Končno smo dočakali novi RAV4, svetovno SUV uspešnico Toyote. Gre za evolucijo in ne revolucijo, nekaj novosti nam je zanimivih, vse ne. Videz je osvežen, tehnologija tudi, cene pa še niso znane. V Slovenijo bo RAV4 zapeljal spomladi 2026, naročila pa bodo možna že letos jeseni.
Dotlej se preudarnim splača raje kupiti obstoječo generacijo RAV4, ki ima to prednost, da je ob koncu življenjske poti zelo solidno opremljena. Poleg tega je v 6 letih obstoja že odpravila vse otroške napake. Pri čemer je bilo teh že v osnovi zelo malo. Poleg tega novi RAV4 v nekaterih elementih ni tako dober, kot obstoječi model!
Toyota RAV4 sicer ni le še en model v ponudbi; je globalna prodajna uspešnica. Lani se je uvrstil med najbolje prodajane avtomobile na svetu in bil celo najbolje prodajani avtomobil v ZDA. Od leta 1993 so jih prodali že več kot 15 milijonov, od tega več kot 2,5 milijona v Evropi, kar priča o njegovi trajni priljubljenosti. Nekako verjamemo, da bo tudi novi model obdržal to tržno pozicijo. Se pa že sedaj veselimo naslednjega facelifta, ki bo verjetno nekje v 2029 in upamo, da bo takrat še boljši.
Robustnejši videz in napredna notranjost
Pri Toyoti so sledili načelu, da se zmagovalnega konja ne menja bistveno. Tako novi RAV4 ohranja podobne dimenzije in osnovno silhueto svojega predhodnika, a je postal prepričljivejši in izboljšan v ključnih elementih.
Zunanjost se ponaša z robustnejšim videzom, ki s strani nekoliko spominja na Land Cruiserja. Ta robustnost je še posebej izrazita na zadku, medtem ko spredaj izstopajo zanimivo oblikovani žarometi in nova maska motorja. S tem se je RAV4 vizuelno še bolj odmaknil od Toyote Corolle Cross, kar je smotrno, saj gre v marsičem za internega konkurenta znotraj znamke Toyota.
Nova digitalizirana notranjost – upravljanje klime pa kar pod zaslon
V notranjosti je vozniški prostor zasnovan klasično, z odlično ergonomijo. Volanski obroč je prijeten na otip in opremljen z gumbi za upravljanje vmesnikov. Izstopata dva velika zaslona: pred voznikom so 12,3-palčni digitalni merilniki, na vrhu sredinske konzole pa kraljuje še večji, 12,9-palčni osrednji zaslon na dotik. Pomembna novost je nov operacijski sistem Arene, ki obeta intuitivnejšo uporabniško izkušnjo in omogoča nadgradnje programske opreme na daljavo (OTA) ter naprednejše varnostno-asistenčne sisteme.
Praktičnost povečujeta dve odlagališči za hkratno brezžično polnjenje mobilnih telefonov. Praktičnost pa ruši sprememba pri upravljanju klime. Doslej klasika z vrtljivima gumboma, v prihodnje pa tipke tik pod zaslonom, kar je le za odtenek bolje od tapkanja po zaslonu. Namesto dveh gumificiranih gumbov za klimo, kot doslej, sta pri novem RAV4 na tej poziciji nekakšna gumba za izbiro programa vožnje. To se nam zdi preprosto nelogično, saj je to premijska pozicija za funkcije, ki jih zelo pogosto potrebujemo. Klima je nekaj takšnega, saj jo pogosto spreminjamo itd. Vozne programe bi lahko prenesli na zaslon ali pa dodali še eno tipko na volan.
Pogon bo mnoge razočaral, saj je Toyota zmanjšala moč!
Kot je bilo pričakovati, dizelskega motorja v ponudbi novega RAV4 ni. Toyota je bila pionir pri uvajanju hibridnega pogona v ta segment in tej filozofiji ostaja zvesta. Na voljo bosta, tako kot v prejšnji generaciji, klasični samopolnilni hibrid in občutno izboljšan priključni hibrid (PHEV).
Priključni hibrid se ponaša z zmogljivejšo baterijo kapacitete 22 kWh, kar je za 30 % več kot doslej, in obljublja do sto kilometrov realnega dosega z enim polnjenjem. Poudarek na besedi »do«, saj bo v praksi doseg bližje 70-80 kilometrom ali še manj pozimi. Vseeno pa dovolj za večino dnevnih voženj, kar omogoča najboljše iz obeh svetov – električno poceni vožnjo in hibridni doseg brez čakanja na polnilnicah. Omogočeno bo klasično AC polnjenje z močjo do 11 kW ter, kar je novost, tudi hitro DC polnjenje.
Osrednja izbira bo verjetno, tudi zaradi cene, ostal klasični samopolnilni hibrid, na voljo bo s pogonom na sprednji ali vsa štiri kolesa. Mnogi so pričakovali nove turbo motorje v RAV4, a jih (še) ni. Za zdaj RAV4 ostaja s klasičnim, zelo preizkušenim in zanesljivim atmosferskim 2,5-litrskim agregatom, ki ima eno slabost – letno nadomestilo za cestni sklad je zaradi takšne kubature malce dražje.
Tu pa pridemo do pomembnega dejstva: novi RAV4 bo v nekaterih izvedbah v Evropi šibkejši od obstoječega modela. Poglejmo primerjavo moči:
- Obstoječi RAV4 Hybrid: Razvije približno 160 kW (218 KM) pri različici s sprednjim pogonom in 163 kW (222 KM) pri različici s štirikolesnim pogonom (AWD-i).
- Novi RAV4 Hybrid: Ponujal bo »samo« 135 kW (183 KM) ali 140 kW (191 KM) (močnejša različica za štirikolesni pogon).
- Obstoječi RAV4 Plug-in Hybrid: Sistemska moč znaša impresivnih 225 kW (306 KM).
- Novi RAV4 Plug-in Hybrid: Na voljo bosta različici z 197 kW (268 KM) ali 223 kW (304 KM) (močnejša različica za štirikolesni pogon).
Kot je razvidno, je klasični hibrid v novi generaciji izgubil kar nekaj moči. Pri priključnem hibridu pa bo osnovna različica šibkejša od trenutne, medtem ko bo močnejša različica novega PHEV skoraj enako zmogljiva kot dosedanji model.
RAV4 je zadnja leta bil znan tudi kot močno, zmogljivo, dinamično vozilo. Sedaj pa prihajamo v situacijo, kjer je Toyota Corolla Cross z 2-litrskim hibridnim pogonom lahko močnejša kot večji in težji RAV4 z 2.5-litrskim pogonom. Če že razlike, bi bilo bolje, če bi Toyota v novi RAV4 vgradila kar 2-litrski hibridni pogon iz Corolle Cross s 197 KM. 2.5-litrskega pa ohranila za priključni hibrid.
RAV4 bo v ZDA sicer z enakim pogonom celo močnejši od predhodnika. Lahko le ugibamo, čemu se je Toyota odločila v Evropi prodajati izvedenko, ki ima občutno nižjo moč. Verjetno se razlog skriva v kakšnih nepotrebnih ekoloških omejitvah, ki jih v EU ne manjka.
GR Sport bo občutno drugačen, a še vedno s šibkejšim pogonom kot sedanji model
Toyota poudarja, da novi RAV4 ohranja svoje terenske zmogljivosti in ni namenjen le vožnji po urbanih središčih. Še naprej bo na voljo tudi različica GR Sport, ki prinaša dva centimetra širše koloteke, ojačano zadnje vzmetenje, drugačno nastavitev volanskega sistema ter športne dodatke v notranjosti za bolj dinamičen videz in občutek. Žal bo novi GR Sport v različici s samopolnilnim hibridom prav tako šibkejši kot trenutni model.
Pod črto
Priznamo, da smo pričakovali več od novega RAV4. Videz nam je sicer blizu, tudi evolucijski pristop pri tem nam je smotrn. Notranjost nam je načeloma všeč, saj je bolj sodobna. Ni pa nam všeč, da Toyota umika pomembne kontrole za klimo z odličnih vrtljivih gumbov kar pod zaslon. Namesto teh imamo sedaj gumbe za izbiro načina vožnje, kar je funkcija, ki jo ne uporabljamo niti približno tako pogosto, kot posegamo po nastavitvah temperature in delovanja klime.
Drugo razočaranje so pogoni pri samopolnilnem hibridu, natančneje na evropskem trgu. Žalostno je, da so za evropski trg šibkejši kot pri 6 let starem modelu RAV4. Žalostno je tudi, da so celo šibkejši kot pri cenejši Corolli Cross. Še vedno pa je motor 2.5-litrski. Ne razumemo, čemu je bilo potrebno posegati v moč SUV-ja, ki je od večine konkurence odstopal tudi s tem, da je bil močnejši v pogonu in zato precej agilen na cesti. Iskreno: če boste kupovali novi RAV4, poglejte priključni hibrid, ki ohranja solidno moč in ima tudi vse ostale prednosti novega RAV4, poleg tega pa ima še večjo baterijo kot predhodnik. Upamo le na ceno, ki bo v tej galaksiji in za priključni hibrid z neko srednjo opremo ne bo sekala čez 50 tisočakov, drugače vam svetujemo, da raje gledate drugje, kjer priključne hibride v akcijah prodajajo že za enako ceno kot bencinski motor, primer trenutne ponudbe Volkswagna recimo.
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