2019 Toyota RAV4 Hybrid Review - Second Glances, Second Chances

When I first drove the newest generation of Toyota’s popular RAV4, I was lukewarm on the hybrid model. I liked the previous-gen hybrid better. At the time, I wrote that the best new RAV4, in this reviewer’s opinion, is the Adventure trim.

I stand by that statement, but I also think, upon further reflection, that I was a bit too harsh on the hybrid.

A week’s worth of time with a vehicle will do that. Sometimes week-long loans expose flaws that aren’t apparent in the stage-managed environs of a press junket, and sometimes it’s the other way around.

This is an example of the latter.

I’m on record as liking the RAV’s looks, no matter what powertrain lurks underhood. Switching to a more aggressive, boxier look helps the RAV4 shed the soft-roader label. And while the RAV4 is still no hard-core off-roader, the beefy styling implies a toughness that is not always present in the crossover field.

The interior’s themes match the exterior, and only the tacked-on infotainment screen mars the look. Big knobs and logically laid-out buttons are useful.

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Here’s what I wrote about the RAV4 Hybrid’s performance back on the launch drive:

“I took two turns in a hybrid – one in an XSE HV, and one in an XLE HV. The XSE has a sportier tune to its suspension (the hybrid suspension adds a rear stabilizer bar and loses the front shocks, but otherwise is the same as on non-hybrid models), and the difference is subtle but noticeable. That said, the hybrid drove much like the previous-gen model, with steering that’s a little artificial in feel but not too far in the wrong direction (it felt a little more natural than what’s on tap in the non-hybrid XLE) and a ride that can occasionally get a little too soft. The biggest difference is that it feels lighter on its feet under acceleration than before, although it still could use more oomph.”

I stand by my acceleration comments, although I had no drama during freeway merges. The ride wasn’t quite as soft in my press loaner vehicle – whether that has to do with the early builds we often drive on launches or simply a different evaluation upon my second test, I am not sure. For reference, the Hybrid doesn’t carry the same front shocks as the gas models.

This particular hybrid uses a 2.5-liter four-cylinder gas engine paired with front and rear electric motors for a total system output of 219 horsepower. A continuously-variable automatic transmission gets that power to the all-wheel-drive system.

The more I drove the RAV4 hybrid, the more I liked it, although again, I’d still probably opt for the gas model in Adventure trim if I were trying to optimizing performance. However, the fuel-saving commuter will note the fuel economy numbers: 41 mpg city/37 mpg highway/39 mpg combined.

Crossovers are mostly bought for utility and comfort, and the RAV4 Hybrid shines in this area. It is freeway friendly, making long slogs a breeze, and there’s enough room for most folks.

Pricing is a bit of problem – laden with options, the Limited I drove cost $40K. The $35K starting point put it right up against the top-trim Honda CR-V Hybrid. Factoring in destination fees, the 2020 CR-V Hybrid I tested in Arizona was $37K, loaded to the gills. That undercut this RAV by $3K, although the comparison isn’t perfect, since the CR-V wasn’t available with a hybrid powertrain for 2019.

Standard features included Toyota’s Safety Sense 2.0 suite of driving aids (pre-collision system with pedestrian detection, radar cruise control, lane-departure alert with steering assist, lane-tracking assist, automatic high beams, and road-sign assist), start/stop tech, blind-spot monitoring, rear cross-traffic alert, 18-inch wheels, power liftgate, fog lamps, premium audio, Bluetooth, navigation, Apple CarPlay, heated front seats, 5 USB ports (1 media, 4 charge), satellite radio, dual-zone climate control, and keyless entry and starting.

A Weather Package ($1,015) added heated steering wheel, heated and cooled front seats, heated outboard rear seats, and rain-sensing wipers with de-icing. For $580, the audio/nav system goes even more upscale and adds in-car Wi-Fi. A $1,075 Advanced Tech Package adds a 360-degree camera, a bird’s-eye view camera, wireless cell-phone charging, and hands-free activation of the power liftgate, among other things. Four-hundred and fifteen bucks buys you adaptive headlights. The particular red paint of my test unit cost $395, while carpeted floor and cargo mats cost $269. A door edge guard was $140 and a door sill protector $199.

With the $1,095 destination fee, the total out-the-door price was $40,833.

Toyota already had a winning formula with the RAV4 and its hybrid. All the brand really needed to do was not eff it up. Instead, the company made it better.

I’d still prefer a gasser RAV4 decked in Adventure trim. But I was possibly too harsh on the hybrid earlier.

I stand corrected.

[Images © 2020 Tim Healey/TTAC; Toyota]