Toyota Kluger 2022 review: GXL AWD hybrid

Priced from $63,350 before on-road costs, the US-built GXL Hybrid AWD is currently in a league of its own.

While there are plenty of regular petrol and diesel-powered large seven-seater SUV rivals, none are petrol-electric, certainly not since the Nissan R52 Pathfinder Hybrid AWD (also from America) left us last year. With a four-cylinder supercharged engine and electric motor, the latter was an intriguing if flawed pioneer in this segment, having been around from 2014 to 2020. And, no, the Mitsubishi Outlander PHEV plug-in hybrid electric vehicle is smaller and only seats five.

The GXL hybrid is equipped with LED auto on/off headlights. (image credit: Byron Mathioudakis)

Kia will soon add a Sorento PHEV grade to the existing petrol and diesel versions, but until then the Toyota is alone in offering hybrid efficiency in a large SUV.

In this case, it’s for a reasonable $2500 over the carryover V6 petrol AWD alternative, or a considerable $6500 more than the V6 petrol front-wheel-drive (FWD). The base GX can also be had as a Hybrid AWD from $54,150, saving $9000.

So, what does the GXL Hybrid AWD grade get you? 

For starters, a 2.5-litre naturally aspirated four-cylinder petrol working in conjunction with three electric motors, an electric continuously variable automatic transmission (e-CVT) and ‘e-Four AWD’ – which shuffles torque from 100 per cent FWD to 80 per cent rear-wheel-drive.

The GXL hybrid wears 18-inch alloy wheels. (image credit: Byron Mathioudakis)

All Klugers include autonomous emergency braking (AEB) with intersection assist and pedestrian (day and night) and cyclist (day) detection, lane-keep and steering assist, adaptive cruise control, road sign recognition, high-beam assist, blind-spot monitoring, rear cross-traffic alert, a reversing camera and front and rear parking sensors plus seven airbags.

However, although there are side airbags that reach into the third row, they seem to not provide full occupant head protection, which is a disappointing omission. Rivals like the Mazda CX-9 do.

There are also LED auto on/off headlights, rain-sensing wipers, keyless entry, push-button start, an 8.0-inch touchscreen multimedia system, Apple CarPlay/Android Auto support, digital radio and 18-inch alloy wheels.

The 8.0-inch touchscreen multimedia system features Apple CarPlay and Android Auto. (image credit: Byron Mathioudakis)

Stepping up to the GXL ushers in synthetic leather upholstery instead of the standard cloth coverings, a power-operated tailgate, satellite navigation, powered/heated front seats, three-zone climate control and roof rails.

At this price level, the GXL is not very generously equipped, lacking items found in some other similarly-priced opponents like the Sorento GT-Line Diesel AWD.

For just $700 more, the latter ushers in safe-exit alert (to warn against dooring cyclists or other moving objects), surround-view camera, Nappa soft leather trim (instead of vinyl), powered folding mirrors with reverse auto-dipping function, driver’s seat memory, head-up display, sunroof, wireless smartphone charging, driver-to-back-row intercom, rear-door sunblinds and a seven-year warranty, among other goodies.

Some but not all of these can be found in the flagship Grande Hybrid AWD from $75,400. Is this what people mean by a ‘Toyota Tax’? 

Adding premium paint costs $675.

Literally and metaphorically, there’s a lot to take in here, so listen up.

Vast inside and out, the Kluger is shaped to fit the needs of most families and folk needing seven seats.

Is there an easier vehicle to get in and out of? Wide doors, massive seats and the room to move see to that. Sliding in and getting comfy in reassuringly familiar surroundings has long been this big Toyota’s way.

While many of the hybrid powertrain elements underneath are revolutionary for an Aussie-bound Kluger, the look and feel inside are clearly inspired by the outgoing model.

The chunky, completely restyled dash is still multi-layered in presentation, with a big new floating-style touchscreen and shelf area complete with access to charging ports carrying over. The centre console is wide, housing a massive bin (now with a single jalousie lid rather than two fiddly sliders). Ventilation is easily accessed and controlled, while vision is really no problem thanks to that large camera and even bigger exterior mirrors.  

The completely restyled dash still has a multi-layered presentation. (image credit: Byron Mathioudakis)

The driver’s seat is broad and flat in appearance but actually very accommodating and comfortable, no matter what your size. Being a GXL, there’s electrical adjustment including for height and lumbar support, which is a bonus. Their tombstone backrest profile also improve the feeling of space and airiness, especially for folks behind. Note, however, that the front passenger seat does not adjust for height – a long-time Toyota fail.

The instruments are essentially analogue based, but with a similar digitised middle section for additional vehicle functionality, multimedia and GPS data. And the same old cheap plastics abound everywhere where there isn’t stitched leather-esque material. The fascia’s more contemporary style does feature a few more trim flourishes than before that do help it seem less downmarket, but the Toyota’s overriding theme is utility over luxury. Don’t forget, this GXL Hybrid e-AWD is almost $70K on the road.

The instruments are analogue based with a digitised middle section. (image credit: Byron Mathioudakis)

Perhaps the biggest departure for the Kluger here is the swapping over to an electric park brake, finally eliminating the dated old foot-operated item. There’s also a digital speedo at last.

Moving on to the rear seat area, it is clear this is created for kids of all ages. Middle row first. Entry/egress continues to be stupendously easy, on firm yet flat seats that recline a long way to optimise comfort – almost to the point where you can lean in and nap. They also slide forward as far as your legs will allow. Big feet can fit beneath the front seats too – another thoughtful detail.

The middle row is clearly designed for children. (image credit: Byron Mathioudakis)

Middle-row amenities are generous, and include ceiling-mounted face-level directional air vents, overhead grab handles and twin reading lights, mid- and rear-seat climate control with fan, temperature and directional choices (though the driver has overriding control), rear-seat map pockets, twin USB-A ports, door pockets (good only for smaller bottles) and a wide centre armrest with cupholders that are too large for smaller coffee cups. Sorry, inner-urban baristas.

Thanks to the one-third centre-row split being on the correct kerb rather than dangerous road side, accessing the twin-seat third row only requires that one person and not two people get out first. It’s clearly been designed for right-hand markets like Australia and the UK – which is new to the Kluger universe (though as the Highlander).

Access to the third row is easy. (image credit: Byron Mathioudakis)

Despite the Toyota’s big, boxy proportions, the third row is essentially a kids-only area, really, though adults should be able to handle smaller-distance journeys without too much discomfort. Width isn’t a problem, but headroom for people over 175cm is limited, with scalps sometimes even scraping the ceiling. Kneeroom is also very dependent on the generosity or otherwise of the middle-row travellers. Note that, vinyl aside, row number three is a sometimes noisy and dark place to be, though the windows are deeper than some, due to that cheap plastic finish that’s even more obvious back here.

A very low cushion means awkward knees-up seating for longer-legged passengers, but at least there is room underneath the middle row for feet, as well as a reclining backrest to ease a bit of pressure – again, as long as the middle-seat occupants are willing to slide their seats forward a little.

More overhead directional air vents are present (unlike in the Mazda CX-9), four large-circumference cupholders (which also act as storage for phones but not tablets) and a single centrally located light.

Exiting is made easy thanks to shoulder-height latches that automatically fold and slide the middle seat portions to allow egress, though their heft might have you wishing for the simple and easy press-and-push button that Hyundai and Kia use for their three-row chariots.

With all seven seats erect, there is 241 litres (VDA – to the belt line), which is sufficient space for shopping and other cargo; note that the carpeted floor also contains the luggage blind without you having to leave it at home – another thoughtful gesture. Given that there are batteries and an electric motor below, it’s quite impressive that Toyota also manages to package a spare wheel (full-sized too!) and a low-ish flat floor.

The Kluger has a full-size spare wheel. (image credit: Byron Mathioudakis)

Of course, in five-seater mode the Kluger’s vastness comes into play, with a useful 552L, expanding to 1150L in two-seater wagon mode. Which is exactly what you’d expect from Toyota’s largest monocoque-bodied large SUV sold in Australia.

However, as the older CX-9 and latest Sorento highlight, the GXL’s ambience and perceived quality fall some ways short of expectations, even if the fit and finish are fine, with no squeaks or rattles detected.

Sorry, Toyota, but the new Kluger’s cabin feels cheap and downmarket for nearly $70K’s worth of mainstream family SUV motoring, compounding our disappointment over the lack of features compared to some others, and further raising doubts about its value for money.

Thankfully the Kluger GXL Hybrid AWD starts to make up ground in other ways.

Behind that angry-looking grille topped by a winged Chrysler-esque blue-tinged badge is a powertrain that should be familiar to Camry Hybrid drivers – Toyota’s A25A-FXS 2487cc 2.5-litre double overhead cam, 16-valve, variable valve timing, direct-injection in-line four-cylinder Atkinson Cycle petrol engine.

It delivers 142kW of power at 6000rpm and 242Nm of torque at 4400rpm to the front wheels, via an e-CVT auto.

Being a series/parallel full hybrid system, it is assisted by a pair of permanent magnet synchronous electric motors – a 134kW/270Nm drive motor up front and a 40kW/121Nm motor on the rear axle, driving the rear wheels. There is no driveshaft between the front and rear axles. Hence the marketing term ‘e-Four’ AWD.

The 2.5-litre four cylinder engine combined with the hybrid system has a total output of 184kW. (image credit: Byron Mathioudakis)

While the combined power output is 184kW, Toyota never states a combined torque output, so let’s stick with 242Nm. There’s also a 1.9kWh Nickel Metal Hydride (Ni-MH) battery pack that is charged in two ways: via the petrol engine and recaptured energy from the regenerative braking 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 claim is 8.4 seconds, on the way to a top speed of 180km/h.

Not bad for a 2045kg four-cylinder seven-seater large SUV. A favourable power-to-weight ratio of 90kW/tonne helps, despite this Toyota being no lightweight.

Here’s the big acid test for the new Kluger Hybrid. Fuel consumption. Previous models suffered in Australia for not offering a diesel for economy-minded buyers, putting it behind the eight ball against the likes of the Hyundai Santa Fe, Sorento and Mazda CX-8. Not anymore.

We managed a respectable 7.7 litres per 100km at the pump, against an indicated (on the trip computer) 7.3L/100km. The official combined average is 5.6L/100km (for a carbon-dioxide emissions rating of just 128 grams per kilometre), so that’s not bad going.

For reference, a GXL petrol V6 FWD tested recently returned 12.5L/100km against an 8.7L/100km claim. That’s the sort of consumption previous-generation Kluger owners would expect.

We managed 7.7 litres per 100km at the pump. (image credit: Byron Mathioudakis)

Fitted with a 65-litre tank, over 1150km between refills is possible.

While much of the driving was in heavy traffic (with the standard stop/start system getting a big workout), there were plenty of freeway dashes as well as performance testing during this time.

Our only concern is the need for 95 RON premium unleaded petrol. You shouldn’t run the Kluger on the cheap stuff.

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 $250 each, with the work carried out detailed online. This is one of Toyota's biggest advantages over the competition.