Toyota Kluger Grande hybrid 2026 review

The entrance of the fourth-generation Toyota Kluger to the Australian market in 2021 was seen by many as the next big thing for the brand; a RAV4 with seven seats, what’s not to like?

Reality was not quite so simple, and for two main reasons. Firstly, the big-body Kluger stretched the limits of Toyota’s hybrid system, providing disappointing fuel economy even given its comparative size to its smaller sibling. Secondly, the expensive asking price of over $80,000 in top trim was approaching low-end LandCruiser money…

Precisely none of these attributes have improved in the years that followed; in fact, come 2026, our as-tested, top-spec Grande hybrid AWD now demands over $93,000 driveaway in NSW, and the Kluger hasn’t been given a significant facelift to keep itself sharp, either.

And yet, the American-made SUV still sells well, recording 7588 registrations year-to-December 2025, besting our reigning car of the year, the Hyundai Santa Fe (5877), and outselling the flashy new Mazda CX-90 (658) tenfold.

Only the five-seat Subaru Outback (7869) can beat it in the non-4×4-style large SUV sales race.

Toyota’s reputation for reliability continues to be a strong drawcard for many families, dampening fears around its middling five-year, unlimited-kilometre coverage when the likes of Hyundai now stretch to seven years.

Servicing costs are capped at $1400 over five years, with intervals of every 12 months or 15,000km, whichever comes first. That’s an impressive figure, especially compared to a diesel CX-90 ($3367) or Santa Fe hybrid ($2415).

Few bats are played straighter in Toyota’s arsenal than the Kluger, and it’s clearly won favour with its no-nonsense fans. But has high pricing and a neglect for updates slowly made this seven-seat critically uncompetitive? Or is there gold to be found here for those willing to dig?

How does the Kluger Grande hybrid drive?

Taking off from low speeds, the Kluger offers a punchy yet progressive buildup of power and a seamless changeover from its electric motors to the 142kW/242Nm 2.5-litre four-cylinder petrol motor as speeds climb.

Toyota’s hybrid systems are, as ever, very well calibrated for daily driving, particularly in the suburbs where speeds are low and the electric motors are tasked with most of the driving.

Once engaged, the naturally aspirated petrol engine is unfortunately a rowdy thing, more closely representing the wailing of a dying animal than an engine happy to show up to work.

Although common among most Toyota hybrid, the excessive noise is particularly noticeable in the Kluger, and it’s a trait becoming increasingly old-fashioned as rivals such as the Hyundai Santa Fe and Chery Tiggo 8 opt for smaller, turbocharged engines which are noticeably quieter.

Previously, buyers could opt for the 2.4-litre turbocharged petrol option, which paired the hushed yet torquey engine to a traditional eight-speed transmission, rather than the Toyota hybrid’s e-CVT planetary gearset.

But come 2024, it was ditched as the brand moved to a hybrid-only strategy for its passenger vehicle lineup.

For a large hybrid SUV, the Kluger is surprisingly rapid when pushed, with a combined system output of 184kW (torque not quoted) and standard all-wheel drive propelling the seven-seater along with confidence.

Official fuel consumption of 5.6L/100km (using a 95-octane minimum) is quoted for combined conditions but we saw nowhere near these figures, recording 7.8L/100km with a slight highway bias to our driving.

To be fair, we’ve seen figures closer to the low-sixes in previous testing, but the point remains: the Kluger isn’t as frugal when outside its ideal urban environment.

Although prone to a bit of body roll that can induce car sickness for those onboard, the Kluger handles well when pushed, both at higher speeds along a flowing country road and when negotiating roundabouts.

There are times when the Kluger seems hampered by its own size, with the suspension struggling to dampen bouncing from the top-and-tail when driving over drains or speed bumps in a see-saw-like effect that lasts longer than it should.

Comfort, though, remains a key strength of the Kluger’s driving demeanour, with the soft suspension happily absorbing all manner of ruts and pot holes with grace, even on the 20-inch wheels fitted to the Grande. The GX and GXL below ride on smaller 18s, which offer more comfort but feel less connected to the road.

How is the Kluger Grande hybrid’s interior?

Aside from a few upgraded features, the Kluger’s interior remains in much the same way as it was in 2021, for better or worse.

In 2023, the Grande’s central touchscreen was upgraded from 8.0 inches to a more competitive 12.3-inch unit, with more safety features including an ‘SOS’ button was added to the roof for times of emergency, and Toyota’s Connect Services were added for drivers chasing more connectivity between their car and phone.

These changes are welcome but minor and do little to improve the dark, drab and rapidly ageing design of the interior. One interior colour choice is offered on all grades and it’s black, specifically black leather in the Grande, synthetic leather in the GXL and cloth in the GX.

Fake wood inlay adds a sense of expense (to taste) but the expanse of rock-hard plastic surfaces everywhere else dial it straight back. Some family buyers may appreciate the extra durability that comes from these Hilux-like finishes but it feels unsuitable for a $93K SUV.

The centre armrest is designed to hold an iPhone from about five years ago and is awkward to rest an arm on, but thankfully the seats themselves are soft and relatively supportive. The Grande fits three-stage heating and cooling for the front seats, but there is no heating function for the steering wheel as found on most rivals.

With a large shifter, a wheel that falls easily to hand and a litany of well-labelled buttons, the Kluger is incredibly intuitive to use. You don’t think about how to use a Kluger, you just ‘do it’, and that fact alone will win many fans.

One exception to this is the woeful software backing the 12.3-inch multimedia display, which is bright but lacking quality compared to its rivals. It also falls behind the times in other areas by only offering wireless functionality for Apple CarPlay, forcing Android Auto users to plug in their phone.

Grande buyers benefit from an 11-speaker JBL stereo over the lower-grades’ six-speaker units, but its performance is only adequate and certainly not worth the nearly $15K step up from the GXL.

The Kluger features a fantastic amount of large storage cubbies, which continue to the generous second row, overlooked by a full-length panoramic sunroof. It joins other niceties such as a separate third-row climate control matched with face-height vents, pull-up sunshades and USB-C charging points.

With so much room available, it’s easy to fit a forwards- or rear-facing child seat, even behind my own driving position at 183cm tall. Split into a 60/40 configuration, the second-row seats are both angle-adjustable and slideable, which is important for opening up space in the third row.

Getting into the third row is always difficult as a tall adult but the opening you need to squeeze through is still smaller than it should be. It also lacks a simple one-touch roll system, requiring littlies to navigate a series of levers.

Once inside, though, the third row is better than expected with decent visibility and generous seat width for the two rear occupants, though no ISOFIX points are fitted to accommodate child seats.

It’s still a space best reserved for children but the Kluger at least fits third-row airbags to protect occupants properly, unlike rivals such as the Kia Sorento.

Although earned under more lenient testing back in 2021, the Kluger features a five-star ANCAP rating, scoring well for both child and adult occupant protection in the event of a collision

With three rows in place, the 241-litre capacity offers enough room for a few school bags but not much else, a more respectable 552L space opens up once the third row is folded into the floor and easily stows a single pram.

It’s a fair way off the capacity of the Santa Fe (628L) which, like Kluger, features a full-size spare under the floor.

The honest verdict

Boiling down to the core needs of many Australian families, it’s easy to see why the Kluger fits the bill for so many. It’s a comfortable and generally capable family haulier, backed by a badge that will all but guarantee reliable motoring and solid resale, making the near six-figure investment less intimidating.

But with the cheapest Kluger now demanding $68K – almost more expensive than the top-spec, new-generation RAV4 with a plug-in hybrid system – you’d really need to think about how often you’ll be needing those extra two seats, though many still will.

At the top end of town in Grande guise, the Kluger has officially priced itself out of its depth. And with no meaningful upgrades to the equipment, appearance or hybrid system to keep fans around.

Meanwhile, the competition has been anything but stagnant, with the Santa Fe Calligraphy a standout not just for its more sophisticated hybrid system and more modern interior, but also the fact it demands a whopping $10,000 less.

And for those who are willing to pay $4000 more than the Kluger’s $93K asking price, the newly released and well-regarded Palisade hybrid offers genuine luxury the Toyota lacks, with up to eight seats and potentially better fuel consumption.

With murmurings of a plug-in hybrid system and a serious mid-life update on the horizon, there appears to be exciting times on the horizon for the Kluger, but they aren’t here yet and we doubt these goodies will come free of charge.