This is the new Toyota RAV4. Prices for the fifth generation of arguably the founder of the crossover class start from 拢29,635 and climb to 拢36,640. On the face of things, these numbers place it in a risky no man鈥檚 land in the current market. That鈥檚 because cars like the Peugeot 3008, Skoda Karoq and Ford Kuga can all be considered rivals to the RAV4, but their ranges start in the low twenties. And models from the perceived 鈥榩osher鈥?brands aren鈥檛 much more expensive than the top-spec Toyota: the cheapest Volvo XC60 costs 拢38,470. So what justifies a price which, on paper at least, looks rather steep? Under the skin, the RAV4 rides on the TNGA platform that forms the basis of many recent Toyotas: the Prius, Corolla and C-HR all use it. This allows the use of both traditional combustion-engined layouts and a petrol-electric hybrid system. While some markets get both, UK-spec RAV4s will only be offered with the electrified options. There鈥檚 a choice of two: front and four-wheel drive, each with a 2.5-litre petrol engine mated to a front-mounted electric motor.
The difference between them comes at the back: an extra 拢2,240 buys a second electric motor to drive the rear wheels. The total system output stands at 215bhp for the front-driven model and 219bhp for the four-wheel-drive cars, enough for 0-62mph times of 8.4 and 8.1 seconds respectively. On paper, both of those figures better the family SUV average. And from behind the wheel, they feel much quicker: the instant torque of the electric motor makes our front-wheel-drive test car lively away from the line, and the power builds from there in one smooth, linear shove. It鈥檚 just a shame that, as with many previous hybrid Toyotas, the noise is so unpleasant. The engine is hooked up to a CVT gearbox which causes a monotone drone from the engine when it鈥檚 either cold or under load. This is a pity because when its Lexus UX cousin - a TGNA-based hybrid with a different 2.0-litre petrol-electric drivetrain - sounds so refined, it clearly isn鈥檛 beyond Toyota鈥檚 scope to make this set-up work.
Much more convincing is the comfort-based approach to the RAV4 driving experience. The ride cushions its occupants well from the road below, suppressing the sound of shocks and bumps impressively. Despite this, the body remains under control, never wallowing in the way a Honda CR-V might. With the engine settling down at a cruise, the most audible sound at motorway speed is the rumble from the tyres. The RAV4 is simple to drive, too: the precise steering makes it easy to place on the road, and it鈥檚 light at parking speeds. You can make up your own mind about the exterior styling, but at least it could never be mistaken for a Skoda Karoq or a VW Tiguan. The inside is hard to fault, though: build quality is faultless, and the chunky temperature switches and gently glowing cubbies are lovely touches. The rubberised door grips feel nice, too, although one wonders how long it鈥檒l be before they get grubby.
If there鈥檚 one true letdown, it鈥檚 the infotainment system. Pick any rival set-up you like - whether from Kia, VW or Ford - they all offer slicker interfaces with sharper graphics. The complete lack of Apple CarPlay or Android Auto compatibility seems bizarre, since both make for an ideal 鈥榞et out of jail free鈥?card for any sub-standard system. At least the Toyota鈥檚 menus aren't too difficult to work out, and the physical shortcut buttons are welcome. The basic Icon trim doesn't get satellite navigation, but elsewhere, equipment levels are great. We鈥檇 go for the Design: it comes with standard front and rear parking sensors, sat-nav, 18-inch alloy wheels and LED headlights. The RAV4 is slightly longer and taller than a Ford Kuga, and those dimensions translate to generous interior space. Rear leg and headroom are impressive overall, but if you are tall you might find it wanting for under-thigh support: the floor feels high in relation to the seat squab, forcing taller occupants鈥?legs up at a steep angle.