2008 Toyota RAV4 Review

Specifications

Every time an automaker releases a new mainstream model they’re faced with countless decisions on how to improve on it in order to make it stand out against its peers. This usually leads to the designers and engineers getting into a vicious circle that suddenly sees their vehicle grow in size. Every single focus group, no matter the type of car, SUV or truck, seems to say, “Oh, I’d like a bit more room everywhere, and more power too,” and since most companies like to listen to their customers, their wishes are usually granted. Toyota is a brand that’s particularly good at listening to its customers, so when it came to redesigning the RAV4 into its current iteration, it grew significantly in all directions; it is no longer the basic, little compact SUV it once was.

I remember back in 1997 when the RAV4 was introduced. Available as a five-door SUV or a little two-door convertible top, a la Suzuki Sidekick, it really helped to usher in the era of the “cute ute”, as they were small and affordable, but because they were unibody-based, they didn’t ride or handle like truck-derived SUVs. They also helped set the stage for the proliferation of crossovers we currently are seeing in the marketplace. In the course of a decade (or just short of a decade), the RAV4 grew considerably, sporting a longer wheelbase and an overall length increase of two feet! The result was more legroom and more luggage space. Like all of Toyota’s products, the RAV4 is an international vehicle, and interestingly there are two different sizes of the RAV4 with two separate wheelbase lengths. Naturally, we in North America receive only the long wheelbase model.

Even with its escalation in size, the RAV4 doesn’t feel much like an SUV, or even a crossover for matter. Toyota has managed to keep its overall feel much like a car. A lot of this feeling has to do with the seating position, which is nice and low; your legs go out in front of you so your knees aren’t at a 90-degree angle, or anywhere close to it, as if sitting on a chair. In addition, the door sills are high with narrow pillars that provide good outward visibility, just like a car. It’s funny then, how Toyota insists on calling it an SUV, and not a crossover.

While I liked the driving position, visibility and seats, which are quite good thanks to decent levels of lateral support, the rest of the RAV4’s interior is on the plain side. Even a couple of nice styling flourishes such as the triangle shaped door pulls/armrests and the two-tiered dash trimmed in brushed metal look plasticky, so it never feels anything more than basic. I think this feeling can be chalked up to the dark interior ambiance, and the use of simple, utilitarian, hard plastics. Also, I didn’t expect to find a urethane steering wheel on this middle-of-the-line Sport model. I can’t recall the last time I saw one in a vehicle costing more than $25K, with a leather wrapper normally par for the course. Opting for the Sport model essentially limits your options to choice of color, and whether you’d like a sunroof or not. For heated seats, power seats or a leather-wrapped wheel, you’ll need to step up to the Limited model. On the contrary, a feature that comes standard that you don’t often see at this price point is the inclusion of a heated windscreen (not just a defroster), helpful in the winter for those of us that reside in harsh climates.

Also on the plus side, the controls are simple and easy to use, with nice, large knobs and buttons. All of the interior pieces, despite their hardness, look and feel durable and fit together in Toyota’s normal impeccable fashion. Just the same, Toyota’s interior engineers could learn something from Hyundai and Kia when it comes to lighting all of the switches. It would help out in finding the remote switch for the mirrors (which strangely is on the console between the seats) or the sunroof, if they were backlit. And yet, the cupholders are illuminated. Low-level ambient lighting demonstrates what’s really important to those focus groups: “I don’t care that I can’t adjust my mirrors at night, I just had better be able to see where to put my coffee.”

Riding on one of the longest wheelbases in the segment, there’s no question that the RAV’s rear quarters are generous, not to mention that the rear seats recline and slide to further improve rear legroom or cargo space. The adjustable, shingle-style headrests keep visibility out the back strong, though a bit of the view rearward is eaten up by the spare tire. The advantage to an externally-mounted spare tire is greater cargo volume and a low load height for the flat cargo surface created when the seats are dropped, not to mention it also keeps the rear tire shielded from the dirt and mud that it might otherwise be subjected to while sitting on the bottom of the vehicle. This RAV4 came with an adjustable cargo organizing net that was a bit confusing to operate at first, but once figured out it was quite useful. If you require the extra seatbelts, an optional third-row is available to take seating capacity from five to seven, though the rearmost seats are only available as an option on the base RAV4 4WD V6, and are best kept for kids.

And speaking of the V6, it’s this engine that truly puts the sport in the RAV’s Sport. It’s nothing exotic, just Toyota’s familiar 269-horsepower, 3.5-litre V6 that also appears in the Camry, Avalon and Highlander, amongst others, but the fact that it’s been dropped under the hood of the RAV4 makes all the difference. It feels sprightly, and faster than in either of those three applications. Toyota claims a seven second 0-100 km/h run and I believe them. This means there aren’t many compact SUVs or crossovers as fast as this: Mazda’s CX-7 comes close in the same price range, but otherwise it would take the firepower of a BMW X3 3.0si, at least, to outrun the RAV4, and of course the BMW is almost double the price. A five-speed automatic is the only transmission available.

Under normal driving conditions, the RAV4 is impressively fuel efficient. Cruise at the law enforcement’s recommended speed of 100 km/h, on most highways at least, and it seems like it isn’t consuming much fuel at all. And yet, when you push your foot down it’s like it’s a bottle rocket. Just one litre per 100 km is what separates the 2.4-litre four from the 3.5-litre V6 in the city, but it’s the V6 that’s actually better on the highway, which can be chalked up to it having five forward speeds in its automatic transmission versus the four’s four. I’d have to drive them back to back to see if that applies to the real world, but if it works out, sign me up for the V6, especially since the upgrade works out to being only $950 on the Sport. But wait, there’s more. As a bonus you’ll get the ability to tow up to 1,588 kilos (3,500 pounds) if you also opt for the towing preparation package.

When it comes down to specific equipment levels, the RAV4 Sport has a lot of gear – body coloured fender flares, rear spoiler, mirrors and door handles, but what really sets it apart from the rest of the range are its sexy two-tone 18-inch alloy wheels. It also has a firmer, sport-tuned suspension and quicker steering to back up its Sport pledge. Since the RAV4 Sport will live most of its life on pavement, Toyota has ensured that it thrives in the city environment.

In terms of driving dynamics it is one of the better handling small SUVs out there, as it has more grip and less roll than you would expect. This doesn’t come at the expense of the ride either, as it is very smooth, never stiff or hard, which is surprising given the level of body control that it has in the corners. Toyota has done an admirable job with the electronic power steering too, which is fairly precise and has a small turning radius, ensuring that it’s never cumbersome in confined parking lots. It is still not a sport sedan, of course, but then again it’s closer to one than just about anything else Toyota currently offers. One thing I did note was that compared to some of its rivals, the RAV4 lets through a little more road noise than I had expected.

No matter the engine that you opt for, your RAV4 will come equipped with four-wheel drive. It’s electronically controlled and routes most of the engine’s power and torque to the front wheels, until there is a possibility of the tires losing traction, at which point it shifts the distribution to suit the situation. While there is a locking mode that fixes the power split 55/45 at speeds under 40, the RAV4 isn’t intended for serious off pavement use. All RAV’s are equipped with Vehicle Stability Control and Traction Control, while V6 models also receive Hill-start Assist Control and a downhill descent control. Safety equipment on all RAV4s includes six airbags, made up of front, seat-mounted front side and second-row, roll-sensing curtain airbags.

Overall, the RAV4 is a very good small SUV, though during my time with it I couldn’t help but wonder how many buyers could be equally satisfied with the Matrix AWD. Then again, Toyota didn’t become successful by offering consumers minimal choice. There aren’t many things that can make the RAV4 better other than upgrading interior plastics, although making it right here in Canada will make a difference to some Canadians. That’ll happen as soon as Toyota gets its Woodstock, ON plant up and running, which is expected to happen this fall. It is currently built in Tahara, Japan where many Lexuses are also built, including the LS 460, a definite nod to quality.
Lastly, if you do purchase a RAV4 and then happen to take part in a focus group for the next generation model, I have a small favour to ask of you - please don’t ask for it to get any bigger!