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By Ross Kiddie<br />
Toyota RAV4 GXL<br />
It has to be said – Toyota has really<br />
upped the ante with its new RAV4.<br />
I remember writing about the interior<br />
of the previous generation model,<br />
referencing the hard plastic trim and low<br />
grade materials which formed the cockpit.<br />
That has all changed, the new RAV4 is<br />
a quantum leap, premium linings have<br />
been used, soft-touch surfaces have been<br />
included, and the layout of the controls<br />
is comprehensive but simplistic to<br />
understand.<br />
All this from a model which isn’t graded<br />
as high-specification. This evaluation<br />
surrounds the GXL model which still gets<br />
cloth seat trim – yet I believe these are the<br />
seats for Christchurch. Every morning the<br />
RAV4 was in my care the temperature was<br />
below 0 deg C and freezing. It was nice<br />
to get into the relative warmth of cloth as<br />
opposed to leather.<br />
The <strong>2019</strong> RAV4 lands in eight variants.<br />
I evaluated the range-topping hybrid in<br />
July, and reported that it was the most<br />
sensible model in the series. However,<br />
there are petrol-only models for those<br />
who don’t want to go down the hybrid<br />
road. There are three models with 2-litre<br />
engines driving through the front wheels<br />
only, and two 2.5-litre all-wheel-drive<br />
variants – the GXL and Adventure.<br />
The GXL 4WD lands at $41,990 ($48,990<br />
Adventure), which to me represents good<br />
buying and, as my introduction suggested,<br />
it is now a car which borders on the luxury<br />
car class such is its build quality and drive<br />
comfort.<br />
A lot of the latter has to do with a brand<br />
new platform, the RAV4 is totally fresh<br />
from the ground up, and it’s something<br />
Toyota has put a big effort into. Well,<br />
when the car you are marketing sits in the<br />
one of the busiest market segments, then<br />
it has to be good to compete.<br />
Yes, the mid-size sport utility market is<br />
crowded, but the RAV4 has a healthy<br />
reputation and solid grounding.<br />
Under the bonnet sits a revised version of<br />
the four-cylinder 2487cc engine that has<br />
served Toyota well for several years. While<br />
its basic construction hasn’t changed a<br />
lot, it has been refined for higher power<br />
outputs and greater efficiency. Toyota rate<br />
it with 152kW and 243Nm, both outputs<br />
peaky at 6600rpm and 4000-5000rpm<br />
respectively.<br />
That matters little, the specific outputs are<br />
high enough to provide solid performance,<br />
an 8.5sec standstill to 100km/h time<br />
can be expected, along with a highway<br />
overtake of 5sec (80-120km/h), and there<br />
are drive modes which you can choose<br />
from to suit every driving journey –<br />
normal, sport or economical.<br />
When in the latter, there’s a good chance<br />
you could meet Toyota’s combined cycle<br />
fuel usage claim of 6.7-litres per 100km<br />
(42mpg). During my testing time the<br />
average readout was listing at around<br />
9l/100km (32mpg) with 6l/100km<br />
(47mpg) available instantaneously at<br />
100km/h, the engine just loping over at<br />
1600rpm.<br />
Even in normal mode the engine feels free<br />
and lively, there’s a lot of reciprocating<br />
mass, but it is smooth in its delivery and<br />
responsive to throttle request. In sport<br />
mode there is a constant eagerness and,<br />
to be honest, I felt it a little unnecessary,<br />
but it’s there for when maximum<br />
performance is needed and/or that quick<br />
hill burst over the peninsula bays.<br />
Interestingly, the 2.5-litre engine is<br />
coupled to a traditional six-speed<br />
automatic transmission; there are no<br />
surprises there, but I’ve mentioned it<br />
because the 2-litre variant utilises a<br />
continuously variable automatic. The<br />
conventional gearbox on the 2.5 has<br />
smooth shifts and can be manipulated<br />
through a sequential shifting system at<br />
the main gearshift lever.<br />
In terms of handling, the RAV4 certainly<br />
excels, and that is a tribute to the way<br />
the new platform is designed. It is a true<br />
Page 25<br />
Price: Toyota RAV4 GXL, $41,990<br />
Dimensions: Length, 4600mm;<br />
width, 1855mm; height, 1685mm<br />
Configuration: Four-cylinder,<br />
four-wheel-drive, 2487cc, 152kW,<br />
243Nm, six-speed automatic.<br />
Performance: 0-100km/h, 8.5sec<br />
Fuel usage: 6.7l/100km<br />
driver’s car with solid turn-in and fabulous<br />
suspension control. The fully-independent<br />
front-strut/rear-wishbone system has<br />
spring and damper rates beautifully<br />
compromised between handling and<br />
comfort. Sure, at almost 1.7m tall the body<br />
does have some gravitational movement,<br />
but it is well arrested and handling<br />
balance is unaffected.<br />
The RAV4 has surety and composure. I’d<br />
rate it as one of the best handling SUVs,<br />
which adds immensely to its surety and<br />
subsequent safety elements. Bear in mind<br />
too, the four-wheel-drive RAV has several<br />
off-road drive modes which provide the<br />
model with serious off-road potential.<br />
As much as I enjoyed the GXL’s traditional<br />
driveline, I’m sticking by my comment that<br />
the hybrid is the pick of the range and<br />
would certainly be my choice.<br />
Yet, I’m fully aware that RAV4 buyers<br />
want just that little point of difference to<br />
other SUV owners and, I guess, that’s what<br />
Toyota was thinking of when it included<br />
an Adventure model into the range. It has<br />
body kits and an interior colour contrasts<br />
which are vivid and striking.<br />
I’m due to evaluate it soon and from what<br />
I’m hearing it is the go-to model. Just<br />
as well, then, Toyota has a RAV4 for all<br />
tastes.
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