Review: 2014 Toyota RAV4 (With Video)
When the RAV4 landed, I wasn’t sure what to make of it. In a world of unified corporate identity the RAv4 goes off script with a look all to its own. While the old RAV sold on mini-truck looks, the new one is undisguised crossover. The new nose has grown on me slightly since I recorded the video above, but I still find the look a little awkward. Since I was scolded for wearing striped pants with a striped shirt the week I tested the RAV4, feel free take my style opinion with a grain of salt as you click through the jump.
The big change for 2014 out back. It’s not what you see, it’s what you don’t. The spare tire that clung to the back of the 2013 model like an octogenarian clinging to the past is gone. The removal of the tire makes completes the RAV4’s exterior transformation from Toyota Trucklet to crossover. By going hatch-mainstream, practicality is greatly improved allowing easier access when parallel parked or parked on a hill. Because of the RAV’s increased dimensions and the new hatch, it is possible to fit 4×8 sheets inside if you leave the hatch cracked.
The RAV4’s cargo hold has one of the lowest lift-over heights for loading in the compact crossover segment. While this makes loading easier, it means the hatch is closer to the ground and makes opening it more awkward. I thought I was alone, but some of our Facebook friends commented that the hatch hit them in the abdomen if they didn’t take a large step backwards when opening it.
The RAV4’s interior is a sea of shapes, not all of which jive with one another. It’s as if the engineers couldn’t decide which styling direction to take, so they gave the interior a bit of everything. On the flip side, the majority of the cabin materials are above the likes of the Kia Sportage. The stitched pleather pieces of the dash help bring the cabin up-market but the urethane steering wheel lets the cabin back down. The carbon-fiber looking plastic trim seems to scratch easily as well and it’s located in high-traffic areas like the cupholder surround and by the window switches. This dichotomy is unique to the RAV4 with rest of the competition being uniform in terms of style, quality and feel. On average the RAV4 is in the upper-middle of the pack, but this double personality leads people to see what they want to see in the interior.
Front seat comfort is merely average in the RAV4 thanks to seats that lack adjustable lumbar support or a power adjustment mechanism. Continuing Toyota’s move away from leather, the Limited model gets SofTex faux-moo instead. Out back, the big change is the lack of a third row option for 2014. Toyota tells us that the take rate was low with most 7-seat shoppers opting to step up to the Highlander. The loss of the extra seats should have given Toyota a bit of room to expand the second row but it has actually shrunk for 2014 by one inch and the rear seats have lost their ability to slide forward/backward. Cargo room slots in at a massive 38.4 cubic feet jumping to 73.4 if you fold the rear seats flat, well above the competition.
2013 brought Toyota’s refreshed 6.1-inch Entune system standard on all models, and starting in a few months will receive another update to their latest software debuting in the Corolla. I should note now that Toyota has not said if the system can be upgraded to the new software, so if you like what you hear in the upcoming Corolla review you may want to wait.
The current touchscreen unit includes standard Bluetooth and a backup camera in addition to the usual combination of AM/FM and a single slot CD player. The standard 6-speaker audio system is moderately well balanced for a compact crossover. The system is easy to use and offers full voice command of your USB/iDevice media library. Optional on the XLE and Limited models is Entune smartphone app integration and flash-disk based navigation. The nav system is intuitive and easy to use but the system’s screen is easily washed out in strong daylight. Although the system is intuitive and highly functional, Entune is outclassed by the larger touchscreen products in the Ford Escape, GMC Terrain, Kia Sportage and the new Jeep Cherokee to name a few.
Toyota decided to kill off optional V6 for 2014, leaving the 2.5L four-cylinder the only powerplant. While the switch is likely to offend a few, the vast majority of RAV4 sales were four-cylinder anyway. Toyota’s logic was this: the prime competitor is the CR-V and it’s four-cylinder only. The 2.5L engine is good for 176 horsepower and 172 lb-ft of twist placing it in the thick of the competition. Since the 2.5L is no longer the base engine Toyota fitted it with their 6-speed automatic transaxle to improve performance and fuel economy. MPGs rise to 24 City and 31 Highway in FWD trim which is above the CR-V and GM crossovers but well below the Mazda CX-5’s impressive 26/35 score (2.0L engine and manual transmission.)
For $1,400 Toyota will toss in their full-time AWD system on any trim level. The RAV4’s AWD system follows the same formula as the rest with a multi-plate coupling acting as a quasi center differential. This system is somewhat unusual however because the driver can lock the coupling on demand via a button in the dash. Although the lock will self-disengage over 25MPH, only the Jeep crossovers offer a similar touch. Engaging the car’s “sport” mode alters the throttle mapping, transmission shift points and encourages the coupling to lock more frequently to try and limit the FWD nature of the RAV.
The loss of the V6 is a big blow to the RAV4. In our tests, the RAV4 ran from 0-60 in 8.64 seconds in AWD trim, faster than the CR-V but slightly slower than the 2.5L CX-5. If you want anything other than middling performance, you’ll need to drop by the Chevy or GMC dealer for a 301HP Terrain or Equinox.
When the going got twisty, the FWD RAV4 we borrowed from a dealer proved to be competent but not exceptional. Like most crossovers the RAV is softly sprung and exhibits plenty of body roll, tip and dive but it never felt sloppy. Toyota’s structural improvements are noticeable with the rear hatch no longer creaking on uneven driveways. Adding AWD improved the RAV4’s dynamics thanks to software that is programmed to send power to the rear wheels when driving aggressively or when in Sport mode. The system not only prevents the few hints of torque steer the FWD model exhibits, but it also makes the RAV4 more dynamic on the road. Regardless of the model, the steering lacks the precision of the Mazda or Ford, possibly due to the RAV’s higher profile tires but it does rank above the CR-V. If handling is important to you, the Mazda CX-5 is quite simply the best small crossover on the market right now.
Toyota has a history of playing to the “meat” of every segment. Rarely does Toyota build anything extreme, be it the cheapest car in its class, the most expensive, fastest, slowest, etc. That describes the RAV4 to a tee. After a week with the RAV4 I wasn’t offended but neither was I enraptured. Toyota’s trucklet is reasonably priced ranging from $23,300-$28,410 and in most trims represents a decent (but not extreme) value compared to the competition. Yes, the CX-5 is more exciting, but like the more luxurious and gadget-rich Escape, it’ll cost you more. The CR-V is quieter but it’s also a few bucks more expensive. The Cherokee is more off-road capable but Chrysler’s reliability reputation isn’t exactly stellar. The Forester is the better choice for wagon lovers and the Sportage and Escape have powerful turbo options that speak to my heart. The GMC Terrain and Chevy Equinox have been refreshed and feature 301 horsepower mills for those that like to count ponies and an infotainment system that’s more attractive than Entune.
The new RAV is, without a doubt, a better 2-row crossover than the model it replaces. It’s also a very pragmatic choice delivering a blend of good fuel economy, large cargo hold, an AWD system that’s more capable than most in the segment and, being a Toyota, it’s likely to have a good reliability record as well. The 2014 RAV4 is a solid crossover and you can’t go wrong by putting one in your driveway. If however you want my advice, and since you’re reading this I assume you do, check out the CX-5 and Escape before you sign on the dotted line.
Toyota provided the vehicle, insurance and and one tank of gas for this review.
Specifications as tested
0-30: 3.17 Seconds
0-60: 8.64 Seconds
1/4 Mile: 16.88 Seconds @ 82 MPH
Sound Level at 50 MPH: 68db
Average Fuel Economy: 25 MPG over 483 Miles
NormSV650 on Mar 03, 2014
This is absoluting the worst CUV for strutural noise and resonance. Granted I've never driven it but just closint the door door sent a reverberating humming and quivering noise that lasted the longest of any of the CUVs at the autoshow this year. It was so bad that I opened and closed the door almost five times as I could believe what my ears were hearing. I cannot fathom how this echo chamber sounds like on a rough road.
Latest Car ReviewsRead more
Latest Product ReviewsRead more
- MaintenanceCosts We hear endlessly from the usual suspects about the scenarios where EVs don't work as well as gas cars. We never hear the opposite side of the coin. From an EV owner (since 2019) who has a second EV reserved, here are a few points the "I road trip 1000 miles every day" crowd won't tell you about:[list][*]When you have a convenient charging situation, EV fueling is more convenient than a gas car. There is no stopping at gas stations and you start every day with a full tank.[/*][*]Where there are no-idling rules (school pickup/dropoff, lines for ferries or services, city loading, whatever else) you can keep warm or cool to your heart's content in your EV.[/*][*]In the cold, EVs will give you heat from the second you turn them on.[/*][*]EVs don't care one bit if you use them for tons of very short trips. Their mechanicals don't need to boil off condensation. (Just tonight, I used my EV to drive six blocks, because it was 31 degrees and raining, and walking would have been unpleasant.)[/*][*]EVs don't stink and don't make you breathe carcinogens on cold start.[/*][*]EV maintenance is much less frequent and much cheaper, eliminating almost all items having to do with engine, transmission, or brakes in a gas car. In most EVs the maintenance schedule consists of battery coolant changes and tire maintenance.[/*][*]You can accelerate fast in EVs without noisily attracting the attention of the cops and every passerby on the street.[/*][/list]
- MaintenanceCosts Still can't get a RAV4 Prime for love or money. Availability of normal hybrid RAV4s and Highlanders is only slightly better. At least around here I think Toyota could sell twice the number of vehicles that they are actually bringing in at the moment.
- Tree Trunk Been in the market for a new Highlander Hybrid, it is sold out with order time of 6 months plus. Probably would have bit the bullet if it was not for the dealers the refuse to take an order but instead want to sell from allotment whether it fits or not and at thousands over MRSP.
- AKHusky The expense argument is nonsense. My mach e was $42k after tax credit. Basically the same as similarly equipped edge. And it completely ignores that the best selling vehicles are Rams, F150s, and Silverados, all more expensive that a bolt, MAch e or ID4. As an owner, I'd say they are still in second car territory for most places in the country.
- Johnster I live in a red state and I see quite a few EVs being purchased by conservative, upper-class Republicans (many of them Trump-supporters). I suspect that it is a way for them to flaunt their wealth and that, over time, the preference for EVs will trickle down to less well-off Republicans.