Test drive the fifth generation 2021 Toyota RAV4: first impressions

New 2021 Toyota RAV4 moving forward

Test drive of the original fifth-generation Japanese crossover: what has changed in it?

They say that car designers and engineers get inspiration from each other's ideas. Let's say even more - there is an opinion that automakers have entire spy departments (even though they are secret) that look for all sorts of interesting things from their closest competitors. So, perhaps no car is more responsible for the modern “automotive landscape” than the Toyota RAV4. It seems that since 1994, designers from every car company in the world have been watching it, and everyone has taken the successful Japanese concept as a basis. This is how, apparently, a modern crossover in the general sense appeared, which combines the features of a passenger car, versatility and all-terrain qualities.

The RAV4 remains true to its core ingredients for success, which now form the basis of every modern crossover produced on every continent. As we have emphasized more than once, every automaker has at least several models of city SUVs in its lineup; they need them to make money, because these cars have long become mainstream and buyers willingly pay good money for these cars.

The Japanese SUV is doing so well that it has not only firmly entered the leading echelon, but is also aiming for leadership, pushing the Camry sedan to second place in Toyota’s global ranking in terms of the number of cars sold. Isn't this a confession? If this is not it, then we don't even know what success is!

Toyota also claims that the RAV4 became the best-selling model among SUVs (excluding pickup trucks) in the United States last year, despite competition in a segment crowded with alternatives such as the Honda CR-V, Nissan Rogue, Mazda CX-5, Subaru Forester and many others. The lively Japanese knocked everyone down!

The evolution continues with the arrival of the fifth-generation 2021 Toyota RAV4. The crossover has long been unavailable as a two-door model like the original RAV4, but the company assures us that the new fifth-generation model combines the best qualities of crossovers and traditional SUVs.

To find out if this is true, the first models of the popular new generation all-terrain vehicle available for testing were picked up like hot cakes by leading automotive publications. One of them ended up in practical tests in sunny California, and these adventures will now be discussed.

In 2021, the RAV4 will be available with gasoline engines, front-wheel drive, all-wheel drive, and hybrid (AWD-only) powertrains in a variety of trim levels. The breakdown of trim levels and interior trim levels will vary between hybrid and gasoline powertrains, at least for the US market.

Prices start at $25,500 (1.6 million rubles) for the base gasoline version with front-wheel drive and rise to $35,700 (2.3 million rubles) for the top-end all-wheel drive hybrid in the “Limited” configuration.

Test drive the 2021 Toyota RAV4

The market success of the Toyota RAV4 crossover is eloquently confirmed by the fact that cars of the first four generations have distributed more than nine million copies worldwide. For a model, although massive, but still far from the most democratic, this is an outstanding result. The generation change of RAV4 officially took place in the spring of 2021 at the New York Motor Show, however, the XA50 series car appeared in Russia only a year and a half later. And already in a localized form.

Prices start from 1,756,000 rubles for a two-liter (149 hp) crossover with front-wheel drive and manual transmission in the Standard configuration. A car with a CVT is already a Comfort version: from 1,980,000. Another 107 thousand on top - and there will be all-wheel drive. The most affordable RAV4 with a 2.5 engine (199 horsepower) and an eight-speed automatic transmission costs RUB 2,280,000.

Meanwhile, the prices for the crossover turned out to be rather “imported”. The representative office is betting on a two-liter modification with a CVT and all-wheel drive in the Comfort package, which is priced at 2,087,000 rubles. Neighbors in the segment with comparable fillings look more attractive.

In terms of the quality of interior finishing, the fifth generation Rafik is significantly superior to its predecessor. Ergonomics are almost flawless, visibility is also flawless. The old multimedia system is annoying and spoils the good impression of the car's interior.

Only the Honda CR-V, Jeep Compass and Subaru Forester are more expensive than Toyota - all these cars are brought to Russia from abroad. The main competitors for the “Japanese” will be the Kia Sportage and Volkswagen Tiguan: it is this pair that has surpassed the RAV4 in sales in its class. But they are more affordable: a two-pedal all-wheel drive “Korean” with a 150-horsepower engine is cheaper by 392,000, and a “German” with similar parameters is 358,000 rubles cheaper.

In terms of space in the back row, the RAV4 is almost a leader in its class. The presence of an impressive central tunnel, which in the previous generation car barely rose above the floor, is disappointing. In top versions, the driver's seat is electrically adjustable and has memory for two people.

It is unlikely that Toyota's market path will be made easier by obviously expensive insurance: the cost of a comprehensive insurance policy for Japanese cars is traditionally overpriced. In addition, the cost of ownership is also affected by the need to visit a company service center once every ten thousand km, however, for RAV4 buyers, the Russian representative office made a move by including the first three “free” maintenance in the price of the car.

Top versions are equipped with devices such as in the photo: with a seven-inch display. In the Standard and Comfort trim levels, the dashboard with a 4.2-inch screen looks more modest, but it is even more convenient to read information from it.

In Moscow, this is enough for one and a half to two years of operation: you will have to pay money to the dealer service desk for a mileage of about 40 thousand. It is important that, having rolled out a three-year warranty, the crossover will be easy to install second-hand with minimal losses on resale: Toyotas hold the price well in the secondary market.

All-wheel drive RAV4s received a Multi-Terrain Select driving mode system. The selector illumination changes color depending on the selected program. All windows go up and down with just one touch. Adaptive cruise control with automatic braking function is only available on cars in the top-spec Prestige Safety package.

With the change of generations, the RAV4 began to look better - at least compared to its unimpressive predecessor. The dimensions have remained almost unchanged, but the proportions have been corrected. The wheelbase has increased slightly, displacing the overhangs. This killed two birds with one stone: it became more spacious in the back seat, plus the off-road geometry improved. By the way, for modifications with a 2.5 engine, the ground clearance has increased by 35 mm. Previously it was limited by a low-mounted exhaust system, but with the new power unit there is no such problem.

A multimedia system with an eight-inch touchscreen is installed on all Rafikis except the basic one - in the Standard configuration the screen is an inch smaller. Apple CarPlay and Android Auto are not supported. The most expensive Prestige Safety car has standard navigation.

The transition to the new modular TNGA platform clearly benefited the crossover. Ride comfort has increased mainly due to significantly improved ride comfort. If the previous generation RAV4 was harsh on almost all types of surfaces, then the fifth Rafik lays down softly, regularly working out irregularities of various sizes. It is especially worth noting that energy intensity was not affected at all. Sound insulation is also worthy of praise: the crossover has become noticeably quieter while driving. But the engine is always audible during the active acceleration phase.

All Russian RAV4s have heated mirrors, steering wheels and front seats, and dual-zone climate control appears in the optimal Comfort package along with a heated windshield. The rubberized handles look cool and are comfortable to use.

I liked the two-liter car with a CVT more than the version with a 2.5 engine. The base power unit seems lively: the continuously variable transmission with a manual first gear does not stall at the start, and when the box switches to the CVT part, acceleration occurs without tediousness: the CVT convincingly simulates gear changes, and the most transparent connection through the pedal enhances the feeling of already good dynamics.

The trunk volume varies from 542 to 580 liters, depending on the height at which the raised floor is installed. At the bottom of the trunk there is a storage compartment, and in the rear overhang there is space for storing roller blinds. By folding the back row, we get an almost flat loading area.

The 2.5 engine (199 horsepower) is powered by a new eight-speed automatic transmission. There are no complaints about the latter: the shifts are fast, although emphatically soft. The engine responds to the accelerator more sluggishly than the two-liter Rafik CVT. Therefore, traction control seems not so well-trained, and the perception of dynamics suffers.

The new gasoline “fours” of the Dynamic Force family are distinguished by a high compression ratio (13:1) and in certain modes at low loads they can switch to the Miller cycle in order to save fuel.

Top trim levels of the crossover are equipped with a new all-wheel drive transmission, where the rear wheels are connected by a pair of electronically controlled multi-disc clutches. Each of them serves its own axle shaft, allowing you to control the thrust vector. In addition, there are dog clutches on both sides of the driveshaft that disengage the shaft to save fuel when the machine is moving steadily in a straight line. Cheaper crossovers got the old all-wheel drive design with one clutch and a differential rear axle.

The corners of the bumpers, sills and wheel arches are carefully covered with unpainted plastic. The basic “shoes” are size seventeen, the top versions received 19-inch wheels, as in the photo. Crossovers in the optimal Comfort configuration are equipped with tires measuring 225/60 R18. All Russian Rafiks have light alloy wheels.

Wireless charging is convenient, and its platform is hospitable even to fairly large smartphones. The all-round viewing system was disappointing with its frankly poor picture.

However, the RAV4 with any type of all-wheel drive is able to overcome diagonal hanging thanks to the Multi-Terrain Select system, which makes it possible to change the traction control settings. A crossover with an advanced transmission definitely drives between hills more confidently. But this is not a reason to overpay for a “fattier” package, deviating from optimal Comfort.

All RAV4s for our market are produced at a plant near St. Petersburg. The Toyota representative office does not plan to import hybrid versions to Russia.

All Rafiks steer equally well, since on paved roads it is almost impossible to feel the specifics of “vector traction”. The steering wheel rotates easily, the reaction force is absolutely clear, but the car begins to turn only after a slight tilt of the body, indicating its intention with a roll. In general, the behavior is very clear and logical for a crossover. And the fact that when the gas is released the car willingly goes into an easily controlled drift only adds spice to its character. It looks like driving a Toyota is actually becoming more fun. But, alas, it is also more expensive.

Closer to crossovers

The exterior styling clearly advertises that the new Toyota RAV4 crossover is made from scratch. Not only does the model look completely different than its predecessor, but the designers approached its creation in a completely different direction of philosophy.

We won’t repeat ourselves about the appearance; you can read about all the exterior features of the new product in our previously published articles:

New 2021 Toyota RAV4 officially unveiled

Let's just note that the 2021 RAV4 is still a crossover, it's based on the same version of the Toyota New Global Architecture (TNGA) platform used by the Camry and Avalon sedans, but you wouldn't know it by looking at it. The new RAV4 has 2,690 mm wheelbase (+30 mm), but remains virtually unchanged in length – 4,595 mm (+5 mm). It became wider by 10 mm with an indicator of 1.854 mm and 5 mm lower. Height at the withers – 1.699 mm . With its scowling grille, square wheel arches and linear roof, the RAV4 has more in common with the Toyota Tacoma pickup truck and 4Runner SUV than with any sedan.

The interior is attractively designed but disappointing with cheap materials.

The interior is attractively designed but disappointing with cheap materials. However, all elements, from the side “blowers” ​​to the meaty door handles, look original and clean. The strategic benefit of textured rubber on the climate control knobs is clear to everyone - a reliable, comfortable and pleasant grip of the fingers on the edge of the settings cylinders, but its style also echoes the design of the exterior elements - moderate angularity is again in fashion for Toyota.

You may say that Americans find fault with little things, but complaints about the low quality of upholstery materials have been made several times. If in the limited version of the all-terrain vehicle there was practically nothing to complain about in the interior (however, as far as we understand, the Yankees were also in no hurry to praise the interior trim of the top version), then they simply turned up their noses at the entry-level model. “Too cheap” was their conclusion.

The driving position corresponds to the title of a crossover. Behind the wheel you'll feel more like you're in a car than in a truck, as if you're sitting on the roof.

Toyota said improving visibility is a priority. As American journalists explained, this statement is true. And the 360-degree camera system certainly improves an already good result.

Richer and more comfortable: Our test drive of the new Toyota RAV4

The Toyota RAV4 crossover has always been one of the most popular, both here and around the world. There is no doubt that the same thing awaits the fifth-generation car, which recently appeared in dealer showrooms. In any case, over the past year, since global sales began, the new crossover has already become a leader in the segment.

The new RAV4 has changed dramatically compared to its predecessor. Perhaps this is the most radical transformation of the model ever. New technical features and interesting appearance. The car has become a little shorter, lower and wider than its predecessor; most of all, the wheelbase has increased - 30 mm, so the body overhangs have become shorter. A more squat and dynamic silhouette, aggressive, expressive details, rich equipment. Full LED headlights all around on all trim levels. And these trapezoidal wheel arches, uncharacteristic of Asian Toyotas... It reminds me of something, for example, of a Jeep Cherokee. Although, such arches have already become common on overseas Toyota FJ Cruiser and 4Runner. So everything is natural, the Japanese wanted to make the new RAV more all-terrain, so they gave the appearance brutality, increased the ground clearance and installed a more advanced all-wheel drive transmission.

The Ravik also has new naturally aspirated engines: a 2-liter 149-horsepower engine combined with a manual transmission or a CVT, while the 2.5-liter engine (199 hp) is paired only with a new 8-speed automatic transmission. The second option - here it would seem to be an ideal car for Russian operating conditions! Because many analogues offer dubious combinations with turbo engines, CVTs or “robots”.

In terms of interior equipment, the RAV4 has become noticeably richer and more comfortable than its predecessor. The quality of materials has improved, there is a lot of soft, pliable plastic on the panel and ergonomics are at a decent level. As for the design, the air conditioning controls were especially successful; everything else is quite traditional. The relative position of the controls is without any complaints. The steering column adjustment range has been halved. The profile of the electrified chair is less prominent than before, but it is comfortable to sit in, and there is adjustable lumbar support. The leather covering, rough to the touch, seems slippery, but in fact the friction properties are normal. And yet, it is painfully reminiscent of leatherette, therefore, I liked the textile upholstery of the seats in more affordable trim levels more.

The instrument unit consists of two analog semicircles combined with a virtual speedometer scale in the middle. The same 7-inch display also displays other related information, including readings from the system that monitors road signs. A very useful feature. On simpler versions, the instrument unit consists of two classic round dials. On the central tunnel, the transmission lever is shifted to the right, and on the left there are buttons for switching driving modes Eco, Normal and Sport, as well as a washer for the Multi-Terrain Select off-road system with modes Normal (regular road), Mud and Sand (liquid mud and sand), Rock and Dirt (stones and soil). Separate buttons activate the Snow mode and the descent assistance system. At the same time, the operation diagram of the transmission when off-road modes are turned on is displayed on the information display, very clearly.

Some useful little things: a wireless charger for gadgets, a sufficient number of USB connectors. But the multimedia system was disappointing. Outdated graphics, resolution and performance are so-so, limited functions, no ability to connect to smartphones. In short, the system clearly needs updating. They say that new multimedia will appear on the RAV4 in a year and a half. It is not clear why it was impossible to prepare a new multimedia in advance, by the time the car entered the market? Despite the overall very decent level of finishing and comfort, there are also oddities from the category of “saving on matches”. The driver's door does not have backlighting for the power window buttons, and there is no pocket on the back of the seat. There is one pocket only in the back of the front passenger seat, thanks for that. Although, in general, everything is in order with the set of household amenities: in addition to the traditional glove box and pockets in the doors, there are a couple of shelves to the right and left of the driver, a medium-sized box armrest, a pair of cup holders and an eyeglass holder in the ceiling panel.

The rear doors now open to a greater angle. The thresholds, in modern fashion, are covered with door plastic overlays, but at the bottom between the overlays and seals there is a 2-3-centimeter gap, through which dirt gets onto the thresholds - another oddity. The profile of the rear sofa is comfortable, the interior has increased in width by 40 mm, and due to the enlarged base, there is more room in the legs, there is enough space even for tall passengers. Air ducts for the ventilation and heating systems, as well as a pair of USB chargers, appeared at the end of the center console. Rear passengers are also provided with a retractable armrest with cup holders and heated seats.

Our equipment includes an electric tailgate with height adjustment, a memory function and a contactless sensor. The trunk itself is quite roomy, has the correct shape and a low loading height. But it is decorated simply, the only amenities are loops for securing the load and a two-level floor, under which there is a “dock.”

The new top-spec Ravik is well packed with modern driver assistance systems: active cruise control provides functions for maintaining a safe distance from the car in front, and switches the speed limit in accordance with the restrictions on road signs. There is a warning system for unintentional crossing of road markings with a function to keep the car in the lane. The driver's condition is monitored by a system for monitoring and informing about driver fatigue. Cruise control is complemented by a forward collision warning system with automatic braking and recognition of pedestrians and cyclists. The headlights automatically switch from high beam to low beam. In tight spaces in the parking lot, a reverse exit assist system with visual and audio warning functions will help. The situation around the car is monitored by a blind spot monitoring system, as well as a surround view system with four cameras. A rearview video camera with dynamic marking lines is especially useful in conditions of almost complete lack of visibility through the interior rearview mirror due to heavy tinting. Through the rear window you can see absolutely nothing, except perhaps the headlights of passing cars.

Otherwise, by the way, visibility is in perfect order. For its sake, they made the windshield pillars thinner, lowered the window sill line and lowered the edge of the hood by 15 mm. We had no opportunity to check the operation of all systems in detail due to the short duration of the test. We paid main attention to driving impressions.

The engine pulls confidently and produces decent dynamics; there are no complaints about the operation of the tandem of the engine and automatic transmission; the speeds are connected adequately and on time, although the operation of the box cannot be called absolutely smooth. But in terms of suspension, the car has become noticeably more comfortable than its predecessor on all types of surfaces. The car reacts harshly only to short transverse waves and cracks.

The new Ravik also steers much better than the previous one. The electric power steering has moved from the shaft to the rack, the gear ratio has become shorter - 2.7 turns from lock to lock, instead of the previous three. Pleasant feedback, good reaction force, stability on a straight line, obedience in corners. The RAV4 is now truly fun to drive. The roll in corners, however, is a bit high, but this does not spoil the impression of handling. There are absolutely no complaints about the brakes, and acoustic comfort is at a much higher level than before. And yet, for some reason I don’t want to drive fast; driving at a measured pace is much more pleasant. And, as it turned out, this is the most correct manner of behavior while driving a Ravik...

The new permanent all-wheel drive system with adaptive torque distribution to the rear wheels is a privilege of the two maximum versions, including our test Prestige Safety. The active transmission control system Dynamic Torque Control AWD, instead of the usual multi-plate clutch connecting the rear axle, which is installed on simpler versions, provides two multi-plate clutches on the rear axle, which redistribute the torque each to its own wheel. Controlled thrust vectoring sounds great, but in reality it is a double-edged sword.

On wet asphalt or slippery ground, the system really helps to redistribute traction on the wheels, providing easy diving into turns and more confident movement. But on dry asphalt, in a fast turn, the car can suddenly turn around and turn sideways; all it takes is being under the wheels of a bump or wave. So energetic maneuvers are fraught... When simulating a detour around a suddenly arising obstacle, the car tends to sharply skid at speeds that are far from prohibitive, and the stabilization system does not intervene at first. And only when you start to correct the skid with the steering wheel, the system actively comes into operation and brings the car down, braking the wheels, so zealously that it makes it jump and dance from side to side, sometimes even until the wheels lift off the ground. Ultimately, the car stabilizes and returns to its lane, but the sensation is not pleasant.

We had something similar when we tested the BMW X5 more than ten years ago. As they say, nothing foreshadowed a dramatic development of events, a standard situation simulating an energetic maneuver. In a fast turn on absolutely dry and smooth asphalt, instead of sliding, having exhausted the limits of lateral stability, the car stood on two wheels. And an incorrectly configured stabilization system added fuel to the fire: it dramatically slowed down the outer most loaded wheels, adding a tipping torque to the car. So much so that the car’s security system said “ahtung!” — turned on the side airbag squibs and shot off the battery terminals, considering a rollover inevitable. But the capsize and accident did not happen, and it should not have happened; initially there were no prerequisites for this. The car stood on four wheels and stopped safely. We did not expect such unfriendly behavior from a fast Bavarian crossover... Since then, the Germans have probably made a new firmware for the stabilization system, in any case, in subsequent tests the Bavarian “X”s no longer pulled such tricks.

In the case of Toyota, thank God, nothing criminal happened, but a residue remained. Perhaps the Japanese also need to work on their mistakes. What is the root cause of this behavior of “Ravik” we do not undertake to say now. It is possible that, in addition to the electronics settings, a number of factors played a role: the insufficient rigidity of the body, revealed on the “diagonal”, and excess weight (RAV4 is a hundred and a half heavier than most analogues), perhaps, and simply an error in the selection of the characteristics of the elastic suspension elements . As for the torsional rigidity of the body, the manufacturer claims that it has increased by 57% in the new Ravik. However, a panoramic roof is not offered on the Russian market even in the most advanced trim levels, perhaps because the rigidity is still insufficient.

We hope Toyota specialists will be able to put everything in its place. A more correct chassis setup certainly wouldn't hurt. In the meantime, we can only hope that the active control system is present only in the most expensive versions, which are not the most popular. Cars with a conventional clutch are likely to behave traditionally, predictably and more correctly. In normal driving modes, the driver will probably not notice any of this, and it is better to never exceed the standard driving modes, unless the traffic situation forces you to do so.

Does the new all-wheel drive system help off-road? It helps, the RAV4 has learned to overcome the “diagonal” and drives more confidently on clay. But it is better to overcome particularly difficult sections at speed, since the car does not move under tension; often, even on seemingly quite harmless obstacles, too little torque is supplied to the rear wheels. You should try to pass all ambush spots on the first try, because there may not be a second chance. Individual rear wheel drive clutches simply overheat and, when disconnected, temporarily turn the car into a front-wheel drive one. That is why the Ravik does not like steep climbs, in which the rear wheel drive clutches, designed to also provide an imitation of rear differential locking, give out especially quickly. In any case, the cross-country ability is limited by the long, beautiful front bumper, which hangs quite low.

Despite the innovations and radically changed appearance, the RAV4 is addressed to the same consumer audience as before. The potential owner of a Toyota RAV4 does not care about the car’s ability to drive off-road, and other driving properties are secondary, the main thing is the feeling of owning a high-quality, prestigious and, as rumor claims, the most reliable car. And many are immediately focused on the fact that when resold on the secondary market, Toyota loses the least in price. But first you will have to pay for it at a noticeably increased price list. The starting configuration of the RAV4 with front-wheel drive, a 2-liter engine and a manual transmission costs from 1 million 729 thousand rubles. The next configuration, Comfort with a CVT, is already estimated at 2 million. The minimum price of a car with all-wheel drive is 2 million 60 thousand. An all-wheel drive crossover with a 200-horsepower engine and an 8-speed automatic transmission costs from 2 million 253 thousand. And further, ascending, and the top version of Prestige Safety, such as on the test, already reaches 2 million 634 thousand. And, of course, we must take into account that if the consumer intends to maintain the warranty after purchase and carefully visit maintenance every 10 thousand km, then servicing his Toyota will cost one and a half times more than any analogue on the market. But in the general list of expenses, this figure is lost and, in the end, few Toyota fans stop from making their dreams come true.

Toyota RAV4 Specifications (Manufacturer Data)

• Body - 5-door, monocoque, steel
• Number of seats - 5
• Dimensions, mm
• Length - 4600
• Width - 1855
• Height - 1690
• Base - 2690
• Ground clearance – 200
• Trunk volume, l - 580/n.d.
• Curb weight, kg - 1740
• Gross weight, kg - 2175
• Engine – petrol with combined injection
• Number and arrangement of cylinders - 4, in a row
• Volume, l - 2.5
• Power - 199 hp. at 6600 rpm
• Torque - 243 Nm at 4000-5000 rpm
• Transmission - 8-speed automatic
• Drive - four-wheel drive, with multi-plate clutches in the rear wheel drive
• Front suspension - independent, spring, McPherson
• Rear suspension - independent, spring, multi-link
• Maximum speed, km/h — 200
• Acceleration time from 0 to 100 km/h, s - 8.5
• Fuel consumption per 100 km, l
• Urban cycle - 9.4
• Suburban cycle - 6.1
• Mixed cycle - 7.3
• Gasoline – AI-92-98
• Tires – 235/55 R19

Photos from the test drive of the new Toyota RAV4 in Kazan

The car for the test drive was provided by the TransTechService car dealership.

But the back is not so comfortable

The RAV4 has less overall rear-seat volume than most of its competitors. Unfortunately, the TNGA platform did not have a significant impact on this fact.

The legroom in the back is tight, your knees can rest against the backs of the seats of the front passengers, especially if there is a tall person in front of you. The seats themselves seemed to journalists from the United States to lack adequate lateral support and be hard.

California reports that at 1,064 liters of trunk volume with the rear seatbacks up (measured in the US as total trunk volume), it's better than the segment average. And despite the addition of an optional battery, RAV4 Hybrid models offer the same passenger and cargo space as their gas-powered counterparts.

A car that reads road signs

The 2021 RAV4 features the Toyota Entune 3.0 entertainment navigation system. Standard features include a 7.0-inch touchscreen, Apple CarPlay (but not Android Auto), Amazon Alexa and Google Assistant compatibility, and a built-in Wi-Fi hotspot. Options include an 8.0-inch touchscreen, a 7.0-inch digital instrument cluster, 11 speakers, an 800-watt JBL audio system, Qi wireless phone charging and a rearview camera similar to those already offered on some Nissan and GM models. Toyota offers up to five USB ports, but only one comes standard.

The touchscreen sits inelegantly on top of the dashboard - it's not very aesthetically pleasing, but it's cheap, reliable and practical - at least it's within the driver's reach. Physical buttons for turning menu pages make navigation easy. Toyota has wisely used physical rotary knobs for important functions such as adjusting temperature and volume. The touchscreen is responsive and the menus are easy to navigate, but the system isn't very feature rich.

The “tidy” and audio preparation received a separate explanation: “We believe that the information on the optional 7.0-inch instrument cluster display could be better organized, as it is difficult to read at first glance. But the JBL acoustic audio system with 11 speakers provides sound quality that is worthy of special praise.”

The RAV4 also gets Toyota Safety Sense 2.0's extensive list of safety and driver assistance systems as standard equipment. What includes:

Pre-Collision System with Pedestrian Detection (pre-collision system with pedestrian detection with autonomous braking system)

Full-Speed ​​Range Dynamic Radar Cruise Control

Lane Departure Alert with Steering Assist

Automatic High Beam

Lane Tracing Assist (lane tracking assistance)

Road Sign Assist (assistant for reading road signs)

The latest technology uses a camera to read stop, yield, brick and speed limit signs and alerts the driver if the electronics think they are being ignored. Of course, electronic eyes read American road signs, so how this system will work in Russia is unknown.

Blind Spot Monitoring, Rear Cross Traffic Alert technology and Reverse Autonomous Emergency Braking are optional extras.

“We think the information on the optional 7.0-inch display included in the instrument cluster could be better organized as it is difficult to read at a glance.”

“We didn’t have the opportunity (or, fortunately, the need) to test most of these functions, but we found that the Road Sign Assist technology responded quickly to all changes in speed limit signs,” auto experts emphasized at the conclusion of testing electronic assistance systems .

I can, I can, I practice

If the crossover had been technically simpler, we would have turned back earlier, while the road was more decent and wider. But the RAV4 became related to its cool older brothers from the Land Cruiser clan and began to prance on the ground much more confidently.

The dashboard design is in harmony with the exterior. There are no serious ergonomic miscalculations. The seat is truly comfortable only in the top two trim levels, where lumbar support adjustment appears.

The dashboard design is in harmony with the exterior. There are no serious ergonomic miscalculations. The seat is truly comfortable only in the top two trim levels, where lumbar support adjustment appears.

Hybrid powertrain to the rescue

The 2019 Toyota RAV4 is offered in just two variants: gasoline and hybrid. Gasoline models use a 2.5-liter four-cylinder engine producing 180 horsepower and 233 Nm of torque, mated to a CVT (variable-variable transmission) transmission. Hybrid RAV4 models get the same engine, linked to Toyota's familiar hybrid system, with a total output of 219 hp. With. Gasoline versions have standard front-wheel drive or optional all-wheel drive, while hybrid versions have all-wheel drive only. No diesel engines - a real disappointment.

While the base powertrain was a disappointment, the steering and suspension were a pleasant surprise.

Here's what our hands-on testing revealed: “Toyota calls its 2.5-liter four-cylinder engine “Dynamic Force,” but its performance is anything but. Horsepower and torque figures are respectable for a base engine in this segment (some competitors offer more powerful engines as options), but you'd never guess it from behind the wheel. Acceleration is just adequate, nothing more, and it is always accompanied by an unpleasant hum. The hybrid is much better: not only does it have more power, but the electric motors also provide a much-needed burst of low-end torque when starting from low speeds.”

While the base powertrain was a disappointment, the steering and suspension were a pleasant surprise. The RAV4 will never be confused with a sports car, but the new model's steering is surprisingly precise and communicative. Modern car electrical systems can make the driver feel out of place and even a bit like a video game player, driver-wheel feedback even on expensive cars leaves much to be desired, so being able to feel what the front wheels are doing in this RAV4 , it is worth rating it with the highest score. The suspension also encourages spirited driving, although it seems tuned more for handling than comfort. The only thing that was noticed during practical tests was an unpleasant shaking on uneven asphalt... Otherwise, there are no complaints.

The RAV4's all-wheel drive system also earns top marks in its segment. Both petrol and hybrid models use front-wheel drive by default to save fuel, but it can also use torque steer to direct power to specific wheels (vectoring system). According to Toyota, this helps improve cornering, as well as on light off-road conditions. In addition, the RAV4 is distinguished by the presence of specific “Off-road” drive modes.

While fuel economy is important, we want the system to default to all-wheel drive.

“While fuel economy is important, we want the system to default to all-wheel drive. When you put the shoe to the floor, the front wheels, before the system begins to transfer power to the rear axle and the effect of torque vectoring becomes apparent during cornering at full throttle, will feel helpless, especially on unstable surfaces. "Slippage destabilizes the SUV and reduces safety." Therefore, in addition to improving cross-country ability, it becomes obvious that it is necessary to purchase an AWD all-wheel drive system for this Japanese car in terms of maintaining safety.

The RAV4 performs well in light off-road driving, effortlessly negotiating obstacles that would stall most of its competitors. The crossover took place where most potential customers would never go, with one of the wheels hanging off the ground... but even in such situations, the RAV4 emerged victorious. But don't confuse the RAV4 with true SUVs like the 4Runner or Toyota's Land Cruiser: it lacks proper tires and much of the other equipment needed for some serious mud action. If you need a real “rogue”, pay attention to other offers on the market.

Official numbers aren't available yet, but Toyota expects the 2021 RAV4 Hybrid to achieve an EPA-rated 6 mpg combined (5.7 mpg city, 6.3 mpg highway). This exceeds the performance of other automakers, for example, the hybrid Qashqai, whose average consumption, according to official data, hovers around 7.13 liters.

See also: All-wheel drive system 4WD vs AWD: what is the difference

Fuel economy estimates for the gas RAV4 vary depending on trim level. With front-wheel drive, the RAV4 model is expected to achieve fuel consumption of 8.11 liters per 100 km (9 liters per 100 km in the city, 6.9 liters on the highway) in more expensive, sophisticated, and therefore heavier trim levels, consumption in the city should theoretically increase .

A 2019 Toyota RAV4 with all-wheel drive will also average 8.1 liters, about 9 liters in the city and 7.1 liters on the highway.

Captive of illusions

Both power units are also new. The motors are from the Dynamic Force family, designed exactly for the TNGA “trolley”. The two-liter, although fresh in fact, does not indulge in numbers: 149 forces typical for the segment. Fairly lucky, but sad.

The assisting variator uses a gear first gear. The Japanese used a trick, entrusting it with a sharp increase in speed and pushing on the roads - those exercises that take too much health from the variator. And at higher speeds the belt comes into play. There are now as many as ten virtual transmissions in the range. The result is quieter operation of the power plant (lower speeds, all other things being equal) and an increased service life. I appreciated the first with my own ears and confirm, but I won’t talk about the second for now: time will tell.

The trunk volume under the curtain is a decent 580 liters. The floor is double-sided: if you need to transport dirty things, you can turn it over with the rubber side up.

The trunk volume under the curtain is a decent 580 liters. The floor is double-sided: if you need to transport dirty things, you can turn it over with the rubber side up.

The 2.5 engine was pumped up to 199 hp. Overseas, he gives out even more, but in our case, the Japanese took into account Russian tax legislation, for which special thanks to them. I admit, I expected more from this unit. Not a single spark in character! The claimed 8.5 s when accelerating to hundreds is hard to believe.

You can't blame the gearbox. The eight-speed transmission does not get confused in the gears and responds to driver requests almost instantly. So if horsepower is all about emotion for you, the RAV4 is not for you. Take a better look at the Mazda CX-5, Tiguan or Kodiaq. A powerful Rafik for those who value traditional Toyota values ​​in a slightly more nimble package.

LED low and high beams, rear lights with LED sections - all this is already included in the initial configuration. In more expensive versions, fog lights (halogen and absolutely useless) and automatic high beam on/off (works well) appear. There are no cornering lights, which is absurd for that kind of money.

LED low and high beams, rear lights with LED sections - all this is already included in the initial configuration. In more expensive versions, fog lights (halogen and absolutely useless) and automatic high beam on/off (works well) appear. There are no cornering lights, which is absurd for that kind of money.

Rivals of Toyota RAV4

Honda CR-V (cost in Russia from 1.9 to 2.5 million rubles ), Mazda CX-5 ( from 1.5 to 2.1 million rubles ), Nissan Qashqai ( 1.2 to 1.8 million rubles ) and Subaru Forester ( minimum 1.9 to maximum 2.5 million rubles ) .

The model will begin to be produced in the Russian Federation from June 2021

The latest generation of the Toyota all-terrain vehicle has not yet been presented in Russia, but if we draw analogies with the restyled IV iteration, we can assume that its cost will have to start around 1.5 million rubles and up to 2.3-2.4 million , which is the average among competitors.

The 2019 Toyota RAV will be available at dealers in late 2021. Hybrid models will appear in early 2021. Prices have not been announced, we are waiting for the end of the year, then Toyota will have to reveal all its cards.

Conclusion…

The 2019 Toyota RAV4 is a huge step up from its predecessor. Modern technology, a high-quality interior (yes, the materials are said to still be far from ideal, but what do you want, and the car itself is far from the premium segment) and improved dynamics make the RAV4 a serious contender for the competition. But while the 2021 RAV4 is a rugged (both in terms of quality and reliability, as well as moderate off-road capability), all-around vehicle, it doesn't dominate its segment, but it holds up well. And besides, what an attractive appearance he has... competitors should start to be afraid...