High-demand Goods: Test Of Toyota RAV4, VW Tiguan And & Nbsp; Hyundai Tucson Crossovers

A crisis? Decline in real incomes of citizens? There is such a thing. But why, given the stagnating car market and falling demand, even for budget Rio and Solaris, our people are more and more willing to buy crossovers, and not the cheapest ones? We will not stand for the price? We decided to figure out why Volkswagen Tiguan, Hyundai Tucson and - especially - the all-new ToyotRAV4 are selling so well.

Prices and equipment

Yes, ToyotRAV4 surprises. The Japanese crossover has always been popular in Russia, but with the debut of a new generation, its sales are growing at an impressive pace. In December 2019 alone, the Russians bought almost five thousand "rafiks"! For understanding - this is the fifth result "in the absolute" of the Russian market, right after the budget bestsellers Lada, Ki and Hyundai. Renault Duster, for example, is now selling worse.

Of course, the effect of novelty affects, and the brand's reputation is working properly. However, the price for the crossover is not at all "anti-crisis", despite the Russian assembly near St. Petersburg. The new "rafik" starts with 1,756,000 rubles - and it will be a version with "mechanics", front-wheel drive and a 150-horsepower engine. A combination that is not interesting to anyone - also because it is offered only in the basic configuration Standard.

The most popular version of ToyotRAV4 among Russians now - with the same two-liter engine, CVT, four-wheel drive and the next level of Comfort equipment. She is standing 2,087,000 rubles, in exchange for which the buyer receives LED headlights, keyless entry, a selector for driving modes, fabric seats, dual-zone climate, heating for everything except the rear seats, a rear-view camera, a package of insurance electronics and a full set of airbags. But more expensive crossovers are almost as eagerly bought - for example, with a 2.5-liter naturally-aspirated engine producing 199 hp. and the classic "automatic" instead of the variator. And the test RAV4, combining a top-end engine with the maximum Prestige Safety equipment, costs already 2 661 000 rubles… But even these crossovers are sold in the hundreds!

Volkswagen tiguan is almost an old-timer on the Russian market, but its popularity is growing, albeit not at such an explosive pace. Result? At the end of 2019, VW Tiguan became the first among the "non-budget" crossovers!

One of the success factors is the configurator with many combinations of powertrains, equipment and additional options. According to the preferences of Tiguan's buyers, you can write a whole manuscript, but, in short, cars in rather modest versions are in demand. Even versions with front-wheel drive or with "mechanics" sell well, so the base price "From 1,539,000 rubles" in this case, it is not just an adornment of an advertising brochure, but a very relevant option. But cars in top-end configurations are sold sluggishly - at the end of the year, the most expensive modifications accounted for no more than five percent of the demand.

Test Tiguan - in the "middle" version OFFROAD, with a two-liter gasoline engine (180 hp), 7-speed DSG, all-wheel drive and a set of additional options. It costs 2 398 900 rubles, and for this money he has everything the same as that of the RAV4, plus a car parker, a pre-heater and something else on the little things. Profitable!

And here Hyundai Tucson - another proof that the price for buyers of crossovers of this class is far from the main argument influencing the final choice. The Korean car is comparable to the rest of the participants only at the base price 1,549,000 rubles - so much is asked for front-wheel drive, "mechanics" and the same 150 hp. But this version is in demand by a few buyers. And the most popular Tucson - with front-wheel drive and "automatic", costing from 1 599 000 before 1,779,000 rubles, depending on the equipment level.

However, in our test, Hyundai turns out to be the best value proposition.Because, having the money that is asked for the Tiguan and RAV4, the buyer of a Korean car can afford everything, but also save money. For comparison, we took the most expensive and fastest Tucson - a 185-horsepower diesel crossover in the maximum High-Tech plus trim level. He is worth "everything" 2,314,000 rubles, but it is equipped perfectly: there is no electric heating of the windshield and all-round cameras, but there is a panoramic roof and ventilation of the front seats.

That's just to boast of sales records, despite the favorable price, Hyundai cannot yet: recently they are half worse than the others. It is clear that some buyers are pulling off the soplatform Sportage - perhaps they guessed the design in Ki. Or maybe there are some other reasons?

Interiors

Design is where the test car interiors differ the most. Each manufacturer adheres to its own views and habits in interior design, but this subjectivity has almost no effect on convenience, which is good. And you can get used to each of them in a couple of days.

Hyundai in the interiors of crossovers tends to minimalism, but without fanatical erection of it in the absolute. Simply put, there are enough buttons for everyone, but the front panel as a whole looks light and not devoid of grace. Even the "tablet" stuck into it, this universal crutch of today's interior designers, in Tussan was given a good shape with a chrome frame and control keys on the sides.

And these same keys are the main claim to ergonomics: the driver is forced to reach for the most distant ones. It's good that you don't have to do this often. Tucson also loses to other crossovers in terms of interior space: the "gap" between the driver's head and the ceiling is the smallest. However, do not forget about the panoramic roof, which eats up a couple of centimeters.

Same story from behind - Hyundai Tucson closer than the rest. The roof is lower, in the shoulders already - only in terms of the reserve of knee room, the Korean crossover maintains parity. The trunk is not impressive either: primarily due to the modest distance from the floor to the soft curtain. Yes, in return he has a huge underground with a full-size spare tire (the only one in the test), where even a 5-liter jar of anti-freeze can fit. But I'm sure many would prefer a narrow stowaway instead, plus the ability to lower the floor lower.

New Toyota inside is closer to techno style. Straight lines, corners instead of radii, massive handles and typical Toyota buttons. In total, it turned out, perhaps, not the most beautiful, but the most solid interior. And thanks to new materials, it is also perceived to be of much higher quality than that of the previous "rafik". The leather on the dash, for example, looks more expensive than the Hyundai.

However, there are more claims to the ergonomics of the Toyota driver. The seat cushion is a bit short, the speed on the speedometer is readable, no matter how you tune the semi-virtual instrument panel. The starter button is securely hidden behind the wheel. And the Japanese did not succeed in completely curbing their passion for saving. The steering wheel is partially heated, there was not enough backlighting for all buttons, and among the deprived were the most needed in the dark - those that turn on the light on the ceiling.

The rest of the passengers complain about a sin: from behind ToyotRAV4 the most spacious in this test. There is plenty of room over the heads, the knees are free, the central tunnel is low, wide and flat - the person sitting in the middle can use it as a footrest. And the trunk is generally hefty - deep, high and with modestly protruding wheel arches. Not surprisingly, the RAV4 is over ten centimeters longer than the rest.

Volkswagen for a long time does not amaze with the monumentality of the interior - everyone is used to it. But, thanks to the tall and heavy front panel, the Tiguan does without a "tablet". At the same time, its screen has the largest 9-inch diagonal in the test. The rest have only 7.8 inches. The leather here is only on the armchairs, the decorative inserts are made of ingenuous glossy plastic, but all this is assembled with a quality that cannot be found fault with.

Ergonomics problems? The Tiguan does not know about them: each button or handle is pressed and turned with a verified effort and is exactly where it should be. To grumble, we are only left with little things: for example, touch-sensitive volume buttons instead of a more convenient "twist". Or a virtual instrument cluster, which also lacks the readability of the speedometer. Only, unlike the RAV4, here it can be duplicated in large numbers from the on-board computer.

In terms of capacity, the Volkswagen Tiguan makes a knight's move at all. Its second row moves back and forth, and in parts, which allows you to quickly adjust the car to the situation. You can even carry even more cargo than in the RAV4, but passengers then have to sit, propping up the front seats with their knees. Or, on the contrary, you can squeeze your luggage and travel with maximum comfort. Taking into account the folding tables and the control panel for a separate, third climate zone, the Tiguan should appeal to passengers more than others. Or not?

Comfort

Agree, convenience for passengers is not only a soft sofa, the ability to stretch your legs and a comfortable air temperature. Equally important is how pleasant the car will be for them. And if so, let's go!

And after a couple of kilometers, we can say with confidence: Tiguan will not receive an Oscar in the Driving Comfort category. Because the German crossover has the toughest suspension in the test, broadcasting all the flaws of the asphalt to the salon in too much detail. The passengers are shaken up on every pothole, the road trifle is felt. One thing is good: hardly anyone will get seasick. Where the asphalt goes in waves, Volkswagen jumps with an elastic ball, without a hint of buildup.

The soundtrack of the ride is also so-so. It is worth slightly exceeding the speed when passing a speed bump or a larger pit, and loud bangs of the limiters are heard in the cabin: the rebound travel of the suspension is too modest for a crossover. The Tiguan engine also sounds louder than the rest during acceleration, although his voice is perhaps the most pleasant in the test trio. Well, the tires, even non-studded ones, are tediously buzzing about their hard part.

RAV4 with the change of generation in driving comfort has greatly increased. Now it parries pits, waves, asphalt joints noticeably softer and more calmly. But he does not ignore them either - it is impossible to say that the Japanese crossover "smooths" the road. No, the driver and passengers feel a light road background in the cabin, in which you can even distinguish cracks on the asphalt. And on broken sections, Toyota lacks the composure that Tiguan pleases.

Toyot has also become noticeably quieter - and not only the same itself, but also its competitors. There is less noise from the road here, although the Finnish Nokian Hakkapeliitta, in which the crossover is shod, is usually not very quiet. The motor also runs quietly. It is felt that Japanese engineers have worked seriously on soundproofing. But the acoustics were not allowed to adjust the exhaust. If you force the engine to give a voice by pressing the right pedal properly, it responds with a booming noise, as if from an empty barrel.

Even Tucson sounds nicer when accelerating - and here is a diesel. The heavy fuel engine runs no louder than the Tiguan and RAV4 engines. Also because in everyday driving it rarely has to be turned to high revs. There is enough traction already at 1500-2500 rpm. Hyundai loses out to the RAV4 in the level of road noise, among which the rear wheels are solo. Perhaps due to the fact that the trunk here is less isolated from the passenger compartment by the back of the second row.

The suspension of the Korean crossover also seems comfortable at first: it notices the micro-relief of the asphalt even less than the RAV4. But as soon as the road gets worse, the turbulence in the cabin increases dramatically. And where the Toyot is still racing, Tucson has to back down to avoid hard impacts: the suspension lacks energy capacity.

Dynamics and control

RAV4 most powerful in the test, but felt slowest. This impression is created by a 199-horsepower naturally aspirated engine, which peak torque occurs at above-average revs. Simply put, for active driving, you need to twist it.And neither the driver wants to do this (because of the noise, remember?), Nor the 8-speed "automatic", relaxed, like a yakuza on a massage. Therefore, of the entire remote control for driving modes on asphalt and even a primer, the driver only needs the Sport button. However, it does not fundamentally change the character of the crossover.

Adding in comfort, Toyota still stingy with driver pleasure. The Japanese crossover seems to be the heaviest and most unwieldy. It constantly strives to straighten the arc as the chassis is tuned for noticeable understeer. On ice or snow, the same picture: in extreme modes, the RAV4 long and helplessly slides outward with the front axle. Even despite the fact that our crossover has an advanced all-wheel drive Dynamic Torque Vectoring AWD with two clutches that transmit torque individually to each of the rear wheels. In the turn, as the indication on the dashboard shows, the inner wheel is turned off and the system transfers all traction to the outer one. But this is not enough to turn the car with gas. Only a sharp movement of the steering wheel can provoke a slip of the rear axle.

And in off-road modes, both clutches are clamped, simulating a self-locking rear differential. This increases the crossover's cross-country ability, but not for long - under load, for example, on a heavy climb, the clutch blocking quickly weakens. Toyot has become better in geometric cross-country ability. The crankcase of a 2.5-liter power unit no longer "eats" ground clearance - with any engine it is 195-200 mm. But the front overhang of the RAV4 is the longest and lowest.

And the steering wheel of the new "rafik" still does not allow the driver to feel the car subtly, knocking down the feedback. "Zero" is smeared with background effort, which is why even in smooth turns the trajectory turns out to be broken, because the driver is forced to constantly look for the correct position of the steering wheel. But where the road is straight, Toyot is stable. She is not embarrassed by any ruts or waves of asphalt.

Tucson after RAV4 perceived as lighter and more mobile. He responds more readily to the steering wheel, although that is also not perfect. The force on it is more natural, but in the near-zero zone it is too low. Because of this, stability on a straight line suffers, especially when the speed is rather big. The driver involuntarily forces the crossover to widen the dynamic corridor, shaking the steering wheel slightly without noticing it.

The Tucson turns more readily than the Toyota, although it is also tuned to understeer. But to a lesser extent: under the traction, the Korean crossover, although it is inclined to slide first with the front axle, can already be translated into a skid, easily controlled by the steering wheel and accelerator. The main thing is to use all the capabilities of the engine and transmission, transferring them to Sport mode and blocking the all-wheel drive clutch with the button to the left of the steering wheel.

The clutch of a Korean car is much more difficult to overheat. And in general, outside the asphalt Tucson feels more confident "rafik". The ground clearance of the Korean crossover is smaller (182 mm), but the base is shorter and the front bumper is higher. Diesel, with its powerful traction, is also preferable outside asphalt roads. The only concern is low-profile tires.

A bunch of 185-horsepower diesel and 8-speed "automatic" Hyundai beautiful. The Comfort mode, turned on by default, is quite suitable for everyday driving - the box, of course, tries to save a glass of diesel fuel by slipping the motor into higher steps, but without Greta Tumberg's fanaticism. And if you press the gas harder, he willingly drops a gear or two. You can cheer up the power unit with the Sport mode, when acceleration becomes more fun - the engine is more often in the maximum thrust zone and is sensitive to the accelerator.

but Tiguan with a gasoline turbo engine with a capacity of only 180 hp puts the rest on the shoulder blades. And according to the data in the performance characteristics, where it has 7.7 seconds to 100 km / h (Hyundai claims 9.5 seconds for its crossover, 8.5 in Toyot), and in real driving sensations. It's not just the dynamics per se, but also the fast and linear response of the crossover to the accelerator. The German crossover accelerates without pauses for gear changes. Even in normal mode.

Sporty for everyday driving is already redundant - the engine often freezes at high speeds, and the gas pedal may seem too sensitive. But there is a life hack: by transferring the entire car to Sport (this is done with buttons or through the multimedia menu), you need to return the 7-speed DSG robot to Drive by moving the lever. It's nice that Tiguan keeps these settings even after the engine is turned off.

DSG box? She got rid of her previous illnesses long ago, and now it is not necessary to keep her in sports mode all the time for adequate responses. But it's also not ideal. In the city, the box is too fond of overdrive, and in response to the command to accelerate is forced to go down the steps.

The robot is also the weakest link off-road. Due to the design features, he does not like "creeping" modes - the clutches slip and quickly heat up. And although it has the highest ground clearance (200 mm), attacking off-road obstacles with a stroke is also not the best option due to the stiff and short-travel suspension. But the overhangs in the Offroad version (with other bumpers) allow you not to be afraid of snowdrifts and high curbs.

In addition, such chassis settings are a feast for the soul for an active driver. Volkswagen much more obedient, responsive and understandable than the rest of the test participants. A steering wheel with excellent feedback, a clear "zero" and a verified effort. Well, except that in the parking lot it may seem too big to someone, and even then it is unlikely. The Tiguan turns willingly, rolls very little and maintains its trajectory precisely. Straight stability is also no problem at any speed. In character, the Tiguan is more like a sedan or station wagon - cars with a much lower center of mass - than a curb conqueror and snow drift conqueror.

The difference between the “German” and the others is most evident on the ice. In a corner where Toyot and even Hyundai slip in drift, Volkswagen obediently reacts to the throttle by going into a skid. Adjusting it with the steering wheel is also easy. And in the extreme position, if the car almost stands across the road, the stabilization system, which seems to be turned off, will come to the driver's aid. Toyota, for example, after a certain critical angle, does not pull out of a skid, despite all the efforts of the driver.

Outcomes

Summing up the impressions, we get a somewhat paradoxical result. Machines similar in spirit and philosophy turned out to be radically different from each other.

ToyotRAV4 best suited for the role of a family pet. The "Japanese" has a spacious interior and a huge trunk, and after the change of generation, the crossover has become soft and quiet - it is perfect for traveling. Finally, Toyot is reliable, right? And then the RAV4 can be sold at a higher price than the others. True, frequent and expensive MOT and CASCO policy are ready to eat all the savings. But you can sleep peacefully.

RAV4 is not the most exciting and exciting? Well yes. Other cars in the class are responsible for this.

For example, Volkswagen tiguan… The direct opposite of "rafik", he pleases first of all the driver who wants from the car not so much (and not only) practicality, as mutual understanding and driving pleasure.

At the same time, the passengers in the German crossover are also not offended. At least as long as there is good asphalt under the wheels. But in the big cities, for which Tiguan was created, the roads are gradually getting better, and the prospects for this car in Russia are more and more rosy.

well and Hyundai Tucson is the choice of a pragmatist who calculates the pros, cons and his own benefits with a calculator in hand. The Korean crossover is not only cheaper than the others, but also the least expensive to operate. Maintenance and insurance cost less than Toyota's, nobody really complains about Korean diesels, and a classic "automatic" will probably be more reliable than a Volkswagen "robot".

Yes, Tucson is not driven as recklessly as Volkswagen, although it is also pleasant and understandable. Yes, it is not as soft and spacious as the Toyota, but the difference is not dramatic. Why isn't Hyundai making it to the top of the sales statistics? Probably, you can habitually write off everything on KiSportage. Or the reputation of the brand - although the Koreans seem to be in order with it.Therefore, we will express another version: people who buy a crossover for more than two million rubles do not want to make the compromises that Hyundai offers them.

The same considerations can explain the popularity of crossovers in general. Buyers want everything at once - space, comfort, dynamics and cross-country ability. Finally, at least external solidity. And therefore minivans, station wagons and sedans, beloved before, go into the shadows. Even ToyotCamry, an icon of the Russian market, is now selling worse than the RAV4, although it is much cheaper. But it seems that for buyers of crossovers, price is no longer the main thing. Despite the crisis and the fall in real incomes of citizens.

Bonus: HondCR-V blitz test

ToyotRAV4

Okay

• - Spacious salon
• - Large trunk
• - Comfortable suspension

bad

• - High price
• - Boring handling
• - Outdated multimedia

ToyotRAV4 V (XA50) Specifications

Equipment

2.5 AT (199 HP) 4WD

Engine

2.5 l / 199 hp / gasoline

Transmission

automatic

Drive unit

full

Body

SUV 5 doors

Fuel consumption

7.3

Acceleration to 100 km / h

8.5

Price, ₽

2 661 000

All characteristics Car catalog

Volkswagen tiguan

Okay

• - Good dynamics
• - Gambling control
• - Best ergonomics

bad

• - Rigid suspension
• - Boring design
• - High price

Volkswagen Tiguan II specifications

Equipment

2.0 AMT (180 HP) 4WD

Engine

2 l / 180 hp / gasoline

Transmission

robot box

Drive unit

full

Body

SUV 5 doors

Fuel consumption

Acceleration to 100 km / h

7.7

Price, ₽

2 398 900

All characteristics Car catalog

Hyundai Tucson

Okay

• - Profitable price
• - Economical engine
• - Nice interior

bad

• - Weak energy consumption of the suspension
• - Small trunk
• - Cramped interior

Characteristics Hyundai Tucson III Restyling

Equipment

2.0d AT (185 HP) 4WD

Engine

2 l / 185 hp / diesel

Transmission

automatic

Drive unit

full

Body

SUV 5 doors

Fuel consumption

6.4

Acceleration to 100 km / h

9.5

Price, ₽

2 314 000

All characteristics Car catalog

Knocking from the bottom

It is in Russia that ToyotRAV4 is trying to dislodge the Volkswagen Tiguan from the pedestal, and at the same time not let the Koreans go ahead. On the world stage, its main rival is another - HondCR-V, which in America is second only to Toyota in sales. And what will happen if you put this fighter against the new "Rafik"?

If the RAV4 has just changed its generation, then the Hond has so far managed a restyling. Moreover, fresh cars will reach Russia only in the summer. Therefore, we had to take the "old" CR-V, although this "sideboard" does not differ much from the fresher cars.

In 2015, Hond actually abandoned the Russian market, fearing the crisis. The assortment has narrowed to two models (CR-V and Pilot), dealers have to deal with import issues on their own. It is not surprising that by 2020 there are not many of them left - only 25 for the whole of Russia.

With such logistics and zero localization HondCR-V more expensive than RAV4 - from 2,157,000 rubles for the basic crossover with a two-liter aspirated (150 hp), CVT and all-wheel drive. And for a test car fully loaded and with a 2.4 engine (186 hp) they will ask 2 717 900 rublesif you can't get the discount out of the dealer.

In general, the scanty sales in Russia are more a “merit” of people than of the car itself. And if you decide to move away from the mainstream, and to bargain properly (Honda dealers are now probably much more accommodating than Toyota's, which already do not have enough crossovers for everyone), the purchase may be at least pleasant. And liquid: in the aftermarket, a well-maintained CR-V sells quickly and is almost as expensive as a used RAV4. But the new sideboards, with such a ragged network of dealers and a complete lack of advertising, are doomed to close the sales ratings. Honda, maybe it's time to get back for real?