# data.attributes.metatag[].attributes.content
Still a sensible choice. The RAV4 is comfortable, quiet and gets plenty of electric range

# data.attributes.metatag[].attributes.content
Still a sensible choice. The RAV4 is comfortable, quiet and gets plenty of electric range

# data.attributes.metatag[].attributes.content
Still a sensible choice. The RAV4 is comfortable, quiet and gets plenty of electric range

# data.attributes.metatag[].attributes.content
Still a sensible choice. The RAV4 is comfortable, quiet and gets plenty of electric range

# data.attributes.metatag[].attributes.content.description[]
Still a sensible choice. The RAV4 is comfortable

# data.attributes.metatag[].attributes.content[]
"description":"Still a sensible choice. The RAV4 is comfortable

# data.attributes.metatag[].attributes.content[]
quiet and gets plenty of electric range"

# data.attributes.field_cars_driving.value
We’ll kick off with the front-wheel drive setup given that’s the one that most people will plump for.

With a full battery you’re looking at an impressive 85 miles of claimed electric range, and in EV mode it’s as smooth and quiet as you’d expect. You also get paddles behind the steering wheel to flick through six different levels of regen, although even the strongest setting is a long way off a one-pedal mode, and your previous selection is forgotten once you get back on the throttle. Bit of a missed opportunity there.

At times it’ll also feel like the RAV4 has adaptive regen, but that’s just Toyota’s active safety systems slowing the car down when it feels like you’re too close to the car in front.

HEV Auto mode allows the RAV4 to switch between petrol and electric power as it sees fit, and the handover is generally very smooth while acceleration is brisk enough. Given it uses a CVT gearbox to marshall the combustion engine, there is some rev flare, and the four-pot can get a little bit noise under hard acceleration. But in everyday driving the powertrain seems fairly refined and certainly prioritises electric running.

There’s no option to save your electricity completely for later in a journey, but the Hybrid mode keeps it topped up by engaging the engine more often. Toyota claims up to 217mpg for the front-wheel drive model, but that number is for the birds. We’ll need a longer run to determine real-world economy.

Is it comfortable?

With the standard dampers, the RAV4 is set up to be surprisingly soft. As a result, there’s a decent amount of body roll through corners, but with a low centre of gravity thanks to the floor-mounted battery it never feels ungainly. It also means the ride is properly squidgy, which makes a change from other overly sporty family crossovers.

Pitch and dive is well controlled under acceleration and braking though, and while the steering is light it’s also reasonably direct. Decent feel to the brake pedal, too.

What difference does all-wheel drive make?

As well as tipping the kerbweight over 2.5 tonnes and upping the towing capacity to two tonnes, the AWD variants also add a good chunk more power. We’re talking a total of 305bhp, so with all motors working together it really does shift. There is a bit of wind noise at speed from the blocky shape, but otherwise the RAV4 remains pretty refined.

All-wheel drive also adds Trail and Snow modes for a little more grip when things get slippery, and it coped admirably with the gravel track that we threw it up.

Should I get the GR Sport?

The GR Sport gets firmer dampers and a more tied down ride, but it’s far from uncomfortable. There’s less roll through corners too, although in its sport mode the recalibrated steering is needlessly heavy. We’d save the cash and stick with the softly sprung standard car.

Anything else I need to know?

Like many rivals, there’s plenty of beeping and bonging from the RAV4. You do get a handy shortcut on the central screen to turn off the speed limit warning sound, but the driver attention monitor is particularly sensitive and will ping away if you dare to look at said screen. Argh!

# data.attributes.field_cars_driving.processed
We’ll kick off with the front-wheel drive setup given that’s the one that most people will plump for.

With a full battery you’re looking at an impressive 85 miles of claimed electric range, and in EV mode it’s as smooth and quiet as you’d expect. You also get paddles behind the steering wheel to flick through six different levels of regen, although even the strongest setting is a long way off a one-pedal mode, and your previous selection is forgotten once you get back on the throttle. Bit of a missed opportunity there.

At times it’ll also feel like the RAV4 has adaptive regen, but that’s just Toyota’s active safety systems slowing the car down when it feels like you’re too close to the car in front.

HEV Auto mode allows the RAV4 to switch between petrol and electric power as it sees fit, and the handover is generally very smooth while acceleration is brisk enough. Given it uses a CVT gearbox to marshall the combustion engine, there is some rev flare, and the four-pot can get a little bit noise under hard acceleration. But in everyday driving the powertrain seems fairly refined and certainly prioritises electric running.

There’s no option to save your electricity completely for later in a journey, but the Hybrid mode keeps it topped up by engaging the engine more often. Toyota claims up to 217mpg for the front-wheel drive model, but that number is for the birds. We’ll need a longer run to determine real-world economy.

Is it comfortable?

With the standard dampers, the RAV4 is set up to be surprisingly soft. As a result, there’s a decent amount of body roll through corners, but with a low centre of gravity thanks to the floor-mounted battery it never feels ungainly. It also means the ride is properly squidgy, which makes a change from other overly sporty family crossovers.

Pitch and dive is well controlled under acceleration and braking though, and while the steering is light it’s also reasonably direct. Decent feel to the brake pedal, too.

What difference does all-wheel drive make?

As well as tipping the kerbweight over 2.5 tonnes and upping the towing capacity to two tonnes, the AWD variants also add a good chunk more power. We’re talking a total of 305bhp, so with all motors working together it really does shift. There is a bit of wind noise at speed from the blocky shape, but otherwise the RAV4 remains pretty refined.

All-wheel drive also adds Trail and Snow modes for a little more grip when things get slippery, and it coped admirably with the gravel track that we threw it up.

Should I get the GR Sport?

The GR Sport gets firmer dampers and a more tied down ride, but it’s far from uncomfortable. There’s less roll through corners too, although in its sport mode the recalibrated steering is needlessly heavy. We’d save the cash and stick with the softly sprung standard car.

Anything else I need to know?

Like many rivals, there’s plenty of beeping and bonging from the RAV4. You do get a handy shortcut on the central screen to turn off the speed limit warning sound, but the driver attention monitor is particularly sensitive and will ping away if you dare to look at said screen. Argh!

# data.attributes.field_cars_editor_title
Toyota RAV4 review: all hail the best-selling car in the world

# data.attributes.field_cars_inside.value
The chunky styling continues inside, with a blocky centre console that houses a fair few physical buttons (including some for the climate control). The dash is crowned by a new 12.9in infotainment screen.

Said screen is apparently running Toyota’s Arene software platform for the very first time, and we’re told that it’s “four times faster, with eight times more memory” than the previous generation. Unfortunately, many of the graphics still look like they’re from the mid-2000s and the navigation display is so basic it’s not always easy to follow a route. Floppy disc updates, anyone?

The 12.3in digital dial screen is also pretty complex, with a number of different fonts, displays and an overload of information. Thankfully you can mostly ignore it if you’ve gone for the Excel or GR Sport trim, because both of those come with a clear head-up display.

Is it comfortable in there?

Well, there’s seating for five, and up front you get soft chairs with a choice of fabric, Ultrasuede, synthetic leather or full-fat leather based on the trim level. There’s plenty of adjustment for the driver’s seat and steering wheel to get settled, and the dial display has actually been lowered by 40mm for a better view out.

Rear seat passengers get plenty of leg and headroom, and large windows keep it fairly bright and airy despite the choice of either grey or black upholstery. A massive panoramic roof is optional on the Design and Excel trims, while the GR Sport can only be specced with a smaller sunroof over the front seats. Strange.

All RAV4s in the UK get heated front seats and a heated steering wheel though, while the poshest Excel trim adds both ventilation to the fronts and heating in the rear. That one also gets two wireless chargers and some more powerful 45W USB-C ports to rapid charge your smartphone.

How’s the GR Sport inside?

Not sure you’ll be mistaking it for the cabin of the new GR GT supercar any time soon, but you do get some red accents, a special Gazoo Racing steering wheel and a combination of synthetic leather and suede-style upholstery. There are also aluminium pedals and some special knee pads on the sides of the centre console for comfy cornering.

Has it got a big boot?

With the rear seats in place, you’re looking at 672 litres of room back there, which is slightly more than you get in a Honda CR-V PHEV (617 litres) and a whole supermini’s worth more than the plug-in Volkswagen Tiguan eHybrid (490 litres). It’s not quite as large as the Kodiaq iV’s 745 litres, but Skoda rarely lets itself be beaten when it comes to loadspace...

Of course, the back bench can also be folded flat to unlock up to 1,690 litres of room if you fill the RAV4 right to the roof. All versions except the entry-level Icon get an electrically opening boot with a kick sensor, and we’re told the detection area has been expanded to ensure you’re not waving your feet around like a young Billy Elliot while carrying the weekly shop.

# data.attributes.field_cars_inside.processed
The chunky styling continues inside, with a blocky centre console that houses a fair few physical buttons (including some for the climate control). The dash is crowned by a new 12.9in infotainment screen.

Said screen is apparently running Toyota’s Arene software platform for the very first time, and we’re told that it’s “four times faster, with eight times more memory” than the previous generation. Unfortunately, many of the graphics still look like they’re from the mid-2000s and the navigation display is so basic it’s not always easy to follow a route. Floppy disc updates, anyone?

The 12.3in digital dial screen is also pretty complex, with a number of different fonts, displays and an overload of information. Thankfully you can mostly ignore it if you’ve gone for the Excel or GR Sport trim, because both of those come with a clear head-up display.

Is it comfortable in there?

Well, there’s seating for five, and up front you get soft chairs with a choice of fabric, Ultrasuede, synthetic leather or full-fat leather based on the trim level. There’s plenty of adjustment for the driver’s seat and steering wheel to get settled, and the dial display has actually been lowered by 40mm for a better view out.

Rear seat passengers get plenty of leg and headroom, and large windows keep it fairly bright and airy despite the choice of either grey or black upholstery. A massive panoramic roof is optional on the Design and Excel trims, while the GR Sport can only be specced with a smaller sunroof over the front seats. Strange.

All RAV4s in the UK get heated front seats and a heated steering wheel though, while the poshest Excel trim adds both ventilation to the fronts and heating in the rear. That one also gets two wireless chargers and some more powerful 45W USB-C ports to rapid charge your smartphone.

How’s the GR Sport inside?

Not sure you’ll be mistaking it for the cabin of the new GR GT supercar any time soon, but you do get some red accents, a special Gazoo Racing steering wheel and a combination of synthetic leather and suede-style upholstery. There are also aluminium pedals and some special knee pads on the sides of the centre console for comfy cornering.

Has it got a big boot?

With the rear seats in place, you’re looking at 672 litres of room back there, which is slightly more than you get in a Honda CR-V PHEV (617 litres) and a whole supermini’s worth more than the plug-in Volkswagen Tiguan eHybrid (490 litres). It’s not quite as large as the Kodiaq iV’s 745 litres, but Skoda rarely lets itself be beaten when it comes to loadspace...

Of course, the back bench can also be folded flat to unlock up to 1,690 litres of room if you fill the RAV4 right to the roof. All versions except the entry-level Icon get an electrically opening boot with a kick sensor, and we’re told the detection area has been expanded to ensure you’re not waving your feet around like a young Billy Elliot while carrying the weekly shop.

# data.attributes.field_cars_owning.value
With its standard hybrid powertrain option, the previous generation RAV4 started at just under £40k in the UK when it became the best-selling car in the world.

And yet, with the plug-in hybrid only approach you’re now looking at an entry price of £43,845 for the Icon trim. That is slightly less than you’d pay for the former entry-level PHEV though, and this new generation is better equipped.

As standard you get pretty much all of Toyota’s active safety systems, as well as dual zone air conditioning, heated front seats, a heated steering wheel and a power tailgate. You also get 18in wheels on Icon models, and you won’t have to pay extra for metallic paint options. Mmm, shiny.

Make the step up to Design trim and you’ll unlock 20in black alloy wheels, two-tone paint and the synthetic leather seats. You also get a wireless phone charger inside and ventilation for the front seats. Toyota reckons this’ll be the big seller in the UK with around 40 per cent of customers ticking the box. It’ll cost from £45,745.

The next rung up the ladder is Excel trim, and it’s here where you can divert into the AWD powertrain should you so desire. You also get 20in machined alloy wheels, a JBL premium audio system (although the standard setup is still pretty good), a head-up display and leather seats that are heated in the back as well as up front.

The front-wheel drive Excel costs £50,045, while all-wheel drive is £52,390. That means a slightly cheaper way into the AWD car is to go for the £52,045 GR Sport.

# data.attributes.field_cars_owning.processed
With its standard hybrid powertrain option, the previous generation RAV4 started at just under £40k in the UK when it became the best-selling car in the world.

And yet, with the plug-in hybrid only approach you’re now looking at an entry price of £43,845 for the Icon trim. That is slightly less than you’d pay for the former entry-level PHEV though, and this new generation is better equipped.

As standard you get pretty much all of Toyota’s active safety systems, as well as dual zone air conditioning, heated front seats, a heated steering wheel and a power tailgate. You also get 18in wheels on Icon models, and you won’t have to pay extra for metallic paint options. Mmm, shiny.

Make the step up to Design trim and you’ll unlock 20in black alloy wheels, two-tone paint and the synthetic leather seats. You also get a wireless phone charger inside and ventilation for the front seats. Toyota reckons this’ll be the big seller in the UK with around 40 per cent of customers ticking the box. It’ll cost from £45,745.

The next rung up the ladder is Excel trim, and it’s here where you can divert into the AWD powertrain should you so desire. You also get 20in machined alloy wheels, a JBL premium audio system (although the standard setup is still pretty good), a head-up display and leather seats that are heated in the back as well as up front.

The front-wheel drive Excel costs £50,045, while all-wheel drive is £52,390. That means a slightly cheaper way into the AWD car is to go for the £52,045 GR Sport.

# data.attributes.field_cars_stand_first
Turns out 2025 was a decent year for the RAV4, and now there’s an all-new one. No pressure

# data.attributes.field_cars_verdict.value
With nearly double the electric range of the previous RAV4 PHEV and an entry price that has actually come down by a couple of hundred quid (thanks to the front-wheel drive plug-in option), it looks like this sixth-generation offers decent value for money.

It’s far from the most exciting thing to drive, but the soft setup makes for a comfortable ride, and the all-wheel drive variant is surprisingly sprightly. Shame about some of the tech, but Toyota has been brave with the chunky looks, and we can’t see worldwide sales slowing down any time soon. Can anything challenge the RAV4’s figures in 2026?

# data.attributes.field_cars_verdict.processed
With nearly double the electric range of the previous RAV4 PHEV and an entry price that has actually come down by a couple of hundred quid (thanks to the front-wheel drive plug-in option), it looks like this sixth-generation offers decent value for money.

It’s far from the most exciting thing to drive, but the soft setup makes for a comfortable ride, and the all-wheel drive variant is surprisingly sprightly. Shame about some of the tech, but Toyota has been brave with the chunky looks, and we can’t see worldwide sales slowing down any time soon. Can anything challenge the RAV4’s figures in 2026?

# data.attributes.field_cars_verdict_against
Paddles could have more impact, new tech a bit of a letdown

# data.attributes.field_cars_verdict_for
Comfy ride, plenty of space, smooth powertrain

# data.attributes.field_cars_verdict_text
Almost double the EV range for less money than before. We can't see RAV4 sales slowing any time soon

# data.attributes.field_cars_what_is_it.value
It may not be obvious at first glance, but this plug-in hybrid SUV is a bit of a big deal. You see, last year the Toyota RAV4 bested the Tesla Model Y to be named the best-selling car in the world… and now there’s a new one.

Hang on, haven’t I already seen this on the road?

Ah yes, you may well have done if you’re on the other side of the pond. This new sixth generation RAV4 went on sale in North America towards the end of 2025, but first deliveries for UK customers won’t happen until July 2026.

You can read our US-spec review by clicking these words. That one is built over there by the way, while ours is stuck together in Japan.

Is our version different?

Well, while the US and the rest of Europe gets both a PHEV and a standard hybrid option, Toyota UK is only taking the plug-in.

There is still a decision for prospective buyers to make over here though, because the PHEV now comes with either front-wheel or all-wheel drive.

The former pairs a 2.5-litre four-cylinder petrol engine with a hefty new 20kWh usable battery and a more powerful electric motor than the previous gen, for a total output of 268bhp and a 0-62mph time of 7.5 seconds. All-electric range is up to 85 miles, and it’ll now fast charge at 50kW for a 10 to 80 per cent top up in 30 minutes if required.

The all-wheel drive variant adds an extra electric motor on the back axle for a bit more grunt, taking the power output up to a healthy 305bhp and dropping the 0-62mph sprint down to 5.8 seconds. That’s half a second quicker than a GR86.

Toyota reckons only 15 per cent of UK buyers will tick the box for the extra driven wheels though, which is not so much of a surprise when you realise it knocks around 10 miles off the electric range.

Rivals include the Honda CR-V, the Peugeot 3008, the Volkswagen Tiguan eHybrid, and the strong-selling Hyundai Tucson and Kia Sportage. Not to mention the Skoda Kodiaq.

It looks surprisingly chunky…

Yep, the RAV4 has come a long way from the friendly three-door that first launched back in 1994. It’s now sporting a Land Cruiser-lite look with chunky arches, a more upright rear end and a “hammerhead frontal design”. Side note, why does every carmaker seem to want a hammerhead front end? Hammerhead sharks look ridiculous.

Anyway, we’re told that there has been no increase in exterior dimensions over the previous version despite the blocky look, while UK cars get either 18 or 20in wheels.

Is there a sporty one?

Of course there is. Toyota is riding the wave of aggressive styling packs with a fancy GR Sport trim.

We’re told that this is “motorsports-inspired” with a gaping GR-spec grille, extra air intakes up front and 12.5mm wider wheel arches. There are also special 20in black alloy wheels and a black interior with red stitching. In the US the GR Sport also gets a proper rear spoiler, but for some reason that has been toned down for Europe. Shame.

We do get specially tuned power steering though, plus ‘high-performance’ front dampers that make the GR Sport stiffer than the standard RAV4.

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How much will it cost?

Ah, well because we’ll only be getting plug-in hybrid RAV4s from now on, prices start at a rather punchy £43,845. That’ll get you into the entry-level Icon trim with front-wheel drive. All-wheel drive only becomes available once you’ve made a couple of jumps up the trim levels, with the GR Sport actually then the most affordable at £52,045. Ooft. Head over to the Buying tab of this review for more detail.

For reference, prices for the standard hybrid setup in the US start at just over $30,000. Ouch.

# data.attributes.field_cars_what_is_it.processed
It may not be obvious at first glance, but this plug-in hybrid SUV is a bit of a big deal. You see, last year the Toyota RAV4 bested the Tesla Model Y to be named the best-selling car in the world… and now there’s a new one.

Hang on, haven’t I already seen this on the road?

Ah yes, you may well have done if you’re on the other side of the pond. This new sixth generation RAV4 went on sale in North America towards the end of 2025, but first deliveries for UK customers won’t happen until July 2026.

You can read our US-spec review by clicking these words. That one is built over there by the way, while ours is stuck together in Japan.

Is our version different?

Well, while the US and the rest of Europe gets both a PHEV and a standard hybrid option, Toyota UK is only taking the plug-in.

There is still a decision for prospective buyers to make over here though, because the PHEV now comes with either front-wheel or all-wheel drive.

The former pairs a 2.5-litre four-cylinder petrol engine with a hefty new 20kWh usable battery and a more powerful electric motor than the previous gen, for a total output of 268bhp and a 0-62mph time of 7.5 seconds. All-electric range is up to 85 miles, and it’ll now fast charge at 50kW for a 10 to 80 per cent top up in 30 minutes if required.

The all-wheel drive variant adds an extra electric motor on the back axle for a bit more grunt, taking the power output up to a healthy 305bhp and dropping the 0-62mph sprint down to 5.8 seconds. That’s half a second quicker than a GR86.

Toyota reckons only 15 per cent of UK buyers will tick the box for the extra driven wheels though, which is not so much of a surprise when you realise it knocks around 10 miles off the electric range.

Rivals include the Honda CR-V, the Peugeot 3008, the Volkswagen Tiguan eHybrid, and the strong-selling Hyundai Tucson and Kia Sportage. Not to mention the Skoda Kodiaq.

It looks surprisingly chunky…

Yep, the RAV4 has come a long way from the friendly three-door that first launched back in 1994. It’s now sporting a Land Cruiser-lite look with chunky arches, a more upright rear end and a “hammerhead frontal design”. Side note, why does every carmaker seem to want a hammerhead front end? Hammerhead sharks look ridiculous.

Anyway, we’re told that there has been no increase in exterior dimensions over the previous version despite the blocky look, while UK cars get either 18 or 20in wheels.

Is there a sporty one?

Of course there is. Toyota is riding the wave of aggressive styling packs with a fancy GR Sport trim.

We’re told that this is “motorsports-inspired” with a gaping GR-spec grille, extra air intakes up front and 12.5mm wider wheel arches. There are also special 20in black alloy wheels and a black interior with red stitching. In the US the GR Sport also gets a proper rear spoiler, but for some reason that has been toned down for Europe. Shame.

We do get specially tuned power steering though, plus ‘high-performance’ front dampers that make the GR Sport stiffer than the standard RAV4.

How much will it cost?

Ah, well because we’ll only be getting plug-in hybrid RAV4s from now on, prices start at a rather punchy £43,845. That’ll get you into the entry-level Icon trim with front-wheel drive. All-wheel drive only becomes available once you’ve made a couple of jumps up the trim levels, with the GR Sport actually then the most affordable at £52,045. Ooft. Head over to the Buying tab of this review for more detail.

For reference, prices for the standard hybrid setup in the US start at just over $30,000. Ouch.

# data.attributes.field_cars_what_we_say
Still a sensible choice. The RAV4 is comfortable, quiet and gets plenty of electric range

# data.attributes.field_cars_wildcard_text
Going green? Go further. The e-Niro is a sensible family sized SUV with sensible all-electric range