The new one, however, ups ground clearance slightly, and, thanks to a few trick electronic driver aids, holds its own during
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| The new one, however, ups ground clearance slightly, and, thanks to a few trick electronic driver aids, holds its own during light off-roading. (Photo: Toyota Canada) |
light off-roading. I made a point of stopping halfway up an extremely steep grade of slippery sandy dirt, and then, with my right foot extended to about fifty percent throttle, and thanks to standard Advanced Traction Control System (TRAC), Vehicle Stability Control (VSC) and of course its Active Torque Control 4WD system, it crawled up and over the top; some wheels finding traction while others went limp until something of substance could be found underneath. While I'm guessing most RAV owners won't be getting quite so frisky with their vehicles, the exercise showed me that the little 'ute is up to most jobs it will encounter on paved or gravel roads.
During
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| The RAV's standard electronic driver aids helped out when the trail got slippery, much the same way they would on slick pavement. (Photo: Toyota Canada) |
the test day, I was able to get in and out of a half dozen different trim levels, or at least with differing features even some that were badged base models seemed unique, and can attest to Toyota offering something for just about everyone in the compact to midsize CUV market. There were four base models on hand, each that start at $28,700 by the way, and after freight and pre-delivery inspection (PDI) come to $30,010.
The base model includes some pretty impressive standard features, as it should for coming close to $30K in a segment that sees some of its rivals start at around $20,000. Some unseen items include the all-aluminum 2.4-litre four-cylinder engine I mentioned previously, which incidentally features Variable Valve Timing with Intelligence, a bunch of heavy duty peripherals hanging off of it (alternator, starter, battery and heater), through to a long-lasting stainless steel exhaust system. The base car's four-speed transmission is "Super Electronically Controlled" (will the
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| The new RAV4 has no shortage of standard and optional features. (Photo: Trevor Hofmann, Canadian Auto Press) |
next-generation gearbox be Super-Duper Electronically Controlled?), which basically translates into smooth, positive shifts and very little gear hunting. The base model's power rack and pinion steering is electric, eliminating drag on the engine, connecting through to a steering wheel that not only tilts but is also telescopic for optimal driver comfort.
I'm not going to go into every available standard feature and option during this review, you can go to www.toyota.ca for that kind of information, but I will highlight a few more safety features, which are critical to the RAV4's family-oriented market segment. Four-wheel disc brakes come standard with ABS, plus Electronic Brake force Distribution (EBD) and Brake Assist (BA). But on the safety front I was a bit surprised that only front occupants are protected by airbags in standard trim, and then only be frontal bags. Amazingly, Toyota doesn't offer any side airbags unless you get their top-line RAV4 Limited, and then only if you opt for the V6 Limited B-Package which pumps the price up past the Limited's $36,370 to $38,670. Then you'll get front-side-mounted thorax bags plus side-curtain airbags for all three rows of outside passengers. I can't say I'm a big fan of offering side airbags to slightly wealthier RAV4 buyers but none to those who'd rather forego a little leather trim to protect their families. Why not offer a stand-alone airbag package, even for a couple of thousand dollars? If one of its Korean rivals hadn't been packing their compact CUV with six bags at a price that just scrapes over $20K, I might not say anything, but there are many competitors in this class that offer a full assortment of airbags for much less.
