2026 Toyota RAV4 Hybrid review

The world’s best-selling car has received its first major update in nearly a decade.

The 2026 Toyota RAV4 is the first generational overhaul for the top-selling mid-size SUV since late 2018, and it has some very big shoes to fill given its predecessor is one of the most popular cars in the world, not just Australia.

Last year, the RAV4 found more than one million new homes globally, reclaiming the top spot from the Tesla Model Y. Locally, it was not only Australia’s favourite SUV and the top-selling mid-size SUV, but Toyota’s best-seller and the nation’s second-best seller.

Fully redesigned inside and out, the new sixth-generation RAV4 employs heavily revised underpinnings and powertrains, and is labelled as the Japanese brand’s first software-defined vehicle, running a new proprietary operating system.

Despite the outgoing model’s runaway success, including commanding wait times of up to three years during COVID, Toyota can’t be complacent. Competition is hotter than ever in the mid-size SUV segment – Australia’s biggest and most populous new-vehicle sector – and both new challengers from China and traditional rivals from fellow Japanese as well as Korean and European brands are all aiming straight at the RAV4.

The Mk6 RAV4 is claimed to be more connected, more efficient and more refined than before, and in Australia at least it will spearhead Toyota’s plug-in hybrid vehicle (PHEV) rollout. That said, PHEV versions of the new model aren’t here just yet, so we’re only reviewing the hybrid here.

CarExpert has had a quick steer of a pre-production RAV4 already, but this month’s national media launch saw us spend extensive time behind the wheel of the all-hybrid RAV4 range on the winding targa roads between Launceston and Cradle Mountain in Tasmania – some of the world’s best roads, but not the first place you’d expect a hybrid SUV to be launched.

So does the sixth instalment of what started out as the world’s first compact (now mid-size) car-based SUV in 1994 have what it takes to remain the SUV sales king?

How much does the Toyota RAV4 cost?

Prices are up across the board, with the RAV4 hybrid range now starting at $45,990 plus on-road costs. The PHEV lineup, meanwhile, will arrive in the coming months with the cheapest version priced from $58,840 plus on-roads.

Toyota RAV4 HEV

Toyota RAV4 PHEV

Price rises for the hybrid lineup are between $3000 and $6000 depending on variant, which isn’t an insignificant amount of money but somewhat offset by enhanced specification levels across the board.

Toyota doesn’t advertise national drive-away pricing like an increasing number of competitors, but a quick check of the Japanese brand’s online configurator shows a base drive-away price of $50,690 for the front-wheel drive RAV4 GX FWD, extending to $72,060 drive-away for the flagship all-wheel drive GR Sport PHEV AWD (both based on a Sydney postcode).

To see how the Toyota RAV4 lines up against the competition, check out our comparison tool

What is the Toyota RAV4 like on the inside?

As with the exterior, there has been quite a comprehensive redesign inside the cabin of the new RAV4.

Where the old model was looking a little old and tired in terms of design and display technology, this new model is firmly in contemporary design territory – but in a typically restrained Toyota kind of way.

The new RAV4 has moved to a pair of upright, freestanding digital screens (a driver’s instrument cluster and a central infotainment touchscreen), and there are fewer physical buttons than before – though not everything is buried in the multimedia screen.

Ahead of the driver, all variants get a 12-inch configurable driver’s cluster with a number of different layouts and widgets, and while it feels like a step forward from the old model’s already good digital panel, I personally don’t love the way it juts out of the dash like in so many (mostly Chinese) models on the market today.

Regardless, the Toyota interface has been updated to offer a fresh look and feel, while retaining contemporary versions of typical Toyota symbols and widgets that feel much more modern.

You can configure it to display virtual dials, or a more minimalist look with just the digital speedo or driver assistance widgets, and you can even project your Apple Maps or Google Maps when they’re activated via Apple CarPlay or Android Auto – turn-by-turn prompts are also projected onto the head-up display in variants equipped with it.

Moving across, the central infotainment system measures 10.5 inches in base grades, with Edge variants and higher upping that to 12.9 inches. All versions get embedded and connected satellite navigation, wireless Apple CarPlay and Android Auto connectivity, DAB+ digital radio, and Spotify integration.

The RAV4 also debuts the new Arene proprietary operating system that powers not just the in-car displays but also a number of other features and modules within the car, allowing greater connectivity and integration between systems as well as over-the-air software updates for the infotainment as well as vehicle modules – such as active safety features, battery pre-conditioning and the digital key.

While it’s an all-new platform, the Arene software feels like an evolution of the previous software rather than a wholesale change, with the only noticeable difference at a front-end design level being the new tiled homescreen, and of course the extended functionality.

Other than using the embedded navigation for the launch drive routing, we didn’t really have too much time to play around with the RAV4’s multimedia system.

From our limited time using it, however, it’s clear that it’s easy to use, responds quickly to touch inputs, and offers crisp graphics and smooth refresh rates. It’s enough to take the RAV4’s software forward, without alienating its traditional audience.

That said, the heated/ventilated seat controls are touch-only, which is annoying given the temperature controls retain physical buttons in addition to virtual ones. The intelligent voice assistant also has a habit of chiming in at the mention of any word that vaguely sounds like ‘Toyota’, and it might feel a little basic for some.

All variants also come with 5G-enabled Toyota Connected Services, with selected features like the SOS emergency call function and remote app connectivity with vehicle information forming part of the Toyota Essentials package that doesn’t require payment-based subscriptions after the first 12 months.

The Toyota Connected+ package – complimentary for the first 12 months – adds services like remote vehicle tracking.

‘Toyota Connected Multimedia’, which includes connected navigation services, the Google-powered voice assistant and connected navigation routing, is standard for a six-year complimentary period from delivery. Spotify integration comes with a three-month free trial, then is subject to a $12.50 monthly subscription fee.

Beyond all the in-car tech stuff up front, the RAV4 retains a good level of utility. There are large toothed cupholders, plenty of nooks and crannies to stow your phones, wallets and keys, a deep cubby under the centre armrest drawer, which has multiple opening angles like in a Lexus, and decent-sized door bins to stow bottles and snacks.

Toyota made a point to mention its thought process behind some of the clustering of buttons and functions, which keeps them within arm’s reach of the driver. I could definitely see where it was coming from in an age where one-touch functions have become three- or four-tap sequences in some screen-heavy interiors. And while the RAV4 retains a sort of elegant simplicity, it’s not a revelation.

Furthermore, while build quality is up to top-notch Toyota standards, material quality is solid without being standout. High traffic touchpoints like the leather steering wheel trim and physical buttons feel well-made and, in the case of the latter, offer a solidity to their action that is quite satisfying, but there are plenty of cheaper-feeling surfaces throughout the cabin that don’t scream premium like some rivals do at this price point.

As with the previous generation, the latest RAV4 has more than enough space for growing families in the rear, with room for child capsules, child seats, lanky teenagers, and even full-grown adults.

Head and leg room for 6’1″ me was plentiful, even behind my own preferred driving position, and you’d even be able to squeeze three across the rear bench, though the hump in the floor does eat into the middle passenger’s foot and toe room somewhat.

Amenities in the rear include dual USB-C ports for charging devices, directional air vents (but no third zone of climate), a fold-down centre armrest with cupholders, map pockets on the front seatbacks, and bottle holders in the doors.

Parents will appreciate the ISOFIX anchor on the outboard seats, and there are top-tether points on the backs of all three rear pews. The tall roofline and glasshouse also mean there’s an open and airy feel in the back, so nausea-prone little ones (or little ones at heart) shouldn’t feel too hemmed in.

This new RAV4 also offers a panoramic sunroof on the Cruiser, which extends well into the second row, rather than the small moonroof that was available on the previous generation, and on the new XSE. The powered sunshade is a nice touch, especially given the harsh Australian sun.

Further back, there’s no available third row of seating like you’ll find in certain versions of the Mitsubishi Outlander or Nissan X-Trail, but there is up to 705 litres of luggage capacity (VDA), though this is “depending on grade”.

Still, the RAV4’s cargo area is noticeably deeper than before, and the space itself is nicely wide and square. And when you fold down the rear seats to extend the luggage bay it’s almost flat – though we don’t have a total volume capacity behind the front seats.

Under the boot floor, there’s a space-saver spare wheel as standard in all grades, though the base GX is available with an optional full-size spare.

To see how the Toyota RAV4 lines up against the competition, check out our comparison tool

What’s under the bonnet?

A 2.5-litre four-cylinder petrol engine lives under the bonnet of the new RAV4, as part of either a series-parallel hybrid system or a plug-in hybrid system depending on the variant.

* Note that the launch drive program comprised almost entirely high-speed, dynamic driving on winding mountain roads and some 110km/h Tasmanian highway, which isn’t representative of what most owners will be doing with their RAV4s.

With a greater mix of city and urban driving, I’d wager the new RAV4 Hybrid would get much closer to its official combined fuel consumption claim, especially given the trip computer quickly starting heading closer to 6.0L/100km as we spent more time at a constant speed on level ground on the highway.

To see how the Toyota RAV4 lines up against the competition, check out our comparison tool

How does the Toyota RAV4 drive?

As mentioned above, the launch drive was between Launceston and Cradle Mountain in Tasmania, with a strong focus on dynamic, winding mountain and targa roads rather than city and urban driving.

We got plenty of time behind the wheel but, personally, I would like to have had more time in everyday scenarios rather than cross-country touring and dynamic driving in what will predominantly be a family school bus and grocery-getter.

That said, the new RAV4 feels very much like a solid evolution of its predecessor rather than a wholesale change, and Toyota has done well to go down that path. By refining and polishing an already strong all-round package, it’s made a good car even better.

The chassis and drivetrain are very similar to the old car’s, but following improvements to drivability and refinement, it’s an even more enjoyable thing to pilot than before. Without getting too technical, structural strengthening to increase rigidity, increased damping and greater insulation all contribute to this.

Despite the drop in hybrid system power claims, the added grunt from the new electric motor and revised powertrain calibration make this new RAV4 feel smoother and more responsive than before, as evidenced by the official 0-100km/h acceleration claims of 8.0 seconds or less – previously they were low- to mid-8.0 seconds based on global specs.

We tried every hybrid variant bar the base GX, across a mix of FWD and AWD versions.

The Cruiser grades with their larger wheels are a little firmer in ride quality and don’t quite have the same cushy rebound from sharper hits as the GXL and Edge with their smaller wheels and chubbier tyres.

Further, the Edge’s 20mm wider track in theory should improve road holding and stability, but it was pretty hard to really tell the difference as we swapped between vehicles.

As with the previous model, the RAV4’s steering is responsive, accurate and communicative. Combined with the excellently balanced TNGA chassis, it’s a wonderful thing to steer – made clear during our winding drive program.

You can flick between a handful of modes including Eco, Normal, Sport and Custom to further adjust throttle response and steering feel, but to be honest the standard setting seemed to offer the best balance.

Sport brought a more keen throttle response and clearly primed the electric motor (or motors in AWD versions) to be ready to go at all times rather than coming on when required, but the steering in this mode is unnecessarily heavy and doesn’t bring any extra feel or engagement, nor some sort of synthesised engine noise to drown out the CVT drone.

That brings me to perhaps the biggest negative mark on the RAV4’s report card, which is that while it’s a solid performer, the 2.5L hybrid drivetrain just doesn’t come to the party enough to make this kind of dynamic driving enjoyable.

Revs just flare and there’s constant engine noise which isn’t particularly pleasant. It’s a shame, because the RAV4 is otherwise one of the more dynamic and engaging mid-size SUVs to drive.

We also had a couple of stints on dirt and gravel roads – no serious off-roading but representative of a country lane or camping trail – and even the 2WD vehicles were perfectly stable and predictable on loose surfaces.

AWD versions get additional Trail and Snow modes, but while we didn’t drive them on any surfaces serious enough to require using them, they tailor the powertrain and various electronic aids to the chosen terrain. Even 2WD models get an ‘Auto LSD’ function that torque vectors via braking to increase stability.

The new Vehicle Braking Posture Control system brakes the outside front wheel and inside rear wheel to mitigate body roll, particularly on winding roads.

No doubt this contributed to my positive experience behind the wheel of the RAV4 during our spirited stints on Tasmania’s winding mountain roads, and if you hadn’t told me it was there I wouldn’t have known it was subtly applying the brakes in the background.

Speaking of the brakes, there’s not a whole lot of noticeable regen going on, but Toyota says it has improved brake pedal feel and response via a newly developed electronically controlled braking system featuring a new electric cylinder in addition to the existing master cylinder with active hydraulic booster.

Has it worked? I think so, not that many RAV4 owners will notice much of a difference unless they drive the new one and the old one back-to-back – to be honest, that’s the case for a lot of the driving characteristics here.

Insulation from road and wind noise is pretty good for this segment, as well as engine noise even when under high load. The RAV4 isn’t quite a class-leader in terms of cabin refinement, but it does improve on the old one which could get a little noisy.

Perhaps my pick of the variants we drove was the GXL, with its super-comfy electrically adjustable cloth-trimmed driver’s seat and smaller 18-inch wheels with 235/60 tyres contributing to arguably the most comfortable and refined drive of the bunch.

Finally, given our targa-esque drive program, we didn’t spend much time testing out the driver aids, although country roads did bring up some annoyances with the lane-keeping assist tech, but that was pretty much it.

The adaptive cruise control worked well on a last-minute run back to the airport (the one highway stint we got), and the RAV4 now even has an Eco Run mode which relaxes acceleration inputs and also has a meter showing the amount of aero drag provided by leading vehicles.

Toyota also says there’s a new, more sophisticated set of cameras and millimetre-wave radar sensors to more accurately detect other vehicles, enhancing the sensing ability to detect up to two vehicles ahead. It will also detect vehicles merging into your lane sooner for smoother operation.

The RAV4 will also complete an emergency stop if the driver becomes incapacitated while adaptive cruise control is engaged, which is similar to tech that has already been brought to market by rival brands like Volkswagen. Navigation connectivity also means the RAV4’s cruise control will anticipate road curves and intersections, “providing natural and appropriate” acceleration and deceleration characteristics – though we didn’t really test this out.

To see how the Toyota RAV4 lines up against the competition, check out our comparison tool

What do you get?

As before, the RAV4 offers a sprawling range of six trim levels, almost all with multiple powertrain options.

2026 Toyota RAV4 GX HEV 2WD highlights:

• LED headlights incl. auto-levelling
• LED daytime running lights
• LED front turn signals, fog lights, tail-lights
• Auto power-folding, heated exterior mirrors
• Rear spoiler
• Aluminium roof rails
• Dual exhaust outlets
• UV-reducing rear, side and rear quarter glass
• UV-reducing tempered laminated acoustic windscreen
• 17-inch dark grey metallic alloy wheels
• 235/65 R17 tyres
• Space-saver spare wheel
• 6-way manual front seat adjustment
• 60:40-split/folding rear seats
• Black fabric upholstery
• 3-spoke urethane multi-function steering wheel
• 12.3-inch digital instrument cluster
• Electrochromatic rear-view mirror
• PVC shifter incl. leatherette shift boot
• Keyless entry and start
• Dual-zone automatic climate control
• Electric park brake
• 3 x front and 2 x rear USB-C ports
• 10.5-inch touchscreen infotainment system
• DAB+ digital radio
• Bluetooth connectivity
• Apple CarPlay, Android Auto – wireless
• Satellite navigation – embedded, connected
• Voice command
• Embedded drive recorder
• Embedded Spotify streaming – 3mths free
• 6-speaker audio

RAV4 GX HEV AWD adds:

• Trail and Snow drive mode
• Downhill assist control

RAV4 GXL HEV 2WD adds – over GX 2WD:

• Privacy rear side, rear and rear quarter glass
• Silver integrated skid plate
• Rear spoiler incl. gloss-black accents
• 18-inch dark grey metallic alloy wheels
• 235/60 R18 tyres
• 8-way power driver seat incl. 2-way lumbar
• Synthetic leather instrument panel, upper door trim, ornamentation
• Leather-accented steering wheel, shifter
• Gun metal interior door handles
• Rain-sensing wipers
• Wireless smartphone charger

RAV4 Cruiser HEV 2WD adds – over GXL:

• High-grade LED headlights
  • incl. Adaptive High-beam System
• Tilt, slide panoramic roof
• 20-inch machined black alloy wheels
• Leather-accented seat trim
  • Choice of Black or Neutral Beige
• 8-way power front passenger seat
• Shift-by-wire shifter incl. integrated park brake
• Front-centre, side metallic ornamentation
• Front passenger seat, centre tray mats
• Illuminated entry system
• 3-stage front seat heating, ventilation
• Second-row outboard heated seats
• Driver memory function
• Climate concierge
• NanoeX
• Head-up display
• Digital rear-view mirror
• Power tailgate incl. kick sensor
• 12.9-inch touchscreen infotainment system
• 2 x wireless smartphone chargers
• 45W front USB-C ports
• 9-speaker JBL premium audio

Toyota’s official spec breakdown branches from GXL to Cruiser and GXL to Edge then XSE…

RAV4 Edge AWD adds – over GXL:

• Unique front, rear bumpers
• Black wheel nuts
• Black wide wheel-arches
• 18-inch dark matte-grey metallic alloy wheels
• +20mm track increase (+10mm wheel offset each side)
• Synthetic leather seat trim
• Illuminated entry system
• Front cupholder, footwell illumination
• Front passenger seat, centre tray mats
• Front-centre, side metallic ornamentation
• Power tailgate
• 2-stage front seat heating
• 12.9-inch touchscreen infotainment system

RAV4 XSE HEV AWD adds – over Edge:

• Black front, rear bumpers
• Black Toyota logos
• Dark stainless steel window frames
• Black wheel arches, rocker and lower door mouldings
• Mid-grade LED headlights
• Dual-tone exterior paint
• 20-inch black alloy wheels
• 235/50 R20 tyres
• 18-inch temporary spare tyre
• *Deletes +20mm track increase
• Synthetic leather, suede seats with blue contrast stitching
• 8-way power front passenger seat
• Passenger and centre tray illumination
• 3-stage front seat heating, ventilation
• Driver memory function
• Easy access seat system
• Climate concierge
• NanoeX filtration
• Surround cameras
• Tilt, slide moonroof

To see how the Toyota RAV4 lines up against the competition, check out our comparison tool

Is the Toyota RAV4 safe?

While it’s touted as the “safest RAV4 ever”, the initial production run of vehicles for Australia will be ‘unrated’ by ANCAP. Toyota says it’s working on running upgrades to bring vehicles produced from the second half of 2026 up to five-star safety standards.

“The safety on the [RAV4] is the best we’ve ever had. And we were planning to try and launch it last year, but due to production delays we’ve launched it now [under new 2026 ANCAP protocols],” Toyota Australia’s vice president of sales and marketing John Pappas told CarExpert.

Toyota’s local product team said during a Q&A that the incoming “product updates” don’t include any structural changes at a factory level, but won’t necessarily be retrofittable to vehicles delivered earlier – therefore the initial batch of cars delivered in the first six months or so will remain ‘unrated’.

Details of the upgrades are still to be confirmed at this stage, with Toyota representatives only confirming they will involve “some enhancements to the passive and active safety systems”.

You can read about the 2026 ANCAP safety protocols here, but the headline change for this year is moving from a ‘box-ticking’ system to a ‘stages of safety’ approach, better assessing in-car distractions, and real-world performance of active safety and assistance systems.

Standard safety features include:

• 8 airbags incl. front-centre, driver knee
• Automatic collision notification – via connected services
• Auto high-beam
• Autonomous Emergency Braking – AEB
  • Pedestrian, Cyclist, Oncoming vehicle detection
  • Intersection collision avoidance assist
• Adaptive cruise control incl. curve speed reduction
• Blind-spot monitoring incl. safe exit assist
• Connected Services
  • SOS emergency call
  • Automatic collision notification
• Emergency driving stop system
• Emergency steering assist – brake actuated
• Front and rear cross-traffic alert
• Lane departure warning
• Lane-keep assist
• Lane Trace Assist – lane centring
• Parking sensors – front, rear
• Parking Support Brake – rear
• Reversing camera incl. dynamic guidelines
• Road sign assist
• Safe exit assist
• Speed sign recognition

RAV4 XSE adds:

• Panoramic view monitor – 360 cameras

RAV4 Cruiser adds:

• Adaptive High-beam System

To see how the Toyota RAV4 lines up against the competition, check out our comparison tool

How much does the Toyota RAV4 cost to run?

As with the wider Toyota lineup, the RAV4 is covered by Toyota Australia’s five-year, unlimited-kilometre new-vehicle warranty, with up to 10 years of traction battery coverage if you service with the brand’s dealer network.

The RAV4 remains one of the cheaper SUVs to service, though this new-generation model has seen yearly maintenance costs rise from about $270 a year to $325 annually. For reference, the Honda CR-V e:HEV costs $199 a year for the first five years.

To see how the Toyota RAV4 lines up against the competition, check out our comparison tool

CarExpert’s Take on the Toyota RAV4

There’s not much bad I can say about the new RAV4. While that may sound like faint praise, this SUV is bang-on what it needs to be for its target market.

Meaningful technical enhancements improve the on-road experience and address key criticisms of the outgoing model, while smaller improvements to practicality and general usability are less obvious one-percenters that round everything out nicely.

The new design inside and out may polarise opinions, but the new RAV4 remains a (mostly) enjoyable drive, promises benchmark efficiency (pending a more realistic real-world test), has more than enough space and features for most families, and of course benefits from Toyota’s legendary reputation for reliability and dealer coverage.

There’s a wide choice of trim levels and powertrain options, including the availability of AWD across the range, as well as a decent spread of kit regardless of the version you choose – you don’t need to go to the top of the line, just quietly.

Cons? Well, the lack of an ANCAP rating and the running changes that won’t be applied to initial vehicles is a blemish on the “safest RAV4 ever” claim, and the droney e-CVT and non-turbo petrol engine combination sticks out as the one element of the drive experience that grates for keener drivers, because the rest of the package is really quite good.

Our advice? If you want all the fruit then the Cruiser has it all, but the GXL FWD is arguably the value pick, while the Edge brings a unique look and feel inside and out, and is also a good middle-of-the-range choice. Alternatively, you could wait for the PHEVs if you’re prepared to pay the price premium and reckon you’ll make use of that circa-100km of zero-emissions driving range.

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