The all-new Toyota RAV4 made its debut Downunder in April.
As one of its best-selling models, the RAV has an important role to play in the
continued success of the world’s number one automotive manufacturer.
But as the RAV sits on the same platform as its predecessor, is the same size and is
powered by the same basic hybrid setup — it’s not all new really.
Certainly, it represents a generational change for the popular five-seat SUV, but we
are yet to meet a new model that isn’t larger and more powerful than its predecessor.
Rather the sixth generation RAV4 is a cleverly re-engineered and repackaged
version of the previous model.
Of course, some might disagree.
One thing’s for sure, the new RAV is the first Toyota to be offered as a plug-in hybrid
(PHEV for short) and it is this version that has been rebadged and is sold as the
Suzuki Across for the European market.
STYLING
The new RAV looks like it came out of the same design studio as the Land Cruiser
Prado, with exterior design by Daisuke Iguchi and Junya Furuta.
This time around the design is squared-off and box-like, with a bluff front end and
more pronounced wheel arches, compared to the pug-like looks of its predecessor.
Prices for the RAV start from $45,990 for the front-wheel drive GX.
There are eight grades of the hybrid (HEV) and three of the plug-in version (PHEV).
King of the RAVs and priciest of the mob is the GR Sport AWD PHEV, at $66,340 —
again before on-roads.
You can get into the hybrid now, but the PHEV won’t arrive in dealerships until later
in the year.
Our test vehicle was the all-wheel drive Cruiser which sits at the top of the hybrid
range at $60,340 plus on-roads — that’s almost $6000 more than it would have cost
12 months ago.
Standard kit includes two-zone climate control with rear vents, fabric upholstery with
manual adjustment for the seats, smart entry and start, electric park brake, auto-
dimming view mirror, plus auto power-folding and heated exterior mirrors.
There’s also 17-inch dark grey alloys, twin tailpipes, LED headlights, auto high beam,
road-sign assist (speed signs only), roof rails and acoustic front windshield glass.
By the time you get to the Cruiser, there’s 20-inch alloys, larger 12.9-inch
touchscreen, cloth with real leather accents, heated, powered-adjust front seats,
heated rear seats, head-up display, digital rear-view mirror, two wireless chargers,
panoramic sunroof, power-operated tailgate and nine-speaker JBL audio.
Warranty remains the Toyota standard five years/unlimited kilometres which is
starting to look a bit stingy in the current market place.
First five services are pegged at $325, or 20 per cent more than the $270 for the
previous model, which comes to $1625 over five years or 75,000km (15,000km per
year is significantly less than the 20,000 that most people clock up).
INFOTAINMENT
Infotainment consists of a 10.5-inch touchscreen, 12.3-inch digital instrument cluster,
Bluetooth connectivity, Google voice control, built-in connected navigation
(complimentary for 12 months), DAB+ digital radio, wireless Apple CarPlay and
Android Auto, pre-installed Spotify (three-month free trial), integrated dashcam, and
six-speaker audio.
There are also two wireless chargers and five USB-C ports, including one in the
console box with a 12-volt outlet, and another 12-volt outlet in the luggage area for a
fridge.
The system is all pretty easy to use and that’s the way Toyota buyers like it.
We like the way the charge pads sit above a storage space at the head of the centre
console, providing plenty of room for phones, keys and other odds and ends.
RAV4 is the first Toyota to get a digital key which allows you to unlock and start the
car with your phone.
SAFETY
Interesting story in relation to the safety rating, or should we say — the lack of a
safety rating.
Toyota sought to delay testing until it had a chance to implement changes that are
likely to bring a five-star result under ANCAP new testing regime, due to be
introduced in the second half of the year.
The latest RAV debuts Toyota Safety Sense 4.0, which adds front cross-traffic alert,
lane-change assist, and predictive curve speed control (to be delivered via over-the-
air updates).
The Pre-Collision System with autonomous emergency braking has been expanded
to include the detection of vehicles crossing perpendicularly at intersections, while
also introducing acceleration suppression at low speed and active support for the
emergency steering assist functions.
There are eight airbags, a reversing camera with guidelines, emergency steering
assist, full-speed active cruise control, front and rear cross traffic alert, lane trace
assist, proactive driving assist, automatic high beam, parking support brake and
blind spot monitor with safe exit assist.
Head-up display in this grade is once again almost opaque to those like us (and we
suspect many others) who wear polarised sunglasses. Come on guys?
ENGINES / TRANSMISSIONS
RAV4 s 2.5-litre petrol hybrid develops 143kW of combined power at 4800 rpm and
221Nm of torque from 3200-3600 rpm, with drive to all four wheels in AWD models
or to the front wheels in 2WDs, channelled through a continuously variable automatic
transmission.
DRIVING
Technically, because it’s a generational step forward, RAV is all-new, but it actually
sits on the same TNGA: GA?K platform as its predecessor, with essentially the same
2.5?litre ICE and basic hybrid e CVT architecture.
But it sure looks and feels new.
Dimensions largely carry over, but the platform receives additional structural
adhesive, braced suspension towers, and revised sub-frames to improve rigidity and
NVH.
Like its predecessor it’s 4600mm long, 1855mm wide and 1880mm high, with a
2690mm wheelbase — there’s a 5mm difference in the height but that’s about it.
We’re quite familiar with the previous RAV, having driven it extensively, including a
road trip from Adelaide to Alice Springs last year.
While the numbers suggest it is the same size, it feels somewhat snugger inside but
in a good way.
Luggage capacity has increased. The previous AWD offered 542 580 litres (VDA)
depending on floor height, while the new car claims up to 705 litres, depending on
grade and configuration (measured to the roof).
In other words, Toyota has found a bit more space under the parcel shelf — and
above it too.
Cabin storage is excellent with a range of locations provided to stow the detritus of
life.
A clever reversible console lid opens towards the driver as well as in the opposite
direction, or can be removed completely and flipped over to become a shelf.
Analogue gauges have given way to a customisable digital instrument cluster.
A physical volume control sits below the touchscreen, along with temperature and
demister buttons — but fan speed, seat heating and other climate functions have
been moved to the touchscreen.
Big chunky push buttons provide access to EV and other drive modes.
All hybrids (HEV) in the new RAV4 range are powered by Toyota s 5th generation
hybrid system that generates a maximum combined power output of 143kW and has
undergone substantial revisions to reduce weight, and improve efficiency and
driveability.
There’s a new motor for the front and an updated lithium-ion battery that replaces the
previous nickel-metal hydride unit.
As before it is a series/parallel setup, so it can operate in either mode depending on
the situation.
In Series mode the engine s main job is to spin a generator (MG1) to produce
electricity, which then drives the main traction motor (MG2) and/or charges the
battery.
In that state, the wheels are effectively driven electrically, and the engine isn t
mechanically pulling the car in the traditional sense.
In Parallel mode the engine s torque is also sent mechanically to the wheels through
the planetary gearset, at the same time as MG2 provides electric drive. Both engine
and motor contribute directly to propulsion.
Toyota s power?split device lets it blend continuously between these behaviours, so
in practice you just get smooth, optimised operation: more series?ish at low loads or
when charging the battery, more parallel?ish when you re asking for decent torque
at speed.
However, the overall power output is actually down, at least for the all-wheel drive
variant that we tested.
It’s dropped from 163kW back to 143kW and just to rub salt into the wound, now
takes premium 95 unleaded (instead of 91 RON).
Peak torque remains unchanged at 221Nm but is available lower in the rev range.
RAV has also put on a bit of weight.
The Cruiser weighed in at 1745kg before; the new one tips the scales at 1775kg —
so it’s about 30kg heavier depending on accessories fitted.
It’s not all bad news, however. At the same time, fuel consumption has dropped from
a combined 6.5 to 4.6L/100km.
In simple terms the all?new hybrid is cleaner and more economical to meet evolving
Euro emissions standards, but you give up some power and a cheap 91 in
exchange.
In our week of driving the car, we recorded 5.9L/100km after about 400km of mixed
driving.
In terms of the drive experience, the new RAV felt a bit lethargic initially, as though
the handbrake was on.
Then we found Sport mode and that is pretty much where it stayed.
Accelerating hard off the line it was able to keep pace with a Tesla dual motor sedan,
which is not an easy thing to do.
The dash from 0-100km/h reportedly takes a reasonable 7.7 seconds.
The transition from electric to petrol power is smooth, but the engine becomes loud
and raucous under hard acceleration, with the accompanying zoom effect of the CVT
transmission.
Ride and handling are sublime, even on 20-inch 235/50 series low profile rubber. We
wouldn’t have expected anything less from Toyota.
The tires were Bridgestone, instead of the terrible Yokohamas they used to fit.
The shocks and springs soak up just about everything in their path, with barely a
twitch.
Steering is direct and accurate, but a little heavy.
Slam on the brakes and they bite hard.
Sadly, Chinese ghosts have taken up residence in the RAV which delivered a litany
of driver warnings — unexpected, constant and damn right irritating.
SUMMING UP
The RAV4 is a master class in how to do it right.
It’s not the most powerful five-seat hybrid, it’s not the roomiest example either, nor
does it boast the lowest fuel consumption — but put it all together and the RAV is one
slick, well-oiled machine.
Yes, it’s more expensive than its Chinese competitors, but as one punter puts it so
succinctly — “It’s a Toyota isn’t it, so people will buy it anyway?”
But for how long, that’s the real question.
RATINGS:
Looks: 7.5
Performance: 7
Safety: 6
Thirst: 7.5
Practicality: 8
Comfort: 7.5
Tech: 7.5
Value: 7
Overall: 7.3
AT A GLANCE
MODEL LINE-UP
HEV
GX 2WD, $45,990
GX AWD, $49,340
GXL 2WD, $48,990
GXL AWD, $52,340
Edge AWD, $55,340
XSE AWD, $58,340
Cruiser 2WD, $56,990
Cruiser AWD, $60,340
PHEV
XSE 2WD, $58,840
XSE AWD, $63,340
GR Sport AWD, $66,340
Note: These prices do not include government or dealer delivery charges. Contact
your local Toyota dealer for drive-away prices.
SPECIFICATIONS (Toyota RAV4 Cruiser 2.5-litre petrol / electric hybrid five-door
wagon)
ENGINE:
Capacity: 2.5 litres
Configuration: Four cylinders in line, Series-parallel hybrid
Maximum Power: 143 kW @ 4800 rpm
Maximum Torque: 221 Nm @ 3200-3600 rpm
Fuel Type: 95 RON
Combined Fuel Cycle (ADR 81/02): 4.6 L/100km
CO2 Emissions: 105 g/km
DRIVELINE: Continuously variable transmission (eCVT)
DIMENSIONS, WEIGHT, AND CAPACITIES
Length: 4600 mm
Width: 1855 mm
Height: 1680 mm
Wheelbase: 2690 mm
Kerb weight: 1775 kg
Turning circle: 12.1 m
Fuel tank: 55 l
BRAKES
Front: Ventilated disc
Rear: Sold disc
STANDARD WARRANTY
5 years / unlimited kilometres
