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The first-generation RAV4, in three-door guise, was launched in
Japan in May 1994 and became an overnight success. The RAV4 was a
marked departure from the hitherto standard shrunken 4x4 formula
that had produced such niche vehicles as Suzuki's Samurai and
Daihatsu's Rocky. The small Toyota had a unique platform with a
steel unibody shell, all-independent suspension with big wheels, a
larger-than-normal displacement engine — a dual-overhead-camshaft
(DOHC), 16-valve, 2.0-L inline four-cylinder unit—placed
transversely with the transmission and single-ratio transfer, and
all-wheel-drive system.
Toyota's ambitious marketing people took the vehicle to North
America. Chief Engineer Ikehata was then Vice President of Toyota
Technical Center (TTC) in Ann Arbor, MI, whose functions included
the evaluation of Toyota vehicles that were to be introduced in
North America. He recalled his initial impressions that it was a
nicely executed package, but for Americans, it might be a bit on
the smallish side.
"A horse out of a gourd pot" is a popular Japanese saying
meaning that unexpected fortune sometimes occurs, sort of an
Aladdin's lamp. For a few years, Toyota enjoyed the pioneer's
monopolistic fortune in the small SUV segment, selling as many as
10,000 units a month in America alone. The vehicle was also
received well in Europe, particularly in the three-door guise.
Then Honda launched the larger and more car-like CR-V, which
promptly climbed up to the top of the small SUV hill, toppling the
RAV4. Actually, Honda could have been there sooner had its
prototype SUV—an Acura Vigor five-cylinder front end grafted onto
a Civic Shuttle (tall wagon) body and fitted with a sophisticated
all-wheel-drive (AWD) system that was a forerunner of the new
Acura MDX's—made it to production. Honda's planners had a
foreboding that the vehicle would not be up to the rigors to which
SUV owners would subject their vehicles in America's wilderness.
Little did they realize 90% of SUVs would stay on road, and the
project was aborted. Honda had to wait for the
Civic-platform-based CR-V.
In Europe, Britain's Land Rover produced the Freelander, a
small SUV on the same formula as the RAV4 and CR-V, with a
unibody, transverse powertrain, all-independent suspension, and
AWD. It promptly became the brand's best-selling model. Ford and
Mazda have jointly developed the Escape/Tribute for the U.S. and
Japan, Renault has launched an AWD version of the Megane Scenic,
and more are likely to follow. Toyota is now launching the
second-generation RAV4 to regain top sales positions in three key
markets: Japan, the U.S., and Europe.
Each of the second-generation RAV4 body types has grown half a
size larger on a longer wheelbase, with increased dimensions
dedicated to passenger accommodation, the source of customer
dissatisfaction in the first-generation models. There are two body
types as before, three- and five-door models with conventional
doors and side-hinged tailgate. The spare tire is mounted on the
tailgate as with its predecessor; however, it is now concealed in
a plastic cover. The three-door model sits on a 2280-mm (90-in)
wheelbase, and the five-door on a 2490-mm (98-in) wheelbase, both
gaining 80 mm (3.1 in). Overall lengths are 3750 mm (148 in) for
the three-door and 4145 mm (163 in) for the five-door, gaining 45
mm (1.8 in) and 30 mm (1.2 in), respectively. The driver and front
passenger are not as closely coupled, the seats gaining 40 mm (1.6
in) in separation and now measuring 1735 mm (68 in) in overall
width. Each occupant's head is now 190 mm (3.9 in) away from the
windowpane, again gaining 40 mm (1.6 in) more space over the
predecessor. There is also a "Wide Sport" version, whose width is
increased to 1785 mm (70 in) with fender flares, on wider 1525-mm
(60-in) and 1520-mm (59-in) tracks.
As before, the RAV4 destined for the U.S. market will be the
long-wheelbase five-door type, while Europe will have both three-
and five-doors. The second-generation RAV4 still has a dedicated
platform, a rare possession in this age of platform sharing—maybe
the last luxury concession at Toyota, according to Ikejata. The
same goes with the independent rear suspension, which is by short
and long transverse links and trailing arm. The front suspension
uses MacPherson struts. It has power-assisted rack-and-pinion
steering, and it employs a front ventilated disc and rear drum
brake combination with ABS and brake-assist.
Two engine choices and two drive configurations are offered in
the Japanese range. The base front-wheel-drive series is powered
by the DOHC, 16-valve, inline four-cylinder 1ZZ-FE engine,
displacing 1794 cm3 and producing
92 kW (123 hp) at 6000 rpm and 161 N•m (119 lb•ft) at 4200 rpm.
This is Toyota's mainstream small car engine, shared by the
Corolla series, MR-Spyder sports car, and more models. The AWD
series is powered by the new 1AZ-FSE D4, direct-injection
gasoline, inline four-cylinder 2.0-L engine. As its designation
indicates, it is a smaller version of the 2AZ 2.4-L unit that was
first introduced in the Japanese Estima minivan. It employs a DOHC
and four valves per cylinder with a VVT-i continuously variable
intake valve timing system. Toyota calls the 1AZ-FSE "the
second-generation D4," whose combustion chamber shape, intake
ports, and fuel-injector type have been extensively modified for
more power and improved fuel economy. The 1AZ-FSE produces 112 kW
(150 kW) at 6000 rpm and 200 N•m (148 lb•ft) torque at 4000 rpm.
The new D4 operates on a moderate compression ratio of 9.8:1, vs.
the conventional 1ZZ-FE's 10.0:1, and is content with
regular-grade, unleaded gasoline.
For the U.S. and Europe, the 1AZ 2.0-L engine will likely carry
the "FE" suffix, minus the "S," indicating a multi-port
fuel-injected variant. For the U.S., the RAV4 will have both
front- and all-wheel-drive models powered by the same engine, and
Europe will have the 1ZZ-FE 1.8-L option.
The Japanese front-wheel-drive 1.8-L range is equipped with a
four-speed automatic transmission only, while the 2.0-L AWD series
has two choices: a manual five-speed gearbox and an electronically
controlled four-speed automatic. The AWD system adopts a
bevel-gear type center differential and a viscous-coupling type
differential limiter for both manual and automatic transmissions.
Large wheels/tires have always been popular items with RAV4
buyers, and the new series is fitted with standard 215/70R16 size
and the Wide Sport is shod with 235/60R16.
The interior has been upgraded in material and finish. A novel
triple-dial instrument cluster features a sporty central
tachometer. Split rear seats in both three- and five-door models
slide, fold forward, and may be individually removed.
Jack Yamaguchi
AEI August 2000
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