Toyota RAV4
PURPOSE
If medium SUVs were judged on size alone the RAV4 would be king. But they’re not, and as accomplished as it is, the RAV4 fell below the Mazda CX-5 in this part of our test to equal the aggregate score of the Hyundai ix35 and Volkswagen Tiguan.
The obvious highlight of the RAV4 is its overall dimensions – affording it more usable space for both passengers and luggage alike. Five occupants are seated with the greatest of ease, while the boot can pack 577 litres of bits and baggage.
It did, however, fall short of the others when it came to ergonomics, and even more-so for in-cabin noise. The larger RAV4 delivered a significantly less-refined ambience, with a definite nod to function over form.
The RAV4’s size was to its benefit again when it came to vision. It scored best on test in this category, primarily because of its larger glass house. So while the RAV4’s score was a mixed bag, it outperformed the competition in two important functional areas – load capacity and vision.
The RAV4 gets many of the important bits right, in build quality and uniformity of panels, but the more tactile and style-based elements appear beyond reach.
Upholstery, quality of materials and execution of the centre console and dashboard design were all of a questionable state. This had a flow-on effect to ergonomics, too.
Dowdy and cheap-looking plastics were the major downfall of the RAV4. This, in turn, meant a variety of touchpoints felt of an inferior quality. Even the cargo cover had a complicated attachment point and felt flimsy in hand.
If an electric tailgate counts as finesse, then the RAV4 can claim an ounce of credibility in this company.
ON THE ROAD
The RAV4 was let down by its powertrain, which lacked the grunt of the CX-5 and the refinement of the Tiguan. Its diesel felt a generation older; harshly noisy with discernible turbo whistle.
It did, however, return impressive economy averaging 9.6L/100km on test – almost a litre less than the CX-5 behind it.
Around town, the ride was soft with discernible body roll, and slow steering; it felt like the most ‘traditional’ off-roader. NVH was well behind the others and included an underbody rattle which more than one tester noted.
The Toyota surprised with its handling on bumpy tarmac. Although it felt front-biased the chassis balance came through, the lateral roll helping the RAV4 point over bumpy sections. The largest concern on these roads was the stability control’s keenness which disrupted the RAV4’s flow.
Hopes were high for the RAV4 on gravel, but the low-grip, bumpy surface exposed confused high-speed damping, maddening NVH and torque steer.
Objectively, the touchy safety systems gave the Toyota one victory: Braking better than all on test (see break-out box).
The GXL’s standard equipment falls behind given its slight price premium. There’s no sat nav and the engine lacks an idle stop-start system (ISS). Metallic paint is a middle-of-the-road option at $475.
Toyota’s industry-standard 36-month/100,000km warranty trails the best here, as does its six-month/10,000km service intervals.
Things improve with the capped-price servicing plan. It runs for 36 months or 60,000km (whichever comes first) with the first service capped at $170; vastly cheaper than the Hyundai or the Volkswagen.
Roadside assistance is available, but is a cost option which starts at $78 per year.
In 2010 a diesel RAV4 didn’t exist, however, an equivalent 2.4-litre petrol Cruiser automatic retains 58 per cent of its new value after four years.
The sat nav map is equally fiddly to operate, as are the radio presets and audio controls. On the upside, the RAV4 does have digital radio receiver and the sound quality is quite rich, at least until the volume is raised.
The Bluetooth audio streaming worked well, although the telephony part lacked clarity. The RAV4’s electric seats did, however, offer very fine adjustment, even if its HVAC system did not.
Other pluses for the RAV4 include well-mannered driver assist technologies, a clear reversing camera and easy-to-read speedometer. But why the power mirror adjustment is not located with the power window controls we’ll never know.
Price: $28,490 - $48,990 (plus on-road costs)
Engine: 2.2-litre four-cylinder turbo-diesel
Output: 110kW/340Nm
Transmission: Six-speed automatic
Fuel: 6.5L/100km (ADR Combined)
CO2: 172g/km (ADR Combined)
Safety Rating: Five-star ANCAP
What we liked: | Not so much: |
>> Loaded with tech | >> Agricultural diesel engine |
>> Improved on-road manners | >> Quirky styling won’t age well |
>> Roomy cabin and cargo areas | >> Mismatched user-friendliness |