Car Reviews
Toyota’s RAV4 GR Sport Plug-In – AMARILLO BY MORNING
Toyota’s RAV4 GR Sport Plug-In
AMARILLO BY MORNING
With thanks to George Strait, aboard Toyota’s RAV4 Plug-in (and its 600 miles of total range) you could leave San Antone and make Amarillo by morning, while still having enough gas to find the local Honkytonk. And with 0-60 coming in just over five seconds with a top speed of 125, you probably make Amarillo by supper…
Toyota’s RAV4, at this point in its production life, is irrevocably ubiquitous. Sixty years ago we had Chevrolet’s Impala and Ford’s Galaxie roaming America’s byways, while today we have Toyota’s RAV4 sharing that same space – begrudgingly – with Honda’s CR-V. And little else. The RAV4 is what you see in suburban driveways, straddling urban curbs and at UBER pickup locations. And given the RAV4’s tidy footprint, expansive interior and accessible price point, its ubiquity shouldn’t come as a surprise. That Toyota can continue to move the needle upward does, however, surprise. The company’s tune-up of the RAV4 platform is its most recent surprise and – happily – delight.
With a redesign for 2026, the RAV4 – especially in its plugged-in, EV-assisted form – drives quietly into its new generation. In the walk-up you see a tightened design, one that appears smaller although its outward dimensions are almost identical. There’s a crispness to the sheetmetal that wasn’t there in the last generation, but then, there’s also a bluntness to the front fascia that wasn’t there, either. Thankfully, Toyota didn’t contract with Lego for a collaboration; the RAV4 remains a Toyota and not – notably – a Telluride. And its greenhouse remains generous…you can see out, while they can see in.
Inside, our GR (Gazoo Racing – as if…) Sport spec offers generous room for four, occasional space for five, and supremely easy access to all seats through all doors. Once inside you’re greeted by what Toyota terms ‘Mixed Media/SofTex’ trim covering the seats. That Alcantara-like seat cushion holds you firmly in place, but then, it also holds most of the what-have-you that floats within a car’s interior. At the moment the ‘Mixed Media’ thing is the go-to for designers of sporty transport, but I prefer the explicit nostalgia of VW’s plaid, which the Germans still spec for the base GTI.
The RAV4’s seating position is just about perfect, and I’m all smiles until encountering the 12.9 inches of Infotainment mounted dead center against the dash. There’s intuitive and counter-intuitive, and after a week of driving I’m still not sure if this particular 13 inches fits within either category. Why we get warnings of privacy issues each and every time we turn on the ignition is baffling…I get it already. (And once I get it I’ve got it, OK?) The balance of the dashboard is straightforward, but the infotainment treats me like a guy in his 8th decade…which I am, but how’d Toyota know?
There’s also the use of hard plastics throughout the interior, something you might rationalize on the base RAV4 (which is comfortably under $40K), but not on the plug-in, topping out at about $50K. Toyota’s product team, based – I’ll guess – in North Texas, should get themselves to a Hyundai or Kia dealer to see how it’s done at these price points, ‘cuz Toyota could do it better.
Better news is a traditional transmission stalk atop the center console for doing the PRNDL thing. Although connected to a CVT, Toyota’s nod to the traditional is a welcome step, a gentle reminder that you’re behind the wheel and not sitting astride a command center.
If carrying people and/or their stuff, passenger volume is just under 100 cubic feet, while cargo space is 34 cubic feet behind the second row and 64 cubic feet with the rear seat folded.
While initially suspicious of combining GR (again, it’s Gazoo Racing) with the RAV4 platform, the sport-tuned suspension – which also slightly lowers the ride height – in combination with more aggressive rubber makes for an absolutely wonderful pairing. You’d still describe the handling as benign, but the ride comfort is uncompromised, and the directness of its steering, braking and cornering is almost that of a sport sedan.
You’re also reminded of a sport sedan when unlocking the RAV4 Plug-in’s performance. With 2.5 liters of DOHC inline four combined with three AC motors, you have beneath your right foot 324 combined horses and only Mr. Toyoda knows how much torque. When selecting hybrid the down-the-road mode is almost serene, while using EV (and its 50+ miles of electric-only propulsion) it’s almost sublime. The aforementioned acceleration is effortless, and the cut-and-thrust ability makes traffic snarls almost welcome.
The RAV4 Plug-in sits at the top of the RAV4 pyramid, with all products in the RAV4 lineup spec’d with a hybrid drivetrain. With the base RAV4 trim starting at around $40K, the plug-in represents roughly a $10K bump. But at $50K you’re still sitting at the median cost of a new car in these United States. If you can afford FIFTY LARGE you should give Toyota’s RAV4 Plug-in a try.
If you can’t rationalize $50K, it’s – you’ve already guessed – Amarillo By Mourning…
