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Коврики 3D в салон FORMAT для TOYOTA RAV4 (2013-2018), полиуретан повышенной износостойкости

Коврики 3D в салон FORMAT для TOYOTA RAV4 (2013-2018), полиуретан повышенной износостойкости

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Вы можете купить Коврики 3D в салон FORMAT для TOYOTA RAV4 (2013-2018), полиуретан повышенной износостойкости в интернет-магазине, а также уточнить наличие в ближайшем пункте выдачи ОНЛАЙН ТРЕЙД.РУ, где купить товар будет удобнее всего.

Пункт выдачиМожно забратьСтоимость

Ковры в салон автомобиля FORMAT имеют увеличенную толщину 3,5 мм, что обеспечивает повышенную износостойкость. Сочетание рецептуры материала и толщины позволяет эксплуатировать ковры FORMAT без риска протирания на протяжении 24 месяцев.

  • Ковры FORMAT идеально повторяют геометрию пола автомобиля благодаря применению системы 3D-сканирования напольного пространства при проектировании. Высокие борта обеспечивают надежную защиту салона от грязи и влаги;
  • 3D-язычок целиком закрывает площадку отдыха ноги водителя, включая боковую поверхность, благодаря этому полностью предотвращается попадание влаги и грязи на напольное покрытие автомобиля;
  • Материал эластичен, поэтому ковры FORMAT легко извлечь из автомобиля, не пролив скопившуюся воду и не просыпав мелкий мусор на напольное покрытие салона. Ковер сохраняет физические характеристики в диапазоне температур от минус 50 до 50 °С.
  • Оригинальный крепеж надежно фиксирует водительский ковер в салоне автомобиля и препятствует попаданию ковра под педали управления. Уникальный рельеф ковров FORMAT обеспечивает противоскользящий эффект, благодаря чему ноги водителя имеют надежную опору;
  • Увеличенный вес ковров придает им дополнительную фиксацию в процессе эксплуатации автомобиля.
  • Ковры FORMAT изготовлены с применением экологически чистых материалов, которые не выделяют вредных веществ и неприятного запаха, не оказывают негативного воздействия на человека.

from the Cars.com expert editorial team

With the redesigned-for-2013 Toyota RAV4, what the automaker giveth doesn’t quite make up for what it taketh away. On the plus side, the compact crossover has improved ride quality, fuel economy and ease of cargo loading.

Small families looking for efficient, versatile vehicles are flocking to the compact crossover SUV class, where automakers are keeping it fresh and competitive with frequent redesigns and new models.

After six years with minimal changes, the 2013 Toyota RAV4’s redesign is an awkward dance of two steps forward, one step back.

The updates are big: The RAV4 loses its available V-6 and third row of seats, upgrades to a six-speed automatic transmission and swaps its swing-gate cargo door for a more conventional roof-hinged liftgate. The Toyota RAV4 is an improvement over the previous version, but only by a baby step. The smoother ride and greater fuel efficiency are leaps ahead, but cuts to the second row and cargo area set it back. The RAV4 is up against several comfortable, refined, efficient body type of compact crossover SUVs, including the jack-of-all-trades Honda CR-V, the mileage king Mazda CX-5 and the popular Ford Escape.

Styling: Toyota Stew
The new Toyota RAV4 is about an inch shorter from bumper to bumper than its predecessor, but it seems like it’s shrunk even more because the spare tire has been relocated from the rear to under the floor. Its front end also got an extreme makeover — attitude style.

Toyota says the RAV4’s new look is emotional, aggressive and easily recognizable. I agree on all points, especially the last one. Its new tough-guy character is an amalgamation of the Toyota lineup, highlighted by Camry-inspired headlights, a Highlan. Show full review

Small families looking for efficient, versatile vehicles are flocking to the compact crossover SUV class, where automakers are keeping it fresh and competitive with frequent redesigns and new models.

After six years with minimal changes, the 2013 Toyota RAV4’s redesign is an awkward dance of two steps forward, one step back.

The updates are big: The RAV4 loses its available V-6 and third row of seats, upgrades to a six-speed automatic transmission and swaps its swing-gate cargo door for a more conventional roof-hinged liftgate. The Toyota RAV4 is an improvement over the previous version, but only by a baby step. The smoother ride and greater fuel efficiency are leaps ahead, but cuts to the second row and cargo area set it back. The RAV4 is up against several comfortable, refined, efficient body type of compact crossover SUVs, including the jack-of-all-trades Honda CR-V, the mileage king Mazda CX-5 and the popular Ford Escape.

Styling: Toyota Stew
The new Toyota RAV4 is about an inch shorter from bumper to bumper than its predecessor, but it seems like it’s shrunk even more because the spare tire has been relocated from the rear to under the floor. Its front end also got an extreme makeover — attitude style.

Toyota says the RAV4’s new look is emotional, aggressive and easily recognizable. I agree on all points, especially the last one. Its new tough-guy character is an amalgamation of the Toyota lineup, highlighted by Camry-inspired headlights, a Highlander-like integrated spoiler, and a grille and front bumper that share similarities with the Sienna minivan.

On the way to the press preview, my cab driver told me he’d never buy a current-gen RAV4 because of its “feminine” styling. Not anymore. Chrome-accented upper and lower grilles combine with wraparound, imposing plastic fangs for a more aggressive appearance. The overall look isn’t as dynamic as the CX-5’s, but it will probably be better received by shoppers than the chunky, angular CR-V.

A Focus on Efficiency
Toyota thinks few people will miss the energetic V-6 — especially because only around 15 percent of RAV4s were so equipped — but customers who did want it will have a tough time acclimating to the four-cylinder, which is the sole engine for 2013. Though it’s not quick, power from the carryover 176-horsepower, 2.5-liter engine is adequate with front- and AWD, and it builds steadily thanks to a responsive six-speed automatic transmission that replaces last year’s outdated four-speed.

Two new driver-selectable modes alter accelerator response, transmission timing and steering feel — one to benefit fuel economy, the other to enhance performance.

The first, Eco mode, should be called conservation mode. When activated, it feels like you’re bucking a sudden headwind. Throttle response is dulled, and output from the climate system is limited to conserve fuel. It’s most noticeable in stop-and-go traffic, where takeoffs are markedly slower.

On paper, the modest power is worth it, as fuel-economy ratings are up for 2013: Two-wheel-drive models are EPA rated at 24/31 mpg city/highway, a boost of 2 city mpg and 3 highway mpg. City mileage is 1 mpg better than the CR-V (23/31), but the RAV4 still trails the impressively efficient base CX-5 (26/35).

Sport mode takes the opposite tack: A boost of power kicks in immediately and the transmission snaps off quicker shifts. The system also dials back the electric power-steering assist for a more connected-to-the-road feel. Sport mode makes the RAV4 feel more engaging to drive overall.

I drove the 2013 back-to-back with the four-cylinder 2012, and while power feels similar, the ride is definitely improved — smoother with better road isolation. Jump up from the standard 17-inch wheels to the Limited trim’s 18s, however, and you’ll feel and hear much more road than you want to: The ride becomes noticeably harsher, and tire noise is also a problem.

Toyota says a new acoustic windshield makes for a quieter cabin, and I agree for the most part. Wind noise is well-checked, but road noise is hard to ignore. The engine also contributes: It can sound loud and coarse, especially when pushed.

Materials & Controls
The old Toyota RAV4’s interior was nice but nothing special, and the new one toes the same line. It isn’t a huge leap ahead in terms of materials; there’s still hard plastic throughout, including the door armrests on all but the top Limited trim level. A new protruding dash panel and the center console armrest are the lone areas of cushiness.

The interior gets points for layout and design, however, with a more modern, handsome look. A color-blocked, two-tone theme is attractive across all trim levels, as are houndstooth-patterned plastic trim pieces. Midline XLEs get bolstered sport seats, and uplevel Limited versions get imitation leather seats and classy-looking French stitching on the dash. For 2013, Toyota’s Softex imitation leather replaces last year’s real stuff.

The previous gen’s climate buttons have been replaced by large, clear dials that are a bit closer to the driver for easier control. A long vent high on the dash is also new to the setup, and Toyota says it helps heat and cool the backseat quickly.

The multimedia interface should look familiar, as it’s similar to the old optional unit. All RAV4s now come with a 6.1-inch touch-screen radio and a backup camera; Bluetooth is again standard. Optional on XLEs and Limiteds are navigation and Toyota’s Entune multimedia system. On the Apps menu, I tested the Pandora internet radio interface and found it intuitive. Same goes for the regular radio controls. Most functions are controlled through the touch-screen, but there’s also traditional knobs for volume and station tuning.

The optional navigation system was easy to use, though it’s not in the most logical menu. Rather than a button that says “Nav,” the maps and directions are in the “App” menu. The screen size is fine for most radio functions, but when reading the map it seems small.

Passenger & Cargo Room
Four average-sized adults won’t have a problem getting comfortable in the Toyota RAV4. The backseat is predictably firmer and flatter than the front seats, but it’s not uncomfortable … unless you’re in the middle seat, which is too narrow for an adult.

Читать еще:  Toyota Camry 2017

By the numbers, front and rear headroom and legroom are mid-pack. Out of the four, the Escape (with 43.1 inches) offers the most front legroom when compared with the RAV4’s 42.6. The Mazda CX-5 handily beats it and the others when it comes to second-row legroom, however, with 39.3 inches compared with the RAV4’s 37.2 inches.

However, there are a couple things missing from the back half of the cabin. The old RAV4’s second row reclined and slid forward and back to benefit cargo or passenger room. The new one only reclines. The old model also had two release levers in the cargo area to send the seats down with one pull; these are also gone. The seats still fold fairly easily in a 60/40 split, but the seat-mounted levers are less handy. The CR-V and CX-5 have the one-pull handle setup.

The optional third-row seat also pulled a disappearing act; Toyota said only 5 percent of buyers went for the option. Yes, it was comically cramped back there, but the availability of in-a-pinch extra seating made the crossover more versatile.

With 73.4 cubic feet of maximum cargo space, the new RAV4 offers more than the old one, but barely. (The outgoing model had 73 cubic feet with the seats folded.) Either way, it’s still more than the CR-V (70.9), Escape (67.8) and CX-5 (65.4). With the seats up, the RAV4 wins again with a couple more cubic feet of luggage space than the others.

The cargo area is also nice and tall, with a comfortably low lift-in height, and Toyota ditched the side-hinged gate for a conventional liftgate. The spare tire had to go somewhere, though: it’s now in what used to be a vast under-floor cargo compartment.

Features & Price
For 2013, the Toyota RAV4 is available in LE, XLE and Limited trims with FWD or AWD. Front-wheel drive LEs start at $24,145 (all prices include destination charges); all-wheel drive adds $1,400 across the lineup. The CR-V and Escape start slightly less at $23,625 and $23,295, respectively. The Mazda CX-5 is the value leader, however, with a base price of $21,790, though an automatic transmission is an additional $1,400.

Base versions of the RAV4 are well-equipped, with new standards like the backup camera and steering-wheel audio controls. The Honda CR-V lists them standard as well; a camera is optional on the Escape and standard only on uplevel versions of the CX-5.

Two small Toyota cheap-outs bug me: A cargo cover is standard only on XLEs and Limiteds, and handy extendable sun visors for the driver and passenger are standard only on the Limited. New standard features on Limited versions include a height-programmable power liftgate, push-button start and heated seats up front.

The 2013 Toyota RAV4 has not yet been crash-tested by the National Highway Traffic Safety Administration or the Insurance Institute for Highway Safety.

Eight airbags are standard, including a new driver’s knee airbag and a front-passenger seat cushion airbag. Also newly standard on all models is a backup camera. Two new safety systems — blind spot monitoring and rear cross-traffic alert — are optional on Limited trims. These welcome features are rare in this class. Click here for a full list of equipment.

Flip-down backseat head restraints keep your view clear when backing up; large side mirrors also help decrease blind spots.

In the Market
There’s no doubt that the new RAV4 will be popular; it’s skating on strong momentum. Even though it hasn’t been updated in years, the old one is still one of the top sellers in the compact crossover class. According to Toyota, more than 1.7 million have been sold since the car’s introduction in 1995, and 80 percent of them are still on the road today. But will the new one find as much favor?

The 2013 RAV4 is good, but so was the last generation — and in some ways that one was better. In the win column for 2013 are a more efficient powertrain and a more comfortable ride. But consumers are also being offered less this year: Narrower powertrain and seating-capacity options mean shoppers are being given fewer choices in a less versatile vehicle.

Additional standard features should increase its appeal, but in a class filled with overachievers, the 2013 RAV4 may come up a few steps short.

Toyota RAV4 2013: двигатель, его мощность и расход топлива

Новый RAV4 приобрёл не только в размерах, но и в разновидности двигателей. Теперь, кроме стандартного двухлитрового двигателя, вида 3ZR-FE, мощностью 146 л. с., доступен четырёхцилиндровый двигатель 2AR-FE с объёмом 2,5 литра, мощностью 180 сил. Также, впервые для нас, доступен дизель 2AD-FTV с объёмом 2231 кубических сантиметра и мощностью 150 л.с.

    Расход топлива на 100 км для двухлитровой версии автомобиля в городе 10 литров, загородом ?6,4, смешанный цикл ?8 л.

  • Расход топлива на 100 км для 2,5 л версии машины в городе 11,5 литров, загородом ?6,8, смешанный цикл ?8,5 л.
  • Версия с двигателем 1987 куб. сантиметров предлагается с шести ступенчатой коробкой передач с полным или передним приводом. А вот дизель мы можем приобрести только с полным приводом шестиступенчатой передачи. Сочетание независимой подвески и полного привода даёт автомобилю отличные характеристики и управляемость на дорогах.

    На дороге

    Как покажется себя Toyota RAV 4 в процессе езды? Скорее всего, на нем дальше города лучше не выезжать. Тест драйв проводиться в снежную погоду на бездорожье. К сожалению, сугробы — это не его. Если где-то забуксирует, то Rav 4, конечно, может выехать, но машину вряд ли стоит убивать. Как мы оговорились ранее, лучше дальше города на нем никуда не ездить.

    На небольшой подъем Toyota RAV4 2013 не может спокойно заехать на механике, приходится делать разгон либо поддавать газу.

    Хочется подчеркнуть, Toyota RAV 4 отвратительна по проходимости.

    Если вам встретится небольшой сугроб или бордюр, в городском режиме, то преодолеть его будет вполне возможно, но выезжать загород, месить грязь, снег, вам в принципе не даст коробка вариатор. Вы либо ее перегреете, либо, вообще, наглухо испортите.

    При выезде на трассу Toyota RAV 4 при ускорении показывает 3000 оборотов на 80 км/ч. Весьма средний результат, который лишний раз подтверждает, что это автомобиль для спокойного и комфортного передвижения по городу. По трассе машина идет очень ловко, можно комфортно передвигаться на дальние расстояния. Расход на автомате, на двух литровом двигателе, около 11-12 литров. Тест драйв проводился в условиях гололеда, и ABS не справляется — невозможно было тормозить.

    Нельзя сказать, что шумоизоляция в машине отличная, но и не отвратительная — более-менее комфортная. Можно сделать дополнительную шумку потолка, днища, дверей.

    Toyota RAV 4 в более полной комплектации будет стоить 1 650 000 руб. Аналогов не слишком много. Конечно, вы можете попробовать поискать какой-нибудь Lexus или Mercedes в примерной комплектации и за такую сумму, но новую в салоне вы вряд ли найдете.

    Если вы ухаживаете за ним, делаете своевременное ТО, тогда Toyota RAV 4 прослужит очень долго, но качество новых машин не очень.

    Diseño del habitáculo y el espacio de carga del Toyota RAV4

    Como ya os adelantábamos con las primeras fotografías filtradas, el Toyota RAV4 estrena habitáculo con un salpicadero asimétrico y una posición de los controles al alcance del conductor, pensada para facilitarle a este su manejo. Al menos en las versiones de gama alta se aprecian detalles a destacar, como tapizados de piel en dos tonos en puertas, asientos, reposabrazos y a media altura en el salpicadero.

    La segunda fila de asientos dispone de una banqueta con dos piezas divisibles al 60% y al 40% para aumentar el espacio de carga.

    Tres motores para el RAV4, un gasolina y dos diésel

    Toyota ha revisado los motores para reducir consumos y emisiones. La reducción media de las emisiones de CO₂ es del 12%. El nuevo Toyota RAV4 2013 incorpora el motor diésel de 2.0 litros de inyección directa por common rail, no disponible anteriormente (pero que sí conocemos en España de otros modelos de Toyota).

    El motor de gasolina es un 2.0 de cuatro cilindros y 151 CV, disponible solo con tracción a las cuatro ruedas pero con opción de poder elegir caja de cambios manual de seis velocidades o cambio automático continuamente variable CVT . El consumo medio es de 7,2 l/100 km (167 g/km de CO₂, un gramo menos con el cambio CVT ).

    En diésel el motor 2.0 de cuatro cilindros y 124 CV solo está disponible con cambio manual de seis velocidades y tracción delantera. Tiene un consumo medio de 4,8 l/100 km, con unas emisiones de CO₂ de 127 g/km. Equipa además sistema stop-start de parada y arranque automático del motor en las detenciones para consumir menos en ciudad.

    El otro motor diésel es el 2.2, también de cuatro cilindros, y 150 CV (350 Nm de par) asociado únicamente a la tracción a las cuatro ruedas, pero disponible con cambio manual de seis velocidades o cambio automático de convertidor hidráulico de par. Con cambio manual consume de media 5,6 l/100 km (147 g/km de CO₂), y con cambio automático consume más, 6,5 l/100 km (173 g/km de CO₂).

    Même moteur, nouvelle transmission

    En plus de la disparition de la porte arrière, l’autre composante qui tire sa révérence est le V6 de 3,5 litres. On a conservé l’autre moteur disponible en 2012, soit le quatre cylindres 2,5 litres de 176 chevaux et 172 lb-pi de couple. Cette fois, il est associé à une nouvelle transmission automatique à six rapports qui vient remplacer la vétuste boite à quatre vitesses offerte l’an dernier. Cela permet de compter sur des accélérations plus nerveuses. Il faut dorénavant 8,9 secondes pour boucler le 0-100 km alors que le chronomètre s’arrêtait à 10,2 secondes avec la boite à quatre rapports. Cette transmission permet également de réduire la consommation de carburant qui est maintenant de 7,7 l100 km en moyenne alors qu’elle était précédemment de 8,3 l/100 km. En plus, le pilote peut choisir entre trois modes d’efficacité : Eco, Normal et Sport. En mode Eco, le système optimise la réduction de carburant tandis que le réglage Sport rend les performances plus vives.

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    Enfin, il est possible de commander une version à quatre roues motrices. Il s’agit d’un tout nouveau système à contrôle dynamique du couple qui est une première chez Toyota. Le conducteur a le choix entre : Auto, Lock et Sport. En mode Auto, 100 % du couple est distribué aux roues avant pour passer jusqu’à une répartition avant-arrière de 50-50 lorsque l’adhérence est réduite. En certaines circonstances, le mode Lock verrouille le couple aux roues avant et arrière en mode 50-50, et ce, jusqu’à 40 km/h. Enfin, le mode Sport répartit la puissance avant/arrière 90-10 avant que celle-ci puisse aller jusqu’à 50-50.

    Probamos el Toyota Rav4 AutoDrive Executive 2013 de 150 CV

    Rubén Fidalgo 23 de agosto, 2013

    El nuevo Toyota Rav4 Autodrive se ha civilizado bastante respecto a su predecesor, ganando mucho en versatilidad y aptitudes para el día a día ya que es más suave y cómodo. Por contra, carece de ese puntito aventurero que lo caracterizaba.

    Hace relativamente poco que os mostrábamos las cualidades del nuevo Toyota Rav4 durante su presentación en España y, casualidades de la vida, nos han dejado la misma unidad para realizar una prueba a fondo del modelo durante una semana en la que he podido recorrer casi 2.000 km a sus mandos.

    La versión de prueba es la equipada con la transmisión automática y sistema de tracción total con reparto variable adosada al motor diésel 2.2 de 150 CV y con el nivel de equipamiento más alto.

    27 fotos El diseño del frontal es algo anodino.

    Exteriormente el cambio es más que notable. El nuevo Toyota Rav4 tiene los rasgos de los Toyota más modernos, de hecho, casi parece un Auris con el chasis elevado y ruedas más grandes, sobre todo en la vista frontal y trasera, con unos faros y grupos ópticos muy similares.

    Resulta llamativo ver como mientras sus rivales, particularmente los coreanos, están reduciendo las cilindradas de sus motores para reducir consumos y emisiones, Toyota insiste en emplear un motor 2,2 litros para entregar 150 CV donde sus contrincantes se conforman con mecánicas 1.7 o como máximo 2 litros. A priori debería verse beneficiado con una mayor cifra de par y fiabilidad, pero no lo tengo tan claro.

    El Toyota Rav4 en el día a día

    Sigo sin encontrar claras ventajas en una carrocería de todo terreno para circular principalmente por la ciudad, y eso que el nuevo Rav4 está particularmente bien dotado para el día a día sobre el asfalto. Tan sólo su mayor visibilidad y facilidad de acceso al interior para ciertas tallas son ventajas claras en este tipo de carrocerías.

    El habitáculo de este Toyota es muy amplio y confortable. El diseño es muy sobrio, con preponderancia para las líneas rectas, lo que le da un toque algo retro, además deja algunas teclas muy ocultas para el conductor, especialmente las de la consola central.

    27 fotos El maletero tiene huecos donde guardar la cortinilla trasera.

    El maletero es muy bueno y por fin contamos con un portón de apertura vertical que ocupa mucho menos espacio una vez abierto respecto al de apertura lateral de versiones precedentes.

    El equipamiento de la unidad de pruebas es completísimo: sensor de ángulo muerto, asistente de cambio de carril, asientos de cuero calefactados, xenón (parece que a los japoneses les cuesta abandonar las lámparas halógenas para la luz de carretera…), navegador, volante multifunción, cambio automático, manos libres, control de crucero… de todo, eso sí, la factura se aproxima peligrosamente a los 50.000 euros, una cifra que me resulta excesiva para un coche con tal profusión de plásticos en el interior.

    La visibilidad es muy buena y el cambio automático definitivo a la hora de movernos por la ciudad. El motor es bastante ruidoso y los consumos algo elevados. El arrastre de la tracción total, el peso y las pérdidas del convertidor de par suponen un lastre importante y nos movemos en cifras que rondan los 8 l/100km en ciudad.

    27 fotos El Rav4 es algo más largo que el anterior.

    En carretera el Rav4 mantiene las buenas sensaciones generales aunque, con el paso de los kilómetros, los asientos acaban fatigando bastante, con una banqueta muy horizontal que hace que carguemos demasiado la parte baja de la espalda. Una lástima que no sea regulable en inclinación.

    Pese a carecer de xenón para las largas, la iluminación de la carretera es bastante buena y no lo echaremos demasiado en falta.

    La potencia del motor es suficiente y la caja de cambios no va mal en autovía, pero si empezamos a subir un puerto o necesitamos realizar un adelantamiento, lo mejor es que cambiemos de forma manual. El quick down es muy exagerado y nos dejará el motor casi a régimen de corte, algo absurdo en un diésel, lo que hará que no tengamos mucho par para iniciar el adelantamiento y además obliga a realizar un cambio de marcha en mitad de la maniobra. Mejor poner el selector en modo manual y bajar una marcha o dos para quedarnos cerca de las 2.000 rpm al iniciar la maniobra. Así contaremos con todo el par.

    Los consumos en carretera siguen sin ser buenos aún teniendo en cuenta su condición de tracción total, manteniéndonos en todo momento por encima de los 7,4 l/100km.

    27 fotos La carrocería de este Rav4 está bien proporcionada.

    Si decidimos aventurarnos fuera del asfalto, el sistema de tracción total con reparto variable funciona bastante bien. Da preponderancia al eje delantero, pero es suficientemente rápido transfiriendo par al eje trasero cuando se necesita, por lo que la motricidad del Rav4 es lo bastante buena como para sacarnos de muchos apuros. Los límites nos vendrán impuestos por los neumáticos 100% de asfalto y unas cotas todo terreno algo precarias.

    El Toyota Rav4 en la pista de pruebas

    Como todos los SUV, la dinámica del Toyota Rav4 está muy condicionada por la mayor altura de su centro de gravedad, así como por el tipo de neumáticos que deben incorporar. En el caso de la unidad de pruebas, gracias al buen guiado de su eje trasero y el acertado tarado de las suspensiones, estamos ante uno de los mejores en su categoría, aunque ganar puntos en asfalto frente a su antecesor ha reducido sensiblemente sus cualidades 4×4.

    27 fotos El interior es luminoso.

    El sistema de tracción total con reparto variable funciona muy bien y el Rav4 cuenta con una motricidad muy buena incluso sobre el asfalto mojado, esto permite una buena salida de las curvas. Los frenos también funcionan muy bien y podemos detener este Toyota en distancias bastante cortas y de forma bastante estable.

    El mayor punto negativo en cuanto a su comportamiento dinámico lo tendremos en su caja de cambios automática, con unas decisiones de cambio un tanto erráticas, es frecuente que tenga que dar la orden de deshacer un cambio que ha ordenado previamente y, además, es algo lento de reacciones comparado con otras transmisiones automáticas.

    El motor cumple bien en cuanto a prestaciones pero sus consumos son algo superiores a los de otros rivales y el sonido se cuela con cierto descaro, aunque ha mejorado mucho respecto a su antecesor.


    El Toyota Rav4 ha ganado bastantes enteros en el uso diario y se ha civilizado. Por desgracia en esta evolución ha perdido parte de sus buenas cualidades en el campo, pero lo cierto es que vamos a agradecer muchas más veces que el portón se abra hacia arriba y no lateralmente que el no poder llegar a la cima por algún camino, algo que cada vez está más restringido.

    Su evolución estética es más que patente, con una imagen muy llamativa que lo asemeja a su hermano, el Toyota Auris, sobre todo en la vista frontal y trasera.

    27 fotos Los japoneses se resisten a abandonar las lámparas alógenas para las largas.

    Me ha gustado más su aspecto exterior que el interior, con algunos plásticos mejorables y con una forma un tanto retro que deja en una ubicación muy incómoda algunos de los mandos, bajo la repisa central. Tampoco el motor diésel es una referencia en su segmeto, aunque se ha reducido notablemente su rumorosidad, sigue siendo de los más cantarines del mercado y los consumos tampoco destacan por su economía.

    En conjunto es un producto muy interesante, pero mientras que hace unos años campaba a sus anchas, hoy en día es la categoría reina y la competencia es feroz.

    Redesigned RAV4 boasts good value, not best tech (pictures)

    Our RAV4 was a top-tier Limited model that goes beyond the entry LE trim with interior enhancements such as dual-zone climate controls, autodimming rearview mirror, heated front bucket seats, and SofTex trim for all seats and door trim — SofTex being a nice and modern way of saying leatherette. Our two-tone black and terra-cotta interior color scheme maybe wouldn’t be my first choice, but the contrasting colors did add a bit of visual interest to the cabin. Styling, as they say, is subjective.

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    The two-tone SofTex interior was certainly visually interesting.

    Meanwhile, the exterior styling distinguishes the Limited from the lesser with color-keyed heated, powered outside mirrors with turn signal indicators; a silver-trimmed lower grille opening; enlarged, 18-inch alloy wheels; roof rails; and fog lamps.

    I’m a fan of the new RAV4’s profile, which arches up from the windshield to maximize front-row headroom (even when equipped with the optional sunroof), but drops dramatically toward the rear of the vehicle, which helps the crossover avoid the «bubble butt» that most of the class is plagued with. A standard integrated spoiler completes the sporty look. I am a bit sad to see the RAV4’s characteristic rear-mounted spare tire and side-hinged rear gate go, but the new design permits a traditional liftgate, which requires less space when opening.

    In the case of our Limited model, that liftgate is motorized, raising and lowering at the touch of a button. The motorized hatch’s opening angle is adjustable, so drivers who park in low-ceilinged garages need not worry about dinging their paint. The system also features jam protection, which stops and reverses the motion when the liftgate is obstructed. Other convenience features at this trim level include an eight-way power-adjustable driver’s seat with memory function, Smart Key keyless entry and start system, and automatic headlamps.

    Dashboard tech powered by Entune
    Once you’ve settled on the 2013 RAV4 Limited, there are only two more option choices available. One is a power train option (which we’ll get back to shortly). The other is to choose your cabin tech options package. Three packages are available, adding Entune with Navigation, JBL premium audio, and a selection of active safety options at each tier.

    The Display Audio system is standard and features a small 6.1-inch color touch screen on the center stack, which serves as the driver’s interaction point with the infotainment options and with the rearview camera that is also added with this package. I found the screen to be a bit low-resolution and highly subject to glare, which at times made viewing it difficult.

    The 6.1-inch LCD’s resolution didn’t impress us. Neither did its low contrast and high glare.

    Our optional Entune upgrade adds Entune (naturally), navigation, and the ability to interface with a smartphone running the Entune app to bring features such as Bing destination search and Pandora and iHeartRadio streaming to the dashboard, placing these features under a menu called Apps. What’s odd is that navigation is also tucked in this Apps menu.

    This navigation option isn’t an app, it’s a traditional navigation system with locally stored maps, address entry, and destination search. It doesn’t require the Entune app to function like the rest of the features under the App menu, but by placing navigation there, Toyota makes viewing the map a three-tap affair, rather than a single button press as in most other infotainment systems.

    The Display Audio system redeems itself with a good array of available audio sources, including Bluetooth A2DP, CD with MP3 playback, USB for iPod and MP3 mass storage, SiriusXM satellite radio, AM/FM terrestrial radio with HD Radio decoding, 3.5mm analog auxiliary input, and the aforementioned Entune audio-streaming apps.

    Entune apps add Web-connected functionality via your smartphone’s data connection.

    Speaking of those Entune audio apps, you’ll need to have Toyota’s Entune app for Android or iOS running on a paired smartphone to access your Pandora or iHeartRadio stations. I can understand requiring the app to pipe destinations, fuel prices, and weather into the dashboard, but needing to use Entune for those third-party audio apps was just a bit annoying. Almost every other automaker to offer Pandora integration does so by hooking directly into the Pandora app’s built-in integration API. Toyota’s decision to require its own secondary app means that you won’t be able to listen to a friend’s sweet radio station when giving him or her a lift.

    Furthermore, Entune apps and services are free for the first three years of ownership, but I’m not excited about the possibility of paying $5 per month for the privilege of using Pandora via my data plan that I’m already paying for.

    The Display Audio system also features voice command that works fairly well. Calls can be initiated quickly and easily once your paired Bluetooth phone has synced its address book. Additionally, you can input addresses in one go, including street name, number, city, and state without being forced to wade through individual prompts. The voice command system’s Achilles’ heel is that it is slow. For the first minute or so of each trip, pressing the voice button caused a «Voice Command not available» notification to fill the screen, while the software presumably loaded itself. Additionally, it could take the system nearly an entire minute to recognize a spoken address — not embarrassingly slow, but an eternity when compared with, for example, my Android smartphone’s voice search.

    I shouldn’t overlook the standard audio system that is also added as part of this technology package, because it sounds quite good and gets very loud. The 6-speaker system sacrifices just a hair of bass clarity in exchange for loudness at the upper reaches of its volume range, giving drum kicks and thumps a slight raw sound, but not obnoxiously so. For most genres of music played at moderate volumes, you likely won’t even notice the distortion, so I have no qualms about recommending this stereo. I’m sure the available 11-speaker JBL GreenEdge system sounds even better thanks to its inclusion of a subwoofer.

    Finally, our full tech suite includes a Blind Spot Monitor (BSM) system that illuminates small amber LEDs in the side mirrors when another vehicle is detected in the blind spots to either side of the RAV4. The same sonar sensors that feed the BSM also serve as a Rear Cross-Traffic Alert (RCTA) system when reversing, notifying the driver of vehicles approaching from the sides and preventing you from backing into a T-bone. Both systems are a nice complement to the standard rear camera.

    Potent 2.5-liter power train
    I’ve nitpicked the RAV4’s tech and interior appointment, but I’ve got nothing but praise for the power train, the heart of which is Toyota’s 2.5-liter, inline four-cylinder engine. Output is stated at 176 horsepower and 172 pound-feet of torque by way of of direct injection and variable valve timing technologies.

    Toyota’s 2.5-liter engine offers a very good blend of usable power and efficiency.

    This engine features good, meaty low-end torque that gets the RAV4 off of the line quickly. At city speeds and when highway cruising, the RAV4 feels potent and fairly zippy for porky little crossover and I was pleased with its performance. There’s not enough steam in the upper reaches of the tachometer for a good 0-60 time, but that’s not really the point, is it?

    Power leaves the engine via a six-speed ECT-i (Electronically Controlled Automatic Transmission with Intelligence) en route to the front wheels. This gearbox changes cogs so smoothly that you’d swear it was a CVT. Slap the shift lever into the Sport or manual shift programs to hold each gear just a bit longer, for slightly better acceleration.

    The RAV4 also features Sport and ECO drivetrain modes that further adjust the throttle mapping of the accelerator pedal to increase responsiveness (Sport) or lighten your lead foot for better efficiency (ECO).

    The EPA estimates that, as configured, the 2013 RAV4 will do 24 mpg in the city and 31 mpg on the highway, with a combined average of 26 mpg. I used the crossover to haul my belongings to a new apartment and to haul carpoolers back and forth across the San Francisco-Oakland Bay Bridge in moderate to heavy traffic. With this mix of reasonably loaded city and highway miles, I averaged 22.2 mpg.

    In sum
    It’ll run you $23,300 to get off of the lot with a base LE trim level, but the 2013 Toyota RAV4 Limited comes much better equipped for $27,010. We’ve also added $1,030 to get the Entune and Navigation, $500 more for the the safety features, and $845 for destination fees. That’ll bring you to our as-tested price of $29,385.

    That’s not a bad deal for a well-equipped crossover with a great power train and a thoughtfully designed interior. It compares favorably with Honda’s CRV EX-L with navigation , going blow-for-blow where tech, power, and amenities are concerned.

    But if the 2013 RAV4 is a good deal, then the 2013 Ford Escape Titanium is a great one. Sure, the MyFord Touch infotainment is a bit buggy, but I found no more frustrating than Toyota’s system, and more smartly organized. More importantly, the Ford Escape has a lot more power yet similar fuel efficiency from its 2.0L turbocharged engine; its power liftgate can be opened by wiggling your foot beneath the bumper; and its Active Park Assist system will automatically find a properly sized space and parallel-park the crossover for you. The Escape’s leather seats are real leather (not SofTex) and the dashboard doesn’t squeak when you go over a bump.

    The 2013 Toyota RAV4 is a fine choice and a good value, but if you’re after the best in this class, I think it’s worth it to pay a bit more for the Ford.

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