It’s a more interesting shape than the slab-sided SUVs we used to get.
Jonathan Gitlin
Toyota
In addition to the four-cylinder engine and two electric motors, the silicon carbide inverter and other electronics are also in the engine bay.
Toyota
Jonathan Gitlin
I worry this SUV devalues the GR sub-brand.
Jonathan Gitlin
In addition to the four-cylinder engine and two electric motors, the silicon carbide inverter and other electronics are also in the engine bay.
Toyota
I worry this SUV devalues the GR sub-brand.
Jonathan Gitlin
Most of the time, propulsion to the front wheels comes from a second electric motor, also connected to the eCVT; this permanent-magnet synchronous traction motor has an output of 203 hp (151 kW) and 201 lb-ft (272 Nm). So most of the time, the RAV4 is a series hybrid, and while you may hear the revs flare when you accelerate hard, most of the time the power that’s being generated along with that sound is headed to the battery pack. But sometimes—highway speeds, really—it’s more efficient to work as a parallel hybrid, something the eCVT allows.
A third electric motor powers the rear axle, providing an additional 55 hp (41 kW) and 91 lb-ft (123 Nm), and together the RAV4 PHEV offers a maximum combined output of 324 hp (242 kW) and 315 lb-ft (427 Nm).
Trim determines efficiency
There are four different trims to choose from, and if you care about efficiency and maximizing the miles you can drive fully electric, you should go for the SE ($41,500) or the XSE ($47,200). These are rated at a combined 40 mpg (5.9 L/100 km) and up to 52 miles (84 km) on battery power alone. For those feeling outdoorsy, the Woodland ($45,300) adds some protective cladding, tow hitches, and also all-terrain tires and a raised ride height that together conspire to reduce the combined economy to 37 mpg (6.5 L/100 km) and the electric-only range to 49 miles (79 km).
And for this generation, the automaker has also introduced a GR Sport trim; at $48,500, this is the most expensive RAV4 PHEV. It’s also the one Toyota sent us to review. The powertrain is unchanged, but there are larger, lighter 20-inch wheels with performance tires and more offset. There are new springs and front dampers, the rear suspension has been reinforced, and the GR Sport rides 0.6 inches (15 mm) lower than an SE or XSE. There’s some bodywork unique to this version, too: a bigger grille, front and rear spoilers, and a diffuser at the rear. Needless to say, this is not the trim to choose if you are a hypermiler. It should return a combined 36 mpg (6.5 L/100 km), and its battery range is the shortest, at 48 miles (77 km).
