Features. +48. Good. 7.8. out of 10. edmunds TESTED. The RAV4 Hybrid promises the comfort of a roomy interior and smooth ride with the practical benefits of large cargo space and impressive fuel The 2024 Toyota RAV4 Prime is the plug-in hybrid version of the popular RAV4 compact SUV. It boasts class-leading range and power, all backed by Toyota’s excellent reputation. Pricing starts at Discover 222 New & Used Hybrid Toyota RAV4 Cars For Sale in Ireland on DoneDeal. 2019 Toyota Rav4 Luna Hybrid. 2019; 2.5 Petrol Hybrid Toyota Rav4 Plug-in 2019 Toyota RAV4 Hybrid. LE 4dr SUV. $24,999. great price. $2,686 Below Market. 61,029 miles. 4cyl Automatic. Enterprise Car Sales (In-stock online) Delivery available * AWD/4WD; Back-up camera . One of the most. anticipated debuts at the 2018 New York auto show was the all-new fifth-generation RAV4, the latest iteration of the vehicle that started the popular small crossover segment that continues to grow in popularity. Here are few key points you might have missed about the crossover that goes on sale in late power and efficiencyThe lineup has Toyota's new inline-four engine and the six-speed has been replaced with an eight-speed automatic. The five gasoline-engine models will see a 15 percent increase in horsepower, says Jack Hollis, Toyota general manager. No figures yet, but officials promise best-in-class fuel is kingThe quickest of the nine trims will be the XSE Hybrid, Hollis assures. The XSE top-end hybrid is the performance model as Toyota works to create a new image of hybrids after years of Prius sales conditioned us to equate hybrid with fuel economy. Nor are there any compromises. The battery pack is under the rear seat now, so no space is lost in the rear cargo area—the hump is is the platform that giveth and taketh awayMoving the RAV4 to the Toyota New Global Architecture (TNGA platform) and from the smaller C or compact chassis shared with the Prius to the larger K chassis for the Avalon and Camry opened things up considerably. The longer wheelbase and wider track provide more room in both rows and ample headroom as well. The change also made it possible to add 19-inch wheels for the first and more loaded does not mean heavierThe new TNGA platform is designed to make the RAV4 more dynamic. The chassis is 57 percent more rigid and the vehicle has a lot more tech. Even with the addition of tech and features—the suite of safety features alone added about 45 pounds—the team was able to achieve a 4 percent weight reduction, said chief engineer Yoshikazu all-wheel-drive capabilityRAV4 becomes the first vehicle on the new TNGA to get all-wheel drive. Not just any all-wheel drive: It becomes the first Toyota nameplate to get Dynamic Torque Vectoring with Driveshaft Disconnect. Saeki assures us it is real torque vectoring with a differential that can overspeed a wheel. "It is a true gear ratio change," he says. It is initially on Adventure and Limited gasoline-engine models with all-wheel drive, sending up to 50 percent of power to the rear wheels and directing it to individual wheels when four hybrid trim models have a new AWD-i-system with a higher grade motor that is more powerful and counters understeer. There are no plans for a plug-in hybrid or pure battery electric RAV4, he says. Toyota prefers a regular hybrid for the RAV4, which was designed for a mix of performance and efficiency and to be used on long RAV4 also now has Multi Terrain Select for maximum traction in snow, mud, sand, rocks, or on dirt. Hill ascent control is standard and, with torque vectoring, Toyota now offers downhill assist control as can see!The side mirrors have moved to the doors so they no longer block your view. It might initially look a bit strange on the outside, but it will be much appreciated by the driver from the inside. Look up: There is an optional panoramic roof for the first time. And if there is too much gear to see out the back window, flip a switch on the rearview mirror for a digital view that uses a camera and pans for a wider picture of the surroundings. The Toyota RAV4 is the automaker's most popular vehicle, selling nearly half a million last year alone. The 2021 RAV4 Prime is the plug-in hybrid version, which boasts an impressive 42 estimated miles of EV-only range. The RAV4 Prime has a starting price of $38,100, but my loaner in the top-tier XSE AWD trim started at $41,425 MSRP. After options, it came out to $49,831. Visit Business Insider's homepage for more stories. Loading Something is loading. The 2021 Toyota RAV4 Prime is what you get when you take the best-selling passenger car in the US, make it a plug-in hybrid, and give it great all-electric range. To those still waiting on the so-called EV revolution, I say it's already here — here in the form of highly capable plug-in hybrids like the RAV4 Prime. I already know the regular RAV4 is a champion at almost everything it does, so it was unsurprising that when I made a list of cars I was most excited to drive this year, the RAV4 Prime was near the top. It was time to see if the 302-horsepower, plug-in hybrid version of an already great car would be any better. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider Spoiler alert: It 2021 Toyota RAV4 Optimus Prime: Plug-in hybrids, roll outThe RAV4 is Toyota's most popular vehicle in the US, with 448,071 sold last year alone. It was the fourth best-selling vehicle in the US overall behind the Ford F-Series, Ram Pickup, and the Chevrolet Silverado — all pickup trucks. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider The RAV4 is not a pickup truck, but it's not a small car, either. It's a two-row, five-seater SUV that's now in its boxy-faced fifth generation. Length comes to 15 feet, width comes to nearly feet, and height comes to feet. There are inches of ground through the current RAV4's life cycle, Toyota unveiled the RAV4 Prime — the plug-in hybrid version of the SUV — at the 2019 Los Angeles Auto Show. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider To be clear, Toyota already had a hybrid RAV4, just not a plug-in one. The RAV4 Prime became the second plug-in hybrid offering from Toyota, following the Prius and safety ratings: The most powerful RAV4 ever A plug-in hybrid is different from a conventional hybrid because, as its name suggests, you can plug it in and charge the battery that way. Conventional hybrids have much shorter EV-only ranges, if they offer any at all. A plug-in hybrid's batteries tend to be bigger and EV-only range is greater, but this also makes them more expensive. 2021 Toyota RAV4 XSE AWD. Toyota The RAV4 Prime uses a four-cylinder gasoline engine that produces a claimed 177 horsepower. When combined with the electric motors, total system output comes to a claimed 302 horsepower. That means the RAV4 Prime is part of a growing camp of Toyota cars and crossovers with more than 300 horsepower, with Toyota proclaiming it the "most powerful RAV4 ever." Others include the Toyota Camry TRD, Toyota Avalon XLE, and the six-cylinder Supra. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider The RAV4 Prime has something Toyota calls "Electronic On-Demand All-Wheel Drive," which involves a separate, rear-mounted electric motor powering the back wheels when necessary, such as during acceleration and in low-traction situations. Toyota quotes the RAV4 Prime's EV-only driving range to be 42 miles, which is impressively high. The Environmental Protection Agency estimates it to return 94 mpge (miles per gallon of gasoline-equivalent) and 38 mpg in hybrid mode on city and highway combined driving. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider Comparatively, the average car sold in the US gets about 25 the time of this writing, the 2021 Toyota RAV4 Prime has not yet been rated for crash safety by the National Highway Traffic Safety Administration or the Insurance Institute for Highway stands out: An estimated 42 miles of EV-only driving 2021 Toyota RAV4 XSE AWD. Toyota Compared to the last car I drove, the RAV4 Prime was a breeze to climb in and out of. And there was so much room for everything. The back seats were roomy and the trunk offered cubic feet of storage space, or slightly less than the non-plug-in RAV4. There was plenty of headroom and, owing to the square design of the rear, visibility was great all around. For front passengers, there were even little rubber-lined cubbies for your loose items. So thoughtful! 2021 Toyota RAV4 XSE AWD. Toyota I awarded additional interior points to the RAV4's extensive button, dial, and switch offerings. True, there was no escaping the slapped-on-screen look, but crucial functions such as the climate and radio volume were still controlled via hard switches. The infotainment's user interface looked and felt a little older than some of the other new cars I've reviewed, but it didn't bother me much. I was too busy appreciating the buttons. 2021 Toyota RAV4 XSE AWD. Toyota The RAV4 Prime starts up by default in EV mode, but the gas engine will kick in under hard acceleration. In my own testing, which involved city driving and a stint on the highway, the car returned about 35 miles of EV-only driving before the battery depleted. Two buttons on the center console let a driver: keep the car in pure EV-only mode; keep the car in pure gasoline-only mode; utilize charge mode to replenish the battery; or put it in either Auto EV/HV mode, where the car switches between EV-only driving and using the gasoline engine depending on driving conditions. 2021 Toyota RAV4 XSE AWD. Toyota When in the appropriate mode, the car switches seamlessly between battery power and gas power. You can get sucked into figuring out your route and toggling around the modes to maximize efficiency, but if you can't be bothered and just want to drive the RAV4 normally, you can easily do that, too. On an empty battery, plugging the car into a wall socket (voltage unknown) took about 11 hours to fully charge. Putting it into charge mode and driving on the highway fully charged the battery in about an hour. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider What falls short: The driver information cluster has a lot going onMy one big gripe with the RAV4 was that it was a little slow. The RAV4 in Prime guise fixed that. It felt much quicker and more urgent off the line thanks to the electric motors, but the four-cylinder drone was still loud in the cabin during hard acceleration. 2021 Toyota RAV4 XSE AWD. Toyota In fact, I wasn't terribly impressed with the car's overall noise, vibration, and harshness quality — also known as NVH, a measurement of the amount of unwanted noise and tactile input that enters the car during driving. The engine was loud and additional noise coming in from the tires against the road did not make for a quiet ride. After being so impressed by the casual athleticism of the new Toyota Venza recently, I also expected better handling. The Venza felt agile and darty. The RAV4 Prime did not. Mostly, it felt top heavy. If I took a corner too quickly and didn't brake adequately beforehand, the car tended to lean pretty heavily, which was unpleasant for my passengers. I learned to take corners conservatively. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider The driver gauge cluster also included far more information than necessary. There are a lot of gauges for a lot of different things. The left-hand gauge displays a sort of efficiency meter, showing how much power you're using and what effect it has on your battery. The right-hand gauge shows fuel and battery amount. The center display includes a speedometer, odometer, a check-rear-seat indicator, and projected ranges of both EV and HV (hybrid vehicle?) driving. It also tells you what driving mode you're in, as well as a few other numbers and figures I couldn't quite figure out. 2021 Toyota RAV4 XSE AWD. Toyota During the first few hours of my loan, I had to remind myself not to get distracted by reading the gauge cluster. Eventually, I made the executive decision to ignore them all, except for the speedo and fuel/battery gauges — the only ones that really matter. How the RAV4 Prime compares to its competitors: That EV-only range, though 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider There certainly aren't as many plug-in hybrid SUVs as there should be. A few comparable competitors to the RAV4 Prime that come to mind are the Kia Niro PHEV, Jeep Wrangler 4xe, Audi Q5 TFSI e, Mitsubishi Outlander PHEV, Ford Escape PHEV, and the plug-in Lincoln Aviator. The RAV4 Prime beats out all of these with either a better EV-only range, cheaper price, or both. The RAV4's closest competitor, the Honda CR-V, does not offer a plug-in version. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider Within the Toyota family, the Prius Prime admittedly does offer a starting price that's $10,000 cheaper, but its estimated EV-only mode is lower and it's a smaller car overall. The regular hybrid RAV4 doesn't offer an EV-only mode whatsoever, but it does have a starting price of $28, 2021 Toyota RAV4 Prime starts at $38,100. My loaner came in the top-tier XSE AWD trim, so starting MSRP was $41,425. With the XSE trim, you get bigger wheels, a moon roof, ambient interior lighting, two-tone exterior paint, and a bigger center touchscreen. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider After options such as a premium audio system ($1,620), special Supersonic Red exterior paint ($425), the Premium Package ($3,765), and some roof-rack crossbars, the new total came out to $49, a RAV4, that's a lot. Our impressions: The solution to range anxiety 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider The RAV4 is Toyota's volume seller, so it's an important one to get right. And for the majority of US buyers, it's exactly what they need. It's comfortable, utilitarian, highly practical, well thought out, and incredibly easy to drive and use. When it came down to building a mass-market car, Toyota nailed it. No wonder the automaker sold nearly half a million of them last Toyota took that package and made it a plug-in hybrid — a good one, at that. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider In my own testing, I saw a return of about 42 mpg. Our EV-only stint returned about 35 miles, as mentioned above, and that was mostly on a highway. For someone looking for a fuel-efficient car that can also haul around just about everything, the RAV4 Prime is the perfect don't know what your daily commute looks like, but I could ostensibly see most RAV4 Prime owners relying primarily on the battery to get around town for errands and day-to-day life. Potentially, you could whittle your reliance on gasoline down to zero during daily usage. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider There's the gas engine to fall back on for longer commutes, of course. But if your roundtrip commute is less than about 42 miles, you could just charge your RAV4 Prime at home overnight so it's fresh and ready to go the next morning. Treat it like an EV. And if there's anything the RAV4 Prime proves, it's that plug-in hybrids like it are a solution for range anxiety. 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider For those who want an EV but fret about being able to complete long trips, PHEVs are the answer. You don't need to worry about finding a charging station because any old gas station will do, and you can rely on the gasoline engine while your battery is charging. You won't get stuck. I can't really see a downside, and buyers probably won't the future of the RAV4 Prime is anything like the success of the regular RAV4, then strap in. Toyota just might wind up selling thousands and thousands of these things.♦♦♦ 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider 2021 Toyota RAV4 XSE AWD. Kristen Lee/Business Insider Since its launch as the world’s original recreational/lifestyle SUV in 1994, the RAV4 has consistently evolved to meet the changing needs and preferences of customers, with quality, style, performance and versatility that have secured its position as one of the world’s best-selling vehicles. Building on RAV4’s success as a pioneer of hybrid power among SUVs, Toyota is now ready to extend the benefits of the technology with the introduction of the new RAV4 Plug-in Hybrid, a new flagship vehicle for its hybrid line-up that promises to be not only more powerful but also more emissions and fuel-efficient than any other in its class. This first plug-in hybrid-electric version of the RAV4 draws on more than 20 years of Toyota leadership in hybrid powertrain technology. It will sit at the pinnacle of the fifth generation RAV4 range, a model that has reaffirmed its historic status as one of Europe’s most popular SUVs with more than 130,000 customer orders since its launch early in 2019, including more than 115,000 hybrids (Western Europe). The RAV4 Plug-in Hybrid will offer customers a best-of-both-worlds solution. It features Toyota’s latest hybrid-electric vehicle technology, with higher power and better driving dynamics, and also has a genuine pure electric EV driving capability, free from concerns about driving range or the need to stop to recharge the battery. Performance and efficiency With the experience of developing two generations of its Prius Plug-in Hybrid model, Toyota is well-equipped to produce an effective new powertrain for the RAV4. With full system output of 306 DIN hp/225 kW*, it has the potential to deliver acceleration from rest to 100 km/h in just seconds*, outperforming any of its conventionally powered rivals. Moreover, it is also on course to deliver best-in-class CO2 emissions and fuel economy: Toyota’s pre-homologation, WLTP-standard data indicates CO2 output of less than 29 g/km*. These levels are unmatched by any current D-segment plug-in hybrid AWD SUV. The new RAV4 Plug-in Hybrid is constructed on Toyota’s GA-K platform, with added dynamic benefits achieved by locating the hybrid battery beneath the floor. It is also equipped as standard with the Toyota’s AWD-i intelligent electric all-wheel drive system. Toyota has harnessed the boost in performance electric power can deliver to achieve a significant increase in output compared to the standard RAV4 Hybrid. It has developed a new, high-capacity lithium-ion battery and added an enhanced boost converter to the hybrid system’s power control unit. The Hybrid Dynamic Force petrol engine is based on the unit featured in the regular RAV4 Hybrid, with improvements to meet the performance requirements of the plug-in hybrid system. The result is not just rapid off-the-line acceleration: the RAV4 Plug-in Hybrid has a greater driving range in electric EV mode, with zero petrol consumption and exhaust emissions. With four driving modes available, the driver can switch seamlessly from hybrid to pure EV driving. This new EV mode enables the RAV4 Plug-in Hybrid to cover more than 65 km* on electric power alone (battery charge and driving conditions permitting), further than any competitor plug-in hybrid SUV and beyond the 50 km average European daily commuting distance. Moreover, speeds up to 135 km/h can be reached without any intervention of the internal combustion engine, even under full acceleration. Intelligent hybrid battery packaging The compact dimensions of the lithium-ion battery allow it to be contained entirely beneath the vehicle floor. With minimal intrusion in the load space, cargo capacity is a generous 520 litres. The battery’s location low in the vehicle also helps give the RAV4 Plug-in Hybrid a low centre of gravity, enhancing handling stability and ride comfort. High-efficiency heat pump air conditioning In its scrutiny of every detail that can contribute to the overall efficient performance of the RAV4 Plug-in Hybrid, Toyota adopted the heat pump air conditioning system it introduced as a world-first in the current, second generation Prius Plug-in Hybrid, adapting it specifically for use in the new SUV with a hot water circuit – the same as that used in the RAV4 Hybrid. In addition, the battery is cooled by the refrigerant of the air conditioning system. This system is far more efficient than engine heating or high-powered electric heaters, absorbing heat from the air outside the vehicle to warm the cabin. Refined Sport design Styling details for the exterior and the cabin demonstrate a more Refined Sport look for the mid-size SUV. At the front there is a dark plating for the dedicated grille mesh and frame and headlight extensions, together with a new metallic finish on the lower bumper moulding that emphasises the width and strength of the vehicle’s stance. New 18 and 19-inch wheel designs combine contrasting bright machined and grey or black finishes, while at the rear there is a metal-like finish for the garnish beneath the screen and black plating for the under-run. In the cabin the focus is on new upholstery designs with a sporty feel, with ribbed patterns with contrast red detailing. Quilted black leather seats will also be available with a striking red ribbon detail. The centre console features a nine-inch multimedia touchscreen display – the largest in any RAV4 model – for clear and easy control of the car’s entertainment, information and connectivity functions. Premium equipment specifications Equipment specifications reflect the RAV4 Plug-in Hybrid’s flagship status. According to grade, features and options will include 19-inch alloy wheels, heated front and rear seats, a 230 V power outlet in the cabin, a bi-tone exterior paint finish, power tailgate with hands-free kick sensor, panoramic roof, head-up display, nine-inch display audio system and the latest Toyota multimedia package with Apple CarPlay and Android Auto smartphone integration. Sales schedule The new RAV4 Plug-in Hybrid will be introduced during the second half of 2020, with on-sale dates to be determined according to country/market. * Provisional figures subject to final homologation SUVs sind unnötig groß, zu durstig und mit Elektro-Komponente hoffnungslos überteuert? Toyota liefert seit Anfang 2019 ein mögliches Gegenargument: den RAV4, Generation fünf. Der Mittelklasse-Hochbeiner nimmt viel Raum ein, bietet aber auch viel davon in seinem Innern. Mit dem getesteten Hybrid-Allrad-Strang bleibt der Verbrauch vertretbar, nur der Vortrieb gelegentlich auf der Strecke. Als Plug-in-Hybrid bekommt er mehr Kraft und eine alltagstaugliche elektrische ausführlichen Testbericht liest Du, was der moderat eingepreiste RAV4 als 2,5 Hybrid AWD-i und als Plug-in-Hybrid im Alltag können – und was besser laufen Platzangebot, KarosserieSo kantig wie in der fünften Ausgabe zeichnete Toyota den RAV4 noch nie. „No more boring cars“, befahl Unternehmens-Chef Akio Toyoda kürzlich. Als Resultat rückt Toyota den Auftritt des SUV-Klassikers zwischen C-HR und Landcruiser näher an „echte“ Geländewägen. Die Bodenfreiheit nimmt um 15 Millimeter zu, die Überhänge werden kürzer. Technisch und dem Anspruch nach bleibt der RAV4 ein SUV – vielen gilt die Baureihe als Begründer dieses 4,60 Metern Länge rangiert das Fahrzeug am unteren Ende der hochbeinigen Mittelklasse. Der Honda C-RV misst exakt genauso viel wie der neue RAV4. Mercedes GLC und Audi Q5 überragen den Toyota um rund sechs Zentimeter. Beim Platzangebot spielt der RAV4 dennoch in deren Liga: Vorne halten Türverkleidungen und Mittelkonsole Respektabstand zu den Gliedmaßen der Insassen, hinten finden ausgewachsene Passagiere ausreichend Raum für Beine und Kopf. Der Mitteltunnel baut flach, damit sollten es Erwachsene auf dem zentralen Sitzplatz der Rückbank bei kurzen Strecken problemlos Jonas Seidel4,6 Meter misst das Hybrid-SUV in der LängeJenseits der Heck-Öffnung mit großem Ausschnitt und niedriger Ladekante fehlen die ausgefuchsten Variabilitäts-Tricks. Es gibt etwas Besseres: Raum. 580 Liter passen ins Heck. Legt man die hinteren Lehnen um (Verhältnis 40:60), entsteht eine leicht nach oben ansteigende Ladefläche. Bei Beladung bis unters Dach soll der RAV4 bis zu Liter aufnehmen können. Für Kleinzeug gibt es ein Abteil an der Seite, alternativ wandern Gegenstände in das Fach unterhalb der Verarbeitung, MaterialienInnen stattet Toyota den RAV4 denkbar nüchtern, aber komfortabel aus. Die Japaner unterschäumen die meisten Flächen oberhalb der Kniehöhe und unterfüttern die Armauflagen großzügig. Weich sind die Stoffpolster der geringfügig taillierten vorderen Stühle. Wie gemütlich man darauf sitzt, hängt von der gewünschten Position ab. Wer gern nah ans Lenkrad rückt, muss Kompromisse eingehen. Ein weiterer Verstellbereich der Lenksäule wäre Rückbank montiert Toyota fix, doch ihre Lehne kann man in mehreren Stufen verstellen. In der hintersten Position lässt es sich angenehm lümmeln. Insgesamt wirkt alles solide verarbeitet. Nichts wackelt, nichts klappert. Den feinen Drehreglern und dem aufgesetzten Infotainment-Screen attestieren wir ein langes Leben an ihren angestammten Lenkung, FahrverhaltenWas den neuen Toyota RAV4 im Alltag auszeichnet? Seine optionale Unkompliziertheit. Man kann sich in Antriebstechnik vertiefen und Rekuperations-Strategien ausbrüten. Oder eben einfach: fahren. Dann ist der RAV4 frei von Überraschungen und komfortabel. Harte Kanten und Fugen spürt man, aber das Meiste hält das SUV dem Rückenmark fern. Bei höherem Tempo ist es innen angenehm ruhig. Nahe der elektronisch gezogenen Grenze von 180 km/h registriert man allerdings übermäßigen Luftzug im Bereich der Dynamiker wird der RAV4 nie: Das Sport-Programm wirkt sich auf das Ansprechverhalten des Aggregats und das Handmoment der Lenkung aus – doch das Steuer gibt wenig Rückmeldungen. Ein adaptives Fahrwerk bietet Toyota nicht. Die alternativlose Feder-Dämpfer-Kombination erlaubt dem Aufbau etwas Bewegung um Längs- und Querachse, doch richtig intensiver Seegang bleibt Radio, BedienungIntuitive Bedienung schlägt grafische Raffinesse: Aus dem Screen des großen Infotainment-Systems (890 Euro) grüßt das vorige Jahrzehnt, doch man springt vom ersten Moment an behände durchs Jonas SeidelEinige Fahrassistenten, wie Notbrems-Assistent, Abstandswarner und Verkehrszeichenerkennung gehören beim RAV4 zum SerienumfangNeben dem Druck auf den Bildschirm gibt es dafür Auswahl-Tasten rechts und links des aufgesetzten Screens und Multifunktions-Tasten am Lenkrad. Die Kopplung mit dem Smartphone klappt problemlos, geladen wird mittels USB-Verbindung oder über die Handy-Ladeschale in der Mittelkonsole ( Euro im Technik-Paket).Assistenzsysteme und SicherheitGängige Fahrassistenten zählen bei Toyotas Mittelklasse-SUV zum Serienumfang. Toyota verbaut Notbrems-Assistent, Abstandswarner und Verkehrszeichenerkennung ab Werk. Außerdem verfügt jeder RAV4 Hybrid über einen Spurhalteassistenten und den adaptiven Tempomaten Radar-Sensor und Stereo-Kamera heftet sich der Toyota dabei ans Heck vorausfahrender Autos, hält den gewählten Abstand ein. Das klappt souveräner als die Zentrierung zwischen den Spuren – gelegentlich pendelt der Toyota von Linie zu Motor, GetriebeBisherige Verkaufszahlen zeigen: Wer einen RAV4 will, will tendenziell Hybridantrieb. Diesel sind nicht im Programm, reine Benziner mittlerweile entfallen. Den Testwagen treibt ein 2,5-Liter-Vierzylinder-Benziner zusammen mit einem 120 PS (88 kW) starken E-Motor an. Beim Fronttriebler beträgt die Systemleistung 218 PS. Unser Testwagen RAV4 Hybrid AWD-i fährt mit Allrad, benötigt aber keine Kardanwelle, um die Hinterachse mit Kraft zu versorgen. Ein 60 PS (44 kW) starker E-Motor kümmert sich um die hinteren Räder. Die Systemleistung erhöht sich geringfügig auf 222 spart Toyota Gewicht und Platz – baut allerdings kein Traktions-Wunder. Beim Anfahren auf nasser Fahrbahn drehen die Dunlop Grandtrek der Vorderachse häufig durch. Ob das einem verspäteten Ansprechen des Motors im Heck geschuldet ist? Oder seinem Leistungs-Defizit gegenüber der Einheit im Motorraum? Vom Fahrersitz aus schwer zu sagen. Immerhin findet der RAV4 in vertretbarer Zeit ein Mittel gegen den übermäßigen Jonas SeidelDer Toyota RAV4 ist als Hybrid seit Anfang 2019 erhältlichVerzeihlich, denn zum Klettern kauft niemand einen RAV4. Die Trail-Taste für frühe Bremseingriffe am durchdrehenden Rad bleibt damit Statist an der Mittelkonsole. Die Show gehört dem Drehregler mit Normal-, Eco- und Sportprogramm. Im scharfen Programm wird der hintere Teil des Antriebs recht früh mit einbezogen, die Kurbelwelle steht selten den zahmen Programmen treibt vorwiegend der vordere Teil des Stranges den RAV4 an. Bei wenig druckvoller Fahrt agiert das stufenlose Planeten-Getriebe souverän und akustisch unauffällig. Unter Teillast meldet sich der Verbrenner möglichst bald ab und der vordere E-Motor hält alleine das Tempo. Fünf Liter zeigt der Bordcomputer dann im Stadtverkehr, rund 8 Liter bei moderater Fahrt über die Autobahn. Gute Werte für ein mindestens Kilogramm schweres SUV – das klappt allerdings nur mit ausreichend befülltem Stromspeicher. Ab drei Strichen im Akku-Symbol reagiert der Toyota außerdem auf die EV-Taste für rein elektrischen Antrieb. Doch es braucht viel Gefühl und geringes Tempo, um den schlafenden Verbrenner nicht zu wecken. Heißt: Es gibt Möglichkeiten, die Arbeitsweise des Strangs zu beeinflussen – das letzte Wort hat aber der elektrische Strecken schafft der Rav4 nur als Plug-in-Hybrid. Dafür aber umso besser: Mit einer Akkukapazität von 18,1 kWh solle er bis zu 75 Kilometer weit fahren, ohne den Verbrenner anzuwerfen. In unserem Test schafft er locker 60 Kilometer. Abhängig von Verkehrsdichte und Außentemperatur bewegt sich der Stromverbrauch dabei etwas nördlich oder südlich der gut: Ist der Akku leer, verbracht er kaum mehr Sprit als der Vollhybrid. Viele Plug-in-Hybride überlassen dem Verbrenner in dieser Situation mehr oder weniger hilflos das Feld und tragen kaum zum Sparen bei. Den Rav4 bewegen wir ohne Stromreserven mit 5,9 Litern pro 100 Kilometer. Die Differenz zum Vollhybrid lässt sich mit rund 250 Kilogramm Mehrgewicht weiterer Vorteil: Der aufladbare Rav4 fährt mit mehr Leistung. Insgesamt 306 PS treiben beide Achsen an. Im Normalfall versteckt das SUV seine Kraft und fährt sparsam elektrisch oder etwas lethargisch mit dem Saugbenziner. Wenn alle Antriebe beim Zwischensprint zusammenarbeiten, schnalzt der dicke Toyota spontan und kräftig vorwärts – nur um direkt danach wieder sanftmütig zu Preise, KostenToyota bietet den RAV4 ab Euro an. Dann kommt das Mittelklasse-SUV als Vollhybrid mit 2,5-Liter-Vierzylinder und 218 PS Systemleistung. Tarife der Allrad-Variante beginnen bei Euro, dann bereits in der nächsthöheren Ausstattungslinie „Comfort“.Quelle: Jonas Seidel4,6 Meter misst das Hybrid-SUV in der LängeSchade, denn die “nackte” Basis-Variante ist eine alltagstaugliche Option: Sämtliche genannten Fahrassistenten sowie LED-Scheinwerfer, eine Klimaanlage und eine Rückfahrkamera sind bereits enthalten. Die zweite Linie “Comfort” hat dem nackten Modell eine Dachreling und die Zwei-Zonen-Klima voraus. In der getesteten dritten Ausstattung „Club“ (mittlerweile nicht mehr verfügbar, ursprünglich ab Euro) ersetzt Toyota die serienmäßigen 17-Zoll-Alus durch 18-Zöller. Beide Sitze sowie das Lenkrad sind Mittelklasse-SUVs sind in der Basis tendenziell teurer und ab Werk schlechter ausstaffiert. Der Hauptkonkurrent des RAV4 kommt ebenfalls aus Japan: Der Honda CR-V 2,0 Hybrid AWD liegt bezüglich Größe und Technik denkbar nah am Testwagen. Ab Euro kostet Hondas elektrifizierter Allradler mit 184 PS Systemleistung. Also etwas weniger als der günstigste RAV4 mit Allrad. Hier beginnen die Preise bei Euro. Unser Testwagen kommt auf insgesamt Euro – neben der höheren Ausstattungslinie treiben der Metallic-Lack (690 Euro), das Technik-Paket (u. a. elektrische Heckklappe und Totwinkel-Warner, Euro) sowie das große Infotainment-System (890 Euro) den Preis in die Plug-in-Hybrid startet der Rav4 bei Euro. Damit kostet er zwar rund Euro mehr als ein VW Tiguan mit Stecker, liefert aber mehr Leistung, Allradantrieb und eine bessere Ausstattung. Großes Infotainment ist inkludiert, das Technikpaket mit großem Umfang kostet Euro extra. In unserem Testwagen summiert sich der Preis auf gut ein komfortables Auto mit viel Platz sucht, ist beim Toyota RAV4 generell richtig. Mit dem getesteten Hybrid AWD-i liefert das Mittelklasse-SUV solide Verbrauchswerte, doch im Ansatz mäßige Traktion. Spritsparer aus dem Flachland können über den rund Euro günstigeren Hybrid-Strang mit Frontantrieb nachdenken. In jedem Fall muss Fahrern elektrifizierter RAV4 klar sein: Möglichkeiten zur Mitgestaltung des Energie-Haushaltes sind zwar vorhanden, aber begrenzt. Das Grüne handelt der RAV4 Hybrid oft unauffällig ab. Und insgesamt meist souverän. Als Plug-in-Hybrid sogar mit großer elektrischer RAV4 2,5 Hybrid (2019) und Plug-in-Hybrid (2020): Technische DatenModellToyota RAV4 2,5 Hybrid AWD-iToyota Rav4 2,5 Plug-in-Hybrid AWD-iMotor2,5-Liter-Vierzylinder Saugbenziner und zwei Elektromotoren2,5-Liter-Vierzylinder Saugbenziner und zwei ElektromotorenGetriebestufenloses Planetengetriebe (CVT), Frontantrieb mit Elektromotor an der Hinterachsestufenloses Planetengetriebe (CVT), Frontantrieb mit Elektromotor an der HinterachseSystemleistung222 PS (163 kW)306 PS (225 kW)Drehmoment Verbrenner221 Nm bei bis 5. 200 U/min227 Nm bei U/minHöchstgeschwindigkeit180 km/h (elektronisch abgeregelt)180 km/h (elektronisch abgeregelt)0-100 km/h8,1 s6,0 sVerbrauch laut Norm4,5 l/100 km (kombiniert nach WLTP)1,0 l/100 kmCO2-Ausstoß103 g/km22 g/100 kmTestverbrauch5,2 l/100 km5,9 l/100 kmElektrische Reichweite (Norm)-75 kmElektrische Reichweite (Test)-60 mm (inklusive Dachreling) mm (inklusive Dachreling) mmKofferraum580 bis l520 bis lBasispreis EuroTestwagenpreis EuroDer Toyota Rav4 in BildernDas könnte Dich auch interessierenDer Mazda MX-30 fährt mit kleinem Akku zum kleinen PreisHonda HR-V Sport (2019) im AlltagstestDer Honda CR-V im ersten Test

rav4 plug in hybrid 2019