Toyota unveiled the sixth-generation full redesign of the compact sport utility vehicle (SUV) that represents the brand, the "All New RAV4," after seven years. As the name comes from the first letters of "Recreational Activity Vehicle with 4wheel drive," the car is aimed at being highly versatile anywhere, whether in the city or suburbs.
Released in four trims — ▲Hybrid (HEV) XLE (49.27 million won including VAT and 3.5% individual consumption tax) ▲HEV LIMITED (57.46 million won) ▲Plug-in hybrid (PHEV) XSE (61.60 million won) ▲PHEV GR SPORT (61.80 million won) — the RAV4 was test-driven firsthand on the 19th around Yeongjongdo, Incheon.
The exterior of the three trims, except the PHEV GR SPORT, is the same. Looking at the front, a thin black high-gloss line runs between the "ㄷ"-shaped LED headlamps on both sides. Below that, the grille looks like a honeycomb slightly stretched to the sides. It is unique in that the grille is not a separate, framed unit but connects with the body. The PHEV GR SPORT trim differs in that this grille design is a mesh pattern and is separated from the surrounding area.
From the side, it is relatively tall. The HEV trim is 1,680 mm high and the PHEV trim is 1,685 mm, taller than the Audi Q3 (1,585 mm), another compact SUV. It shows a bit more focus on off-road use. Black wheel arches further emphasize the large-diameter tires, giving a dynamic impression. Strong volume on the rear fenders that connect from the rear doors to the rear lamps adds a muscular feel.
That day, all three trims were driven except the HEV XLE. All share a 2,487 cc displacement. First, among the three, the HEV LIMITED had the heaviest pedal feel, and there was a sense of elasticity each time the accelerator was pressed. The response felt about a half beat slower. However, this was only relative to the other trims; it did not lack power. Total system output is 239 horsepower, an 8% improvement over the fifth generation. A gasoline engine was used for most of the drive; the sound was noticeable but not to an annoying level.
One drawback is the EV mode. In city sections, after switching to EV mode and pressing the accelerator, a message immediately appeared on the cluster saying, "This mode cannot be used at this speed." Regarding this, Toyota Group RAV4 project manager Yugetsu Hirofumi said, "The speed at which the HEV model can drive in EV mode is about 10–20 km/h," adding, "Because it gathers power by charging through regenerative braking without external charging, the battery capacity is small, and thus the engine is set to engage if you press the accelerator hard."
More powerful force could be felt in the PHEV XSE. It delivered the refreshing surge of an electric motor that responds the instant you press the pedal. Even when the accelerator was pressed fairly hard, there was a sense it still had room before reaching the maximum output of 329 horsepower. Unlike the HEV, the lack of a speed limit in EV mode will be welcomed by those who prefer the driving feel of an EV. The transition from the electric motor to the gasoline motor was also fairly natural.
If you want a step faster response, choose the PHEV GR SPORT. Even the pedal shapes differ from the other trims, like a racing car, and it delivers correspondingly confident driving. Selecting sport mode makes the suspension feel firmer, and steering wheel response becomes more direct. A dedicated front lip spoiler and wing-type rear spoiler generate downforce at high speeds for stable, rapid acceleration. Despite being the top high-performance trim, it is only 200,000 won more expensive than the PHEV XSE, which is also a plus.
A common point of the three trims is that the ride is extremely stable, close to that of a sedan rather than an SUV. As body rigidity improved by 10% over before, body twist and fine vibrations were contained. There was no unease even when taking a sharp curve at 70 km/h, and speed bumps did not deliver a big jolt even without braking. EVs tend to stop abruptly with light braking, but both the RAV4 HEV and PHEV stopped naturally. On a long downhill, pressing the "TRAIL" button controlled speed on its own without heavy braking, making it easy.
The biggest advantage of the RAV4 is fuel economy. For the PHEV, with conservative driving on a single charge, it can travel up to 77 km on electricity alone. For city commuting, it means you barely need to add gasoline. Under the combined standard, the HEV XLE gets 19 km per liter, the HEV LIMITED, which is 90 kg heavier, gets 15.6 km per liter, and the PHEV gets 15.3 km per liter. It is on par with the fuel economy of Toyota's compact hatchback "Prius" PHEV (19.4 km per liter), which is known for "filling up once a month." With fast charging, bringing the battery from 10% to 80% takes 35 minutes (at an ambient 25 degrees).
The interior is clean with no frills, though some consumers may find it a bit crude. The physical buttons are large, so once you learn their positions, they can be operated conveniently while keeping your eyes forward. There is an extra storage compartment above the front passenger glove box, and the center console lid can be flipped and used as a mini table, emphasizing practicality. In the second row, when an adult 170 cm tall sat, headroom and knee room were very generous.
Toyota applied AI voice recognition based on Naver Clova to the All New RAV4, and there were some disappointing points here. First, you cannot start this function by voice and must press a button in the touchscreen directly. Also, some words in command sentences were often not recognized. If the command is complex or abstract, it cannot be used. For example, while listening to music, you cannot say "turn it down," but must say "turn down the music volume." As a software-defined vehicle (SDV), the All New RAV4 can improve its features through over-the-air updates.