detection, Blind Spot Monitor, Rear Cross Traffic Alert, speed signs recognition, automatic high beam, adaptive cruise control, Trailer Sway Control, front and rear parking sensors, anti-lock brakes with Electronic Brake-force Distribution and Brake Assist, electronic stability control, traction control, hill-start control and seatbelt warning.

Note that the RAV4’s AEB can detect and brake for cars between 10km/h and 180km/h, and for pedestrians and cyclists between 10km/h and 80km/h, while the lane-departure alert with steering control system is operational between 50km/h and 180km/h.

A pair of ISOFIX points as well as a trio of top tethers for straps are fitted to the rear seats.

Mazda keeps things simple here with five years of warranty, five years of roadside assist, and a five-year capped price service program.

For the latest update, the service intervals have been pushed out from 10,000km to 15,000km and 12 months, and the average cost works out to be $423 per year for the 2.5-litre petrol engine option as tested.

This is not the cheapest servicing in the segment, but it's not unusually expensive, either.

Toyota offers a five-year/unlimited kilometre warranty – with the option of extending that to seven years – as well as roadside assistance. Service intervals are at 12 months or 15,000km.

The engine and transmission are under a seven-year warranty, while the hybrid battery pack is up to 10 years as long as the owner undertakes an annual inspection “… as part of routine maintenance according to the vehicle logbook.”

And why wouldn't you? The first five annual scheduled services are capped at just $230 each, with the work carried out detailed online at Toyota's website. This is one of the brand's biggest advantages over the competition.