There are two trends that show no signs of slowing: Gas prices will continue to rise and Americans will continue to buy crossovers.
Toyota is hoping that Americans will start to buy hybrids again.
The 2016 RAV4 Hybrid is a first for the trailblazing compact crossover launched in 1996.
Toyota's eighth hybrid model aims to stay ahead of the crossover curve, though there isn't much direct competition outside of the family. It's coming, in the 2017 Kia Niro hybrid and the Nissan Murano hybrid, but the RAV4 hybrid has the edge for now.
Like all Toyota hybrids, the RAV4 excels where we drive most, around town. It gets 34 mpg city, 31 mpg highway, or 33 mpg combined; the conventional 2016 RAV4, which lags the competition, gets 24 mpg city, 31 mpg highway, for 26 mpg combined, and the hybrid only costs $2,100 more.
It also comes standard with all-wheel drive, like the smaller Subaru Crosstrek hybrid, which gets 31 mpg combined. The RAV4 has more space, power
and fuel economy.
The hybrid offering comes as part of a midcycle refresh for the RAV4, which had its last full redesign in 2013. It looks mostly the same. More-slanted headlights and a more open grille make it appear surlier, or if you work for Toyota, sportier. The rear gets a chrome skid plate and pinched taillights. The XLE tester came with 17-inch alloy wheels, which give it a dash of ruggedness.
Nothing much changes inside either, unless you were looking for a new sunglasses holder. The hybrid is offered in the uppermost XLE and Limited trims, which come nicely appointed in soft-touch dash materials marbled with chrome accents. Toyota's 4.2-inch vehicle information display keeps most infotainment functions under your thumb, limiting the need to reach for the 7-inch touch screen that was part of the tester's tech- and safety-loaded convenience package, which is reasonably priced at $2,060 and boosts it to an Insurance Institute for Highway Safety top safety pick plus.
The powertrain is the difference here.
In addition to the engine and battery-powered motor powering the front wheels, there is a second motor driving the rear wheels when needed. Electronic all-wheel drive means that the driver doesn't need to do anything. The default power delivery is to the front wheels unless the system detects slippage or an ascent, then up to 60 percent of the powertrain's torque is delivered to the rear wheels.
Like most Toyota hybrids, the transition is smooth from battery power at low speeds up to about 20 mph to dual power at cruising speeds. There is a slight vibration when the engine kicks on or when the pedal is pushed hard, but it is reassuring to know that you're getting the power you want. EV mode at low speeds around town is silent, as it should be.
Since it is a hybrid, the RAV4 utilizes regenerative braking to help bring power back to the battery. The B on the gear stick is not for a more aggressive regen braking, though it may feel like it. The B function instead acts like a low gear for long descents to save the brakes, or to limit the throttle response in slick terrain.
Sport mode lets the engine push the rpm to the 6,000 range, but it's nothing that can be described as sporty. Sportier, maybe.
The only compromise with the hybrid is losing about 3 cubic feet of cargo volume, due to the battery placement under the rear seats. Folding down those seats creates a slight angle that makes it a tad trickier to load long, flat items.
The hybrid only costs $2,100 more than the conventional RAV4 XLE, which is minor when factoring in the 10 mpg increase around town.
Toyota has capitalized on good hybrid timing in the past. Since hybrid demand is sensitive to gas prices, that pattern may continue with the RAV4 Hybrid.
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2016 Toyota RAV4 Hybrid XLE at a glance
Vehicle type: Compact crossover hybrid
Base price: $28,370
As tested: $32,485
Mpg: 34 city, 31 highway
Engine: 2.5-liter four-cylinder hybrid with motor
Transmission: Electronic continuously variable transmission in AWD
Parting shot: Hybrid crossover has a better chance of catching on
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ABOUT THE WRITER
Robert Duffer is the editor of the Chicago's Tribune's auto section. Readers may contact him at Chicago Tribune, 435 N. Michigan Ave., Fifth Floor, Chicago IL 60611 or [email protected]