Toyota unveiled the sixth-generation full-change model of the RAV4, the compact crossover SUV that represents the brand, the All New RAV4, for the first time in seven years. As the name comes from the initials of "Recreational Activity Vehicle with 4wheel drive," the aim of this car is versatility anywhere, in the city or the suburbs.
Released in four trims — ▲Hybrid (HEV) XLE (49.27 million won including VAT and a 3.5% individual consumption tax) ▲HEV LIMITED (57.46 million won) ▲Plug-in hybrid (PHEV) XSE (61.6 million won) ▲PHEV GR SPORT (61.8 million won) — we test-drove the RAV4 on the 19th around Yeongjongdo, Incheon.
Except for the PHEV GR SPORT, the three trims share the same exterior. Up front, a thin black high-gloss line runs between the "ㄷ"-shaped LED headlamps on both sides. The grille below looks like a honeycomb slightly stretched to the sides. It is distinctive in that the grille is not a separate piece with a border but connects seamlessly 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 trims measure 1,680 mm and the PHEV trims 1,685 mm, taller than the Audi Q3 (1,585 mm), another compact SUV. You can tell there was more focus on off-road usability. Black wheel arches further emphasize the large-diameter tires for a dynamic impression. Strong volume on the rear fenders that flow from the rear doors to the rear lamps gives a muscular feel.
That day, we drove all three trims except the HEV XLE. All share a 2,487 cc displacement. First, the HEV LIMITED had the heaviest pedal feel among the three models, and there was a sense of spring each time the accelerator was pressed. The response felt about a half beat slower. However, this is only relative to the other trims, and it did not lack power. Total system output is 239 horsepower, an 8% improvement over the fifth generation. The gasoline engine was used for most of the drive; there was some noise, but not to an annoying degree.
One drawback is the EV mode. In a city section, after switching to EV mode and pressing the accelerator, a message immediately appeared on the instrument cluster saying, "The speed is too high to use this mode." Regarding this, Yuge Hirofumi, Toyota Group RAV4 project manager, said, "The speed at which the HEV model can drive in EV mode is around 10–20 km/h," and noted, "Because it charges without external charging, such as through regenerative braking, the battery capacity is small, so when the accelerator is pressed hard, the engine is set to engage."
In the PHEV XSE, the power felt stronger. It delivered the refreshing, immediate surge characteristic of electric motors. Even when pressing the accelerator fairly hard, it felt like there was still room before reaching the maximum output of 329 horsepower. Unlike the HEV, there is no speed limit in EV mode, which will be welcomed by those who prefer an electric driving feel. The transition from the electric motor to the gasoline motor was also relatively natural.
If you want a step quicker response, choose the PHEV GR SPORT. Even the pedal shape, unlike the other trims, is 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, enabling stable, fast driving. Even as the top high-performance trim, another advantage is that it is only 200,000 won more than the PHEV XSE.
A common trait among the three trims is that ride comfort is very stable, closer to a sedan than an SUV. Body rigidity improved 10% over before, reducing body twist and micro vibrations. There was no anxiety even when cornering sharply at 70 km/h, and speed bumps did not deliver a harsh 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 without hard braking, making it easy.
The RAV4's biggest advantage 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, that means barely needing to add gasoline. On 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. This is on par with the fuel economy of the Prius PHEV, Toyota's compact hatchback known for "once-a-month fill-ups," at 19.4 km per liter. With fast charging, it takes 35 minutes (at 25 C) to charge the battery from 10% to 80%.
The interior is clean and uncluttered, though some consumers may find it a bit rough. The physical buttons are large, so once you learn their locations, they are easy to operate while keeping your eyes on the road. There is an additional storage space above the passenger-side glove box, and the center console lid can be flipped and used as a mini table, emphasizing practicality. In the second row, when a 170-centimeter adult sat, headroom and legroom were very generous.
Toyota applied AI voice recognition based on Naver Clova to the All New RAV4, but there were some drawbacks. First, you cannot start the function by voice and must press a button on the touchscreen. Also, it sometimes failed to understand certain words in command sentences. If the instruction is complex or abstract, it cannot be used. For example, when 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 could see improvements through over-the-air updates in the future.