Test: Toyota RAV4 2.0 D-4D 2WD Elegant
Content
Crossovers are a step up from what we used to call soft SUVs. Remember the first Toyota RAV4, Honda CR-V and the like? Cars with a much more off-road body shape, but with all-wheel drive and, last but not least, often pretty decent off-road performance? Yes, such cars were hard to imagine without all-wheel drive, and yes, the Toyota RAV4 was one of the most important players in this class.
But times are changing, soft SUVs are almost gone, and after the first and second generations, Toyota RAV4s were available mostly with all-wheel drive (only the poorest versions were available with front-wheel drive) after the previous generation, when the drives were about the same. The presented, new RAV4 is mainly front-wheel drive.
Four-wheel drive is something that is only available in the most powerful diesel version and in two-liter petrol, something that is only available to those who especially want it and are willing to pay more for it - as is usually the case with competition. This means there will be far fewer all-wheel-drive RAV4s on the road than previous generations (because a 2,2-litre diesel is expensive and because petrol engines aren't exactly popular with buyers of this type of vehicle). And on that side, of course, the RAV4 is no longer a bland SUV, but "just" a crossover with a slightly more off-road look. And yes, that's why we could easily call it RAV2.
And putting my hand on my heart: is it all bad? Do you really need four-wheel drive? Is this really the case? Is such a machine meaningless without him?
Sales and customer reviews have long shown that this is not the case. In fact, four-wheel drive is becoming (or remains) just another marketing tool. Of course, those who really need it will not agree with this, but there are really few people whose living conditions also require them to use an all-wheel drive car. Too few for salespeople to rely on. For most others, four-wheel drive is welcome (then maybe once a year or not when they really need it), but at the same time they are not ready to spend money on it in most cases, as well as the higher consumption that such a drive adds to the financial equation ... not the nicest. This is why real soft SUVs are dying out.
RAV4 as a crossover, then? Why not. After all, the fourth generation (no taller car and no higher driving position) is enough "limousine" (or "caravan") to deserve that label.
For example, the cabin is spacious and comfortable, but the seats (and therefore the driving position) are more than just that. The seats are not too high (in terms of driver's distance from the ground of the vehicle), but at the same time, due to the higher chassis, the overall height is still noticeably higher than in classic caravans, so visibility is better. Speaking of transparency, rather wide A-pillars interfere with this, and large rear-view mirrors are a plus for the RAV4.
In typical Toyota tradition (bad in this case), the RAV4 doesn't have parking assist sensors. Standard (with this equipment) is a camera, which is of course useful for strength training when the days are dry and its lens is clean, but when it's wet and dirty outside, it's almost useless (unless you can get behind the wheel earlier). every parking lot and clean it). If you want serial parking sensors, you will have to use the equipment of the highest level (the camera is already serial for the second worst) or pay extra for them. Wrong world ...
Under the hood of the tested RAV4 was a two-liter four-cylinder diesel engine, which with its capacity of 91 kilowatts or 124 "horsepower" is already on paper considered one of the weaker representatives of the two-liter turbodiesel family. It's very interesting how Toyota consistently lags behind in this area and insists (for those who want a more powerful diesel) on a larger, 2,2-liter engine, even though we Europeans are used to smaller and smaller engines.
The 4-litre diesel is an old friend, and in the RAV4 it's streamlined and reasonably fuel-efficient, but sometimes runs undernourished. Less worrisome is the fact that it runs a bit sleepy at low rpm in high gears (after all, it has a moderately loaded RAV1,7 of about 1,8 or 1.700 tons and not a very small frontal area), but much more that it shows clear resistance. it to turn towards the red square on the tachometer. This makes it clear that it feels best between 3.000 and 100 rpm. Our measurements also confirm the impression: acceleration to 4 kilometers per hour turned out to be almost two seconds worse than promised at the factory, and even in terms of flexibility, this RAVXNUMX lagged behind (even weaker on paper) competitors.
The rest of the technologies are almost exemplary: precise and fast enough transmission, electric power steering, which still provides enough precision, straightness and feedback for this type of car, a chassis that absorbs bumps well enough, but successfully prevents excessive lean when cornering. ... , and brakes that can be precisely dosed and that don't tire too quickly. Soundproofing also deserves a positive assessment.
Let's go back inside: a small minus immediately attributed to the fact that it blows (higher) drivers in the head from the window, designed to defrost the side windows (but they cannot be closed separately), plus another efficiency of the air conditioner. The multimedia part also deserves good marks, the hands-free system is easy to use, and also plays music from a mobile phone. Much of the credit for this is that everything (including radio, car settings, etc.) can be controlled via the LCD touchscreen and we weren't thrilled with the sensors. They are no longer as transparent and luminous as they were in the days when Toyota used Optitron technology for this. As a result, the speedometer is far from transparent and completely linear.
Most of the other controls are laid out fairly European-style so that overall there are no ergonomic issues. There could be a lot more room in the front seats (although up to 190 cm there are no problems with seating and comfort), but Toyota engineers (or marketers) decided to limit the movement of the front seats back so as not to interfere. there seemed to be too little space in the back - although there was plenty of it. The back bench is divided into one-third and folds easily (but the resulting surface is not completely flat), with a smaller part on the right side.
This is extremely unfavorable for child seat users in this location, which is the most common setting when only one child is driving the car. The trunk is large enough, but it is a pity that there is no extra space under the bottom (as in Verso, for example). If it were possible to come up with such a box instead of a spare wheel, it would be very helpful. After all, this RAV4 is a completely ordinary car, not an SUV in which you absolutely need a real spare tire. And by the same logic, it's also annoying that it has slightly off-road (but really slightly) tires instead of quieter, more powerful all-terrain tires. The decision in favor of the first would be logical for models with all-wheel drive, while for all-wheel drive it is less logical.
But in general we can write for the RAV4 just like many competitors in this class: it has no major flaws, except for the undernourished engine, which does not give what the technical data suggests, it also has some minor flaws, but because that it is in itself a crossover, it itself requires so many compromises from the potential buyer that they do not bother you too much. Yes, the RAV4 is not the best in its class (when the engine does what the factory promises), but not the worst either. The golden mean, you can write.
How much does it cost in euros
Test car accessories
Pearl color 700
Xenon headlights 650
Blind Spot Detection System 700
Side strips chrome-plated 320
Text: Dusan Lukic
Toyota RAV4 2.0 D-4D 2WD Elegant
Basic data
| Sales: | Toyota Adria Ltd. |
|---|---|
| Base model price: | 27.700 € |
| Test model cost: | 30.155 € |
| Power: | 91kW (124 KM) |
| Acceleration (0-100 km / h): | 12,3 with |
| Maximum speed: | 180 km / h |
| Mixed flow ECE: | 7,1l / 100km |
| Guarantee: | 3 years or 100.000 5 km total and mobile warranty (3-year additional warranty), 12 years paint warranty, XNUMX years rust warranty. |
| Systematic review | 20.000 km |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 1.812 € |
|---|---|
| Fuel: | 9.457 € |
| Tires (1) | 1.304 € |
| Loss of value (within 5 years): | 9.957 € |
| Compulsory insurance: | 3.210 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 7.410 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 33.150 0,33 (km cost: XNUMX €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - turbodiesel - front mounted transversely - bore and stroke 86 × 86 mm - displacement 1.998 cm³ - compression ratio 15,8:1 - maximum power 91 kW (124 hp) at 3.600 rpm - average piston speed at maximum power 10,3 m / s - specific power 45,5 kW / l (61,9 l. injection - exhaust turbocharger - charge air cooler. |
|---|---|
| Energy transfer: | the engine drives the front wheels - 6-speed manual transmission - gear ratio I. 3,818; II. 1,913; III. 1,218; IV. 0,880; V. 0,809; VI. 0,711 - differential 4,058 (1st, 2nd, 3rd, 4th gears); 3,450 (5th, 6th, reverse gear) - 7 J × 17 wheels - 225/65 R 17 tires, rolling circumference 2,18 m. |
| Capacity: | 180 km/h top speed - 0-100 km/h acceleration in 10,5 s - fuel consumption (ECE) 5,7/4,4/4,9 l/100 km, CO2 emissions 127 g/km. |
| Transportation and suspension: | off-road sedan - 5 doors, 5 seats - self-supporting body - front single suspension, leaf springs, three-spoke cross rails, stabilizer - rear multi-link axle, coil springs, telescopic shock absorbers, stabilizer - front disc brakes (forced cooling), rear discs, parking brake ABS mechanical on the rear wheels (lever between seats) - rack and pinion steering wheel, electric power steering, 2,8 turns between extreme points. |
| Mass: | empty vehicle 1.535 kg - permissible total weight 2.135 kg - permissible trailer weight with brake: 1.600 kg, without brake: 750 kg - permissible roof load: no data. |
| External dimensions: | length 4.570 mm – width 1.845 mm, with mirrors 2.060 1.660 mm – height 2.660 mm – wheelbase 1.570 mm – track front 1.570 mm – rear 11,4 mm – ground clearance XNUMX m. |
| Inner dimensions: | longitudinal front 880-1.100 mm, rear 700-950 mm - front width 1.510 mm, rear 1.500 mm - head height front 950-1.030 mm, rear 960 mm - front seat length 510 mm, rear seat 510 mm - luggage compartment 547 - 1.746 370 l – handlebar diameter 60 mm – fuel tank XNUMX l. |
| Box: | 5 Samsonite suitcases (total 278,5 L): 5 seats: 1 Airplane suitcase (36 L), 1 suitcase (85,5 L), 2 suitcase (68,5 L), 1 backpack (20 L). |
| Standard equipment: | driver and front passenger airbags - side airbags - curtain airbags - driver's airbag - ISOFIX mountings - ABS - ESP - power steering - air conditioning - power windows front and rear - rear-view mirrors electrically adjustable and heated - radio with CD players and MP3 players - multifunction steering wheel - central locking remote control - steering wheel with height and depth adjustment - height adjustable driver's seat - split rear bench - trip computer. |
Our measurements
| T = 20 ° C / p = 1.122 mbar / rel. vl. = 45% / Tires: Yokohama Geolandar G91 225/65 / R 17 H / Odometer status: 4.230 km | |
| Acceleration 0-100km: | 12,3s |
|---|---|
| 402m from the city: | 18,5 years ( 121 km / h) |
| Flexibility 50-90km / h: | 9,5 / 15,4s (IV/V) |
| Flexibility 80-120km / h: | 13,3 / 14,7s (Sun./Fri.) |
| Maximum speed: | 180km / h (Sun./Fri.) |
| Minimum consumption: | 6,1l / 100km |
| Maximum consumption: | 8,4l / 100km |
| test consumption: | 7,1 l / 100km |
| Braking distance at 130 km / h: | 73,2m |
| Braking distance at 100 km / h: | 40,8m |
| AM table: | 40m |
| Noise at 50 km / h in 3rd gear | 60dB |
| Noise at 50 km / h in 4rd gear | 58dB |
| Noise at 50 km / h in 5rd gear | 56dB |
| Noise at 50 km / h in 6rd gear | 55dB |
| Noise at 90 km / h in 3rd gear | 62dB |
| Noise at 90 km / h in 4rd gear | 60dB |
| Noise at 90 km / h in 5rd gear | 59dB |
| Noise at 90 km / h in 6rd gear | 58dB |
| Noise at 130 km / h in 4rd gear | 64dB |
| Noise at 130 km / h in 5rd gear | 63dB |
| Noise at 130 km / h in 6rd gear | 62dB |
| Idling noise: | 39dB |
Overall rating (317/420)
In principle, the RAV4 is a very good representative of its class, but due to a poor engine and some minor flaws, the test RAV4 did not receive higher marks.
Exterior (13/15)
Sporty-looking front lines and a slightly less attractive rear end, but excellent workmanship anyway.
Interior (95/140)
There may be more room in the front seats for tall people, but there is much more room in the rear.
Engine, transmission (49
/ 40)The engine hasn't been proven to work, but it's quiet and smooth.
Driving performance (56
/ 95)The chassis is quite comfortable, I am a little confused by the “semi-SUV” tires that are not needed on such a car.
Performance (18/35)
Our measurements deviated significantly from the factory data and lagged behind the competition.
Security (38/45)
The new RAV4 scored high in the EuroNCAP tests, losing points mainly due to the lack of assistive systems.
Economy (48/50)
Fuel consumption is low, the price is moderate, and the loss in value in the RAV4 has always been small. From an economic point of view, this is a good buy.
We praise and reproach
open space
chassis
multimedia system control
consumption
meters
no parking assist sensor (with other rich set of equipment)
folding back bench
