Best Mid-Size SUV 2024

When it comes to questions that Australian car buyers are asking, ‘Which is the best mid-size SUV?’ is right near the top of the list.

It’s not only the most popular market segment for new vehicles, but one of the most well populated, which only makes the choice more difficult.

Further complicating the process is the fact many of these mid-sizers are very reasonable choices. Of the 14 vehicles we have tested for this year’s carsales’ Best Mid-Size SUV, a solid case could be made for 10 of them and a more tenuous case for a couple more.

As with all carsales Best awards, the vehicles have been assessed against five main criteria: safety, technology, comfort and convenience, driving performance and ownership costs, the latter using data from the experts at RedBook.com.au.

To do this, carsales’ road test editor Scott Newman was joined by senior journalists Bruce Newton and Nadine Armstrong, driving each of the contenders back-to-back on the same loop consisting of urban, highway, country and unsealed roads.

Each car was scored out of 20 across each criteria for a total out of 100 and the scores were the average of the three supplied by each judge, the higher individual score being the tiebreaker in the event of a tie.

As ever, while our rankings are a holistic view of each car, there are certain strengths and weaknesses it’s important to be aware of, so your personal ranking might differ slightly depending on your priorities. For clarity we have only featured in detail the vehicles we ranked in our top five. Hopefully, our assessment provides adequate context and, if not, drop us a line!

The models chosen for carsales’ Best Mid-Size SUV 2024 were lined up around the $50,000 mark (before on-road costs), as best as manufacturer fleets and availability would allow. It’s an imperfect science and as such there is a reasonable price spread among the vehicles present.

Let’s start with what isn’t here. Sadly, the new Chery Tiggo Pro 7 was doing duty at a marketing event during our requested dates and the Hyundai Tucson fell foul of a logistical hurdle, though given that’s just been updated we’ll compare it to the winner in due course.

To work around the world, Japan is represented best with the Honda CR-V VTi L7, Honda ZR-V e:HEV RS, Mazda CX-5 G35 Akera, Mitsubishi Outlander Exceed, Nissan X-TRAIL Ti, Subaru Forester 2.5i-S and Toyota RAV4 XSE 2WD Hybrid.

France offers two entrants, the Citroen C5 Aircross Sport and Peugeot 3008 GT Sport, as does China with the BYD Atto 3 – the first time an EV has made it to one of our ‘regular’ best awards (we also run Best Electric Car) – and the GWM Haval H6 Ultra Hybrid.

Korea, Germany and the Czech Republic each have one offering in the form of the Kia Sportage GT-Line — our reigning champion — Volkswagen Tiguan 162TSI R-Line and Skoda Karoq 140TSI Sportline respectively.

But which takes gold in the SUV Olympics? Let’s find out…

Before we list our top five mid-size SUVs, here's a rundown of the 'also rans' — the vehicles from number 14 to number six that didn't make the top five. You can read about the other contenders in more detail elsewhere.

The Citroen C5 Aircross was quickly undone by poor packaging, while the Peugeot 3008 was hampered by an awful gearbox and truly stratospheric depreciation.

As a static object the GWM Haval H6 – tested here in Hybrid Ultra Luxury guise – has a lot going for it. But although its drivetrain is impressive, less so are its dynamics and driver aids.

The Mitsubishi Outlander is a ‘very nearly’ car. If it were better in a couple of areas it could potentially rocket up this list – but it isn’t.

From here the culling gets much harder. In the end, cost pushes the Skoda Karoq out of the top choices. Dollars and cents also culled the Volkswagen Tiguan. Sporty and enjoyable to drive, the 162TSI R-Line is thirstier than rivals and is the most expensive to service here.

The Mazda CX-5 is an Aussie favourite but when compared to the latest crop of mid-size SUVs its relatively cramped interior, elevated asking price and thirst count against it.

In many respects the Subaru Forester is the polar opposite of the CX-5. It's possessed of a Tardis-like interior and even this range-topping 2.5i-S is well under $50,000 before on-road costs. Alas, where it struggles is under the bonnet, plus it's thirsty.

Which brings us to the last of the cars culled — the BYD Atto 3. This is quite a momentous occasion, the first time an EV has been included in a regular carsales’ Best award.

As witnessed from the finishing position of the BYD Atto 3, the lower price tag doesn’t mean BYD has skimped but it’s a placing that does come with more qualifications than usual.

The Atto 3’s running cost advantage assumes most charging will happen at home, the drivetrain's great but the very soft suspension set-up can lead to a lack of composure.

In the end, the BYD's biggest question is warranty coverage.

And so to our top choices...

‘Jack of all trades, master of none’ sounds to damn the Honda CR-V with faint praise, but it’s a very well-rounded vehicle that will slot into the role of family hauler with next to no fuss and do the job admirably.

The back seat is huge and raised to give the little’uns a better view out, while doors that open to 90 degrees make getting them in and out easier. The second row also slides and reclines to allow access to the optional third row, giving you the choice of carting extra bodies or more luggage space.

Up front it feels well put together and even this mid-spec VTi boasts triple-zone climate control, heated multi-way adjustable front seats, air vents for all three rows and an electric sunroof.

The $53,000 drive-away ask for the VTi L7 includes all paint colours so it’s priced competitively and Honda’s trump card is its measly $199/visit servicing costs, though the intervals are a little shorter at 12 months or just 10,000km.

On the road the CR-V does everything well and nothing remarkably. The small turbo-petrol engine has decent torque to move things along, though mated to a CVT it’s certainly nothing inspiring.

Similarly, it rides and handles in a perfectly commendable manner without ever prompting any enthusiasm, which is perfectly fine. The lane departure mitigation can be a pain on occasion, though, and gravel roads completely freak it out.

All in all, a really good car, but just not quite as good as everything ahead of it.

2024 Honda CR-V VTi L7 at a glance:
Price: $53,000 (drive-away)
Powertrain: 1.5-litre four-cylinder turbo-petrol
Output: 140kW/240Nm
Transmission: Continuously variable automatic
Fuel: 7.3L/100km (ADR Combined)
CO2: 167g/km (ADR Combined)
Safety rating: Not tested

If ever there was evidence that the recipe matters just as much as the raw ingredients, it’s the Nissan X-TRAIL. Sharing most of its mechanicals with the Mitsubishi Outlander, the outcome is a more refined package, especially when it comes to family-friendliness.

Though it’s actually slightly shorter with an identical wheelbase, the X-TRAIL is more spacious, particularly in the second row, and while the interior treatment in the Ti isn’t as nice as the Outlander Exceed, if that matters to you stepping up to the Ti-L for another $3000 brings diamond-quilted Nappa leather and the like.

Our five-seat test car had a massive boot and a clever one, too, with the false floor not only providing extra storage underneath but able to be arranged to create helpful partitions. There is also the option of seven seats in the lower ST and ST-L grades.

It’s on the move where the X-TRAIL really feels superior, though, with a much calmer and more comfortable ride without the constant jitteriness of the Outlander. It’s this composure that gives it the slight edge over the CR-V, though the two are really lineball for different reasons.

The Nissan is expensive to service and intervals are only 12 months or 10,000km here, too. Like the Outlander, the engine is also the weak link, though at least the lighter X-TRAIL isn’t quite as thirsty.

But there is a potential solution here. For slightly less money you can score an X-TRAIL ST-L e-POWER with Nissan’s unique hybrid drivetrain, which not only saves fuel but gives an EV-style driving experience and it’s something we’d recommend trying before committing.

2024 Nissan X-TRAIL Ti at a glance:
Price: $50,490 (plus on-road costs)
Powertrain: 2.5-litre four-cylinder petrol
Output: 135kW/244Nm
Transmission: Continuously variable automatic
Fuel: 7.8L/100km (ADR Combined)
CO2: 183/km (ADR Combined)
Safety rating: Five-star (ANCAP 2021)

Popularity isn’t always a guarantee of excellence and that’s certainly been the case at times in the Toyota RAV4’s life, but the latest iteration is a genuinely excellent machine.

It’s unfortunate those waiting a long time for their cars to arrive have been hit with price rises, but perhaps there’s solace in the fact that the XSE 2WD Hybrid on test is very competitively priced.

Granted, it does lack some features – 360-degree camera, self-park, powered passenger seat, head-up display – but it’s the perfect choice for the financially savvy thanks to the low entry price, extremely strong resale and excellent running costs.

Fuel use of around 5.0L/100km is genuinely achievable in the real world, servicing is just $1300 for the first five visits, the warranty stretches to seven years on the drivetrain – without meaning to pick on Nissan, compared to an X-TRAIL over five years the RAV4 owner will be almost $10,000 ahead.

Charging for roadside assistance still feels a bit mean, though.

There’s nothing particularly ground-breaking about the Toyota RAV4 as a package. There’s plenty of space in every area, the infotainment is now thankfully up to scratch, the coarse-grain elephant skin material in the cabin is a bit odd but the contrasting blue stitching gives it an Action Man vibe, all the equipment basics are there, and it’s pleasingly functional.

Where the RAV4 really impresses, though, is behind the wheel. Dynamically deficient for years, the latest generation is a great drive, with excellent ride and handling on all surfaces and that smoothly powerful hybrid drivetrain.

It’s by no means the sportiest, but in a different sense you could make a case the RAV4 is the nicest car to drive here. Combine that with its myriad other talents and you have one of the best cars here, too.

2024 Toyota RAV4 XSE Hybrid at a glance:
Price: $48,910 (plus on-road costs)
Powertrain: 2.5-litre four-cylinder petrol-electric
Output: 160kW/221Nm
Transmission: Continuously variable automatic
Fuel: 4.7L/100km (ADR Combined)
CO2: 107g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2019)

Honda’s decision to offer two mid-size SUVs in the Australian market is confusing on the surface, but while there is significant overlap, the Honda CR-V and ZR-V are different enough to have stronger appeal to different buyers, depending on their priorities.

Part of the reason it sits towards the pointy end of the rankings is that while the Honda ZR-V a half-size smaller than most of the others – it’s around 150mm shorter in length than a CR-V – you don’t really pay any practicality penalty.

Its dimensions are virtually identical to the Mazda CX-5 but there’s way more room in the rear row and the boot is big, too. Perhaps not as big on paper but as a physical space it’ll still swallow plenty of bags or sports equipment and the like.

This positioning does work in the ZR-V’s favour as our circa-$50K price point allows us to test the range-topping hybrid e:HEV RS. This not only gives it a bulging equipment list – heated seats front AND rear, full digital dash, heated steering wheel, 12-speaker stereo, wireless CarPlay, 11 airbags, etc – but the hybrid drivetrain makes it a running costs star.

The ZR-V will happily drop into EV mode even at highway speeds, resulting in impressive efficiency, Honda’s bargain servicing is only $995 for the first five visits (though intervals are 12 months/10,000km) and the expected residuals are incredibly strong, the class of the field.

It’s not perfect. There isn’t much in it, but its bigger brother is slightly better in terms of ride comfort, refinement and interior quality. To be honest, if you can stretch the extra $5000, the CR-V e:HEV RS is probably worth it, but if you can’t, the ZR-V is a very well-rounded SUV.

2024 Honda ZR-V e:HEV RS at a glance:
Price: $54,900 (drive-away)
Powertrain: 2.0-litre four-cylinder petrol-electric
Output: 135kW (combined)
Transmission: Continuously variable automatic
Fuel: 5.0L/100km (ADR Combined)
CO2: 114/km (ADR Combined)
Safety rating: Not tested

New models have launched and others have been updated, but none seriously threatened our reigning champion and continued Best Mid-Size SUV, the Kia Sportage. It doesn’t matter which way you look at it, any attempt to poke holes in it (not literally) is fruitless.

The easiest way to explain why the Sportage wins – and wins easily, with a score of 85 to its nearest competitors’ 79 – is to go through the criteria. In terms of safety it’s the only car on test to tick every box and it was an early adopter of the front-centre airbag.

That said, the safety systems are also the Sportage’s biggest weakness, the lane keep assist being poorly calibrated and overly enthusiastic in its intervention.

The Sportage is excellent value. The diesel GT-Line tested was, until very recently, the most expensive Sportage (now trumped by the Hybrid) but $52,920 plus on-road costs certainly isn’t the biggest figure on test. This is despite it being loaded to the gills with equipment, and if you don’t want the diesel, the 1.6-litre turbo-petrol gives you all the toys for under $50K RRP.

Huge digital displays, eight-way power-adjustable heated and ventilated front seats, remote start, a power tailgate, sunroof, the list goes on. If we’re being really picky, it would be nice if this flagship had a head-up display for the driver, separate climate control and sun shades for the rear and wireless smartphone mirroring, too. But you can’t have everything.

You can have practicality, though. The boot is huge, despite being one of very few cars to offer a full-size spare, and is filled with nifty little features like lights and hooks and cubby holes and an adjustable cover.

The back seat is equally commodious with handy trinkets like USB ports in the back of the front seats so you’re not tripping over cables and front head restraints that are shaped in order to hang tablets or clothes (such as a suit jacket) off if needed.

The cherry on the icing on the cake, however, is the way the Sportage drives. The 2.0-litre diesel is powerful and efficient, the locally-fettled ride and handling is among the best here, it’s enjoyable and exceptionally polished. Oh, and there’s a seven-year warranty.

Congratulations Kia, for making carsales’ Best Mid-Size SUV for 2024.

2024 Kia Sportage GT-Line at a glance:
Price: $52,920 (plus on-road costs)
Powertrain: 2.0-litre four-cylinder turbo-diesel
Output: 137kW/416Nm
Transmission: Eight-speed automatic
Fuel: 6.3L/100km (ADR Combined)
CO2: 163g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2022)

So that’s the scoring, but which contenders shine when it comes to the individual criteria of safety, technology, comfort and convenience, driving performance and ownership costs?

As you would hope in such a family-friendly segment, all 14 cars perform well for safety, despite a variety ANCAP ratings, including five stars of varying ages, four stars (Citroen C5 Aircross) and unrated whether due to vehicle age (Mazda CX-5, Skoda Karoq) or lack of testing (Hondas).

Regardless, all have plenty of airbags (though most of the older models lack a front-centre bag) and masses of active safety gizmos – and it’s the operation of these that is probably the biggest differentiator.

The GWM Haval H6 is the perfect example of a car that ticks every box on paper but its active driver aids can render it almost undriveable in the wrong circumstances.

Likewise, while very good cars, the lane keep assist in the Kia Sportage and both Hondas is also in need of fine tuning.

Once again, on paper all our contenders are similar in features with digital screens of varying sizes, smartphone mirroring, wireless charging (bar the Forester), digital radio and more. However, the actual user experience varies wildly.

Two of the more disappointing were the Citroen and Peugeot, partly because the blank screen promises a circa-12.0-inch unit but the actual ‘live’ portion is much, much smaller and correspondingly cramped.

Ironically, one of the oldest cars here (in terms of original launch date, at least), the Mazda CX-5, is the only one to have wireless Apple CarPlay and Android Auto, though others (Hondas, Toyota, Nissan and Mitsubishi) have wireless CarPlay and the BYD wireless Android Auto.

Speaking of the Atto 3, its giant rotating screen is quite the party trick but also works well. That said, some familiarisation is required to get the best out of it and the screen can be difficult to see in direct sunlight.

The Kia is again towards the head of the pack. It’s a shame only the base Sportage has wireless CarPlay, but the screen is large, high-resolution and responsive as well as coming with 10 years of live traffic updates.

With many of our SUV contenders sitting towards the top of their respective range, understandably most have a high level of specification.

All have power tailgates, all have heated front seats (though optional in the Skoda) and all have keyless entry and start, so let’s focus on any unusual omissions or inclusions.

Kudos to the CR-V, Outlander, X-TRAIL and Tiguan for offering separate temperature controls for those in the rear, while the Outlander and X-TRAIL, along with the CX-5, H6 and Tiguan (optional) also score points for having a head-up display.

Only the GWM Haval, Kia and Mazda can boast ventilated front seats and only the ZR-V, CX-5 and Karoq (optional) warm the bums of rear occupants. Sunroofs appear on about half the contenders but vary wildly between full-length and just hovering over the front seats.

One of the simplest but most important features, however, is limited to just one car. Only the Mitsubishi Outlander offers built-in sun shades for the rear windows, and while aftermarket solutions are fairly cheap and readily available, they are an excellent inclusion that others should have.

There are two sides to this, the performance bit and the driving bit. It might not be the raison d’etre of this category, but a few of our contenders have premium unleaded coursing through their veins, primarily the Skoda Karoq 140TSI Sportline, Volkswagen Tiguan 162TSI R-Line and Mazda CX-5 G35 Akera.

The Skoda, in particular, is a cornering enthusiast thanks to its smaller size, lighter weight and punchy 2.0-litre turbo engine. The Tiguan uses a similar recipe and has a little more power to boot but isn’t quite as nimble as its smaller cousin.

Mazda has the strongest engine of the group and is still a tidy handler, albeit a bit too soft for ultimate driving thrills, though it counters with a more comfortable ride.

However, if you’re talking day-to-day excellence then the Toyota RAV4 and Kia Sportage are the standouts, the Nissan X-TRAIL is a great family hauler in need of a better engine (solved by the e-POWER hybrid) and in purely urban use the BYD’s EV response and ultra-cushy suspension have their benefits, though it struggles at higher speeds.

The Honda ZR-V is the clear winner here. While Honda’s servicing intervals are only 12 months/10,000km instead of the usual 15,000km, capping the first five services at just $199 gives it (and the CR-V) a decisive advantage when it comes to running costs.

Where the ZR-V pulls clear is the efficiency of its hybrid drivetrain and excellent projected residual values. It’s a similar story for the RAV4, however, which has very affordable servicing ($1300 for the first five visits), great fuel economy and very handy resale.

The Mitsubishi Outlander is also worth a shout thanks to its 10-year/200,000km warranty. This only applies if you service with Mitsubishi but with 10 years’ capped-price servicing – averaging out at $369/visit – why wouldn’t you?

On the other side of the coin is the Volkswagen Tiguan 162TSI. Even prepaid, the servicing is $3200 over five years, projected resale is poor and equipment found standard in plenty of the other contenders is optional.