RAV4 Hybrid Right Vehicle at Right Time

DANA POINT, CA – Folks wanting to move from a C-segment car to a C-segment CUV have had to compromise.

A CUV can get them more cargo-hauling capability, but the vehicle type’s higher ride height and greater weight (i.e. un-aerodynamic-ness) negatively impact fuel economy.

Toyota hopes it has hit upon a solution.

Picking up where the inexplicably discontinued Ford Escape Hybrid left off four years ago, the all-new-for-’16 RAV4 Hybrid promises compact-car-like mileage in a CUV.

The new hybrid is rated at 33 mpg (7.1 L/100 km) combined, just a notch below the 35 mpg (6.7 L/100 km) averaged by the most fuel-efficient grade of the ’16 Corolla, the LE Eco and a decent step up from the ’16 non-hybrid RAV4, which at best musters 26 mpg (9.0 L/100 km) combined in a front-wheel-drive configuration.

And, as is typical of lots of stop-and-go driving in hybrids, we easily overshoot the combined EPA figure in real-world testing here, averaging 40.3 mpg (5.8 L/100 km) on an always-busy Pacific Coast Highway in an XLE grade of the RAV4 Hybrid. Our best observed figure is an amazing, Prius-like 44.5 mpg (5.3 L/100 km).

Even in an in an extremely hilly environment, we average 32.7 mpg (7.2 L/100 km) in a Limited Hybrid. What’s not to love?

Well, there is some stuff. The RAV4 Hybrid isn’t a perfect vehicle, but it comes close to perfection for the task it is most likely to be used for: transporting owners and their families and friends to stores, restaurants and work. Everyday life.

Three Motors Paired to 2.5L

The new hybrid RAV is based on the uber-successful standard RAV4, of which Toyota sold 315,412 to Americans in 2015 and targets 400,000 annually by 2017.

Both models have exactly the same exterior dimensions, including a 104.7-in. (2,659-mm) wheelbase, but interior volume is slightly less in the hybrid, 136.3 cu.-ft. (3.9 cu.-m) compared with the 140 cu.-ft. (4.0 cu.-m) maximum in the non-hybrid RAV, due to the former’s NiMH pack. However, the 35.6 cu.-ft. (1.0 cu.-m) of cargo volume behind the second row still is double the space in the Corolla’s trunk, 13.0 cu.-ft. (0.3 cu.-m).

The standard RAV4’s engine, a 176-hp 2.5L gasoline 4-cyl., is employed in the hybrid RAV4 and married to three electric motors. As is typical for Toyota hybrids, one acts as a generator and charges the nickel-metal-hydride battery while the second, a 105 kW/141 hp motor, drives the front wheels.

For this all-wheel-drive model there's also a third motor, a 50-kW (67-hp) unit that drives the rear wheels. Motors two and three both regenerate electricity during braking.

The powertrain setup essentially is the same as that in the Lexus sister brand’s compact hybrid CUV, the RAV4-based NX 300h.

While the RAV4 Hybrid and NX 300h have the same total output, 194 hp, and peak torque of 152 lb.-ft. (206 Nm) at 4,400 rpm, the 2.5L in the RAV4 makes slightly less peak horsepower (150 hp @ 5,700 rpm) than the same engine in the NX (154 hp @ 5,700 rpm).

On the road, the transition from electric to gas power and back is virtually imperceptible. As with all Toyota hybrids electric power can be forced on, but only if there is a sufficient charge in the battery and vehicle speed is below roughly 20 mph (32 km/h).

Acceleration is immediate in the two non-EV drive modes, although a Sport setting naturally results in a slightly more eager pedal than Eco.

An opportunity to drive the Limited Hybrid on a course through snaking cones shows a surprising degree of responsiveness. However, a heavy steering feel results in tired arms after our fun ends.

Like the RAV4, the hybrid has a MacPherson-strut front and double-wishbone rear suspension with coil springs. There are stabilizer bars front and rear, with the front’s slightly bigger at 25 mm compared with 23 mm.

Updates for the RAV4 chassis carrying over to the hybrid grades include more spot welds and support mounts for the rear member and stability-enhancing tuning for front and rear shock absorbers and coils.

The CVT’s fake shift points are at odds with where we want to be when driving uphill – it always seems one gear high – but a manual-shift function easily allows us to step down a gear for more torque.

The brake pedal in the Limited Hybrid also isn’t as firm as it should be.

Interior: Nice Materials, Aggravating Ergonomics

Upon reviewing this generation of RAV4 in December 2012 our biggest complaints were its thin and flimsy touch points.

Doors were light as a feather. Trim materials were overwhelmingly hard plastic.

Those issues mostly are remedied with the ’16 RAV4, and the hybrid especially has some interesting touches.

There’s a lot of decorative, contrast stitching on the dash and seats, and seat coverings are attractive across the board. Buyers have a choice of fabric with checked patterns or some realistic-looking faux leathers. A saddle-colored pleather, dubbed Cinnamon by Toyota marketers, is especially striking.

The cargo area of the hybrid RAVs here is nicely finished, with an above-average grade of carpeting, plus a tonneau cover standard on the Limited but optional on the XLE.

Pillar trim is hard plastic – only the new SE grade of the non-hybrid RAV is seen with fabric-wrapped pillars – but A-pillars are textured to match the checked pattern of the circular-knit headliner.

Toyota doesn’t want to go too luxe with the RAV4 Hybrid and intrude on the NX 300h’s space. Perhaps that’s why in a $30,000 Limited Hybrid the passenger seat can’t be adjusted for height or the shoulder belt raised or lowered. Ugh.

Our gripes with the interior mostly relate to ergonomics. Automakers keep frustrating us by putting the tune button at the top right of touchscreens, touchscreens that are placed high on the stack meaning they’re already a stretch for drivers without the lanky arms of NBA players.

The RAV4 Hybrid further annoys us with a seek button in that vicinity, too. Double ugh.

Yes, there are virtual buttons on the touchscreen but these, as has been the case for years with Toyota’s human-machine interface, are too darn small.

Thankfully climate knobs are big and nicely angled on the lower center stack.

Seats also are comfortable, including those in the second row, thanks to seat backs that can be reclined.

The best part about the new RAV4 Hybrid? Its price in relation to its equipment and the standard RAV4.

Buyers need only spend $700 more, a negligible amount when stretched over years of loan or lease payments, for an AWD hybrid XLE vs. an AWD standard XLE.

The premium for the AWD Limited Hybrid also is $700 more than a non-hybrid Limited.

At $28,370 and $33,610 both the XLE and Limited are well-equipped with lots of standard features, including heated outside mirrors, a backup camera, push-button start and a power tilt and slide moonroof.

The Limited adds LED headlights in place of halogen, heated front seats and a blindspot monitor.

We favor the XLE for a good amount of standard content and its smaller, 17-in. wheels and tires. The Limited’s larger 18-in. tires seem to generate more road noise.

Yes, gas may be cheap right now in the U.S., but as we’ve seen time and time again, it won’t stay cheap forever. As more buyers eschew cars for CUVs, the RAV4 Hybrid is the right vehicle right now. We only can hope other automakers follow suit with less-thirsty light trucks.

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'16 Toyota RAV4 Hybrid XLE Specifications