FIRST DRIVE
RAV4 heads in a new direction
Gearheads might CARMEL, CALIF. be more interested in the return of the Supra. But to the body politic, and to Toyota itself, the RAV4 is a big deal. Make that a very big deal.
The compact sport ute has, in Canada and the United States, become the bestselling model in the company ’s extensive lineup. So the new, fifth-generation, Canadianmade RAV4 has to be more than just good. It has to be better than the rest, and it has to be the bright, shiny thing that gets noticed. And that’s not easy, considering the depth and breadth of the competition. But conservative, sober Toyota has taken a rather radical approach for the 2019 model.
The styling actually is less carlike, an intentional break from the recent norm of automakers. Yoshikazu Saeki, RAV4’s chief engineer, said Toyota saw a need to alter this course.
“At the very beginning of the design process, we … considered how best to evolve the original concept of ‘an off-road vehicle built for urban environments that’s a pleasure to drive and look at,’ ” he said. “We came to define ‘adventure and refinement’ as the design concept for the fifth generation.”
The grille shape, for example, takes some inspiration from Toyota’s off-road pickups. The side profile is more geometric, with bold body sculpting, a dramatic turn away from soft, curvy crossover shapes. Love it or hate it, it is difficult to ignore.
As before, there is both a gaspowered RAV4 and a Hybrid version. Both start with a new, highcompression Dynamic Force 2.5-litre four-cylinder engine. In the Hybrid, the engine teams up with Toyota’s Hybrid System II to produce 219 net system horsepower (up from the previous generation’s 194). For gas-powered models, the 203-hp four-cylinder (up from 179) is paired with an eight-speed automatic, replacing the six-speed. The Hybrid gets an electronically controlled CVT.
The day had me sampling a variety of U.S.-spec, pre-production models. The initial drive was in an Adventure trim, which is similar to the Trail edition Canadians will see once the new gas-model RAV4 arrives in dealerships next month. The Hybrid won’t show up until next spring. The Adventure/Trail is the more rugged RAV4, distinguishable from the others by its standard highrise roof rails and larger fender flares.
In addition to standard frontwheel drive (LE and XLE trims), R AV 4 gas models offer two types of all-wheel drive. Dynamic Torque Vectoring AWD with Rear Driveline Disconnect (a Toyota first) comes standard on Limited gas and Trail models. It can direct up to 50 per cent of torque to the rear wheels, and distribute it to the left or right rear wheel to enhance handling on or off pavement.
When AWD isn’t required, better fuel economy can be achieved thanks to the rear driveline disconnect system, which uses ratchet-type dog clutches to stop the rear-axle driveshaft’s rotation, thus reducing energy loss. Standard on all gas-powered RAV4 AWD models, Multi-Terrain Select helps maximize traction when driving through snow, mud, sand or rocks. Mud & Sand mode is ideal for beach driving, or Rock & Dirt mode for trails.
The added power the new highcompression engine affords was welcome. The downside to the 2.5L four is a rather discordant note under heavier load, such as passing acceleration or when climbing steep inclines. Otherwise, it’s as smooth an engine as most crossovers in the RAV4’s class. While there’s also Eco and Normal driving modes to choose from, I thought Sport mode perfect for the winding highway, the RAV4 easily settling into a smooth rhythm to match the road. It helps that the new RAV4’s unibody structure is 57 per cent more rigid than the previous model, providing a stronger foundation for the front strut and rear multi-link suspension.
The real surprise was how much more I liked driving the Hybrid, particularly the XSE trim, which Toyota has dubbed the “sporty” RAV4. Some of this was due to crossover’s unique features — sport-tuned suspension, unique 18-inch alloy wheels, unique black roof, etc. — but mostly it was because, in addition to the extra zip the hybrid powertrain provides. It’s also significantly quieter under load. The Hybrid has a new smaller and more efficient Ni-MH battery pack, which is now small enough to be installed under the rear seats, rather than taking up space under the cargo area.
Inside, the RAV4’s cabin has a simpler layout and greater emphasis on soft-touch materials, as well as stitching on the door and instrument panel. The two-zone heated front seats now have more heat concentrated in the centre of the back and the thighs, which many people typically find comfortable. There’s also plenty of room in the rear seats for taller passengers, and the RAV4’s new design allows for easier entry and exit.
Styling aside, much of the fifthgeneration RAV4’s changes can be viewed as evolutionary. That’s not a bad thing; Toyota Canada sells more than 50,000 of these crossovers annually.
The company’s normally conservative approach to upgrades is what assures it of maintaining its solid client base. Furthermore, in the new RAV4’s case, these upgrades are as plentiful as they are pragmatic.
The 2019 RAV4 gas versions will be offered in five trim levels. Pricing starts at $27,790 for the LE FWD and tops off at $40,690 for the Limited AWD. RAV4 Hybrid will be offered in five grades, but pricing has not be announced.