Toyota RAV4 2006 Review

What we liked
>> Solid competent handling
>> Spacious interior
>> Quiet and refined

Not so much
>> Manual gearbox
>> Engine performance
>> Lack of V6 option

OVERVIEW
When Toyota launched the first RAV4 back in 1994, it was into a market that was vastly different to today. Then the small four-wheel drive stakes were limited to the Daihatsu Rocky and Suzuki Vitara -- both small light off-roaders built on ladder frame chassis with a full set of low range ratios for tough terrain.

But the RAV4 was an altogether different type of beast. It may have had a full-time four-wheel drive system but it was built on a car-type monocoque frame with no transfer case. It was car that was aimed at the growing "recreational" market -- young singles and couples who liked the idea of a trendy four-wheel drive wagon but never had any intention of going offroad.

By the late 1990s with the arrival of Honda CR-V, Subaru Forester and later Nissan X-trail, buyers in this 'softroader' market had changed with the vast majority of them being families with young kids who liked the compact size, versatile interior and high driving position.

With the new RAV4, Toyota has now recognised that this market makes up the bulk of customers for what are now known as Compact SUVs and finally delivered a car that it believes meets their needs.

The new RAV4 is substantially bigger, offers more versatility in seating arrangements and has an electronically-controlled part-time four-wheel drive system that spends most of its time driving the front wheels.

Reflecting the redefined target market, the RAV4 is now offered as a five-door wagon only. Toyota has also added a new top-of-the-range Cruiser L model to: "satisfy the emerging market for premium levels of comfort and amenity in a smaller package."

Three trim levels are now available for the RAV4 -- all of which are powered by a 2.4-litre four cylinder engine and choice of five-speed manual gearbox or $2000 optional four-speed automatic transmission. Prices start at $31,990 for the CV manual.The mid-range Cruiser is priced from $37,490 and the top-spec Cruiser L kicks off at $41,990.

FEATURES
The first thing you notice about the new RAV4 is the size. The overall length has increased by about 350mm to 4.6m with a wheelbase lengthened by 170mm. It still fits into the compact segment but is certainly a step up from the previous generation.

Where you notice it most is inside with an extra 130mm in interior length and 30mm in width, which, together result in an interior volume increase of around 20 per cent.

An even bigger increase in space is in the rear where a new design rear suspension has improved packaging and increased the space between the wheel wells by a huge 230mm to 1.1m allowing a total cargo volume with the rear seats up of 540 litres -- 35 per cent more than the old RAV4.

There are also no fewer than 20 storage areas although some of them do seem a little impractical. The slot below the front passenger airbag, for instance, may have had a neat cover over it but more often than not, it refused to open after pressing the button.

In line with its market as an alternative to small/medium sized passenger cars, the RAV4 is well specced. Base model standard comfort and convenience features include aircon, cruise control, remote locking, power windows and mirrors, single CD MP3 compatible audio and electric power-assisted steering with a wheel that is adjustable for both rake and reach and features integrated easy-to-use audio controls.

Up a level and the Cruiser model gains dual-zone climate control, a leather-wrapped gear knob and steering wheel, a six-stack CD, 17-inch alloys, very dark tinted 'privacy' glass, front foglights and roof rails. On the mechanical side, the midrange model also gets an electronic vehicle stability and traction control system, hill start assist and on automatic models, downhill assist.

Dig deep and the Cruiser L gives you leather trim, power driver's seat, seat heaters for both front seat occupants for those chilly mornings and a sunroof for hot afternoons.

COMFORT
As you slip in behind the wheel of the new RAV4 there is discernible improvement in spaciousness. Getting a good driving position is reasonably easy (although the steering wheel could do with a bit more reach adjustment) and the seats are comfortable and supportive.

There is a surprising amount of space in the rear (one of the previous generation's shortfalls) and enough head and leg room to accommodate a couple of big blokes.

What strikes you most, however, from a comfort perspective is the refinement. According to Toyota, body rigidity has been increased by 76 per cent and the result is a car that is quiet, smooth and solid at all speeds. There is very little wind or road noise and the engine only becomes audible when pushed into the upper reaches of the rev band.

At the same time, the suspension (front is largely carryover MacPherson strut while the rear is a new trailing type double wishbone setup) is well tuned for Australian roads with a healthy degree of compliance for rougher roads and enough stiffness to keep body roll to a minimum.

SAFETY
Toyota has added yet another acronym to the ever increasing catalogue of safety abbreviations with the new RAV4 dubbed VCMS -- vehicle control management system. Put simply, it combines anti-lock brakes, stability control and traction control under the one computer control with myriad sensors to ensure that regardless of the surface, you should remain fairly well situated on the road.

However, it's not on offer on all models with the base CV making do with just the ABS element (which incorporates brake force distribution and brake assist). The CV also misses out on the full complement of six airbags with just the two frontal bags as standard and the front side and side curtain bags available as a $750 option.

Both the Cruiser and Cruiser L models get all the airbags and the full VCMS that includes the hill start control and downhill control on automatic versions. The downhill control may be worthwhile in offroad excursions but the hill-start electro-gizmo is a waste of effort. It is easier to simply master the combination of handbrake/clutch and throttle.

As well as helping to get to those out of the way places, the new all-wheel drive system also helps in the safety stakes both on-road and off by ensuring optimum grip. Under normal circumstances, the RAV4 is a front drive with drive going to rear via an electromagnetic coupling when needed. Toyota claims it is an active system that doesn't simply transfer drive when traction losses are detected, but rather, pre-empts potential slippage based on information from the steering, throttle, engine and wheels.

It can also be manually locked into constant four-wheel drive when traveling at less than 40km/h.

MECHANICAL
If you live Stateside and are after a new RAV4 you have the pleasure of getting a 3.5-litre V6 under the bonnet -- no such luck in Australia. According to Toyota, a V6 RAV4 would have the potential to cannibalise sales of the larger Kluger. The company says it will only deliver such a model if it offered the opportunity for incremental, rather than substitution volume.

Thus for Oz, we get an upgraded version of the previous generation's variable valve timing (VVTi) equipped 2.4-litre four-cylinder powerplant that was first introduced in late 2004.

Minor upgrades have lifted power by 5kW to 125 at 6000rpm while peak torque output remains the same at 224Nm at 4000rpm. Toyota does claim a minor 3.2 per cent improvement in fuel economy over the old engine with a 9.1lt/100km official combined figure for the manual model.

The engine is now drive-by-wire with an electronic throttle and the transmissions are as before -- a five-speed manual and four-speed auto with a gated 3-2-low shift pattern.

COMPETITORS
These days, the RAV4 is in a segment that according to the official VFACTS figures contains no fewer than 18 competitors and commands about 9.5 per cent of the entire new Australian vehicle market.

Toyota, with its pedigree in four-wheel drives and as one of the first to truly exploit the smaller end of the SUV market, has always been among the leaders in this segment. Other more popular rivals being Honda's CR-V, Nissan X-trail and Subaru Forester.

Of these, the Forester remains the only one with permanent all-wheel drive and when it comes down to sorting through the four, it largely remains a case of personal preferences.

ON THE ROAD
Toyota chose to show off the RAV4's surprisingly capable offroad abilities in the Flinders Ranges in South Australia across a similar course that it launched its big daddy LandCruiser a couple of years ago.

And it proved -- with a couple of minor hiccups due to the 45-degree-plus temperatures -- that yes, despite the shift to a part-time rather than full-time all-wheel drive system, the RAV4 was still adept at tackling terrain that might have some of its rivals struggling.

But when said and done, the chances of anyone in the target market heading off on these thinly disguised goat tracks is slim so we'd prefer to concentrate on the RAV4's on-road and gravel road performance.

With the increase in size and spaciousness has come additional weight (around 140kg says Toyota, but the spec sheets may be a touch 'light') and in terms of the car's on-road performance, this has both positive and negative impacts.

On the plus side, the car feels planted on the road and the solid body and lengthened and widened 'plan' does a great job in helping to maintain the car's composure. As mentioned before, it is very quiet and refined on the inside and even a fair degree of rutting on the dirt sections were not enough to upset the ride comfort.

The all-wheel drive system works unobtrusively helping keep the car on its desired line and the traction control only really came into effect under extreme loss of traction when it was a case of simply too fast/too slippery to maintain control.

The down side of the extra weight is the impact it has on engine performance. Off the line, the engine is responsive but it does feel the weight of the car and acceleration is adequate, rather than appealing.

Mated to the automatic transmission, the development of speed is smooth and gradual with the engine revving high under hard acceleration to make the most its torque.

The manual gearbox, however, is a different story. Although solid, it is notchy and there is huge gap between first and second gears. What this means on the road is that if you find yourself changing up from first too soon and the engine revs fall below about 2500rpm where is little torque available.

This is an engine that needs to be revved fairly hard to get the most out of it and on first impressions, the gear ratios do not seem to be well matched to its torque characteristics. Getting enough urge for overtaking, once at highway cruising speeds, however, is not as difficult.

For cruising around town at suburban speeds, the engine is satisfactory and mated to the automatic transmission makes for a smooth and pleasant driveline -- just don’t expect any urgent thrust.

With the extra space and refinement, Toyota has definitely addressed most of the previous cars' shortfalls. In its target group, the RAV4 is again up there among the best.