Toyota RAV4 PHEV 2026 review: Australian first drive

The concept of a plug-in hybrid RAV4 (as opposed to a series-parallel one) isn’t new – the North Americans, Japanese and Europeans have been able to buy a RAV4 PHEV since 2020. And neither is the notion of a sports-tuned RAV4 GR Sport flagship – usually paired with a PHEV powertrain and familiar to Europeans since at least 2022.

So the confluence of a plug-in-hybrid RAV4 – now the latest XA60 generation – with a spicy GR Sport AWD trim level is both belated and welcome for Australia, especially given the landscape of 2026.

And the GR Sport gets a cushier, slightly more affordable XSE sidekick that also comes in front-drive form, offering a headline electric-only figure of 122km WLTP (113km when AWD).

As with the XA60 generation in general, Toyota‘s new PHEV is a finessed and enhanced version of the previous powertrain – now with a 22.7kWh lithium-ion battery (up from 18.1kWh) and total system power of 201kW in the front-drive XSE and 227kW in AWD variants.

The petrol part of each PHEV is Toyota’s familiar 2487cc A25A-FXS direct- and port-injected four-cylinder producing 105kW/227Nm, combined with a strong front electric motor producing 151.4kW and 272Nm.

The AWD version’s rear electric motor also has 40.7kW and 122.6Nm, hence the increased system power of the XSE and GR Sport AWDs.

The RAV4 PHEV also gets larger brakes – 328mm front discs with two-piston calipers (compared to 305mm and single-piston for the regular Hybrid), and 317mm ventilated rear discs.

Toyota claims 0-100km/h acceleration times of 7.5 seconds for the FWD and 5.8 seconds for the AWD – making the 2026 PHEV comfortably the most rapid RAV4 in existence.

All that performance and efficiency data stands up compared to what the (cheaper) Chinese competition is offering, particularly the BYD Sealion 6 Premium Extended Range AWD, which claims near-identical performance (5.5sec to 100km/h), but less EV range (128km NEDC versus 144km NEDC for the equivalent RAV4) for $52,990 before on-road costs.

Toyota’s pricing starts at $58,840 for the front-drive XSE PHEV, and it can comfortably compete with the Sealion 6 Premium for equipment.

Highlights include black 20-inch alloy wheels, a power tailgate, a modest opening sunroof, eight-way electric front seats with three-stage heating and ventilation, synthetic suede/leather upholstery, wireless charging, 12.9-inch touchscreen and six-speaker audio.

The XSE AWD ($63,340) adds the more powerful hybrid system with Trail and Snow modes, plus downhill-assist control.

In comparison, the flagship BYD gets 19-inch wheels, a panoramic glass roof, all-vinyl upholstery, a basic four-way electric front passenger’s seat, a 15.6-inch screen, dual wireless charging and a 10-speaker Infinity audio system for over $10K less.

But that is countered by its projected three-year retained value – 56.5 percent according to The Red Book compared to a staggering 80.2 percent for the RAV4 XSEs, and even more for the GR Sport.

Given it only costs three grand extra ($66,340), the RAV4 PHEV GR Sport introduces quite a few changes over the XSE (discounting the fact it loses front-seat ventilation).

It gets a unique front end, gloss-black accents, a rear spoiler on its hands-free electric tailgate, and machine-faced 20s (with the same 235/50R20 Bridgestone Alenzas as the XSE), plus red brake calipers and wider gloss-black wheelarch mouldings to accommodate 20mm-wider track widths front and rear.

Mechanically, there’s new springs and dampers all round, a lateral performance damper at the front and a strengthened rear suspension-member brace to enhance stability. The electric power steering has also been retuned for a firmer, sportier feel – especially in Sport mode.

Inside, the GR gets sports front seats with lots of perforated suede and leatherette edging with red stitching, two-stage front heating, a heated steering wheel with unique leather accenting/perforation and red stitching, and suede “kneepads” for the centre console that look nice but achieve little in the way of padding.

There’s also alloy pedals, alloy scuff plates, a digital rear-view mirror, dual wireless charging, and an adequately powerful nine-speaker JBL sound system with subwoofer.

On the road, the plug-in-hybrid powertrain feels much the same as the regular hybrid, only meatier. There are three powertrain modes – EV, HEV, and Auto – with the latter being the best performance choice (HEV preserves battery charge, though once it drops below 15 percent, EV mode is no longer an option).

Even just EV drive mode delivers impressively smooth and seamless acceleration, though Auto gives the AWD PHEV its 5.8sec-to-100km/h kick. Once on the move, however, the RAV4 PHEV’s rolling acceleration is merely good – better than the base Hybrid but much less urgent than its foot-flat, standing-start thrust might suggest.

It does sound very similar to the regular RAV4 Hybrid, meaning pleasantly Toyota-keen, though hardly Audi-PHEV sweet and crisp.

That said, compared to the dull-sounding and strained petrol engines in several Chinese plug-in rivals, the RAV4 PHEV’s petrol unit is eminently likeable – if requiring 95RON premium because it’s tuned for Euro 6e emissions regs.

Of the two variants, the XSE is the pick for overall ride comfort and highway smoothness. In comparison, the firmer GR Sport is a bit jiggly and transmits much more of the surface texture, though you do get a poised, tight-handling, nicely disciplined medium SUV on twisty roads.

The GR’s sportier steering is arguably its best asset, however – being pleasantly firm in Normal, yet not too meaty in Sport.

Its brakes hold up well too, and while none of the multiple regenerative braking settings are as strong as in a proper EV, the entire RAV4 plug-in-hybrid system blends with impressively refined sophistication.

Despite its undoubted complexity, it’s an easy powertrain to like and effortless to live with.

It’ll do a 10-80 percent charge in 28 minutes and a 10-100 percent (11kW) AC charge in 2.5 hours. And it’ll set you back $325 a year to service for the next five years or 75,000km, which, combined with its undoubted resale strength, argues a strong case for the RAV4 PHEV.

It may not have a full premium interior but (almost) all the touch points that matter are there. And while neither its rear seat comfort, nor its luggage volume (with useful space-saver spare underneath) are top of the class, they’re both decent enough to complement the RAV4 PHEV’s all-round goodness elsewhere.

As a final aside, compare the RAV4 PHEV to the recently updated MY26 Mitsubishi Outlander PHEV, which is $66,790 for the one-up-from-base Aspire – identically priced to the RAV4 GR Sport – with 221kW of power, 86km of WLTP range and a projected resale of 69.0 percent. It kinda makes the Toyota seem like good value…

…though if it were us, we’d probably stick to the slightly cheaper XSE. We might groan about its non-JBL stereo, but then there’s those chilled seats and that ride comfort. And everyone loves a soft pat on the bum.