Model: Toyota RAV4
Year: 2013 Price: from 998,000 rubles Rating:In short:
There is no long-wheelbase version, the interior is tighter than that of competitors.
Nowadays, small families when choosing a car tend to decide to buy a crossover instead of a traditional sedan. And this choice is easy to understand, because it is crossovers that offer such a tempting mixture of comfort, spaciousness, handling and off-road capability - even to the cottage with the whole family, even on vacation - a crossover is capable of anything (read our article). Yes, and manufacturers do not get tired of spurring interest in their new "money" kids (we already talked about how manufacturers), releasing constant model updates.
Design
The new RAV 4 is 123 mm longer than the previous generation in the standard wheelbase version, however, the real increase in the cabin is not noticeable. Also, having slightly increased in width, the car has become 25 mm lower than its predecessor, reducing the headroom of passengers.
The design of the nose and rear of the RAV4 has undergone a radical change. Toyota says that now the design of the crossover has become more expressive and emotional, and in some ways more aggressive. And all this is to give the crossover individuality and recognition. In general, we agree with the manufacturer and add that the new RAV4 has absorbed the design spirit of the entire new Toyota line - for example, head optics like the new Camry and an integrated rear spoiler like the .
Also, it's no secret that all previous generations of the Toyota RAV4 were a real stronghold of the "women's car", however, nothing of the kind can be said about the 2013 model - the chrome details of the radiator grille, combined with the fang-like features of the front bumper, create a predatory look, a little less dynamic than the Mazda CX5, but clearly more attractive to the buyer than the angular Honda CR-V.
Engines and transmission
The most powerful engine in the Toyota RAV4 2013 lineup will be a 2.5-liter four-cylinder 180-horsepower gasoline unit, which works steadily and confidently in tandem with a responsive six-speed automatic transmission (Elegance Plus and Prestige Plus trim levels). Also, among the engine options, a 2.0-liter four-cylinder gasoline engine with 146 hp. and a 2.2-liter diesel with 150 hp. Automatic transmission, 6-st. Manual transmission and CVT Multidrive S.
In our hands, fortunately, was the top-end Toyota RAV4 2013 Prestige Plus with a 2.5-liter gasoline engine, automatic transmission and 17-inch alloy wheels, the price is from 1,543,000 rubles.
At the disposal of the driver are two new driving modes that regulate the throttle response of the engine, gear ratios of the gearbox and steering sensitivity. One of the modes offers maximum fuel economy, while the other gives maximum dynamism.
The economy mode can be safely called "slow-thinking" - when it is activated, a steady feeling appears, as if the car is moving against a strong wind. Injectivity is blunted, and the effectiveness of climate control is strictly limited to the specified framework - all to save fuel. This mode is especially annoying in jerky city traffic with frequent stops and abrupt starts - it's time to accelerate, and the car resists it as much as it can.
On paper, the fuel consumption of the 2013 RAV 4 is 9.4 l/100 km in the city and 6.3 l/100 km on the highway, which is better than the 10.2/7.6 l/100 km of the CR-V, but clearly inferior to 9 and 6.7 l/100 km Mazda CX-5.
Sport mode is the exact opposite of Economy mode. When you touch the gas pedal, all the power of the engine instantly falls on the wheels, and the gears become sporty short. The system also changes the behavior of the steering, reducing the intervention of the electric power steering for a more complete road feel. Sport mode allows you to get real pleasure from driving a crossover.
By comparison, we rode a year-old 2.0-liter RAV4 and while we didn't notice a noticeable increase in power, comfort was clearly improved - the suspension swallowed up the bumps in the road without leaving a trace, providing a quiet, smooth ride. Toyota says the new windshield is designed specifically to reduce cabin noise, which we can basically confirm - wind noise didn't bother us. However, road noise is hard to ignore, and the engine isn't exactly whispery, especially when accelerating.
Salon
Everyone knows that the interior of the previous RAV4 was not bad, but nothing special stood out. Toyota adheres to the same line in the novelty - slight improvements were made in terms of materials, however, it was not possible to eradicate hard plastic, it even remained on the door armrests. The only "soft" places in the RAV4 2013 cabin are the protruding parts of the dashboard and the center console armrest.
Undoubtedly, engineers have worked on ergonomics and interior design, making it more modern, attractive and comfortable. The previous RAV4's climate control buttons have been replaced with large, easy-to-read rotary switches that have been moved a little closer to the driver for convenience. In the middle of the torpedo is a new long vent - according to Toyota, it is designed to heat / cool the rear of the cabin more quickly.
The multimedia and navigation system seems to have simply migrated from the previous generation, having acquired a 6.1-inch touch screen. A multifunctional LCD display is installed in all configurations except for the initial "Standard" and "Standard Plus". The Bluetooth system is supplied as basic equipment for all trim levels.
Both top trim levels have a navigation system in Russian. Note that it is quite easy to use, although it does not have the most logical menu - instead of a separate button that launches navigation and provides access to maps and routes, all this is hidden in the Applications menu. The screen size of 6.1 inches, however, seems too small for the full comfortable use of navigation.
Passenger comfort and trunk
Inside the RAV4 2013, four adult passengers of average build (along with the driver) will fit without difficulty and discomfort. The rear seats are noticeably firmer and not as "lush" as the front, however, there is nothing uncomfortable about them. Although the crossover is called a five-seater, in the middle of the second row, an adult is unlikely to be capable of a long trip - the middle seat is too narrow for an adult.
Armed with numbers (cabin dimensions), we can conclude that the RAV4 is far from being a champion in terms of space in the cabin, but simply average - Ford Kuga offers the largest front passenger legroom. The Mazda CX-5 takes the lead when it comes to rear legroom.
Now, about the obvious shortcomings of the RAV 4 cabin. In the previous generation, the second row seats could fold and slide back and forth on rails to increase either trunk volume or space for passengers in the second row. In the new 2013 RAV 4 model, the rear seats can only be folded down. The old model of Toyota's compact crossover had such a handy thing in the trunk as a pair of levers for folding the rear seats, but in the new generation they disappeared without a trace. Yes, the seats still fold quite easily (60/40), but the folding levers are extremely uncomfortable. The CR-V and CX-5, on the other hand, have one convenient rear seat control knob.
Since Toyota got rid of the long-wheelbase version of the RAV4 (explaining this by the fact that only 5% of the total number of those who decided to buy a RAV4 inclined their choice in favor of the long-wheelbase version), the additional third row of seats disappeared in the new generation. Of course, they were designed for children, and then for very small ones, but this undoubtedly made the crossover less versatile.
The maximum achievable trunk volume of the new RAV4 (with the second row of seats folded down) is 2078 liters, which on paper is slightly higher than its predecessor (2067 liters), but in reality it is not noticeable. True, in any case, in terms of trunk volume, the Toyota crossover is ahead of the Honda CR-V (2007), Ford Kuga (1919) and CX-5 (1851). In the case of raised rear seats, the situation remains the same - albeit a little , but Toyota's trunk is bigger.
In general, the trunk of the new RAV4 has become very convenient, the height of its floor above the ground is the lowest in the class, which is very convenient when loading. Also, the swing door has given way to a more comfortable swing-up door. The spare wheel migrated from the rear door under the trunk floor to a dedicated compartment.
Options and prices Toyota RAV4
The new RAV4 2013 is available in eight trim levels. A front-wheel drive new crossover with a 2-liter engine and a 6-speed manual can be bought for 998,000 rubles. All-wheel drive will cost 1,135,000 rubles, though already with a variator. All-wheel drive (and there are no front-wheel drive) Honda-CRV on mechanics with a 2-liter engine costs a little more - from 1,149,000 rubles. The front-wheel drive Mazda CX-5 is recognized as the budget leader of this trio - a 2-liter version with a 6-speed. Manual transmission starts from only 949,000 rubles.
Safety
The 2013 RAV4 has not yet been tested for safety by either European or American associations, however, the manufacturer proudly claims that the crossover has been designed to receive 5 stars in any crash test.
The basic equipment for all trim levels includes 4 front airbags, 2 curtain airbags and a driver's knee airbag. Blind Spot Monitor and Lane Change Alert are only available in the most expensive trim levels (in this class of car, such luxury is not standard).
Fold-down rear seat head restraints help maintain visibility to the rear, while large side mirrors reduce blind spots.
Conclusion
There is no doubt that the new RAV4 will be popular, because it comes out even when even the previous model remains one of the leaders in the compact crossover class. But is it really necessary to change the previous RAV4 to a new generation? Is the game worth the candle? Yes, the 2013 RAV4 is not bad, very good and its position in the market will be solid. But the previous generation remains just as good, and in some ways, the novelty is completely inferior to its predecessor.
The advantages of the RAV 4 2013 include a more efficient transmission and greater ride comfort. On the other side of the scales - the absence of a long-wheelbase version and far from a champion interior in terms of spaciousness. Apparently, Toyota decided to focus on the volume of the trunk, because, of course, the generous set of equipment included in the base looks very attractive, however, the competitors are also on the alert and, against their background, the RAV4 2013 does not at all look like a qualitative leap forward.
We give this car a full 4 stars in good conscience - putting aside brands and expectations, this is truly a quality product. Yes, knowing all the capabilities of Toyota, we expected more from the RAV4 2013, but this is just the psychology and specificity of perception.
Perhaps the most anticipated novelty of recent times was the 2013 Toyota RAV 4. After all, this crossover managed to become a truly iconic one, which almost all automakers were equal to. However, the appearance of a new car caused an ambiguous reaction from the owners of the past Rafiks and contributed to the emergence of a whole cohort of fans of the novelty. What revolutionary happened in the "veteran of parquet battles"
Appearance
Perhaps, RAV 4 2013 can rightfully be called a “stereotype destroyer”. The last car in design showed rounded lines, compact dimensions and was known as a completely peaceful family crossover. No wonder he was so fond of the fair sex. The newcomer left practically nothing in itself from its predecessor, ranging from significantly increased dimensions to a sharp and even aggressive design.
The predatory “squint” of the headlights with threads of LED running lights in the style of the Toyota Auris hatchback, the broken lines in the front bumper area, the sharp edges of the rear lights - all this suggests that the car has become much more “masculine” in appearance. However, it is impossible to call it unequivocally sporty - a rather heavy silhouette somewhat conceals the dynamism of the body stampings.
Introducing the Toyota RAV4 2013, Japanese marketers showed in every possible way that from now on they want to shift the focus of the consumer audience to the area of comfort, practicality and “family” characteristics. To a large extent, they succeeded.
Interior
The interior of the RAV4 does not at all resemble a previous generation car. No, the main “highlight” in the form of a “two-story” center console has been preserved, but now the front panel demonstrates the manufacturability and geometric accuracy of the lines. Metallized plastic, a comfortable steering wheel and a center console sheathed in leatherette create the effect of being in a more “status” car. However, design experiments did not affect the ergonomics, which, as before, remains one of the best in the class.
Getting into the interior of the new Toyota RAV 4, you immediately notice more comfortable seats and a steering wheel. At the same time, thanks to the abundance of adjustments, a person of any size can easily sit in the driver's seat. In addition, thanks to the increased RAV4 wheelbase, which is now 2660 mm, the rear passengers are fully comfortable, and the trunk with a capacity of 506 liters, coupled with the possibility of folding the rear seat, allows you to carry almost any cargo.
It is also important that when designing the RAV 4 2013, engineers paid maximum attention to safety - the most equipped versions offer all conceivable security systems, including side airbags and inflatable "curtains" on the side windows.
Specifications
The new generation RAV4 2013 is equipped with three powertrains and the same number of transmission options. The simplest version of the crossover is available with front or all-wheel drive and a two-liter gasoline 146-horsepower engine, paired with a six-speed manual or CVT.
- In addition to the “basic” one, a more powerful 2.5-liter 180-horsepower version is also available, which is aggregated only with a six-speed “automatic”.
- Well, for lovers of diesel versions, a 150-horsepower 2.2-liter diesel engine is perfect, which is also available only with automatic transmission.
- However, if you are looking for a new Toyota RAV 4 2013 with front-wheel drive, you will have to take only the “weakest” two-liter version.
Photo and video
Test drive RAV 4 2013
Options and prices
Rav4 2013 is already available in the showrooms of Russian dealers. Prices have increased slightly compared to the previous generation model, although the car has become significantly larger and more comfortable than its predecessor. In the domestic market for Toyota RAV 4 2013, the price is as follows:
- Surcharge for metallic color will be 13 thousand rubles.
- Surcharge for the color "mother of pearl" will be 19 thousand rubles.
It all started in 1989 at the Tokyo Motor Show, when they showed the Toyota RAV Four concept car, which laid the idea of \u200b\u200bcreating an all-wheel drive compact car to move around the city and go out into the countryside. The idea was developed in 1994 in Geneva Motor Show. There, the designers presented the Toyota Fun Cruiser, a compact station wagon with all-wheel drive, two gearbox options (5-speed manual or 4-speed automatic).
From the same year, 1994, mass production and sales of a model called Toyota RAV 4 began, which gained instant popularity: 4,500 cars were sold in the first month.
The first version of the Toyota RAV 4 is a three-door car with a two-liter engine. An extended five-door version appeared already in 1995. In 1997, improved trim and a sunroof appeared on more expensive models. 
The second generation of the Toyota RAV 4 started in 2000. The design idea led to a significant change in appearance, giving it "masculinity". The interior has been significantly improved, the interior has become more spacious. Models are equipped mainly with a gasoline engine, only a few options have received a turbo diesel since 2001. Already the second generation of RAV 4, as a result of refinement, has excellent handling and confidently holds its course.
The third generation appeared in the fall of 2005, sales began in 2006. All versions became five-door. A new platform was laid as the basis, the range of engines expanded, the size increased, it became even more comfortable in the cabin. In the basic configuration, 7 airbags are already provided, as well as an active safety system.
2009 - the birth of the fourth generation, in which the car received a completely new appearance, there were some changes in the technical characteristics, the level of safety was significantly increased. For the Russian market, variants with Russified navigation began to be produced. Toyota RAV 4 2013 is a bright representative of the fourth generation of the car. The world premiere of the crossover took place at the end of 2012. Below is a photo of the 2010 RAV 4, and a photo of the new 2013 RAV 4 will be presented a little later. 
Characteristics of RAV 4 2013
Car styling, interior design
If you look at the photo of Toyota RAV 4 2013, you can note its aggressive and dynamic appearance. The window sill line rises to the rear of the body, the roof lines are smooth. The dimensions have changed compared to the third generation models: the 2013 RAV 4 has become longer and wider, but slightly lower. The tailgate has become more rounded and opens up, the spare wheel is under the bottom.
In the cabin, the front panel has undergone significant changes, its upper part is almost flat, it has become more readable and informative. Representatives of the manufacturer call it driver-oriented.
Specifications and safety
In the manufacture of the 2013 model range, high-strength steel was used. This allowed to increase the rigidity of the body and at the same time reduce weight. The reduction in weight made it possible to increase the portion of soundproofing materials, which made the car even more comfortable.
The SUV has the following main characteristics:
- petrol (146, 180 hp) and diesel (150 hp) engines;
- front-wheel drive with the possibility of connected full or full;
- transmission - CVT, 6-speed manual or automatic;
- acceleration to 100 km / h - 9-11 seconds;
- fuel consumption - no more than 11.5 liters in the urban cycle;
- 8 airbags;
- VSC stability control system;
- anti-lock braking system.
A six-speed automatic transmission allows you to use the Sequential Shift mode and enjoy a sporty driving experience. However, it should be borne in mind that fuel consumption increases in this case.
Options and prices
The price of Toyota RAV 4 2013 depends on the configuration and equipment options. So, the basic version, equipped with a six-speed manual transmission, a two-liter gasoline engine with front-wheel drive, will cost 1,000,000 rubles. A complete set with the same engine, with all-wheel drive and a CVT will cost about 1,150,000 rubles.Diesel versions can only be purchased with all-wheel drive and automatic transmission, their price is 1,500,000 rubles.
The top version of Toyota RAV 4 is equipped with a system that controls the blind spots of rear-view mirrors.
Advantages and disadvantages according to the owners
Basically, the owners are satisfied with the Toyota RAV 4. Among the shortcomings, they note the relatively low mileage of the brake pads. Also in winter, uneven heating of the cabin is felt, when the driver and passenger in the front seat are already warm, and it is still cool in the rear.
Among the advantages there are many more points. The optimal ratio of the quality of the car and its cost is very important. Car owners appreciate the RAV 4 for excellent handling, excellent cross-country ability. He can even ride through a winter forest covered with snow. Toyota does not fail in the cold: it starts without problems. The trip is always comfortable, as the cabin has good sound insulation, the driver and passengers are comfortable and spacious.
APPARATUS
Toyota RAV4 4th generation, #XA4# body, launched from 12.2012 for all markets except domestic Japanese. Sales in the post-Soviet space started in March 2013. In October 2015, the first major restyling was completed.
EXTERIOR
It is extremely doubtful that the initial appearance of the 40s attracted additional fans to it. A neutral profile with preserved features of the past generation, a heavy stern with protruding lanterns - all right, but the front ... the victim of the next search for corporate identity will sometimes have to be parked facing a blank wall.
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The design refinements did not cause critical harm to the performance, but still affected the functionality. The fashionable obstruction of the lowered roof forced the rear seats to be lowered and, together with the narrowed stern, spoiled visibility as expected. The high glazing line is also additionally upturned to the stern. Unpainted plastic along the bottom of the perimeter is practical, even if it does not decorate light-colored cars; not bad coming on the thresholds of the door with overlays. A frank puncture of the European version is a protruding lower spoiler / molding of the front bumper (on the US version shown here, the decorative strip, on the contrary, was initially recessed into the bumper, increasing the angle of entry and making contact with snowdrifts less painful).
The depressingly dark color scheme of the lower part of the cabin (on European versions), an absolutely incoherent heap of heterogeneous forms, exceptionally hard plastic, the roughest texture of the lining of the lower part of the cabin and the trunk, far from the best rag upholstery of the seats (however, the artificial leather of the top salon does not cause enthusiasm either ), overwritten pseudo-carbon inserts ... And the main design elements are a hefty hollow in front of the passenger and a strange panel cornice covered with colored leatherette (and in stock trim levels, the Japanese even regretted oilcloths and molded an imitation of stitching right on the plastic).
Restyling manifested itself in the form of soft plastic on the top of the door cards (only the front ones), leatherette upholstery of the eaves already in stock, a slight migration of buttons and replacing pseudo-carbon fiber with matte (in the euro version) or polished (in the states) plastic - it's hard to say which is better .
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ERGONOMICS
Driver . Longitudinal reserve and space above your head will be fully felt only by people no taller than average height and gravitating towards a low landing. We traditionally try to achieve "command position"... - but without much success. Firstly, the maximum height of the cushion from the floor (350+ mm) is far from ideal (400), and the declared "increase in the range of adjustment" compared to the 30th body means that the seat can be lowered more. Secondly, the distance from the road to the pillow is also small, so the traditional "parquet" advantages (convenient entry and exit, good visibility of the road situation) are minimal here. Unpleasant moments - a "psychologically" overhanging leading edge of the roof, a modest headroom, a rather low doorway - this is where every centimeter of a decrease in body height compared to its predecessor manifests itself. In addition, the stock of longitudinal adjustment is fully selected (the pillow lift is up and down, so you have to move the seat). The high window sill line and the massive front panel are not encouraging. Well, due to a strange whim of the linkers, the steering wheel is set even lower than in the 30s, so it already lies on its feet.
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And will it ever come to Toyota that you can’t break the line of the door armrest in the middle with a huge vertical handrail. It is impossible to position the inner handle for unlocking the door so that on the way to it you will have to unnaturally bend the brush around the same handrail. You can not hide a set of not the most useless buttons at the bottom of the torpedo and behind the wheel. What to put a sliding armrest or to fit a wretched plastic steering wheel with leather, starting only with semi-top trim levels - disgustingly petty savings.
It is clear that, at its core, the RAV4 IV is still an entry-level SUV - which is what it is in the company's main North American market. Where it performs in the same class and the same price category with the Sportage III / Tucson II.
Rear passengers. "Extraordinary comfort for rear passengers", as one would expect, for the most part turns out to be just an advertising phrase. Yes, an outstanding longitudinal margin, a wide opening for entry and exit, the absence of a tunnel, a rather long pillow and adjustable backrests are good. But it does not compensate for the very low rear seat installation (330 mm) and the feeling of a failed landing, exacerbated by the height of the window sill. Not to mention the "goat" vibration stand of the rear suspension.
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How could it have been imagined 10-15 years ago that the phrase "the interior of the Subaru is not inferior in size, but in terms of the quality of materials and ergonomics it surpasses that of the Toyota" stop being a joke? At least when comparing 40 matches and S13.
VISIBILITY
Due to the lack of a command position, the visibility of the front hemisphere is only “acceptable” (the left A-pillar still interferes, the shape of the bonnet undercuts hides the feeling of front dimensions, a considerable viewing sector obscures the interior rear-view mirror).
In terms of visibility of the rear hemisphere, the equal can be compared with the unsuccessful Koreans SL / LM in this respect. The glass of the rear hemisphere mainly decorates the car from the outside, but their usable area from the inside is much smaller. The impressive space of the rear quarter from the side door to the embrasure of the rear door window can be considered completely deaf, despite the formal presence of glass triangles. It's good that at least the mirrors are more than normal size, and during shunting work, you can count on the help of regular (starting from a semi-drain) rear parking sensors and a camera.
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TRUNK
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A noticeable difference from previous generations is the lifting door instead of a swing door and the absence of a spare wheel on it (the electric door drive is available only to owners of semi-top and top versions, the glass does not open separately).
But the underworld was hiding behind the door. In the vast majority of countries, it was equal to a stowage or field tire repair kit, however, general market versions could have a choice of stowage or a full spare tire. For the Russian Federation, Toyota chose a spare tire (this is good in itself), but due to a stupid puncture with a niche shape, the wheel had to be covered with a hefty podium, losing at least fifty liters of space, the floor turned out to be higher than the door parting line, the loading height increased, and the lid itself did not fit as tight as a normal trunk polik.
ENGINE
Due to the fact that cars in specifications for both Europe and the "common market" were delivered to the post-Soviet space in parallel, there was a fair amount of confusion with the engine designations at first. In reality, at the time of the start of production, the situation with the motors was as follows:
| Engine | Working volume, cm 3 | Bore x Stroke, mm | Compression ratio | Power, hp | Torque, Nm | Execution | Drive unit | Transm. |
| 1AD-FTV | 1998 | 86.0 x 86.0 | 15.8 | 124 / 3600 | 310 / 1600-2400 | D-4D DPF | 2WD | 6-MT |
| 2AD-FTV | 2231 | 86.0 x 96.0 | 15.7 | 150 / 3600 | 340 / 2000-2800 | D-4D/DPF | 4WD | 6-MT / 6-AT |
| 2AD-FHV | 2231 | 86.0 x 96.0 | 15.7 | 150 / 3600 | 340 / 2000-2800 | D-CAT | 4WD | 6-AT |
| 3ZR-FE | 1987 | 80.5 x 97.6 | 10.0 | 146 / 6200 | 187 / 3600 | DVVT | 2WD/4WD | 6-MT/CVT |
| 3ZR-FAE | 1987 | 80.5 x 97.6 | 10.0 | 151 / 6200 | 195 / 4000 | DVVT Valvematic | 4WD | 6-MT/CVT |
| 2AR-FE | 2494 | 90.0 x 98.0 | 10.4 | 180 / 6000 | 233 / 4100 | DVVT | 2WD/4WD | 6-MT/6-AT |
Over time, a hybrid version and diesel from BMW were added.
Related materials:
AR series engines
AD series diesels
ZR. Produced since 2006. There were problems of slag deposits in the combustion chamber and oil waste (not as serious and total as in the ZZ series, but the same story has been repeated for the second decade). Valvematic did not behave in the best way - the electronic part of the controller fails, sometimes the controller mechanically breaks away from the drive control shaft with the subsequent shutdown of the engine, except that the vacuum pump roar did not enter the folklore they get a simplified version - 3ZR-FE). Is it worth mentioning the knocking of VVT drives common to almost all modern Toyota engines at start-up and leaks of the coolant pump.
Is it possible to take? Two-liter engines are rather weak for contemporary medium-sized weighing more than one and a half tons, aggregated with CVTs, the number of already discovered (albeit not fatal) defects does not allow one to vouch for impeccable service ... - if life without RAV4 loses its meaning, then it is better to pay attention to the next version.
AR. It has been produced since 2008. At the moment, the most problem-free Toyota engines (standard VVT knock and pump do not count), and the relative simplicity of the design has become the main key to success. Although you should not rely too much on the reputation of the company, because AZ engines in the early years also showed only positive qualities - until massive cylinder head failures began (about the AZ series).
Is it possible to take? To date, there are no contraindications in terms of reliability, it is aggregated with a full-fledged automatic machine, it provides acceptable thrust-to-weight ratio and good dynamics ... - yes, you can.
AD. It has been produced since 2006. The most serious and, at the same time, mass diseases of the series are high oil burn(at best, it is treated by replacing pistons and rings), strong soot deposits, defective cylinder head gasket, leading to disruption of the gas joint and overheating. So purely diesel troubles go by the wayside - injector booster, injector marriage, injection pump destruction, constant EGR clogging, throttle actuator destruction, catalytic converter clogging ... Diesel engines supplied to the Russian Federation were initially devoid of a group of problems associated with advanced toxicity reduction systems and particulate filters, but with the advent of D-CAT they will manifest themselves in full. It is noteworthy how Russian buyers rejoiced at the arrival of light Toyota diesel engines, having no idea about their reliability and drawing analogies with KD series horse-drawn motors - that is, without even understanding the materiel.
Is it possible to take? Specially abstracting from the issue of fuel equipment and Russian diesel fuel outside the capital region - serious problems in the mechanical part of the engine have not yet been fixed, there are reasonable doubts about the durability of the transmission paired even with such a derated version ... If you need only RAV4, then it is better to do without experiments and take the gasoline version, if you need only a diesel engine, you should turn to Hyundai / Kia products.
Thus, of the listed options, only one is technically optimal today - 2AR-FE. Unless its consumption seems too big (although it is even slightly less than that of full-size Koreans with 2.4, on which, moreover, during acceleration there is a desire to open the door and push off with your foot).
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However, the version with the 2.5 engine has its drawback. The downpipe of the exhaust system is so unfortunately passed under the engine that the ground clearance in this place is reduced to a frivolous 160-170 mm. On the one hand, the installation of continuous protection below the level of the pipe will make the clearance modest even by light standards, on the other hand, the inevitable contacts of the knee with the surface of the planet will not benefit the exhaust manifold. Tellingly, the same engine successfully stood on the US 30-ke with a clearance of 190 mm - there the exhaust pipe neatly passed between the engine and machine trays. There has not been such a frank hack-work on Toyotas since the time of the 30th Camry with its exhaust tract gut hanging down to the ground.
By the way, the problems of the by no means flat bottom of the 40s are not limited to the knee of the front pipe - it is simply the most noticeable. But the desire to minimize the floor tunnel led to suboptimal laying of the entire exhaust - first of all, you should pay attention to the front end of the main muffler, which is suspended a little higher than the notorious knee and really limits the ramp angle, hitting the ground at far from extreme bends in the terrain and promising surprises when driving on high curbs.
TRANSMISSION
It is simply impossible to talk seriously about front-wheel drive dummies or "mixers", so let's move on to full-fledged transmissions right away.
Variable speed drive K111F installed on the previous generation RAV4. The positive aspects of Toyota's (or "Aisin's") CVTs have long been known - compared to classic automatics, they allow you to achieve slightly better dynamics from the same engine (or, at least, Feel dynamics) and at the same time provide relatively modest fuel consumption. Well, due to the fact that Toyota aggregates them with the least powerful engines, they do not crumble immediately after leaving the passenger compartment. On this part of the congratulations can be considered finished.
Unfortunately, the owners of CVT SUVs, with rare exceptions, do not realize that their transmission is no stronger or more durable than on CVT cars. But if the driver of, say, the 270th Avensis is simply physically unable to go on adventures due to the lack of geometric cross-country ability, then the clearance and conditionally all-wheel drive will provoke many to cosplay as an SUV - with the corresponding result. Moreover, this result will be the saddest for those who take such a device second-hand - although it is generally extremely unreasonable to buy CVT cars after operation in the Russian Federation.
As for the predicted resource ... In terms of the known problems with the wear / scuffing of the variator pulleys and the breakage of the aged belt tapes, provided that the power is equal, the resource is approximately the same for everyone. Conventionally, a passenger car with gentle operation (without regular starts "on the floor" and backtracking on curbs) should go 120-150 t.km (sometimes up to 200 t.km). But alas, on SUVs they will boldly park in snowdrifts, storm the same icy curbs, someone will climb into the mud or even take on towing ... - in such situations, 70-100 t.km can be considered a good result, although we recall that it is possible to start the irreversible process of scuffing of the pulleys with just one unsuccessful start or slipping, to damage the friction control hydraulics - with one unsuccessful switching on / off of the reverse gear a fraction of a moment before a complete stop.
But Toyota has proposed another characteristic and extremely unpleasant defect associated with "all-wheel drive" CVTs. Without delving into the design, we note that the drive on the so-called. The "transfer case" goes through the flange of the front differential case. And this one thin-walled flange with internal splines tends to burst corny- after which, at least, the working fluid begins to flow. If you do not intervene at this stage, then the flange breaks completely and the fragments, hitting the gears, can cause a real mayhem. The main problem is that differentials were supplied as spare parts only for automatic and manual transmissions, while Toyota offers the CVT exclusively as a set for completely unrealistic amounts (~ $ 17,000). "Contract"? - but the fact is that 4WD variators break down much more than fairly fresh cars with suitable units are scrapped - so in the east of the Russian Federation there is a real hunt for every potential donor. Therefore, the problem, which is still at the stage of cracks and leaks, is usually solved in the traditional way - a bushing is pressed over the flange, at least somehow tightening it, traces of streaks are removed, and the machine is immediately sent for resale.
The second generic disease of branded CVTs - early wear of the support bearings of the shafts of the primary and secondary pulleys(a similar defect is well known to owners of Nissans), and sometimes the concept of "early" means only a few tens of thousands of kilometers. And thanks to Toyota's policy, an ordinary defect becomes a global problem - spare parts for CVTs are not supplied to the aftermarket, there are no duplicate bearings, so you have to sharpen and adjust analogues that are approximately suitable in size.
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Rem.1 The nissan-waters commenting on us are mostly adequate people and devoid of the superiority complex inherent in some "dream managers", but sometimes they get carried away so that you can think about substance abuse: "12/16/2013. Few people in our time have mastered CVT transmissions to perfection. Toyota and its Aisin are still only beginners and do not have great merits, and the design and principles of CVTs are essentially copied from Dzhyatko technologies. However, all the other 6 world manufacturers of CVTs for cars, in fact, they also now work according to the drawings and developments of Dzhyatko. ... Yes, and the type-setting metal belt itself is also the development of Dzhyatko. And now, when all manufacturers are developing their metal belts, similar to Dzhyatkovsky, Dyatko herself has begun production of a new generation of variators that transmit torque already not through a belt, but through a chain ... No one has such developments yet, except Dzhyatko ... " Therefore, for reference, it should be noted that although JATCO is the leader in the mass CVT industry, but ... |
And something similar (a V-belt variator based on the K110 without a torque converter) can only be found in the power plants of the first generation of hybrid Estima and Alphard.
6-AT U660F- aggregated with diesel. Unfortunately, the list of weaknesses in this series suddenly turned out to be almost longer than the list of malfunctions of all other modern Toyota / Aisin automatic machines combined. Firstly, this is due to the high complexity of the new generation box - all the complication of technology in the case of Toyota traditionally leads to a drop in quality and reliability. The second reason is the aggregation with an excessively powerful engine (2GR-FE), the active implementation of the capabilities of which sent the box for repair already by 100 thousand km. Rava diesel is twice as inferior in power, but not in torque - so the loads will be comparable. In addition, the relatively narrow operating speed range of a diesel makes it necessary to change gears much more often than on a large-capacity gasoline engine.
6-AT U760F- aggregated with gasoline 2.5 - in this case, the relatively modest characteristics of the motor allow us to count on a certain longevity of the transmission. Moreover, being a development of the 660th box, the new machine got rid of at least part of its birth defects.
SUSPENSION
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The front is a classic McPherson, the rear is a multi-link (in the press it is stubbornly called "on double wishbones" - but in the well-known scheme under this name there is no place for a longitudinal guide lever), the spring and the shock absorber mounted at an angle are spaced apart.
As for reliability, no special problems were foreseen - in the previous generation with the same suspension, the troubles were mainly with warranty replacements of the rear trailing arms due to the unsuccessful design of silent blocks and with rear wheel toe adjustment rods.
The critical drawback, as on the 30-ke, is excessive rigidity (the back is distinguished by a special "oakiness"). And even if it behaves well on average quality tracks, the RAV4 is, first of all, an everyday urban SUV, for which "furiousness" is contraindicated.
Along with the restyling, the chassis "subjected to significant improvements" and ... If our materials agreed by Toyota officials, then the suspension would "change beyond recognition and begin to gently swallow bumps." But we can say simply - with respect to the old rattling cart, the new one, which is less rattling and shod in soft winter tires, may seem more comfortable, but it does not cease to be a cart. Objectively, the presence of improvements cannot be denied - new rear springs (for 2.0) and shock absorbers appeared, new front struts (for 2.5), the specification for the Russian Federation stood out brighter (echoing the "rough road spec" of other markets), but most of the restyled parts were simply shuffled.
BRAKES
Toyota still did not go the vicious path of the Koreans, cutting off stabilization systems from stock equipment for the Russian Federation (in the European Union, the presence of ESP is regulated by law), so all versions have a normal set of ABS + EBD + BA + VSC, on all-wheel drive vehicles tied with DTC and EPS in IDDS ... Still, it's worth deciphering - respectively: anti-lock braking system, electronic brake force distribution, emergency braking assistance, stabilization system, rear-wheel drive connection system, electric power steering, "integrated active control system." The parking brake is archaic, mechanical with a manual drive.
There are no critical technical problems with the braking system; The promised connection of the rear-wheel drive for active cornering, as expected, turned out to be a profanation - in practice, the car always demonstrates a pronounced and stable tendency to drift.
STEERING
The electric booster has become a general weak point of small and medium class cars - the electric motor installed in the upper part of the column transmits the moment necessary for turning the wheels through the entire steering mechanism, grinding cardan shafts, spline connections and a gear / rack pair along the way.
The design of the steering mechanism of the 40s is almost the same as the previous generation - in the same place it was a constant source of various knocks and backlashes. Only the warranty saved, and after it - the relative budget of spare parts - a new original rail for $ 500, a duplicate for $ 300, cardan shafts in bulk for $ 200 ... However, in the light of the monopoly campaign against parallel imports, today it is impossible to predict whether affordable new parts in the future. Meanwhile, the official Russian dealer charged $ 1,500 (!) for the same rail - if various AEBs achieve their goal, then the concept of "restoration" will again have to be remembered.
PASSABILITY
Four-wheel drive - classic ATC (renamed to DTC): constant front, automatic connection of the rear wheels by a multi-plate electromechanical clutch mounted on the rear gearbox. Its main technical defect (wear of the front bearing) has not changed since 1998, but it will obviously not appear tomorrow on new equals, and the bearing changes without any problems (despite the formal "inseparability" of the clutch). Some details about the design - .
Additional control options - forced activation of the maximum clutch lock mode, plus sequential shutdown of TRC and VSC. Wheel locks are automatically emulated using the braking system.
According to theory, the DTC should function as follows:
- When starting with a slip on snowy or muddy roads - dosed connection of the rear drive until a speed of 25 km / h is reached.
- Driving under normal conditions without wheel spin - only front-wheel drive.
- Development of drift with slippage of the front wheels - connecting the rear drive and creating a force on the steering wheel, prompting the driver in the correct direction of rotation.
- Braking - disabling 4WD for better ABS and VSC performance.
- The mode of forced connection by the driver of the rear-wheel drive - the maximum possible torque is constantly transmitted to the rear wheels (up to a speed of 40 km / h).
- Cornering control - connection of rear-wheel drive on request of the stabilization system for better handling. In the "Sport" mode (after restyling - permanently) - transmission of 10% of the moment at the entrance to the turn and maximum clutch lock in the apex, in addition to this - a decrease in the assistance of the electric booster by 20%, an improvement in the response to pressing the accelerator pedal, later switching to higher transmission.
According to different components of cross-country ability:
- Clearance. Would have been class average if not for the location of the exhaust tract.
- Geometry. Would correspond to the class averages, if not for the location of the exhaust tract. The entry angle of the Euro version is limited by an unnecessary protrusion of the bumper. The positive point is the unpainted lower perimeter. The standard protection of the engine compartment is unsatisfactory.
- Articulation. Average or below the average for the class.
- Scheme of all-wheel drive. The most massive type of plug-in drive, efficiency and endurance at the level of most analogues. There is a forced rear-wheel drive mode.
- Emulation of wheel locks. In terms of efficiency - traditionally the worst in the class.
- Thrust-to-weight ratio. Sufficient, with a 2.5 engine - optimal.
- Durability of transmission. The variator version is excluded. The strength of hydromechanical machines, the ability to dose traction are satisfactory.
Efficiency serviceable ATC in simple conditions, when only traction on both axles is required from the machine without a test of geometric cross-country ability, is more or less acceptable. Minimal terrain complication causes serious problems due to short suspension travel and strangely inefficient and delayed blocking emulation. Obstacles should be overcome exclusively "on the move", while risking the offal hanging under the entire bottom of the release.
CLIMATE
Conventional air conditioning comes only in the stock version, starting with the semi-drain, dual-zone climate control is offered. The central deflectors of the instrument panel, as it should, are overlapped, but the rear passengers did not get any deflectors at all (only air ducts under the front seats). It is somewhat naive to believe in the adequacy of the automatic mode of the Toyota climate, but otherwise the installation is quite efficient.
DEVICES
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The appearance of such a combination on a car even of such a middle class once again makes one think about the sanity of Toyota. An analog primitive, a blue backlight, a monochrome blue eye of a mini-display, a graphical version of the temperature gauge in the depths of a trip computer... - these are usually put on the lower models of second-rate brands. But the remarks of the Russian public about the "combination from the Cossack" are still unfair - firstly, rather from the 41st Muscovite, and secondly, the characteristic ornament around the circumference of the scales and the "blue" give out a source of inspiration for Toyota designers - Chevrolet Aveo II.
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PACKAGES AND EQUIPMENT
The first version of this article appeared in the spring of 2013, the last "fat year", when the cost of the optimal configuration of the RAV4 at the pre-war rate was about $47,000. In the conditions that have changed at the will of the Kremlin, large manufacturers have resorted to phenomenal dumping in order to retain the Russian market - and in early 2016, Toyota gave away a similar post-restyling version for only $22,000, which is significantly cheaper than even the US price ($27,000). Nevertheless, in wooden cars, the cost of the car has also grown and in the top has passed over a psychologically important milestone.
But let's try to choose the optimal version. We immediately cut off the rightmost of the six columns in the configuration table from the paper price list, discarding the so-called Safety Sense - adaptive cruise control, lane crossing warning, automatic braking in front of an obstacle, traffic sign recognition, adaptive head light.
Once again, cut off the extreme right bundle. At the same time, the car gets rid of 18-inch wheels, loses the blind spot monitoring system, front parking sensors, assistant when reversing, HDD navigation, rear seat heating, pseudo-leather upholstery, power seat, Smart Entry & Start, as well as those very advertised all-round cameras. It's a pity? Alas, in this class (especially today) cars from the right columns drive mainly through the pages of magazines and on video test drives, while in real life we are surrounded by much closer to stock versions.
But the equipment that is now on the right seems to be more or less reasonable. Although with a difficult choice - is the 2.5 version with a high-quality engine and a full-fledged automatic, compared to 2.0 on a CVT, worth the 8 percent surcharge? In our opinion, it’s definitely worth it, but fans of 2.0 CVT can move one more column to the left, throwing out LED headlights, heated steering wheel, electric rear door, heated windshield, nozzles and rear parking sensors.
SERVICE
Carefully guarded by Toyota, the compulsory maintenance scheme every 10 thousand kilometers deserves only obscene epithets - both loss of time and extra financial costs are tangible. It must be understood that we do not call for a ride of 15-20 t.km between maintenance - engine oil should still be changed every 8-10 t.km, but other planned work can wait.
An additional, but extremely necessary cost item in the case of RAV4 - CASCO - is noticeably more expensive than for Korean counterparts.
COMPETITION
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It’s worth making a reservation right away - it may seem that the author considers the RAV4 the worst representative of its class. This is not entirely true - under no circumstances would we recommend Captiva / Antara and SsangYong, we would refrain from VAG products and re-engineered turbo hummers ... But nevertheless, we have long ceased to forgive all Toyota's shortcomings with fanatical devotion and do not have any corporate obligations to afford some objectivity.
First of all, you need increased cross-country ability? Then, in principle, forget about the Toyota "parquet" - the first and last successful SUV of the company in this regard was the 1st generation RAV4. A company that has several lines of real SUVs in its range (HiLux, LC Prado, LC, elephants of the American market, state employees of the general market) simply does not need to rest on fine-tuning the cross-country ability of passenger models.
Do you want a diesel SUV? Then, without options, Hyundai / Kia are the best diesels to date (both in terms of performance and reliability). And in other respects, it was the Koreans who were not inferior to the Rav (the famously rigid suspensions are no worse than the Toyota ones, the geometry is comparable, the operation of the all-wheel drive is more efficient, the interiors are more adequate ...).
Frankly, the entire parquet class of 2013-2015. could be closed with a few iconic models. Relatively speaking: primitivism / accessibility - Duster, reliability / design / accessibility - Sportage 2.0, dynamics / handling - CX-5 2.5, reliability / capacity / benefit - Sorento 2.2, cross-country ability / capacity / comfort - Forester 2.5, cross-country ability / premium - Freelander 2.2.
We can say about some unique advantages, for example, Pajero Sport or Murano, but what is unique about Japanese SUVs in the presence of analogues that are more profitable - practical - reliable - driver's - passable - comfortable - premium? Is the exemplary ergonomics and driveability of VAG cars worth all the problems with equipment? Why look for positive in Actyon, if you just need to stop buying once and for all? Is there really at least one reasonable argument in favor of the CR-V today? ...
RAV4 is also in this row, which does not have any exceptional advantages over classmates, remains average in most disciplines, and far from being the most profitable (both in terms of purchase and maintenance). Actually, the best thing about it is the brand and its reputation.
Although we repeat once again - the legendary reliability of the Japanese remained in the 1990s, and today's Toyota is the defects of the most important components, the oddity of design, the oddity of materials, the oddity of ergonomics, mediocre performance and overpayment for the brand. But, unfortunately, when it comes to TOYOTA, for many residents of the Russian Federation, rational perception simply fails.
See the auto-review of the new car Toyota RAV4 2013 - the fourth generation. Video about test drive and crash test RAV4. Price and specifications.
Back in 1994, Toyota turned the whole traditional car world upside down - the first RAV4 came off the assembly line, in a three-color design. Many were skeptical about this car, not believing in its future. But the RAV4 today is perfectly at odds with three generations with many restylings with an amount of 4.5 million copies. And now, Toyota has released a new stallion - the fourth generation RAV4 - 2013. For almost 2 decades of production of this model, a lot of RAV4 competitors have appeared in the world, and even though many of them are somewhat superior to this model, Toyota does not give up.
Dimensions, dimensions of the new model
As for the appearance of the new RAV4 2013, it is 155 millimeters longer than its predecessor, if you remember the first model, then almost half a meter. Also, the new car has become wider by 30 mm, the base has increased by 100 mm. In total, its real dimensions are as follows:
- length - 4570 mm;
- width - 1845 mm;
- height - 1670 mm.
The rear end has undergone a revolutionary change. Then the spare tire from the door moved under the trunk floor, but the door opens like all crossovers now - up. The style of the jeep has been lost, but in this class, manufacturers believe that it is more convenient, and besides, the door will no longer “loose”, which is typical for previous models.
The rear lights have become very expressive, thanks to their complex stretched shape. The trunk is equipped not only with the usual removable mesh, but also with various mounting devices. The hatch, which is located in the wall, provides access to the jack. The spare tire is located under the boot floor, which is now very high, and with the seats unfolded, you can see a large flat area. After the spare tire leaves the door, the rear window can hardly be called panoramic. The new "RAV4" has a protective plastic body kit, which is located throughout the body kit and along the arches of all wings.
The new RAV4 has acquired not only in size, but also in the variety of engines. Now, in addition to the standard two-liter engine, the 3ZR-FE type, with a capacity of 146 hp. with., a four-cylinder 2AR-FE engine with a volume of 2.5 liters and a power of 180 forces is available. Also, for the first time for us, the 2AD-FTV diesel engine with a volume of 2231 cubic centimeters and a power of 150 hp is available.
- Fuel consumption per 100 km for a two-liter version of the car in the city is 10 liters, in the country? 6.4, combined cycle? 8 liters.
- Fuel consumption per 100 km for the 2.5-liter version of the car in the city is 11.5 liters, in the country? 6.8, combined cycle? 8.5 liters.
For the Russian market, there are eight fixed equipment options, and if you take into account the difference in power options, you get 11 types to choose from. But the most popular RAV4 model, with an engine capacity of 1987 cubic centimeters, has seven available versions, two of which are 2WD and five are 4WD, at prices ranging from 900 thousand to 1 million 500 thousand rubles. The lowest price for the 4WD equipment option is 1 million 135 thousand rubles. The basic equipment has seven airbags, including those for the driver's knees. Also there is TRC, ABS, electronic imitation wheel lock, stability control system, integrated IDDS control system, front fog lights, headlight washer and LED running lights. In addition, the standard version has air conditioning, two-stage heated seats, an audio system with 4 speakers, AUX, USB, Bluetooth.
Models with a 2.5 liter engine are equipped only according to the highest standard "Prestige" and "Elegance". The first can be purchased for 1 million 460 thousand rubles, the second is slightly more expensive from 1 million 470 to 1 million 533 thousand rubles.
RAV4 crash test and safety assessment
Out of the maximum number of stars, the Toyota RAV4 scored four stars for Euro NCAP safety and 3 stars for pedestrian safety.
Video
Based on this, we can conclude that the style of the new RAV4 was left the same. The car creates a solid appearance, and buying it will be a good decision for all RAV4 owners.
Video: test drive Toyota RAV4 2013
Specifications "Toyota RAV4":
