2008 Toyota RAV4

Getting older isn’t easy, even when you’re good. Case study: the 2008 Toyota RAV4. This is year three of generation three for Toyota’s perennially popular, compact SUV. But, as it marks time between redesigns, it doesn’t have the luxury of coasting. Aside from the annual, best-in-class battle with Honda’s CR-V, there are other things to consider. Like that object growing quickly larger in the rear view mirror, the Nissan Rogue.

Model Lineup

RAV4 returns for 2008 with a three-grade lineup (Base, Sport, Limited), two available engines and a choice of front- or all-wheel drive. Prices range from $21,500 for a four cylinder 4x2, to $27,070 for a Limited V6 with all-wheel drive. Our test drive was in the latter model, with a sticker price of $28,053.


The choice of platform in an SUV usually has more to do with altitude and latitude than it does attitude. If you live far enough North (or high enough up) to see much snow, you probably know the added confidence that comes with added traction. Toyota’s all-wheel-drive system is an electronic, on-demand setup. Depending on road conditions and driver input, the system automatically channels engine power from front to rear wheels, to optimize traction. A manual switch will lock in power to all four paws until you disengage it, or until you reach a speed in excess of 25 mph. The axle lock also disconnects when you apply the brakes, to maximize the performance of the binders. Front-wheel-drive models are equipped with an automatic, limited slip differential.


An early spring snowfall in the northeast (a parting, winter, thumb-of-the-nose from Mother Nature) gave us ample opportunities to test out the RAV4 on dry roads and in the slop. It is reliably surefooted in poor road conditions, and feels comfortably car-like on dry pavement. A package of electronic aids—Vehicle Stability Control, Traction Control, ABS—ride with you, to help you keep your appointed rounds, without incident.

Engine Choices and Fuel Economy

RAV4’s powertrain choices include a standard, 2.4-liter four-cylinder paired with a 4-speed automatic transmission or an available V6 linked to a 5-speed automatic. The inline four is rated at 166 horsepower, 165 lb.-ft. of torque. The 3.5-liter V6 pumps out 269 horsepower and 246 lb.-ft. of torque. The four will do what you need it to do, though it’s loud at full throttle, could use a fifth gear and, as with any small motor, passing takes planning. The six is surprisingly snappy (0-60 mph in under seven seconds) and smooth overall—enjoyably responsive.


Usually, fuel economy is a factor in choosing between bigger and smaller engines, but in this case, not so much. EPA rates the four cylinder 4x2 at 21/27, 4x4 at 19/27. The six is expected to return 20/25 for a 4x2 and 19/26 for the 4x4. Therefore, the choice of motors is mostly a matter of money. The V6 is available on all three trim levels, for an up-charge of about $2,000.