Toyota RAV4 Edge 2020 Review

There are more differences between the upper-deck Toyota RAV4 Edge and its siblings than you would first think.

For one – seemingly in defiance of Toyota’s intended eco-friendly aspirations, and current RAV4 buying trends – it’s not a hybrid.

Secondly, unlike the part-petrol, part-electric AWD configurations seen elsewhere in the RAV4 range, it’s a ‘proper’ mechanically-driven system aimed at providing at least some off-tarmac ability.

And, thirdly, the 2020 Toyota RAV4 Edge doesn’t use a CVT transmission.

All this would seem to be at odds with where Toyota is headed today, particularly with the next generation of SUVs.

So what’s the story? Is this an admission that the three tenets that seemingly guide the design of any Toyota SUV are not inviolable?

The Toyota RAV4 range spreads from the $48,915 (plus on-road costs) Edge version reviewed here, with its 2.5-litre petrol engine and all-wheel drive, down through 10 other variants that were recently revised upwards in terms of pricing and specification.

These include three 2.5-litre petrol-electric hybrids across Cruiser (from $46,415), GXL ($42,915) and GX ($40,070) grades with all-wheel drive, the same trio with two-wheel drive (Cruiser: $43,415, GXL: $39,915, GX: $37,070) and four variants with a 2.0-litre petrol and 2WD – Cruiser ($40,915), GXL ($37,415) and GX in both auto ($34,695) and manual ($32,695) guise.

So it’s a broad mid-sized soft-roader church…

As the Toyota RAV4 Edge is the most expensive RAV4 you can buy Down Under, it’s packed to the hilt with safety tech and luxury fittings. Satnav, part-leather interior trim, self-dipping LED headlights, climate control, heated/ventilated front seats (powered on the driver’s side only) and a premium nine-speaker JBL sound system are all part of the deal.

Apple CarPlay/Android Auto functionality is standard, too.

The Edge’s (and the Cruiser’s) in-cabin tech is a step above other RAVs. Dare I say Lexus-like, in addition to a central 8.0-inch touch-screen display that’s essentially home to the satnav, there’s a big, configurable screen ahead of the driver that contains a digital speedo, tacho and power meters – all flanked by temperature and fuel gauges.

A leather-accented steering wheel contains switches for cruise control, the audio system and various vehicle and infotainment functions.

There’s more of course: The Edge and Cruiser RAV4s get a power tailgate, while the former lists a sunroof as optional.

Toyota is keen to play up its safety credentials and the Toyota RAV4 Edge exemplifies this.

Autonomous emergency braking, adaptive cruise control, front, side and rear cameras, lane departure warning with lane keep assist, pedestrian avoidance, blind spot monitoring and rear cross traffic alert are all standard.

Unlike other non-hybrid RAV4s which employ the normally-aspirated 2.0-litre four-cylinder engine (127kW/203Nm) also seen, with slightly juggled power outputs, in the latest Corolla, the RAV4 Edge features a new 2.5-litre engine that winds out 152kW/243Nm. This is a decent improvement over the previous 2.5-litre which developed 132kW/233Nm.

The engine itself is closely related to the less powerful version put to work in 2020 RAV4 Hybrids.

The new engine is also claimed to improve fuel economy by as much as 14 per cent over the previous RAV’s 2.5-litre.

It doesn’t stop there. While AWD is achieved in RAV4 Hybrid models via a supplementary electric motor that powers just the rear wheels, the 4x4 system on the Toyota RAV4 Edge is all-mechanical, with a propeller shaft running rearwards and a clutch pack that decides whether or not AWD is necessary.

In the interests of fuel economy, this set-up isolates the rear wheels from the drivetrain in non-demanding on-road conditions. Equally, it can bring them into fully locked-up play if more traction is needed.

Not wanting to be left behind on must-have technology, Toyota also gifts the RAV4 Edge with rear-wheel dynamic torque vectoring, which juggles torque side to side in the interest of better traction off-road and improved cornering stability on-road.

On top of that, the RAV4 Edge model’s transmission is a new eight-speed automatic – not a six-speeder as used before and not a CVT as seen elsewhere in the RAV4 range, where there are two separate CVT systems at work: one for hybrids and another for regular powertrains.

But don’t get too excited. The RAV4 Edge is still not a hardcore 4WD and the system functions similarly to most on-demand set-ups on the SUV market.

It’s not the three-differential, permanent-AWD runabout like the original 1994 RAV4.

The combination of the punchy 152kW engine and the new eight-speed auto gearbox works well for the Toyota RAV4 Edge.

The shifts are razor-sharp but imperceptibly smooth – you can hear them, but you don’t feel them through the seat of your pants as the transmission snaps through the closely-stacked ratios.

The outcome is a swift, efficient mid-size SUV that’s always able to find the right gear and makes the most of what it’s got under the bonnet.

Power to weight is the challenge – at an almost-porky 1705kg, the RAV4 Edge is heavier than similarly-priced competitors such as the Mazda CX-5 Akera, Nissan X-Trail Ti and Hyundai Tucson Highlander.

The ride-and-handling balance tells a similar story. There’s only a modicum of body roll, while the 235/55 tyres wrapping decent-size 19-inch alloy wheels conspire to find a good balance between road grip and ride comfort.

The steering is pretty quick and, though erring on the light side, is nicely weighted and consistent with Toyota’s only recently acquired understanding of how to mix good road feel and measured responses from the helm.

And though the cabin is quiet on the move and the ride quality is generally excellent, the big wheels do at times feel sharp-edged bumps, moreso than conservatively-tyred versions further down the RAV4 ladder.

The RAV4 Edge’s AWD system has the ability to help if you do decide to attempt mildly-demanding off-road situations. Here, the Edge gets something Hybrid RAV4s don’t – Toyota’s Multi-Terrain Select system which configures the AWD driveline for mud, sand, rock, dirt and snow via appropriate manipulation of accelerator, brakes, torque distribution and gearshift behaviour.

In short, all the sort of stuff an experienced AWD driver is familiar with is taken care of by electronics.

You can do quite a bit with this RAV. Still, our advice is not to get too adventurous – that’s what a Fortuner or Prado is for.

At the end of the day, it’s clear Toyota has done its homework in developing this fifth generation RAV4 and arguably the Toyota RAV4 Edge is the pick of the bunch.

Cabin space excels, the Edge’s substantial Softex synthetic-leather seats are long-term comfortable, visibility is outstandingly good and there are plenty of the handy storage places you tend to look for in an SUV.

A generous, lidded central bin topped by an armrest sits between the front seats, there’s a handy storage cubby above the glovebox and more than adequate space for oddments/bottles throughout – including handy-size door bins.

Five USB ports and wireless phone charging are factored in, too.

As we’ve noted previously when comparing the Toyota RAV4 with its major adversaries, there’s no question who rules in the mid-size segment where luggage space is concerned.

At 542 litres with the rear seats upright, the Toyota has the biggest boot in its class and there’s a close-to-ideal loading height as well as a clean, flat-floored space for whatever you deem as luggage when all five seats are folded.

The spare, not unexpectedly, is a space-saver located under the boot floor.

As a tow vehicle, it’s best described as competitive. The braked capacity is 1500kg – equal to the Nissan X-TRAIL Ti, but falling short of the Hyundai Tucson Highlander’s 1600kg and the Mazda CX-5 Akera’s 1800.

In terms of fuel economy, the RAV4 shapes up pretty well, too.

At a claimed 7.3L/100km, it’s actually better than the bulk of its also conventionally-driven peer group including the similarly-engined Mazda CX-5 (7.4L/100km) and Nissan X-TRAIL (8.3L/100km) or, indeed, the 7.7L/100km 1.6-litre turbo Hyundai Tucson.

Our review car averaged around 8L/100km which we consider pretty decent given its on-demand AWD configuration and 1705kg kerb weight. The 55-litre fuel tank (same capacity as RAV4 Hybrid models) seems a bit light-on for long-distance cruising though. Around 600km would seem a safe limit.

Last, and probably least, is the fact that the RAV4 Edge looks different to its siblings.

Up front, there’s a way more aggressive and not unattractive grille treatment, a revised bumper with a faux skid plate and, at the sides, the wheel-arch mouldings are tougher-looking to imply a more adventurous persona.

Out back, there’s nothing of any significance to identify the Edge other than a badge.

Yes, in the face of the hybrid drivelines, electrically-achieved AWD systems and CVT transmissions familiar in the rest of the RAV4 range, the more conventionally-engineered Toyota RAV4 Edge might almost seem like a retrograde technological step.

The reality though is that you’d be struggling to find any compromises other than fuel economy and exhaust emissions.

The RAV4 Edge is obviously not a hardcore 4WD and it won’t haul any more than the similarly-equipped and $2500 less expensive RAV4 Cruiser Hybrid.

It will potentially take you places the hybrid won’t but that is at the cost of higher fuel consumption and more CO2 emissions.

Not a conundrum, but indicative that the Toyota RAV4 Edge is aimed at a limited buyer demographic.

How much does the 2020 Toyota RAV4 Edge cost?
Price: $48,915 (plus on-road costs)
Available: Now
Engine: 2.5-litre four-cylinder petrol
Output: 152kW/243Nm
Transmission: Eight-speed automatic
Fuel: 7.3 L/100km (ADR Combined)
CO2: 166g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2019)