The new RAV4 is here, and this isn’t it.
Announced at the New York International Auto Show, the 2019 iteration of Toyota’s popular crossover is longer, wider, and considerably beefier looking. It looks like somebody’s been feeding it mashed up 4Runners.
However, it’s not quite on showroom floors just yet, and this might be the time to get a deal on the older model. While it’s always tempting to go for the newest and shiniest design when there’s a model change, often the outgoing version is a pretty good choice. After all, it’s been on the road long enough that pretty much any early teething troubles have been ironed out, and automakers often put together packages that offer most of what people want at a solid value.
For the 2018 RAV4, that’ll be the Trail model, a very slightly more rugged version of what’s largely a soft-roader. Still, it’s got a slightly raised suspension, plenty of utility, and much to like about its well-proven layout. Here’s a look at whether you should wait a bit for the fresh version, or stick with the proven model.
Design
As you might expect, the new RAV4 arrives with plenty of aggressive styling baked in. The old one doesn’t offer anything like that, although it does get plastic wheel arches and a blacked out hood piece to make it look a bit more off-roady.
Add in blacked-out 18-inch alloy wheels, and the Trail version of the RAV slightly resembles the rugged, Trailhawk version of the Jeep Cherokee. New LED headlights complete the effect.
However, don’t look too closely. Despite looking perfectly at home in an MEC parking lot, the Trail isn’t really all that much tougher than the regular car. The raised suspension still offers less ground clearance than you get from the all-wheel-drive version of the Sienna minivan, and there’s not much else mechanical going on to get you up the steepest trails.
Instead, consider the Trail to be a sort of approach hiking shoe, rather than a full mountaineering boot. You’ll have to bring your climbing gear in the trunk.
Environment
If you do, the Trail makes a heck of decent basecamp vehicle for day explorers. The low rear loading floor is excellent for people who want to bring their dogs along for the hike (if you’ve ever tried to hoist a fat Labrador aboard, you’ll appreciate it), and the Trail comes with a rubber rear mat to keep mud at bay.
The cloth seats are a little more rugged than you might find in your average family sedan, and there’s plenty of space for a rear-facing child seat. Total cargo room out back is 1,087 litres, and the seats are a 60/40 split.
Up front, both driver and co-pilot are greeted by a dashboard that’s heavy on the plastic. On the plus side, everything here looks designed to take an absolute kicking. It’s not upscale in any way, and looks as dated as it is, but the RAV4’s interior is going to at least be durable.
Further, if you’re the sort of person whose car is perpetually messy, whether from the realities of life with small children or just lots of grubby camping gear, the Trail looks better once you get it nice and dirty. It’s pretty much worthy of honorary Subaru status.
Performance
In a previous generation, you used to be able to get the RAV4 with a pretty lusty V-6, which made it a bit of an unexpectedly quick companion. Having turfed that in favour of a four-cylinder engine (there’s a hybrid available as well), Toyota’s been able to manage acceleration and economy goals quite well.
Putting out 176 horsepower and 172 foot-pounds of torque through a six-speed automatic transmission, the RAV4 is just as quick as it needs to be. When called upon for passing or onramp duties, you do need to wind the four-cylinder out a bit, but it’s no slug.
While a small-displacement turbocharged option might be becoming a bit more of a usual choice in this segment, the Toyota’s stout, conventional 2.5-litre naturally-aspirated engine should be very long lived. Ditto the six-speed automatic, which has been around for a while.
Nobody buys a RAV for handling prowess, but here again competence is the order of the day. The very slightly raised height doesn’t seem to have induced any extra roly-poly behaviour in the Trail’s handling. Even facing down some monsoon conditions on a run up to the Fraser Canyon, it was well-controlled and secure.
Compared to more complex all-wheel-drive systems, Toyota’s simple front-drive-biased layout isn’t quite as clever here as it could be. If you’re really facing down poor weather and gravel constantly, there may be better options.
However, even with pooling water on the highway, the Trail never felt overwhelmed by conditions. Add in a compliant ride and less road-noise than you’d expect given the plasticky interior, and it was impressive overall.
Features
Don’t expect much in the way of technological glitz from the Trail. While it comes with Toyota’s standard suite of driver-assists, the RAV4 is a step or two behind the times with its small display screen. Still, the Entune infotainment system continues to have a high ease-of-use factor, and has large icons that are easy to navigate.
The Trail package adds an extra $2,075 to the RAV XLE’s price tag for a total of $35,200 before freight and taxes. That’s not inconsiderable, but with everything from a heated steering wheel to power moonroof to a rear power outlet, the Trail is a good all-rounder. And watch for Toyota to sharpen their pencil with sales.
Official economy figures are pretty realistic at 10.5 (litres/100 kilometres) in the city and 8.3 on the highway. Thanks to its uncomplicated powertrain, the RAV4 was right on the money in real-world use.
Green light
Well-rounded package; unfussy driving experience; should be very reliable.
Stop sign
Dated inside and out; low-tech interior; off-road looks mostly for show.
The checkered flag
A great way to get you to the trailhead, if not out on the trail itself.
Competition
Honda CRV ($27,290): Fresher than its Toyota rival, the CR-V is both a little higher tech and a little more fun to drive. The 1.5-litre turbocharged four-cylinder is plenty gutsy, and there’s a huge amount of cargo space.
With ride and handling as spry as you’d find in most sedans, it’s easy to see why crossovers like these are replacing the family four-door in driveways all across Canada.
