2020 Toyota RAV4 vs 2022

What's the difference?

My feelings of hope for improvements from Toyota have given way to expectation. Traditionally its cars have been safe, well-built, and high quality, just boring to drive and imbued with a bit much of a "just enough" attitude. The RAV4 GX Hybrid might be nearly forty grand on the road but it has an excellent safety package, genuine fuel-saving hybrid technology and plenty of room for you and your stuff.

Fun to drive SUVs don't always have the blue halo of electrification. Somehow Toyota has injected (a sensible amount of) fun into the RAV4 which is kind of funny given how much money the brand has spent pretending it's fun. But it's happened and that's a good thing.

The XSE hybrid 2WD is yet another member of the very talented and likeable fifth-generation RAV4 family. But it isn't the optimal version.

Why? Despite go-faster looks inside and out, it's no more a sports SUV than any other current RAV4, with no engineering or performance upgrades to set the XSE apart. Frisky and fun though it is, don't expect a latter-day Falcon XR6 or Commodore SV6.

You may as well buy the cheaper GXL hybrid, save $2800 and still enjoy a high degree of driver enjoyment for a midsized SUV, and without those clammy Softex seats to boot.

I do like the new RAV4 more than the old one. A few angles are a little too... um, angly, and from the rear seems to have pinched its look from the VW Tiguan. Sometimes in traffic I double take because the badges and tail-lights don't match. I doubt it's completely deliberate, but the resemblance is there.

Further similarity to the competition is evident in the nose, with a distinct whiff of Forester. Either way, the RAV4 is more interesting and much sharper than its flabby predecessor.

I really dig the interior, though. Not so much for its beauty - its left-field competitor, the Peugeot 3008 wins that race hands down - but for, again, how much better it is than the old car, and how clever it is.

Everything looks and feels much better, with nicer materials and some lovely touches like the industrial motif in the rubber bits that line things like the the cupholder, boot floor and the tray cut into the dash. The rubberised climate control dials are a nice touch, adding a halo of ruggedness and practicality. I prefer the cloth interior, too.

There is little doubt that the RAV4’s chunky, Jeep-esque design has helped it finally break away from the fey soft roader image of earlier iterations, appealing to a very broad spectrum of buyers.

The Toyota’s aesthetic appeal also seems to transcend social structure, probably by dint of providing advanced hybrid specification. That’s evident in its phenomenal sales success.

More specifically, the XSE hybrid’s two-tone roof and glossy wheels do provide a striking point of difference vis-a-vis other RAV4s, while the series as a whole has aged remarkably well over against flashier younger rivals like the Kia Sportage and Hyundai Tucson, offering a distinct style that melds both form and function.

Few would argue that the current RAV4 taps into the current consumer mindset with consummate ease. A future classic in the making.

The RAV is very nicely packaged, which isn't something you can say about the Corolla or C-HR. Front seat passengers score a big phone sized cubby hole in the console as well as couple of litres underneath the armrest along with a little tray.

The two cupholders are placed just ahead of the armrest. The dash also sports a Kluger-style split, thoughtfully lined with rubber for your passenger's bits and pieces. Just the one USB port, though, which is a shame - the GXL and up have another four. Seems a bit stingy for rear-seat passengers.

Rear seat dwellers score two cupholders and all four doors have bottle holders. There is also plenty of space back there with good head and leg room and air-con vents.

The boot has a clever two-position floor to eke out a few more litres if you need them. In its lowest position you have 580 litres (assuming you don't have an optional full-size spare).

Set it higher, and level with the boot loading lip, you have 542 litres. As is Toyota's habit, the company doesn't have an official figure for a folded seat situation.

Immensely, since the RAV4’s aesthetic and functional harmony carries over inside.

Big windows, lofty seating (perhaps too much so for taller front-seat passengers), bags of space, heaps of storage, high-quality materials and a practical dashboard all come together beautifully. Easy to get in and operate, few vehicles are quite as user-friendly with little or no familiarity.

The attractive and generously bolstered front seats provide generally excellent all-round comfort, with ample support and position flexibility.

In the XSE’s case, the driver’s seat is electrically actuated, and includes lumbar support and height adjustability, for an even better experience. Combined with the tilt/telescopic steering column, finding the perfect driving position shouldn’t be too hard at all.

Aiding that is a steering wheel that’s as good to hold as to behold, offering clear and concise spoke-sited switchgear, as well as a good view of the equally clear and informative instrumentation that brings both analogue and digital speedo visuals.

The same applies to the superbly logical climate control system (still with physical buttons, thankfully!), central touchscreen and intuitive multimedia. It isn’t the biggest, most modern or attractively designed, but almost everything you may need or want is probably there, and without the foibles or operating confusion that mar some more-contemporary efforts. It should be more than good enough for most consumers. 

The RAV4’s thoughtful packaging continues on to the back seat area, as highlighted by the wide-opening doors, roomy interior (with space for feet beneath the front seats), three-abreast seating ease, well angled backrests, sufficiently supportive cushions, face-level ventilation, a centre armrest with cupholders, overhead grab handles and lighting and access to USB ports.

It isn’t the most premium environment, with lots of hard plastics, but the back seat does exactly what you’d expect from a Toyota midsized SUV. Accommodate without fuss.  

However, there are a few cons to offset all the pros, with one specific to the XSE.

Staying in the back, the bench is fixed, as there are cooling vents and other electrical gubbins lurking underneath. While the position as chosen by Toyota works fine for most people, some competitors do offer sliding and reclining rear seats.

Still with seating, the front passenger’s one is manually operated with no height adjustability (or lumbar support). Taller riders may end up with scalps scraping the ceiling. This may be a deal breaker for some families.

Equally annoying is the XSE’s choice of upholstery. It’s perplexing why car manufacturers equate imitation leather with sportiness and/or luxury. Historically, the similar PVC or vinyl seat coverings were long regarded as strictly basement spec, good for being hard-wearing and a cinch to clean but not much else. Even in mild weather, they make the RAV4 feel clammy. Bring back softer, breathable fabrics please. This cheap, chemically-rich material is enough to undermine comfort. Unless you’re Catwoman.

Finally, there’s no remote rear-seat backrest release, as per rivals like the CX-5. It would be a small but handy addition, to an otherwise considered cargo area set-up that practically has it all: easy load/unloading capability, a long flat floor with a hidden lower level, plenty of girth and latches to secure objects to. Capacity varies between 542 litres and 580L depending on floor height, while a space-saver spare wheel lives beneath there.

Suavely designed, solidly built, beautifully finished and adequately refined inside, the RAV4 continues to make for a great family conveyance. Especially if low running costs are paramount.

Remember: we have detailed reviews of other RAV4 hybrid versions on this site, but this one is specifically for the XSE hybrid 2WD.

Toyota expanded the RAV4 range late last year with the arrival of the Series II facelift, slotting the XSE hybrid in between the mid-range GXL hybrid and luxury Cruiser hybrid grades. There are no petrol-only models.

Changes were mainly cosmetic and include projector-style LED headlights, LED foglights and revised alloy wheel designs, as well as minor equipment and safety upgrades.

Kicking off from $43,250 before on-road costs, you can spot XSE hybrid 2WD hybrid by its blacked-out roof, grille, bumpers, wheel arches, alloy wheels, mirrors and door mouldings, while the interior trim has also been darkened accordingly.

It’s a $2800 jump up from the $40,450 GXL hybrid 2WD, but the XSE equivalent does add a 7.0-inch driver display screen, powered tailgate, electric driver’s seat (but not for the front passenger side – more on that later), heated front seats, imitation leather upholstery (called Softex in Toyota-speak), black headliner and ambient lighting.

You’ll also find auto on/off LED headlights, rain-sensing wipers, keyless entry/start, front dual-zone climate control, an 8.0-inch touchscreen, six-speaker audio, steering-wheel controls, reverse camera, digital radio, five USB ports, Bluetooth phone/audio streaming, Apple CarPlay/Android Auto compatibility, wireless phone charger, powered/heated external mirrors, electric windows, tilt/telescopic steering, 60/40 split fold rear seats, rear privacy glass, roof rails and 18-inch alloy wheels (shod with 225/60R18 100H tyres).

On the safety front there are seven airbags (dual front, front side, curtain and driver’s knee), Lane Departure Alert, Lane Trace Assist, Autonomous Emergency Braking (AEB) with pedestrian and daytime cyclist detection, Blind Spot Monitor, Rear Cross Traffic Alert, speed signs recognition, automatic high beam, adaptive cruise control, Trailer Sway Control, front and rear parking sensors, anti-lock brakes with Electronic Brake-force Distribution and Brake Assist, electronic stability control, traction control, hill-start control, seatbelt warning and two rear-seat ISOFIX child restraint anchorage points.

Another $3000 buys the $46,250 XSE hybrid with all-wheel drive (AWD) that adds a second electric motor (to the rear axle) and a trail mode for more secure gravel-road driving, upping the combined power output by 3kW to 163kW.

For similar money, sporty midsized SUV rivals like the Mazda CX-5 GT SP AWD (from $48,790) and Subaru Forester 2.5i Sport (from $42,690) can more-or-less match most of the XSE specification, but approach neither the power outputs nor the startling fuel economy of the Toyota’s series-parallel hybrid powertrain.

Only the Haval H6 Hybrid Ultra (from $44,990 driveaway) manages that, and with extra features like a sunroof, cooled seats and a seven-year warranty instead of five years, but it is far from sporty or comfortable.

The Forester 2.0 Hybrid S from $47,190 is neither powerful nor athletic, while plug-in hybrids with punch – like the MG HS PHEV FWD (from $48,990), Mitsubishi Outlander PHEV GSR AWD (from $52,490) and Ford Escape ST-Line PHEV AWD (from $53,440) – cost more than the RAV4 XSE.

Like we said earlier: finding a gutsy, racy midsized SUV without blowing well into the $50K-plus bracket is not easy – let alone one with hybrid efficiency.

Advantage: RAV4.

The cheapest RAV4 Hybrid comes with a 2.5-litre four-cylinder engine allied to an electric motor and a CVT auto driving the front wheels. Toyota is famously conservative with its mixed-power numbers, quoting a combined 160kW (up from 152kW in the non-hybrid and 127kW in the GX 2.0-litre) and down from the AWD's 163kW.

The company will only quote the combustion engine's torque figure, which is a fairly ho-hum 221Nm. It's clearly more than that with the electric motor boosting away, but alas, we don't have a proper number.

If you feel so inclined, the GX Hybrid will only tow a 480kg trailer (braked or unbraked), which rises to 1500kg braked for the AWD model.

Along with appearance, packaging and Toyota's reputation, here’s yet another telling reason why you might want an XSE hybrid.

The Euro 5-rated powertrain is the now-ubiquitous A25A-FXS – a 2487cc 2.5-litre double-overhead cam 16-valve in-line four-cylinder Atkinson Cycle petrol engine, boasting variable valve timing, direct-injection and stop/start technology. On its own, the combustion engine makes 131kW of power at 5700rpm and 221Nm of torque between 3600-5200rpm.

Mated to an 88kW/202Nm electric motor, power shoots up to 160kW, while the e-CVT electronic continuously variable transmission offers a trio of modes – Eco, Normal and Sport. They change steering, brake and throttle effort as well as the transmission shift pattern and drive torque distribution according to the driver's fancy.

Being a series/parallel full hybrid system, the engine is combined with a pair of motor generators, to provide electric-only drive or a combination thereof, to both the front wheels as well as to a (small) 1.6kWh Nickel Metal Hydride battery pack, charging it on the go or via recaptured energy from the regenerative braking system. This is what Toyota means by a “self-charging” hybrid system.

Pure electric power is provided for under 2km, during very low speeds, when coasting along off-throttle or under very light throttle at certain speeds. The 0-100km/h sprint time is 8.4 seconds, on the way to a top speed of 178km/h.

Tipping the scales at 1690kg, the XSE Hybrid 2WD boasts a power-to-weight ratio of nearly 95kW/tonne helps, making it quite a muscular performer... that's also a teetotaller.

Given it's a hybrid, this is a rather important part of the package. The official Toyota figure comes in at 4.8L/100km on the combined cycle. 

Here's the astonishing bit. I got it. A week of driving around as I would normally and I scored an indicated 4.8L/100km. I did a bit of digging to see if there is a corresponding WLTP figure (as opposed to the ADR) and found it was bang on 4.8L/100km.

It's lucky, really, because the tank is a smidge on the small side (for long runs, anyway) at 55 litres.

Over a range of urban, freeway and highway testing, we managed 6.6 litres per 100km – and that was with the air-con on constantly.

The official combined average is 4.7L/100km, for a carbon dioxide emissions average of 107 grams/km.

With the 55-litre fuel tank accepting regular 91 unleaded petrol, an average of over 1170km between refills is possible. For a large, boxy and rapid family SUV, this is seriously impressive economy.

Toyota's experience with hybrid is unquestioned. The company has been doing it for donkeys, but mostly in the terminally dull Prius.

Now it's working its way through to other cars, including the refreshed C-HR, last year's all-new Corolla and here in the RAV4. This isn't the plug-in hybrid overseas markets get, which is a shame, but given what we already know about the fuel economy, not a massive let down.

During the week I had the car, I tried to see how fast I could go under electric power only. The battery is a small one and anything more than breathing on the throttle starts the combustion engine. A leisurely trundle down a long straight street near me saw 36km/h come up on the screen before hydrocarbons stepped in.

The hybrid system does a great job of getting you off the line, which in traffic is the bit that burns a lot of fuel. You can stay on electric in stop-start messiness when you're gentle on the throttle but it's not like, say, an Ioniq PHEV where you can get a good shove from the electric motor.

While it does whir and click a bit, the system is otherwise unobtrusive, although the initial bite on the brakes is a bit soft, which is understandable. You have to get used to it and it's not something from which other hybrids I've driven suffer. The transition from energy recovery to actual braking is a little awkward but once you're familiar, you'll stop noticing.

In terms of dynamics, the RAV4 is really nice to drive. There's enough feel in the steering to know what's going on, it rides well and responds to your inputs without the traditional Toyota pause or protests from either engine or tyres.

It doesn't roll too much, which is a massive improvement. And I'm sure a better set of tyres (over the OE Bridgestone Alenzas, which sound like an Aldi brand) would improve its overall grip.

I drove an AWD RAV4 straight after this one and I can't say there was a marked difference. So, unless you need all four wheels in action, you won't need to spend the extra.

If you like driving then you'll probably realise fairly quickly that the RAV4 is naturally enjoyable machine to punt around, instantly putting it in the upper echelon of medium SUVs.

While that 2.5-litre hybrid powertrain combo isn’t the quietest when revved hard, it is smooth and always willing, leaping off the line energetically, and maintaining a strong level of acceleration well past the legal speed limit.

Which means it’s both ideal for zipping in between traffic gaps and pulling out for fast overtaking manoeuvres, packing quite a wallop between 80-120km/h. Yep, the RAV4 is deceivingly rapid.

The constant shifting between combustion engine and electric motor is almost imperceptible barring the fact that the latter is obviously quieter, allowing for silent and smooth progress in heavy traffic, that in turn makes the experience less stressful. As with all Toyota hybrids, a realtime animation diagram can be displayed to show you just how discreet the system is.

Keep in mind, however, that if you mash the throttle once all that road congestion clears, there will be quite a bit of thrashy engine noise accompanying all that extra speed being amassed, courtesy of the CVT auto attempting to maintain peak engine rev efficiency. It isn’t too loud or harsh, just present.

But while you won’t mistake the XSE for a premium luxury SUV, it’s easy to get into a flowing and relaxing rhythm, thanks to nicely weighted steering that – like the rest of the car – is as equally at home in the cut-and-thrust of urban traffic as it is tearing through a tight set of turns away from the big smoke. The RAV4's handling is terrifically resolved.

Featuring struts up front and wishbones out back, its suspension feels planted and controlled in most situations, for fast, effortless progress regardless of prevailing conditions. In this sense, the XSE does possess an athletic dynamic attitude to match its sporty styling, since the chassis delivers a rewarding drive.

Better still, even on the 226/60R18 wheel and tyre package, the Toyota continues to impress with a ride that manages to provide absorbency across craggy urban streets while minimising body lean when hoofing along through fast corners.  

About the only hiccups here are braking feel – sometimes the pedal can seem a little wooden and unnatural (though stopping performance is absolutely fine) – as well as noticeable droning over some highway surfaces. But neither are deal breakers; just things to get used to.

Finally, with 190mm of ground clearance, the XSE hybrid 2WD is fine for driving over gravel roads, and is enabled by expertly tuned traction and stability controls that intervene gently to help keep you heading in the right direction at speed – even over loose and slippery surfaces.

That said, we'd pay the extra $3K for AWD. Or, much better still, step 'down' into a GXL hybrid AWD for around the same money (at $43,450 plus ORC) and buy a glossy black roof wrap to mimic the XSE's. Because... guess what? Despite the sporty look, it doesn't move the RAV4's already-sorted dynamic game on one bit.

And you won't have to put up with hot and sticky vinyl-like seats. You win. Toyota wins. Everybody wins.

The RAV4 scored a five-star rating in the Australasian New Car Assessment Program during its launch year in 2019.

Standard safety equipment includes seven airbags (dual front, front side, curtain and driver’s knee), Lane Departure Alert, Lane Trace Assist, Autonomous Emergency Braking (AEB) with pedestrian and daytime cyclist detection, Blind Spot Monitor, Rear Cross Traffic Alert, speed signs recognition, automatic high beam, adaptive cruise control, Trailer Sway Control, front and rear parking sensors, anti-lock brakes with Electronic Brake-force Distribution and Brake Assist, electronic stability control, traction control, hill-start control and seatbelt warning.

Note that the RAV4’s AEB can detect and brake for cars between 10km/h and 180km/h, and for pedestrians and cyclists between 10km/h and 80km/h, while the lane-departure alert with steering control system is operational between 50km/h and 180km/h.

A pair of ISOFIX points as well as a trio of top tethers for straps are fitted to the rear seats.

There isn't much more Toyota can do here - a five year/unlimited kilometre warranty, seven years warranty on the engine and gearbox (if you keep it serviced by the book) and seven years of roadside assist.

On top of that, every 12 months or 15,000km you'll pay $210 per service, which is a bargain. This program covers the first four services, taking you to four years/60,000km.

For most people that's going to be fine and Toyota says it can knock the service over in 90 minutes, if you're happy to wait.

Toyota offers a five-year/unlimited kilometre warranty – with the option of extending that to seven years – as well as roadside assistance. Service intervals are at 12 months or 15,000km.

The engine and transmission are under a seven-year warranty, while the hybrid battery pack is up to 10 years as long as the owner undertakes an annual inspection “… as part of routine maintenance according to the vehicle logbook.”

And why wouldn't you? The first five annual scheduled services are capped at just $230 each, with the work carried out detailed online at Toyota's website. This is one of the brand's biggest advantages over the competition.