Toyota RAV4 2.4 Deluxe (A) Review

So besides battling with Honda for that yearly title of "best-in-class," there are other things to consider, like Nissan's Qashqai, Mazda's CX-7, Mitsubishi's Outlander and the odd Renault or Subaru.

What has been the case with the RAV4? They've been releasing minor improvements for most of their cars lately, but amongst all of them, this one proved to be our favourite. Why?

First impressions

Before that, we'll elaborate on what's been changed. There's a new design to the car's front and rear bumpers, radiator grille, headlamps, fog-light cluster, and tail lamps. The turn signal has been fused with the side mirror, while overall length has made the car look a little bulkier.

But you'll be hard-pressed to tell if you're not familiar with previous models. The only obvious giveaway is the extended rear glass panel behind the C-pillar that houses a bigger boot.

The couple distance between front and rear seats have also increased by 120 mm, giving a measured 30 mm of increase in shoulder room between the front seat passenger and driver.

Toyota claims that their newly designed multi-linked rear suspension enables the shock absorber to be slanted diagonally under the floor, a move that results in a 230 mm increase in width between the interior wheel-houses and hence, yielding more luggage space.

Most importantly, these changes haven't gone unnoticed by us. Rear legroom felt noticeably more abundant, while various add-ons like the luggage net, a large capacity storage box accessed via an easy-to-use two-piece folding cover, cup-holders in all the right places and a pleasantly surprising stereo system did the trick in order to enhance the car's interior living space.

The RAV4 also sports a pretty awesome cargo area when you tilt the rear seats down. This allows them to be stowed under the floor, extending a flat rear deck from the entrance, all the way to behind the front seats. Premium models gain a power-adjustable driver's seat, moon-roof, curtain side and knee airbags, audio switches on the steering wheel as well as a vehicle stability control system with active torque control and hill-start assist.
What it does is hold the vehicle through automatic brake pressure application for approximately two seconds so as to prevent you from "front-ending" someone else on an upslope. The system also includes a downhill assist feature that works by automatically applying hydraulic pressure to the brakes so as to maintain a constant low speed without locking the wheels.

Still a good drive?

In a straight line? Most definitely so. The RAV4 comes with the standard-issue 2.4-litre four-cylinder that's paired to a 4-speed automatic transmission. The inline four is rated at 167 bhp at 6,000 rpm and 224 Nm of torque at 4,000 rpm.

It's surprisingly quick off the line, and accelerates remarkably well throughout the rev and speed range. Yes, it's loud at full throttle, and the car could use a fifth gear, but I doubt that any enthusiastic driver would complain the minute he floors it.

And you might have been fooled when it comes to its weight (1,600 kg). The RAV4 felt significantly lighter than what the papers suggest, especially when we managed 9.8 seconds to 100 km/h from rest.

On the flipside, that lack of weight translated to the RAV4 feeling a little hollow in terms of overall ride and refinement. Combine that with the light-ish steering weight, and you'll get something that's not very reassuring to drive fast. This is also true when it was shown a few bends.

The mediocre 225/65 Bridgestone Duelers didn't do it any favours either. Those 17-inchers screeched more than often through the most uneventful of corners. But despite the lengthened wheelbase, the Toyota was able to clear many tight U-turns without any problem, thanks to a minimum turning radius of 5.3 m.

But for how clumsy it felt on tarmac, the RAV4 certainly redeemed itself in the dirt. It was surprisingly good, in fact. We spent a good deal of time punishing it with muddy, dirty terrain with lots of narrow, steep inclines, waiting for it to break.

But it didn't. And unlike most compact crossover SUVs, you'll find yourself inclined to dwell more in a swamp than on the highway.
Yes, the Toyota might have just over 19 cm of ground clearance, but it has good angles of approach and departure, 29.3 and 25.4 degrees respectively - that's more than enough for moderate real-world off-roading if you're game enough. And we haven't even talked about raising the SUV's ride height, yet. Suddenly, the hill-assist control made much more sense to us.

Full-time all-wheel drive also exists, and automatically channels engine power from the front to rear axles, thus optimizing traction. A button will lock all the differentials at speeds below 40 km/h. The locking function also stops when you hit the brakes in order to maximize stopping power.

Surefooted it was over loose ground we found it to be over normal road, and for all its softness, the RAV4 made up for it tenfold when driven fast over bumpy, rocky terrain found in the pictures taken below.

As expected, ABS and traction control keep you and your car in one piece and away from confrontations with danger.

Pricing and competitors

You can't argue that the Toyota RAV4. Even today, it suggests exceptionally good value with prices starting from just under $90,000. The 2.4-litre Honda CR-V retails at $105,000, and is a little more luxurious but less capable off-road. The same can be said for both the Nissan Qashqai and Mazda CX7.

In addition, you might also be left wanting for more space, power and equipment in the 2.0-litre Nissan but then again, it is the cheapest option here with prices starting from just under $80,000.

The Mazda is the biggest, has the most powerful engine, but it makes itself clear of its road-only nature. It is also the most expensive at just under $108,000.

So yes, after nearly fifteen years in existence, Toyota has managed to keep the RAV4 completely relevant in today's ever changing "vehicular landscape" without having lost its plot. So where the competition have evolved their SUVs into a new generation of big, useless softies, we're glad to note that Toyota still has something a little more hard-edged under its nose, especially for those seeking the less-travelled, beaten path.