Toyota RAV4 V6 2007 Review

What we liked
>> Added performance over four
>> Refined
>> Injects some fun into the segment

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.0/5.0
Behind the wheel: 3.0/5.0
X-factor: 2.5/5.0

OVERVIEW
Back when we first sampled this third-generation RAV4 in February 2006, we declared that the lack of a V6 option was an oversight. Toyota, at the time, suggested the new bigger RAV, so-equipped, would cannibalise Kluger sales.

That said, there was little question RAV4 would eventually offer another engine option. Many pundits suggested Toyota would go the turbodiesel route -- with petrol sailing through the $1.20/litre mark and more recently approaching $1.50, it was a pretty safe bet.

Now almost two years on, the Kluger's got bigger and the timing is right for Toyota to offer a more muscular RAV4. But it's not a torquey, frugal blown oiler that we've scored -- rather a torquey, allegedly frugal 3.5-litre petrol V6.

With 201kW and 333Nm, the RAV4 V6 (why not 'RAV6'?) has rewritten the power curve of the compact SUV segment in one fell swoop.

Until Mitsubishi gets brave and mates the Evo X's running gear to an Outlander, Mazda bumps the boost on the CX-7 or Jeep goes HEMI crazy with a Compass, nothing comes close. Indeed it'll take a trip into the premium segment and at least a 50 per cent price hike -- in the shape of BMW's X3 3.0si to replicate this sort of engine output and softroader packaging.

PRICE AND EQUIPMENT
Toyota's "offroad sportscar" was launched at the Australian International Motor Show in Sydney in October but was withdrawn from sale almost immediately after Toyota technicians detected rough running in early deliveries.

The precautionary sales stop was lifted last month (Nov 2007) after the problem was traced to a programming issue with the vehicle's ECU (electronic control unit -- engine management system) and fixed.

Now back on dealership floors with a clean bill of health, the beefiest RAV4 ever is available in three model variants -- all five-seaters. Along with the four-cylinder models, the sixes bring the full RAV4 model line-up to nine, spanning from $31,990 to $49,990.

The entry-level six is the CV6, priced from $39,990. In terms of equipment, the base RAV4 V6 follows the four's lead but gets some extra goodies. Air conditioning, fully adjustable steering column (reach and tilt), rear heater ducting, cruise control, electric windows/mirrors, six-speaker MP3-compatible audio, remote controls (steering wheel-mounted) and rear seat head restraints are all fitted as standard.

Outside there's a chrome grille with prominent V6 badges and LED rear lamps to set the big-bore RAVs apart. Standard wheels on the CV6 are cleverly styled 17-inch steel five-spokes.

Safety equipment across the V6 range comprises six airbags (including curtain bags) ABS, EBD, Brake Assist, non-switchable stability and traction control, Hill-start Assist and Downhill Assist. Toyota groups all of the above in the RAV4's Vehicle Control Management System (VCMS) which also interacts with the all-wheel-drive system and the electric-assisted steering.

The midrange V6 RAV is the SX6 which takes the CV's specification and adds dual-zone climate control, six-stack multi-changer CD audio, premium seat fabric, privacy glass and other detailed interior upgrades.

Outside there are new five-spoke 17-inch alloys, front foglamps, fender flares and roof rails. It is priced from $43,990.

The top of the range RAV4 is the $49,990 ZR6. Building on the SX, the ZR adds leather seat and cabin trim, electrically-adjustable driver's seat with powered lumbar adjustment, driver and front passenger seat heating and a DVD-based satellite navigation system which incorporates an in-dash four-disc CD audio system.

RAV4 V6 buyers get a choice of 10 exterior colours: Glacier White, Storm Grey, Silver Pearl, Ebony, Wildfire, Dune, Envy, Mist Green, Blue Storm and pearlescent Crystal Pearl. Glacier White is exclusive to RAV4 V6 CV6 grade, while Crystal Pearl is limited to the SX6 and ZR6 grades.

MECHANICAL
The heart of the 'RAV6' is Toyota's multi-tasked 2GR-FE V6. A naturally-aspirated DOHC fuel-injected petrol V6, the dual VVT-i variable valve-timed 3.5-litre 60-degree engine serves not only in the RAV4 V6, but also in the Aurion, Kluger and Tarago.

In RAV4 trim the engine pumps out 201kW and 333Nm of torque on 91 RON standard unleaded. However, unlike its passenger car and peoplemover stablemates, the RAV4 (and Kluger) makes do with a five-speed auto. No manual gearbox option is offered on the V6-engined RAV.

Essentially, the RAV's Active All-Wheel Drive system is unchanged from the four. Like the original, it is a part-time automatic system which incorporates a an electromagnetic coupling which is rear-mounted adjacent to the rear differential.

In normal conditions almost 100 per cent of drive is via the front wheels, however, as slip is "anticipated" (Toyota's words), an unspecified maximum percentage of drive is channeled to the rear wheels automatically. The system has the facility to activate a low-speed (up to 40km/h) 'AWD Lock' mode.

The rest of the V6's mechanicals are also essentially unchanged from the four. Suspension is the same modified MacPherson strut layout up front (settings have been changed to accommodate the change in engine mass) and multilink independent rear.

Brakes are also unchanged and discs all around -- the 296mm fronts ventilated, the 281mm rears not.

Toyota claims a 0-100km/h time of 7.4sec for the V6 and (an academic) top speed of 210km/h. Combined fuel economy is 10.5L/100km.

Those stats are more than 3sec quicker than the four (and 30km/h faster at the top end) at a theoretical 'cost' of less than 1.0L/100km. The better equipped ''RAV6'' is 65kg heavier than the four-cylinder variant and base model Aurion which both weigh in at 1590kg.

PACKAGING
RAV4 has a strong following thanks to its lifestyle-friendly two-row packaging. The front buckets are well-shaped and offer a reasonable range of adjustment and comfort -- especially in the higher level cars.

The 60:40 split rear seat features almost a 40:20:40 configuration. The centre section folds down to form an armrest. The outer sections are adjustable for rake.

In its transformation to the latest generation, the car grew substantially in size. Amenity was boosted thanks to a new rear suspension design that freed up a substantial amount of luggage room and the interior designers made sure the softroader didn't want for places to stow the accoutrements of family and friends.

Claimed cargo space (with the rear seats in their normal position) is 540 litres. Toyota says it has 991mm of cargo area height, 942mm of cargo area length and 1335mm of cargo area width. In addition there's a two-section 90-litre under-floor storage box

Towing capacity is up 400kg from the four-cylinder RAV4's braked rating to 1900kg. Accordingly Toyota offers a new V6-specific Toyota Genuine towbar rated to maximum 190kg maximum ball weight. Other exterior accessories available for RAV4 V6 include side steps, front mud guards, a bonnet protector, headlamp covers and front weather shields.

The RAV4 V6's approach, departure and rampover angles of 30, 26 and 20 degrees respectively are unchanged. Ground clearance is 200mm and the car's turning circle is 10.6m.

SAFETY
As noted above safety equipment for the V6 is a step up from the four's standard spec. All V6 RAVs get six airbags (including curtain bags) ABS, EBD, Brake Assist, non-switchable stability and traction control, Hill-start Assist and Downhill Assist.

Toyota groups all of the above in the RAV4's Vehicle Control Management System (VCMS) which also interacts with the all-wheel-drive system and the electronic steering.

The RAV4 V6's electric power-assisted steering (EPS) incorporates steering assist control. Interfaced with Vehicle Control Management System, the EPS can provide steering assistance (by way of altered response) in under or oversteer situations. This system doesn't go as far as wind corrective lock on or off as Lexus' smart steering system, but it does assist in raising overall safety levels.

Toyota's stability control (VSC) is at times vocal on the RAV4 V6, beeping away annoyingly on loose offroad surfaces such as sand. It's not too eager to intervene on the road, however, unless you're pushing on or road conditions deteriorate.

COMPETITORS
Toyota boss David Buttner says the V6 RAV4 is set to appeal to a new group of buyers.

"Part of the RAV4's success has been its appeal to female drivers. The power and torque of the V6 turns the RAV4 into a true sports SUV. We believe it will attract more male buyers as well as a larger group of those in the 'user-chooser' market," Buttner said.

With 20 models currently listed in the VFACTs Compact SUV analysis (before you start counting variants!), the 'RAV6' enters one of the hot marketplaces. As noted in our intro, however, with a claimed 54 per cent boost in its power to weight ratio, it's arguably in a performance class of its own within the segment.

Perhaps the closest match is the 175kW/350Nm Mazda CX-7 which neatly straddles the 'RAV6's' $40-50K price range. Mitsubishi's V6 Outlander gets 162kW/276Nm and starts at $37,490. In its top form, however, it's also knocking on $50K but benefits (like the Mazda) from a six-speed auto and arguably a 'cleverer' all-wheel-drive system. The Outlander also offers a seven-seat option.

Matching the price of the top-of-the-range RAV4 V6 is the entry-level Land Rover Freelander 2 Si6 SE with its 171kW Volvo-sourced inline six. With a good level of kit (leather seats, park distance control, cruise, et al but no satnav), the Pommie built compact has serious offroad ability and in this company could tempt us.

ON THE ROAD
Toyota's product chief Doug Soden must have been drinking the corporate 'koolaid' when he dubbed the 'RAV6' an "offroad sportscar". Hyberbole aside, there's no doubt the Aurion-sourced V6 adds a useful boost of performance over the rather pedestrian RAV4 four-cylinder models.

While the fours require careful consideration, planning and perhaps a call ahead to the next town before overtaking, the 3.5-litre 200kW engine gifts the uprated RAV a reasonable turn of speed and good in-gear response.

Although our launch drive through the Royal National Park to the south of Sydney was brief, we can confirm the car is better for the transplant. Handling is barely different, indeed, the extra grunt of the six makes the car feel a touch lighter on its feet.

Turn-in is consistent but there's little 'talk' between hand-steering and road -- par for the course in this segment. But roadholding is good by softroader terms yet not up to the standards set by, say, Mazda's CX-7.

Though the road-biased tyres start to protest if you get too enthusiastic (along with the VCS warning chime), you can still punt the V6 along with some verve and walk away with a smile on your face.

There's none of the front-heaviness yours truly expected. One suspects the 2.4-litre four isn't all that much lighter than the alloy six.

By the same token, nor is the RAV4 V6 the rocketship some might be expecting. Initial step off is a little tame -- like the (lighter) Aurion. Given the RAV's all-paw traction should be able to cope with the V6's full welly, one wonders whether the engine management system has actually been tweaked to free up the first gear horses nobbled in the front-wheel drive sedan.

Once underway though, there's little about which to complain. Even the deep sand of the Kurnell dunes (almost in sight of Toyota's Sydney headquarters) did little to suck the life out of the V6. The four would have struggled in such conditions.

We had no opportunity to test the true offroad credentials of the 'RAV6'. The four acquitted itself well at its Flinders Ranges launch but if you're in the market for a compact with real offroad ability our advice would be to look hard at the X-TRAIL or Freelander 2 -- depending on your budget.

The RAV's noise levels are low and general refinement on road is top notch. We drove a midlevel SX6 and CV6 and found there was little difference. We liked the cleverly styled steel wheels on the 'base' model.

The dash is no neater on the V6 than the four -- we're not fans of the multiple lines, eyeball vents and nooks and crannies, but there's little to complain about in real terms. Once familiar with their disc-like layout, the RAV's HVAC controls work well, and the sqiggly gate auto will keep most gearchanging urges satisfied.

The short drive also gave little chance to check on the bona fides of Toyota insiders claims that the V6 is just as frugal as the four in real world use. Given our experience with the Camry and Aurion 'twins' we're prepared to suggest that for many users that just might be the case.