Best Mid-Size SUV 2021: Driving performance

Each of the 12 models in the running for carsales’ Best Mid-Size SUV 2021 has been comprehensively assessed by our road test team.

As you’ll see from their driving impressions, there’s a surprising disparity in how each medium SUV delivers on key parameters including engine performance, ride and handling balance, and refinement.

There’s not a huge difference in fuel consumption across our dozen contenders, which isn’t a great surprise given they’re all powered by a four-cylinder petrol engine matched to an automatic transmission and all-wheel drive, but it’s worth noting the variation.

The Skoda Karoq 2.0 140TSI Sportline AWD is the most economical SUV here, with an official combined-cycle average of 6.9L/100km which we also saw in test.

While the majority hover around the 7-8L/100km mark, the MG HS 2.0 Essence X AWD is the thirstiest at 9.5L/100km.

When it comes to hitting the bullseye in the equally important areas of performance, handling and ride, the Volkswagen Tiguan 2.0 162TSI Elegance AWD is on target.

As Alexandra Lawrence says, the Tiguan is a dynamically well resolved SUV for variable Australian road conditions, making it a fine all-rounder.

“For the most part, the 162TSI is a punchy powertrain that really gets the SUV moving.

“The Tiguan stays planted on the road, remaining well settled even over potholes, lumps and bumps.”

The Skoda Karoq is up next, with an excellent blend of performance and handling prowess.

Sam Charlwood said: “The engine does an admirable job of straddling comfort and performance duties. Power is both accessible and plentiful, with peak torque coming on song from just 1500rpm.

“The Skoda Karoq 140TSI Sportline will happily rev to its circa-6200rpm cut-out, at which point the rapid-fire gearbox quickly finds another cog.”

Charlwood also acknowledged the dynamically well-rounded nature of the Karoq: “Faithful steering and admirable levels of body control ensure the Karoq remains controlled through faster corners.”

Not far behind in this department is the Hyundai Tucson 1.6 Highlander AWD, which may lack the ultimate get-up-and-go of the Tiguan and Karoq, but offers a very satisfying driving experience nevertheless.

“The Tucson Highlander proved itself to be dynamically capable, offering decent grip and little body roll when pushing it. Feeling more like a small SUV from behind the wheel, the new Tucson is nimble and easy to place,” said Lawrence.

“Power from the 1.6-litre turbo-petrol engine is good down low and it drives well off the line. But asking more of it at speed means it can feel a little out of puff, something that would become more noticeable with several passengers on board.”

The Mazda CX-5 has been a class favourite over many years, and the high-series CX-5 2.5 Akera AWD on test here lives up to its status as a worthy competitor in terms of overall performance and ride and handling polish.

As Ken Gratton observed: “The CX-5’s dynamics are safe and generally communicative, suiting a very broad range of buyers in this market segment. Brake pedal feel is progressive and fairly soft, for instance.

“But the Mazda CX-5 is not merely some anodyne family hack for suburban-dwelling non-enthusiasts. The handling is lively and the steering response is better than the median for vehicles in this segment.

“The 2.5-litre SKYACTIV engine is very refined and inaudible at highway speeds.”

The judging panel put the Toyota RAV4 2.5 Edge AWD up next, with Tim Britten summing it up as follows: “The combination of the punchy 152kW engine and the new eight-speed auto gearbox works well for the Toyota RAV4 Edge.

“The outcome is a swift, efficient mid-size SUV that’s always able to find the right gear and makes the most of what it’s got under the bonnet.

“There’s only a modicum of body roll, while the 235/55 tyres wrapping decent-size 19-inch alloy wheels conspire to find a good balance between road grip and ride comfort.”

Similarly, the Ford Escape 2.0 Vignale AWD doesn’t disappoint with its performance and dynamic abilities, but ride comfort leaves more to be desired.

As Gratton explained: “Up against competitors with smaller turbocharged engines or 2.0-litre naturally-aspirated engines, the Ford holds a real trump hand. The extra half a litre of displacement – plus the turbocharger – sets the Escape apart from its competitors in the segment.

“The eight-speed automatic changes crisply, and is very smooth, even when the shift paddles are in use. The Escape turns in fast – thanks to light, direct steering – and holds the road at a level near the top of the heap for mid-size SUVs from mainstream brands.

“But although the ride is not harsh, it can be fidgety and is annoying over even very smooth surfaces,” he added.

The Kia Sportage 2.4 GT-Line AWD was up next, with a local suspension tune giving the Korean SUV a dynamic polish.

“The Kia Sportage just cruised across the potholes like they didn’t exist. It was well controlled over bumpier bitumen too, where trucks had churned up the base underneath the asphalt,” Gratton said.

“At open-road speeds, the Kia Sportage skied impassively over these imperfections with the suspension and dampers in perfect harmony.”

Gratton also found the 2.0-litre diesel engine available in the Sportage to be a better bet than the 2.4-litre petrol on test here.

“The 2.4-litre petrol engine couldn’t match the diesel option for acceleration, especially higher in the rev range. It’s designed for torque in the mid-range, and it feels like that when the accelerator is pushed all the way to the floor,” he said.

“The carryover six-speed automatic also tended to hunt for gears when on hilly or winding roads.”

As for the Honda CR-V 1.5 VTi LX AWD, Feann Torr found the ride quality good, but its handling and engine performance less convincing.

“The 1.5-litre turbo is a diligent unit, providing the Japanese SUV with plenty of urge when you nail the accelerator pedal. Throttle response is prompt and there’s paddle shifters that allow a quasi-manual mode, but like grandpa after a big Christmas lunch, it takes forever to react.

“The engine can also get a little noisy at higher revs, and the automatic CVT (continuously variable transmission) feels a little laggy at times and isn’t as quiet or smooth as newer CVTs.

“The CR-V’s independent suspension does an excellent job of cushioning occupants and cargo from cracks and cruddy road surfaces and it settles quickly after traversing speed bumps and big fissures in the road.

“While the Honda doesn’t hug the road as keenly as Mazda’s CX-5 or feel as grounded through roundabouts and corners, it’s not what you’d call undynamic.”

The Nissan X-TRAIL 2.5 Ti AWD is an SUV that covers off daily driving duties well – provided they’re not too challenging.

Said Bruce Newton: “The X-TRAIL Ti rides with a soft edge that makes it appropriate for suburban streets and speeds. But it starts to fray when the driving demands are a bit more substantial.

“At open-road speeds the damping is unable to cope with repeated inputs and the ride becomes jittery. The soft set-up produces lots of cornering roll and the steering is indistinct.

“The peaky nature of its engine power and torque means the engine can be slow to get going. Add the CVT’s tendency to hold revs when accelerating – as opposed to the ebb and flow of a torque-converter auto – and the engine became a bit too obvious in its efforts,” he said.

The Subaru Forester 2.5i-S AWD is among the mostly dynamically accomplished in class, but its powertrain could have more polish.

“Through corners the Subaru Forester feels surprisingly agile and engaging. It has supple ride comfort and ensures a relatively quiet cabin at cruising speeds, although the steering is perhaps a touch too sensitive,” said Torr.

“The CVT lacks character, and the engine isn’t much better. The 2.5-litre bangs out a respectable 136kW and 239Nm, but it’s no hot rod. Take the kerb weight of 1563kg, add in luggage, child seats, stuff on the roof racks plus more passengers and engine performance almost begins to struggle.”

The Mitsubishi Outlander 2.4 Exceed AWD, on the other hand, has willing engine performance on its side, but otherwise simply settles back into the pack.

“With its normally-aspirated power and torque outputs it needs to be hustled along at times, but it doesn’t really mind that,” noted Britten. “And the CVT helps plug most gaps in power delivery without getting too frantic.

“The quicker steering ratio, though it fractionally improves the Outlander’s response to driver input, still doesn’t make it feel nimble, or anything like sporty.

“The Outlander feels a bit reluctant to turn in and, although far from excessive, it rolls a bit too. This is a characteristic you would expect to accompany a truly cushy ride – which the Outlander doesn’t really have.”

Rounding off our dozen is the MG HS. In this guise, the HS has a 168kW/360Nm 2.0-litre engine with among the highest outputs here. It shows a lot of promise, albeit in a relatively heavy 1700kg SUV.

“The ride of the MG HS is pleasantly supple and the overall refinement is good,” said Mike Sinclair. “As the bumps and cambers get a little more challenging, however, the overall performance falls off a little.

“There’s a brittleness to the way the car copes with multiple bumps and bigger road irregularities. If you are focused on dynamics and that last few percentage points of refinement and overall polish, then the MG HS will not push all of your buttons.”