Toyota RAV4 GXL AWD 2026 Review

Right, let’s address the price rise first. We’ve covered this issue extensively, so the long and short of it is that, depending on the variant, you’ll be paying about 11 per cent more for your ‘RAV’ than before.

Although, it’s also worth noting that the line-up remains exclusively hybrid (HEV), with plug-in versions (PHEV) set to be shipped to Australian shores imminently. The latter ranges from $58,340 to $66,340 depending on the amount of driven wheels.

When it comes to the 2026 Toyota RAV4 GXL eFour tested here, the $52,340 sticker price (before on-road costs) represents a $3530 increase on the exact model it replaces. Yet, it does gain goodies to justify the hike – namely the Arene software, fresh styling and dynamic upgrades, which we’ll cover off below.

In total, there are 11 RAV4 models available if the GXL eFour doesn’t meet your requirements, spanning from $45,990 to $60,340 for the HEV-only models. The option of front- and all-wheel drive remains.

Despite obvious discrepancies given differing hybrid status, if you fancy a Mazda CX-5, Mitsubishi Outlander, Hyundai Tucson or Kia Sportage of similar spec, you’ll likely be paying less.

That places a lot of weight on Toyota’s proven hybrid tech to be the pivot point when it comes time for buyers to hand over their hard-earned.

While the Japanese brand spruiks the ‘all-new’ narrative, the sixth-gen RAV4 is more a heavily revised product. Yet, both inside and out, the honed details add up to a noticeably different aesthetic.

Externally, the styling is more cohesive, with angular LED headlights and daytime running lights up front, as well as new LED taillights and ‘RAV4’ badging across the tailgate. The GXL gains 18-inch dark grey metallic wheels, while aluminium roof rails, auto power-folding mirrors and keyless entry with push-button start are standard.

Inside, a few extra niceties are included over the GX like the eight-way powered driver’s seat with two-way lumbar adjustment, a leather-accented steering wheel and splashes of synthetic leather throughout the cabin. That’s on top of the dual-zone climate control, fabric upholstery and six-way manually adjusted passenger’s seat.

As far as options go, a full-size spare wheel is $300 (it comes standard with a space saver) and premium paint is $675.

Toyota’s five-year/unlimited-kilometre warranty applies (with eight years/160,000km for the battery pack), while roadside assistance isn’t complimentary. Basic cover is $99 per year, rising to $139 for upgraded coverage.

Servicing is due every 12 months or 15,000km (whichever comes first) and the cost of the first five years/75,000km comes to $1625. That equates to a competitive $325 per dealership visit.

The range is yet to be crash-tested, but given its links to the previous generation, a five-star ANCAP safety rating is expected. Especially given the 2026 Toyota RAV4 GXL eFour is now fitted with driver monitoring and a front-centre airbag.

Naturally, the latest version of Toyota’s Safety Sense active safety kit is included. It’s highlighted by autonomous emergency braking (AEB) with pedestrian and cyclist detection, active cruise control, lane departure warning with lane keeping, front and rear cross traffic alert, blind spot monitoring and safe exit assist.

To aid parking there are front and rear parking sensors as well as a reversing camera with guidelines, but no standard 360-degree surround view monitor in the GXL. The RAV4 is packed with eight airbags, dual ISOFIX points and a trio of top-tether anchorages.

As mentioned, the RAV4 now has driver monitoring. It’s one of the more annoying and overzealous examples of the now five-star-ANCAP-required tech. For example, merely looking at the multi-function steering wheel briefly resulted in a swift telling off. Thankfully, the speed sign recognition and active lane keeping aren’t as overbearing.

This could be one of the only concessions you’ll need to make by opting for the 2026 Toyota GXL eFour and not a higher model grade – and that’s the smaller infotainment screen. Although, at 10.5 inches, it’s still a sizeable unit and packs the new Arene digital platform.

It offers a noticeable uptick in processing power with fresh graphics and customisable widgets. There are embedded, Google-powered voice assistant functions too – although, they can sporadically interrupt – while Spotify is now supported. It also has an inbuilt dashcam that can record and store up to 90 minutes of footage as well as wireless/wired Apple CarPlay and Android Auto.

Elsewhere, a 12.3-inch digital instrument cluster is standard and affords a full-screen map view – but no head-up display. The GXL gains a wireless charging pad as well as native satnav, DAB+ digital radio, 15-watt USB-C ports (45W offered in Cruiser) and a six-speaker sound system.

Connected Services are also available via the myToyota Connect app, with boosted remote functionality regarding security and convenience. OTA updates can also be facilitated and NFC tech is present for the first time in a RAV4.

To comply with stringent Euro6 emissions regulations, refinements have been made to the fifth-generation hybrid powertrain.

Ultimately, there’s been 20kW reduction in the combined output for the eFour range, seeing the total drop to 143kW (Toyota doesn’t provide a total torque figure). It does this by coupling a 105kW (4800rpm) and 221Nm (3200-3600rpm) Atkinson cycle 2.5-litre four-cylinder petrol engine with electric motors.

Those compact, high-output e-motors are new, with the front unit producing 100kW/208Nm while the rear adds 40kW/121Nm. The front wheels drive through a ‘six-speed’ electronic Continuously Variable Transmission (e-CVT), while on-demand all-wheel drive is created via the e-motor on the back axle.

A new 1.1kWh lithium-ion (NMC) battery pack replaces the old nickel metal hydride unit, too.

In practice, you aren’t going to expressly miss the downgraded power rating. Step-off performance is strong with the instantaneous nature of EV propulsion, while the transition between power sources is relatively imperceptible.

Where the 20kW drop is noticed slightly is at overtaking speeds, but the electrified RAV4 is never truly left wanting in terms of grunt. And although sound deadening has increased and the stepped-ratio e-CVT has been revised, the latter still perches revs up high under heavy load. While more muted, it remains an unpleasant sound.

Although, a benefit of the series-parallel hybrid is that the 2026 Toyota RAV4 GXL eFour can cruise around silently on EV power alone at slow speeds. It’ll even coast on a highway without the petrol engine running.

The dedicated EV mode still only works within strict parameters, though, so don’t expect PHEV characteristics. Still, the benefits lie with the fact you don’t need to plug it in to charge and the RAV4 still returns a claimed average consumption of 4.6L/100km.

That’s fantastic for a near 1700kg medium SUV. We even saw an average of 5.4L/100km on test. While the 55-litre tank does require 95 RON premium unleaded petrol, it should still cover more than 1000km from a tank.

Now, we’re not saying Toyota is encouraging tailgating. However, the new eco-run mode highlights which vehicles are best to cruise behind for optimal aero drag reduction, therefore saving you fuel. Maybe it’s all about channelling the slipstreaming spirit of GR-supported F1 team, HAAS…

Toyota hasn’t forgotten about handling, with changes to the chassis, suspension, brakes and steering adding up to a tangible difference in its dynamic character. Well, it isn’t quite a GR product… yet. And even then, the GR Sport will be more badge than talent despite the upcoming PHEV packing more than 220kW. But we digress.

Ultimately, the 2026 Toyota RAV4 GXL eFour ticks enough boxes for the buyer demographic with an absorbing ride quality matched with safe and predictable conduct.

Built on Toyota’s TNGA-K platform, it has been stiffened to increase rigidity with key strengthening of the front and rear suspension mounting points for flatter cornering. Has it worked? For the most part, yes. Body roll and lethargy remains, but for what it is, the handling package is competent enough.

How it tackles lumps and bumps is more important. And no matter the surface or road speed, the GXL covers ground comfortably. Helping this are the chubbier 235/60 R18 Yokohama Advan tyres, but also the tweaks to the suspension calibration and geometry as well as the fresh coil spring sizes and rates.

A new shock absorber valve has been introduced, too, but the RAV4 still leans on the softer side of the ledger in terms of damping, with smooth undulations inducing some float. Traction is never in question, though, with the rear e-motor kicking in when a lack of purchase is detected.

The brake pedal feels more natural too, with the ill effects of regenerative braking being less intrusive than before. Even the steering has a heftier weighting – although, there’s little point cycling out of Normal or Eco modes to Sport.

For those who do a lot of country-road driving, the active cruise control could be an issue. The radar-based system ties in with the satnav to anticipate curves ahead and adjust the road speed to what the computer brain deems appropriate. It doesn’t entirely work given its overtly cautious nature and its propensity to unnecessarily cut road speed.

Off-roading ability is limited to a family trip to the snow or a dirt road enroute to a camping ground. The on-demand eFour system does add extra grip and there’s 194mm of ground clearance, but the Trail and Snow driving modes can only do so much.

While a more rugged version of the RAV4 isn’t likely Down Under, at least there is a spare tyre if you do turn off sealed surfaces.

Meanwhile, the towing capacity is 1500kg (braked).

While the previous model’s cabin was a bit too gimmicky and like an oversized playset for kids, the revamp has worked wonders inside. It’s a noticeable step forward in quality and design, with some conservate nature reintroduced – but in a good way.

Yes, there are still some hard and scratchy plastics in the 2026 Toyota RAV4 GXL eFour if you go looking for them. Parents might also lament the inclusion of fabric over synthetic leather for cleaning purposes. Yet, it’s a liveable cabin with plenty of storage.

Even the central bin lid doubles as a removeable tray and can open from either the left- or right-hand side. Although, unlike Volvo’s inbuilt booster seats of old, Toyota’s attempt at ingenuity lacks polish. It feels cheap and does tend to make a bit of a racquet.

Which can’t be said for the rest of the experience, with the focus on sound deadening and an NVH reduction. It has worked, too, with only slight wind noise from the external mirrors finding its way into the cabin. Outward vision is also improved with the lowered dash and generous glasshouse.

What is at odds with pragmatism is the fact the climate controls have been moved to the infotainment screen. Yes, the drive-mode selectors are nicely finished physical buttons, but they’ll seldom be used. Instead, changing fan speed now requires accessing the touchscreen. The only redeeming aspect is that it sits within a dedicated menu that’s permanently anchored to the bottom of the screen.

Space for rear-seat occupants remains generous for head and legroom, while the backrests recline (and 60/40-split fold) for added comfort. There are air vents, USB-C ports, map pockets, bottle holders in the doors and a central arm rest, too. The claimed boot capacity is 705 litres, while there’s a place to store the roller cargo cover and space-saver spare wheel under the flat floor.

The new ‘RAV’ feels like a more premium product than ever before and, for the most part, justifies its shift up in price. Whether or not punters feel the same and appreciate the effort Toyota has gone to is another story.

Aussies have traditionally opted for highly specified variants, yet the 2026 Toyota RAV4 GXL eFour represents one of the best mixes of value and spec in the range. Spending more merely adds kit you might not need, so consider what you can live without.

And like most Toyotas, the RAV4 GXL eFour is likely to retain its value, which is an important consideration in a world where car-ownership periods are fleeting.

While the medium SUV opposition is fierce and safety/emissions requirements have added chinks to its armour, the latest RAV4 backs up its popularity with overall competence. Toyota rarely kicks an own goal, and the RAV4 continues its enviable track record.

2026 Toyota RAV4 GXL AWD at a glance:
Price:?$52,340 (plus on-road costs)
Available:?Now
Powertrain:?2.5-litre four-cylinder petrol-electric
Output:?105kW/221Nm (front electric motor: 100kW/208Nm – rear motor: 40kW/121Nm)
Combined output:?143kW
Transmission:?Electronic continuously variable
Fuel:?4.6L/100km (ADR combined)
CO2:?105g/km (ADR combined)
Safety rating:?Untested

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