Pre-Production Review: 2013 Toyota RAV4 EV | The Truth About Cars

25 Фев 2015 | Author: | No comments yet »
Toyota Rav 4 II

Pre-Production Review: 2013 RAV4 EV

With California’s Emissions Vehicle mandate it is only a matter of time we see an EV from each of the major in the California market. Nissan has the BMW has the Active E, GM has the Volt and Honda a Fit and Ford has electrified everything isn’t nailed down. brings us to the elephant in the room: To give us some insight Toyota’s CARB (California Air Board) compliance plans and to see the of the unlikely Toyota/Tesla marriage. flew us to sunny Southern to sample the 2013 RAV4 EV.

tells us the RAV4 was selected for the reason they electrified the old back in 1997, the platform was to handle the weight of the drivetrain much modification. Essentially we have on the outside of the RAV4EV is the body of a RAV4 V6 with bumper covers, headlamps and a new spoiler. The overall look is clean and perfectly normal to the Nissan LEAF’s bubbly During our time with the EV no heads turned, nobody and smiled. This truly is the EV.

The changes made to the RAV4 for EV are all “additive” meaning it runs on the production line as the V6 and simply has things bolted on like reinforcements, mounting bars for the EV etc. These minimal seem logical when you that Toyota is hedging bet in the EV game by working with to get the RAV4 EV to market in around 20 while at the same time the iQ EV completely in-house.

The inside of the EV is pure mid-market CUV, from the hard plastic to the chunky leather steering and the well placed Big-Gulp To make EV owners feel Toyota changed the seating to SofTex (a faux-leather) with a weave fabric insert, the Prius’ electronic shifter, the size of the seat heating and installed an all-new gauge and infotainment system. Because the are located completely under the EV, the seating positions are unchanged and the seats retain their feature as well as their ability. With the seats folded cargo room from a standard 37 cubes to an 73 cubes. Should that not be storage for you, the under-floor “cubbies” haven’t been to batteries. As you would expect, ditched the power driver’s due to weight considerations so be sure happy with the seat before you buy.

Toyota chose the RAV4 EV as a of production “test bed” for that will eventually down to other products if aren’t vilified by the press if the takes to them. The first is a new climate control interface ditches the majority of the physical for a (nearly) seamless touch panel. I’m not sure if I like the of haptic feedback on these but Toyota tempers this a snazzy high-res LCD for climate

Toyota seems to be in a “button binge lately and nowhere is more obvious than on the new Entune radio in the photo Want to guess how you adjust the or change tracks? We needed engineer to show us as well. the intuitive steering wheel remain unchanged.

The new 8-inch is very responsive and builds on last generation of Entune In addition to the larger screen, the and touch screen have improved, allowing you to drag the map and slider and not “clicking” it. In terms of the 8-inch screen puts just behind Chrysler’s 8.4 UConnect system. In terms of this generation Entune comes a close second to MyFordTouch system now that has integrated voice command of USB/iDevice music player.

Under the hood of the RAV4 EV you find the reason we hopped on a 45 flight: the motor from a Model S. Say what? Yep, the timeline on the RAV4 EV was able to be so partly because Toyota on the car in parallel with Tesla on the drivetrain, but also because the is using “off the shelf” parts under the hood.  The Model S produces 362HP and 325 and the RAV4EV is rated for 154HP and 273 What gives? The simple is of course: would you want in a FWD SUV? No, I didn’t think so.

The complex answer is that the motor could put out more the battery pack and DC/DC in the RAV4 isn’t designed to that kind of sustained In addition to the motor sharing, the charger and DC conversion circuitry are the same unit as the Model S but to the RAV4. Likewise the single transmission is very similar but the was redesigned for a front mounted, FWD As it is, the system has to keep the torque when starting, so you don’t out every time, to that end is normally restricted to 218  unless you select the Sport that allows access to all 273 raised the top speed limiter to

Part of the reason the RAV4 was was the popularity of CUVs, the other was the ground clearance and chassis of the RAV4 made fitting the battery pack (slightly than the base Model S) a affair. While the pack is not the one used in a Tesla model, as the other systems the D-cell batteries that make up the are produced by Panasonic.


Out on the road, the RAV4 EV like a quiet RAV4 V6 a CVT, thanks to the constantly torque. Don’t let the horsepower deceive you, 0-60 in 6.8 seconds in Sport mode and a second longer in the torque-reducing mode. This is essentially the as the 269HP RAV4 V6, and quite for an EV of any description.

With this of forward thrust, FWD and low rolling rubber, torque steer is fairly well controlled and entertaining. Front-drive hoons weep, sadly Toyota to have done an excellent job the traction control system one-wheel-peel to full-throttle turns

The big news for the RAV4 EV is: there’s not to say. While most EVs like underpowered vehicles strangely little off-the-line plenty of motor whine, regenerative braking and peculiar mapping, the RAV4 EV just like a fairly powerful CUV.

Like all EVs, is the biggest limiting factor for owners rather than range. Depending on how you drive the and whether you are using the heater or the you can expect between 65 and 120 miles out of electric crossover before you to plug it in. With a 41.8kWh and a 10kW charger on board, your EV is more complicated with the Nissan LEAF. that? Let’s dig in.

When the LEAF and Chevrolet Volt on the scene two years ago there was a renaissance in the public EV charging Prior to these two volume (and prior to the J1772 EV charging stations were far-between and an odd mishmash of 120V Avcon connectors and various inductive paddles.

Toyota Rav 4 II

Two years and California has been united one plug to rule them except that the majority of charging stations seem to be to support a maximum charge of 6.6kWh with a fairly share of 3.3kWh chargers. As a plugging your RAV4 9.6kW charger into one of stations would result in times that are much than the quoted 5-6 hours. tells us charging time down like this: a charge at 9.6kW takes 5-6 from empty, 7.2kW 8 6.6kW 9 hours, 3.8kW 15 hrs and you only have your “emergency cord” handy, the charge will take 52 Ouch.

Like most EVs, even think about a RAV4 EV unless you’re buying a home charging to plug it in. Toyota’s partner will sell and install one for (not including permits), but you want to explore that before you buy an EV, especially if you live in an home. Be sure to also with your utility to see if you qualify for lower “EV rates” or you may see electric bill rise higher than you’d due to those pesky “baseline” in California.

If you’re thinking upgrading from your to a RAV4 EV, just remember in addition to your home likely being undersized and to be replaced, Toyota decided not to the CHAdeMO DC fast charging Two years ago when the RAV4 development there was no national and there were no CHAdeMO in the country so the engineers decided to DC charge support until was a standard. Since there are now several stations in the Bay Area and a sprouting up in Southern California, SAE aside, it would seem the DC standard has been decided but generation of RAV4 decided to the party. Charge convenience you should know that DC charging is hard on a battery so if you your RAV4 to last, this isn’t really an

If you are between 45 and 65, married, a two car family and plenty of expendable income, this RAV’s for you. If outside this demographic, the MSRP will cause serious sticker shock. the RAV4 EV comes only one way loaded) and there are only going to be built over years, you’re not only for the extremely expensive drivetrain, but for the of the vehicle. While Toyota not comment officially or unofficially on the of the drivetrain, I detected a “spot on” from one of our minders when I that the EV components, excluding RD was somewhere uncomfortably close to the $49,800 sticker price of the EV. If you choose to think you’re a deal, good for you. For the of you: lease the EV so you don’t to worry about little like battery degradation. Yes is a California rebate of $2,500 and a $7,500 tax credit, but depending on tax situation the IRS may not give you much One possible justification for spending $25,000 more on the EV than the RAV4 is California’s “permanent” access stickers. On my daily using the carpool lane saved me 30 minutes a day. How is that worth to you? answer needs to be: more $25,000.

Who is it for?

Excellent dear reader. As we said, is targeting a married, affluent in California. To me, this makes sort of sense. There is one problem, it seems to me that and Tesla are fishing in the same, small, pond with the S at $57,400 and the RAV4 EV at $49,800. way, if you want some love on the cheap, the RAV4 EV is the option.

Why should I care? I’m not buying an EV.

is using the RAV4 EV as publicly test vehicle in some How well does this with Tesla go? How does handle the supply, assembly and side of the RAV4 EV? How do people the new Entune system? What do EV owners think of the product? All questions are why the RAV4 EV exists. BUT . ZEV mandate is the reason Toyota is to lose plenty of cash to them. The RAV4 is a large in the right direction for the EV niche as it is a practical, perfectly normal CUV. While 99.9% of will never end up with you’ll likely benefit what is learned in this

Toyota flew me to Newport fed me a snazzy dinner and a meat-free breakfast for this review. Not a fan of our page? Too bad, if you liked us on you’d know what we on the front burner. Get on, get social and us what you want to see. to our YouTube channel while at it.

Toyota Rav 4 II

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