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The RAV4 is no longer a total dullard to drive with fervor.Power comes courtesy of an agricultural 2.5-liter inline four-cylinder engine that whines angrily once the crankshaft spins beyond 4,000 RPM. With all 203 horsepower and 184 pound-feet of torque peaking at 6,600 RPM and 5,000 RPM, respectively, the engine is prone to racing toward redline when heavy throttle is applied. Nevertheless, limited wind and road noise make the cabin a pleasantly quiet place if the driver has a judicious right foot.Despite its raucousness, the four-pot is a perfectly adequate performer. It’s powerful enough to move the RAV4 to 60 miles per hour in a little more than 8.0 seconds, according to the manufacturer, and efficient enough to return estimated fuel economy figures as high as 27 miles per gallon in the city, 34 mpg on the highway, and 29 mpg combined.
All-wheel-drive models return up to an estimated 26 mpg city, 33 mpg highway, and 29 mpg combined. An eight-speed automatic is the sole transmission, and it astutely swaps cogs with buttery smoothness.A gasoline-electric hybrid powertrain returns, too. Consisting of a more efficient 2.5-liter inline-four running the Atkinson cycle and a trio of electric motors, the system produces a total of 219 horsepower, can scoot the RAV4 Hybrid to 60 mph in 7.8 seconds, and returns an estimated 39 mpg combined.
All-wheel-drive is standard on the Hybrid, and an electric motor that collaborates with the engine through a planetary gearset mimics the actions of a continuously variable transmission (CVT). Although the low-level LE and mid-level XLE and XLE Premium trims make do with a traditional all-wheel-drive system that pushes power between the front and rear axles, the top-of-the-line Limited and rough-and-tumble Adventure models sport a more advanced torque-vectoring system capable of mechanically transferring up to 50 percent of the engine’s power between both the front and rear axles and the left and right rear wheels.While individual needs will vary, the torque-vectoring system proved an impressive unit on both on- and off-road driving courses. On tarmac, the setup seamlessly shifts torque to the outside rear wheel at turn-in. The system can also disengage the rear driveshaft in certain conditions to send power strictly to the front wheels and improve fuel economy by limiting parasitic losses.Off the beaten path, the all-wheel-drive system flawlessly moves power between the axles and wheels.Off the beaten path, the all-wheel-drive system flawlessly moves power between the axles and wheels to help putter the RAV4 over obstacles such as dirt-covered inclines and medium-size moguls. Additionally, the hill-descent control system (a feature also restricted to the Adventure and all-wheel-drive Limited grades) allows the crossover to meander down steep declines without protest. RAV4 Revealed.
Now, the RAV4 Adventure is no substitute for a vehicle such as a. But the model’s 8.6 inches of ground clearance (0.2 inch more than lesser LE and XLE grades) and 3,500-pound maximum towing capacity (2,000 pounds more than all other RAV4 trims) make it the most appealing RAV4 of the lot for light trail work or weekend jaunts with a small boat or camper in tow.It also helps that the Adventure wears trim-specific kit such as a Tacoma-inspired maw, slightly flared fenders, chunky 19-inch wheels and tires, larger roof rails, and an available FJ Cruiser-inspired contrasting white roof that adds an extra splash of style to the model. Even so, every 2019 RAV4 benefits from that trades the soft curves of the previous model for harder edges and more SUV-like styling details, including a surprisingly long hood, upright greenhouse, and wedge-shaped rear end.
Although its blocky proportions may not make it the prettiest compact crossover sold today, the 2019 RAV4 is certainly one of the toughest looking in its segment.Underneath that stout exterior rests an amiable interior. The contemporary and chic dashboard design includes large controls for the climate system that move with a solid heft, while available 7.0- or 8.0-inch touchscreens for the infotainment system jut up from the center stack. Every RAV4 model (finally) offers Apple CarPlay compatibility (strangely, Android Auto compatibility remains unavailable). In spite of a wheelbase that’s 1.2 inches longer than last year, the RAV4 actually offers marginally less front-seat room and cargo capacity relative to its predecessor.
Still, the new model’s front chairs are immeasurably comfortable. Meanwhile, the RAV4’s 37.6 cubic feet of cargo room behind the rear seats betters the by 7.7 cubes, and only falls short of the generously sized CR-V by 1.6 cubic feet.Regardless, the RAV4’s 105.9-inch wheelbase does afford the model a more spacious rear seating area, with those perched on the three-across 60/40-split-folding bench enjoying an extra inch of shoulder room, as well as 0.6 inch of additional headroom and legroom compared to last year’s model. Dedicated rear vents for the climate control and a pair of USB ports are standard on all but the base RAV4 LE.The RAV4’s 105.9-inch wheelbase does afford the model a more spacious rear seating area.No matter the trim, every RAV4 comes standard with active safety features such as a pre-collision system with automatic front braking, automatic high-beam headlights, lane-departure warning, lane-keeping assist, a lane-centering system, and adaptive cruise control. Toyota bundles these items under the Toyota Safety Sense 2.0 umbrella. A blind-spot monitor with rear-cross-traffic alert is optional on the entry-level LE, but standard on XLE, XLE Premium, Adventure, and Limited grades.Innovation comes at a cost, albeit a small one. With a base price of $25,500, the 2019 RAV4 is $860 more expensive than its forebear.
It’s also a good deal more expensive than the $23,800 Chevrolet Equinox and $24,350 Honda CR-V, although both competitors’ base models do without the RAV4’s long list of standard active-safety items. Choosing all-wheel-drive adds $1,400 to the bill, with the exception of the $32,900 Adventure, which comes standard with the feature.The 2019 RAV4 is a strong compact crossover contender in a crowded class.
Although it’s plagued by a middling engine, its distinct looks, rigid structure, and lengthy standard features list are sure to help the RAV4 retain its place as Toyota’s most popular vehicle. Look for the 2019 Toyota RAV4 to go on sale in December, with the $27,700 RAV4 Hybrid reaching dealers in March.
© Motor Trend Staff2019 Toyota RAV4 Adventure front three quarter in motion 1In a bid to hang onto the RAV4's best-seller status—perhaps with a bit less reliance on fleet sales and incentives— is taking a page from the Alfred Sloan's General Motors marketing book by attempting to provide a CUV 'for every purse and purpose.' OK, the range of purses covered is narrower than was circa-1925 GM's, but the breadth of purposes a RAV4 can be specced to handle has never been broader.
And this Adventure model marks one extreme of that range.© Motor Trend Staff2019-Toyota-RAV4-Adventure-side.jpgThe son-of-4Runner grille design establishes an off- roady mood, and a new torque-vectoring all-wheel-drive system complete with a multiterrain knob featuring mud/sand and rocks/dirt settings backs it up with some electromechanical credibility. Dubbed Dynamic Torque Vectoring AWD, the new system was developed in house by Toyota, but it works a bit like the GKN Twinster system used in several GM applications and the Range Rover Evoque. All of the above use two individual clutches that engage the left and right halfshafts on the rear axle. Toyota adds the ability to also declutch the propeller shaft coming from the front to improved fuel efficiency when all-wheel drive is not needed. Notice that despite Toyota's choice of nomenclature, I did not liken this system to the truly torque-vectoring Twinster setup used in 's Focus RS. In that system the ratios involved are such that when one of the rear halfshaft clutches engages fully, it overspeeds that wheel to help yaw the car around a bend. All the ratios used in the Toyota system (and in the GM and Rover applications) are shared with the front axle, so there's no overspeeding and it's hard to sense the system pivoting the vehicle the way one can in a Focus RS or in an with SH-AWD.
Toyota does provide a graphic showing where the torque is being allocated in real time, however, just like Acura does.The system, which also comes standard on RAV4 Limited AWD models, helps off-road, as well. That's because when a rear wheel slips, its clutch can open so that all of the available rear torque goes to the tire that has grip. The gripping wheel ends up getting more torque than it would in a system that brakes the slipping wheel in order to send torque to the other wheel. You probably shouldn't expect a RAV4 Adventure to outperform a Trailhawk at Moab, but you can probably expect it to handle rougher stuff than most of its compact-CUV peers are prepared to tackle. © Motor Trend Staff2019-Toyota-RAV4-Adventure-front-three-quarter-in-motion-2.jpgOur initial test of an Adventure model took place at altitude in high heat that may have exceeded the accuracy range of our weather correction by a smidge. This one, tested back down in more normal conditions, perked up by a few tenths: 0-100 km/h took 8.5 seconds, and it crossed the quarter-mile mark in 16.6 seconds at 137.1 km/h (respectively, that's 0.3 second and 0.2 second/2.25 km/h ahead of the heat-stroke Adventure).
These results put the RAV4 slightly below average in a class bounded by the hot-rod 2.0T (6.6 to 100; 15.2 at 148.2 km/h in the quarter) and the poky (9.6; 17.3 at 132.4). Braking and lateral grip roughly hit the average at 126 feet from 100 km/h mph and 0.81 g. Somehow the RAV4 puts it all together for a way-better-than-average figure-eight lap of 27.5 seconds at 0.62 average g. Not only does that handily beat the racy Equinox 2.0T's 28.0-second, 0.61-g lap, but it also ranks this RAV4 fourth in a field of about 30 recent competitor cute-utes and new RAV4s. With below-average acceleration and braking, the best explanation for this figure-eight fitness is its especially adroit handling in the transitions.
This suggests that, despite the fact that we can't feel it working, there may indeed be some useful torque vectoring going on in the back. It's interesting to note that the speed-demon's RAV4 variant, is a second quicker to 60 and through the quarter mile but is 0.9 second slower around the figure eight. Credit the 185 extra pounds of batteries and so forth and the fact that its electric rear axle lacks any torque vectoring capability.The Adventure model's rugged styling and cool choice of interior colours and materials (love that orange stitching!) will surely lure takers, even at the lofty entry price of $33,945 USD.
If you're worried the Adventure won't get you far enough off the beaten path, prepare to pay $1,245 USD more for that Cherokee Trailhawk, and be patient rounding those figure-eight-like curves in it.