Toyota RAV4 Hybrid 2019 Review — International

You may not recognise the new Toyota RAV4 when it arrives in Australia in 2019 … and not just because of the aggressive new exterior looks.

Technically much has changed, equipment is being upgraded and there’s a whole lot different when it comes to the driving.

The Toyota RAV4 first showed up in Australia in 1994 as a three-door, then came the five-door in 1995. This fifth generation, which continues as a five-door five-seater, arrives in April 2019.

We covered off a heap of the early detail offered by Toyota Australia at the first media drive in California here, but it’s holding plenty back until close to launch -- including pricing. That will go up. Shock.

We do know there will be three orthodox petrol models and three petrol-electric hybrids.

Diesels are gone, but all the petrol engines are new and include port and direct injection and inlet and exhaust variable valve timing.

The range has both 2.0-litre petrol and a 2.5-litre hybrid front-wheel drive, adds a 2.5-litre petrol all-wheel drive and tops out with a 2.5-litre hybrid AWD.

Adding complication, the all-wheel drive systems are different; there’s a mechanical connection for the orthodox engine and an electric AWD system for the hybrid, which mounts an electric motor on the rear axle.

In addition to that, the entry-level 2.0 has a choice of six-speed manual and eight-step CVT auto, while the orthodox AWD has an eight-speed auto and the hybrid AWD an e-CVT.

The 2.0 offers 127kW and 203Nm, the 2.5 152kW and 243Nm. The hybrid’s outputs are 155kW (combined) and 221Nm for the petrol engine. Combined torque output for either hybrid is not given, which is standard Toyota practice.

The FWD Hybrid has two electric motors: one for starting the engine and recharging the storage battery, the other to provide additional power and torque. It is rated at 149Nm. The AWD’s third motor adds 89Nm. We’re told the updated system boosts torque by 30 per cent compared to the current RAV4 hybrid never sold in Australia.

Of course, fuel economy is the reason a lot of people will opt for a hybrid. The 7.2L/100km claim issued by the US EPA doesn’t sound exceptional … unless it turns out to be accurate! The 2.5 AWD’s claim is 8.0L/100km.

The RAV4 is set to pick up a suite of driver assist features Toyota dubs Safety Sense 2.0, adding stuff like pedestrian warning, lane departure warning with steering assist, lane trace assist and road sign assist to the current package that already includes autonomous emergency braking and active cruise control. Seven airbags and a reversing camera are also standard.

In terms of comfort equipment Toyota is spruiking a new JBL hi-fi system, but still can’t figure out how to fit Apple CarPlay or Android Auto. Bummer.

At the core of the new RAV4 is the Toyota New Global Architecture, or to be more specific the TNGA-K version that underpins all mid-size and above monocoque vehicles Toyota makes. So Camry rides on this spec, as will the next Kluger.

This is a change for RAV4, which previously shared its platform with Corolla (which now rides on TNGA-C, for train spotters). Despite that, dimensions remain similar to the old model. The new RAV has a 30mm-longer wheelbase, a 5mm-shorter body (4600mm), is 10mm wider (1855mm) and 10 mm lower (1700mm).

Despite that, Toyota is claiming important gains inside the cabin; there’s more rear leg and hip room, and luggage space grows 72 litres before folding seats (the US estimate is 37 cubic feet, which equates to around 1000 litres, so presumably that’s a floor to ceiling measure). The new architecture also allows a lower beltline and bonnet, and slimline A-pillars for better visibility.

The instrument panel has also been lowered and the glasshouse grows – a rare feat in modern cars – to provide better over-the shoulder visibility for the driver.

Hybrid has the same boot and fuel tank size as orthodox RAVs because the nickel-metal hydride battery pack is located under the rear seat.

TNGA-K is also much stiffer and allows a lower centre of gravity, which Toyota claims in concert with revised MacPherson strut front- and a new multi-link rear suspension provides a better driving experience.

One thing TNGA-K doesn’t do is cut weight. Across the board the new-gen RAV is marginally heavier, while the hybrids – based on US spec – vary from around 1680kg to 1720kg. It’s a lot, but a top-spec Mazda CX-5 Akera diesel is still 30kg heavier.

What’s with the angry looks of this thing?. The current RAV is very Corolla with its beaky nose, and the ones before that had an inoffensive roundness to them.

This one has marched off in a far more geometric and aggressive direction. There’s some Jeep Cherokee in the profile and the grille apes Toyota trucks like the US Tundra.

In fact, there were at least three different grille variations on show in California, reflecting the US model walk, which has a bunch of mainstream offerings, an off-road model dubbed the Adventure and a more sporting on-roader, the XSE, with its own suspension tune.

Toyota Australia will follow this basic structure, but not as rigidly as the USA has defined it. Model names, like GX, GXL and Cruiser, may stay as they are in Australia. After all, why fix what’s not broken?

Inside, the RAV4 isn’t as dramatic and divisive as it is outside. We saw three different instrument panel designs that go from mostly analogue to mostly digital, but the most obvious change is the free-standing table-style infotainment touch-screen. Previously the screen was embedded in the dashboard.

If there’s a question mark over the look of the new Toyota RAV4 there’s a lot less equivocation when it comes to the driving experience.

Sure, it’s an overseas drive on the wrong side of the road so you must be careful, but the new RAV4 does feel a whole lot nicer from behind the steering wheel.

It does stuff previous RAVs struggled to achieve, like a well-controlled ride, not too much body rock and roll, direct and light electric-assist steering and smooth, strong drivetrain response. Y’know, stuff the Mazda CX-5 and Volkswagen Tiguan have been doing for years.

We sampled a front-wheel drive 2.5-litre version first up. No, it’s not coming to Australia, but it is the closest to the 2.0 we could find at the launch – and it impressed with its balance and response.

The 2.5-litre all-wheel drive felt – understandably – a bit slower, but was composed in its handling. Both engines happily revved up toward 7000rpm without becoming rowdy or uncultured.

But the hybrid was the thrust king, with those electric motors kicking in additional torque from zero revs. It got up and going from rest better than any other RAV tested on the day. But it was also the least refined, with noticeable friction burring through the steering wheel from the drivetrain.

Of course, things calmed down a bit in EV mode, but that only lasted until 40km/h and only then on a gentle throttle.

The CVTs had that distinct habit of hanging onto revs for an extended period under acceleration, but that’s just their thing. The traditional auto was more enjoyable and just felt more normal.

It was also obvious that tyre size made a big difference when it came to cabin noise; it ascended from acceptable to intrusive as the tyre sidewall became shallower and the road surface coarser.

The presentation of the cabin was appreciably upscale in terms of look and feel compared to the current generation. There’s a chunkiness to things like the gearlever, door grabs and air-con controls that tallies with the exterior design.

But the storage bins – there are plenty – didn’t have vibe-damping rubber bottoms, there was no sign of flappy paddles on any steering wheel and the front seats were flat and not that supportive under-thigh.

In the back, there was indeed plenty of room for two adults, although access wasn’t aided by doors that didn’t swing widely open (Toyota claims it has improved this, but clearly there’s till work to be done). The rear-seat folds 60/40 flat, with space left in the footwell for more stuff.

There was also the chance to try both AWD systems off-road ... well, on a dirt track with a couple of humps and a short, loose climb.

The mechanical on-demand set-up is the first offered by Toyota to vector torque between the left and right rear wheels as well as between the front and rear axles.

It can send up to 50 per cent of torque to the rear wheels and has a multi-terrain switch to dial into specific settings for mud and sand and rock and dirt. (There’s also an on-road sport mode but all it seemed to do was turn the instrument panel shading red…).

The electrified system has no mechanical link from the front to the rear wheels, so torque apportioning across the rear axle is handled by automatic limited-slip differential, which is dubbed Trail Mode. Up to 80 per cent of torque can be directed to the rear wheels.

The mechanical set-up performed better, able to channel drive to the grounded wheels more efficiently than the electric system. Both spun wheels and spent time figuring things out on relatively moderate challenges.

But if you’re going seriously off-road, there are far better Toyota choices.

From the driver’s seat the Toyota RAV4 now feels competitive with its opposition. If that turns out to be the case when we test it on home soil then Toyota’s added another attribute to one of its most popular models.

It’s also more spacious, better equipped and has drastically updated its drivetrains. But not everything is a win here. For one, it’s going to take a while to acclimatise to that sour face.

Well, probably not that long, come to think of it. From April next year there’s bound to be an increasing number of new RAV4s rolling around on local streets. It is a Toyota after all.

How much does the 2019 Toyota RAV4 Hybrid cost?
Price: $45,000-$50,000 estimated (plus on-road costs)
Engine: 2.5-litre four-cylinder petrol-electric hybrid
Output: 131kW/221Nm (155kW combined, combined torque N/A)
Transmission: Continuously variable
Fuel: 7.2L/100km (US EPA estimate)
CO2: 167g/km (US EPA estimate)
Safety rating: N/A