Thinking about buying a used Toyota Raize (2019–2024) in New Zealand? We've documented 8 known faults for this model spanning transmission, body & rust, engine, and electrical. Each researched and verified before it's published. The most serious issues here are rated critical. Every one is listed below with its symptoms and repair cost, and each has its own page with where to look and what to ask the seller. Free, no account needed.
8
Critical
$280–$1,800
9
Can't confirm for this car
Toyota Raize
Nothing has been narrowed yet, so nothing below is a claim about a particular car. Pick a year and an engine to see which faults apply.
Tell us the engine, or check the engine code on the car, before relying on this.
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Check the CVT fluid condition — it should be pale red/pink and transparent; dark brown or opaque fluid indicates overheating history.
D-CVT Belt Slip Under Sustained High Load
Under sustained high-load operation — towing near the 300 kg braked limit, driving loaded on steep grades, or repeated hard acceleration in hot ambient temperatures — the D-CVT's steel push-belt can exhibit slip on the primary and secondary pulleys if the CVT fluid is degraded or the fluid temperature exceeds the cooling capacity of the unit. The A200A/A201A has no dedicated CVT oil cooler in the base specification, relying on the fluid sump capacity alone. Fluid degradation from overheating results in accelerated belt and pulley face wear and, in severe cases, a catastrophic belt failure requiring full CVT replacement. This is documented in Australian Daihatsu Rocky owner communities where the vehicle is used in hilly terrain.
What you would notice
Remove or flex back the plastic sill cover on both sides and inspect the pressed steel underneath for rust bubbling, perforation, or flaking paint.
Lower Door Sill and B-Pillar Base Corrosion
The Raize uses thin-gauge steel with minimal underbody coating on the lower door sill pressing and the base of the B-pillar — areas that trap moisture and road grime behind the plastic sill trims. In NZ and southern Australian climates with road salt exposure, surface rust develops within 2-4 years and can progress to structural perforation within 5-6 years if untreated. The failure is accelerated by stone chips on the lower sill edge that breach the factory paint, and by the design of the plastic sill trim which channels water into the cavity rather than away from it. This pattern is documented across multiple Japanese domestic market Raize and Daihatsu Rocky examples inspected at the 3-5 year mark.
What you would notice
With engine warm and at idle, listen for hissing or whistling from the turbo area.
1KR-VET Electronic Turbo Wastegate Actuator Failure
The 1KR-VET 1.0T uses an electrically controlled wastegate actuator mounted on the turbocharger housing. The actuator motor and linkage assembly are exposed to high underbonnet temperatures and are documented to seize or fail electrically, causing the wastegate to default open (resulting in significant boost pressure loss and sluggish performance) or, less commonly, to stick closed (causing overboost and potential engine damage). Australian Daihatsu Rocky/Raize owner communities and NHTSA complaint filings document this as a recurring failure on higher-mileage examples and vehicles operated in hot climates. The actuator is a dealer-only part on the A200A/A201A platform.
What you would notice
Test the vehicle from a cold start in temperatures below 15°C.
D-CVT Belt Judder on Cold Take-Off
The Raize A200A/A201A uses Daihatsu's D-CVT (dual-mode CVT), which employs both a conventional metal push-belt and a direct-drive mode via a launch clutch. Early production examples exhibit a pronounced judder or shudder during take-off from rest when the fluid is cold, caused by micro-slip in the launch clutch wet plates before the fluid reaches operating temperature. Daihatsu issued internal service guidance (referenced in Japanese workshop documentation) recommending a revised CVT fluid specification to mitigate the issue. The fault is most noticeable below 10°C ambient temperature and diminishes once the transmission warms up, leading some owners to dismiss it until clutch friction material wear becomes significant.
What you would notice
With the engine cold, physically push and twist each intercooler pipe at its clamp — any movement indicates a loose or failed clamp.
1KR-VET Intercooler Charge Pipe Clamp Loosening
The 1KR-VET turbo routes compressed charge air through a front-mounted intercooler via silicone-clamped hard plastic pipes. The factory clamp torque on the A200A/A201A is marginal and the pipes are subject to cyclical thermal expansion. Multiple owner and workshop reports from Australia and New Zealand document the lower intercooler-to-throttle-body charge pipe loosening at its clamp, allowing a boost leak that sharply reduces power and may trigger limp mode. The failure is more common after the first heat-cycle season (12-18 months) and can recur if only re-tightened without replacing the clamp.
What you would notice
A battery below 2 years old with low voltage indicates excessive parasitic drain.
WA-VEX 12V Auxiliary Battery Drain
The hybrid A202A variant uses the WA-VEX system's DC-DC converter to maintain the 12V auxiliary battery from the high-voltage traction pack. Multiple Japanese and Australian owner reports document the 12V battery draining to the point of a no-start condition when the vehicle is left unused for extended periods (7 or more days), due to parasitic draw from the hybrid system's standby monitoring circuits exceeding the DC-DC converter's trickle-charge output during prolonged inactivity. The OEM 12V battery is undersized relative to the parasitic load and is the first component to degrade, but the root cause is the standby current profile of the hybrid ECU cluster.
What you would notice
Check the transmission fluid in full, and take a basic look at the suspension bushings.
New spark plugs are coming due, which keeps this 1.2L engine efficient.
A full service is due, covering the cooling system and a check of the drive belt.
The first real check of the transmission fluid and how well the cabin air filtration is working.
Sensible stage to have a technician check the state of the hybrid battery cooling fan filters.
Review the suspension bushings and confirm the hybrid system's inverter coolant levels are right.
Flush the transmission fluid here so the D-CVT unit lasts.
New spark plugs keep the 1.0L turbo engine running efficiently.
Have a professional check the auxiliary belt and coolant system before age-related problems start.
Can't confirm for this car
Under sustained high-load operation — towing near the 300 kg braked limit, driving loaded on steep grades, or repeated hard acceleration in hot ambient temperatures — the D-CVT's steel push-belt can exhibit slip on the primary and secondary pulleys if the CVT fluid is degraded or the fluid temperature exceeds the cooling capacity of the unit. The A200A/A201A has no dedicated CVT oil cooler in the base specification, relying on the fluid sump capacity alone. Fluid degradation from overheating results in accelerated belt and pulley face wear and, in severe cases, a catastrophic belt failure requiring full CVT replacement. This is documented in Australian Daihatsu Rocky owner communities where the vehicle is used in hilly terrain.
Symptoms to notice
What to check
Ask the seller
Can't confirm for this car
The 1KR-VET's small displacement and high specific output (98 PS from 1.0 litre) results in elevated piston ring and valve stem seal temperatures. A proportion of owners report oil consumption measurably above the Toyota/Daihatsu stated acceptable limit of 1 litre per 5,000 km, with some documenting 1 litre per 2,000-3,000 km in vehicles driven hard or with extended oil change intervals. The thin-gauge oil film in the turbocharged application is also susceptible to degradation if oil change intervals are extended beyond 7,500 km, causing ring glazing that accelerates consumption. This is documented across Japanese and Australian owner communities and is exacerbated by the small 3.0-litre sump capacity.
Symptoms to notice
What to check
Ask the seller
Can't confirm for this car
The hybrid A202A variant uses the WA-VEX system's DC-DC converter to maintain the 12V auxiliary battery from the high-voltage traction pack. Multiple Japanese and Australian owner reports document the 12V battery draining to the point of a no-start condition when the vehicle is left unused for extended periods (7 or more days), due to parasitic draw from the hybrid system's standby monitoring circuits exceeding the DC-DC converter's trickle-charge output during prolonged inactivity. The OEM 12V battery is undersized relative to the parasitic load and is the first component to degrade, but the root cause is the standby current profile of the hybrid ECU cluster.
Symptoms to notice
What to check
Ask the seller
Can't confirm for this car
The Raize hybrid (A202A) stores its high-voltage battery pack beneath the rear seat, cooled by a dedicated electric fan that draws cabin air through a grille under the rear seat base. The intake path is narrow and prone to accumulating pet hair, carpet fibres, and dust, which progressively restricts airflow. Sustained blockage causes the battery management system to reduce available hybrid assist power and, in severe cases, triggers the battery temperature fault that illuminates the hybrid system warning. Documented in Japanese hybrid owner communities and confirmed by Daihatsu service bulletins recommending periodic inspection of the cooling fan intake.
Symptoms to notice
What to check
Ask the seller
Some of the Toyota Raize’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.
Like any used car, it depends on the specific example and its service history. Across the 8 documented faults for the Toyota Raize, the recurring problem areas are transmission, body & rust, and engine. A Toyota Raize with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.
We've catalogued 8 known faults for the Toyota Raize, covering transmission, body & rust, and engine. All 8 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.
Most single repairs on the Toyota Raize fall between $280–$1,800 at NZ independent-workshop rates. Some of the 8 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.
Yes. A Toyota Raize inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.