2026 Toyota RAV4 review

Our verdict

The new RAV4 is built for the buyer who already loves the badge and wants more of the same with a modern cabin and lower running costs. It nails efficiency, everyday practicality and ease of use better than almost anything in the class.

The catch is that it asks a lot more money for what is, underneath, a careful refinement rather than a reinvention, and several rivals now match or beat it on space, value and outright polish.

What does the Toyota RAV4 cost in Australia?

There is no shortage of choice. The range spans 11 variants across six grades split between regular hybrid and soon, plug-in hybrid power, with front or all-wheel drive depending on the trim.

Pricing opens at $45,990 before on-road costs for the entry GX Hybrid 2WD and climbs through the GXL, the more rugged Edge, the urban-focused XSE and the well-equipped Cruiser.

The Cruiser I spent most time in lands at $56,990 before on-roads in front-drive form, or roughly $62,000 drive-away, with the all-wheel-drive version at $60,340. The plug-in models top the tree finishing with the 227kW GR Sport PHEV at $66,340.

Depending on the grade, prices have jumped between roughly $3,000 and $6,400 and the sting is sharpest at the bottom. A base GX now costs more than an entry hybrid Tucson or Sportage, which is a tough pill given the RAV4's reputation was partly built on hard-nosed value. Step up to the all-wheel-drive Cruiser and it sits much closer to its rivals, so the higher grades make more sense on a price-per-feature basis than the cheap seats do.

What does the Toyota RAV4 look like?

Toyota has leaned into the boxy, upright look that is everywhere right now, and the result is the most assertive RAV4 yet.

The lines are cleaner and sharper, the stance is squarer, and there is a hint of the latest HiLux in the body-coloured grille on most variants. A few of the angles are a little unusual at first glance, but it grows on you, and it photographs well.

The Edge plays a different game with its own off-road-flavoured nose and flared arches over a 20mm-wider track, giving it a tougher, more adventurous look than the rest of the line-up. Wheels range from 17 to 20 inches depending on grade.

It is still unmistakably a RAV4, just one that has hit the gym.

What is the Toyota RAV4 like inside?

This is where the new car earns its money. The cabin is the biggest step forward with a cleaner layout, a lower dashboard that lets in more light and improves vision, and a far more contemporary feel than the model it replaces.

The centrepiece is a 10.5-inch touchscreen on the GX and GXL, or a 12.9-inch unit higher up, paired with a standard 12.3-inch digital driver's display.

Storage is a real highlight too: a huge glovebox, a clever centre console lid that opens from either side or flips over to become a tray, generous door bins and a handy dash-top shelf.

It is not flawless. There are more hard plastics than you would hope for at this price, even in the top Cruiser. Cloth trim runs through the GX, GXL and Edge, with leather-accented seats arriving on the XSE and Cruiser, and the base car's wheel is now finished in urethane rather than leather. None of it feels cheap exactly, but rivals are increasingly using softer, plusher materials to justify their stickers, and the RAV4 leaves a little on the table there.

How practical is the Toyota RAV4?

Very. Back-seat space is good rather than class-leading with enough room for taller adults to sit behind a similarly sized driver, plus rear vents, USB-C ports, a fold-down armrest and door bins.

The outboard rear seats are even heated on the top grade, a RAV4 first. Taller passengers will find a Tucson or Sportage roomier in the second row, and the doors do not open quite as wide as an X-Trail's, which makes wrangling child seats a touch fiddlier than it should be.

The boot is the trump card. Toyota quotes up to 705 litres with the seats up, and while that figure is measured to the roof, the space easily swallows prams, suitcases and the usual family clutter. A power tailgate features on higher grades, and you get a space-saver as standard with a full-size spare available on the GX.

What is the Toyota RAV4 like to drive?

Think evolution, not revolution. The RAV4 drives much as the much-loved old one did, which is mostly a good thing.

The big talking point is power, because there is less of it. The updated hybrid system now produces 143kW combined, down 17kW in front-drive guise and 20kW with all-wheel drive, courtesy of tighter emissions rules.

Toyota insists performance is on par with before, but you do feel it. Off the line on electric power it is brisk and smooth, yet the mid-range shove from 40km/h to highway pace feels less urgent than it once did. On the upside, the petrol engine is quieter and the transition between electric and petrol is seamless.

The steering is heavier and more reassuring than before, the ride is settled and the body stays composed through corners even if it leans a fair bit when you push on. The brake pedal is easy to judge, and the handover between regenerative and friction braking is well sorted.

One thing worth noting: the Cruiser's 20-inch wheels make the ride slightly firmer than the cheaper grades on smaller alloys, which ride beautifully. If comfort is your priority, the lower grades are the smarter buy.

How efficient is the Toyota RAV4?

Fuel economy remains a core strength. Toyota claims 4.5L/100km for front-drive models and 4.6L/100km with all-wheel drive, and across mixed driving I saw figures in the high-5s, dropping into the 4s around town and climbing toward 7L/100km when worked hard. That is still excellent for a family SUV this size.

The asterisk is that the RAV4 now requires 95-octane premium unleaded rather than the cheaper 91 it used to accept, which nibbles away at the savings at the bowser.

Ownership costs are reasonable but no longer the bargain they once were. Servicing is $325 a visit, capped for five years or 75,000km, at 12-month or 15,000km intervals, for $1,625 over five years. The warranty is five years and unlimited kilometres, stretching to seven years on the driveline and up to 10 years on the battery if you stick with Toyota dealer servicing. It is a solid package, though some rivals now offer longer cover as standard.

Is the Toyota RAV4 safe?

Here is the awkward bit. The new RAV4 currently has no ANCAP rating at all. Production delays pushed its launch into 2026, which means it must now meet tougher new test criteria, and Toyota is rolling out safety upgrades in the second half of the year in pursuit of five stars. Cars built before then are sold unrated and cannot be retrofitted, so if a five-star sticker matters to you or your fleet, that is worth weighing carefully.

On the equipment front it is well stocked, with eight airbags including a front centre airbag, autonomous emergency braking with pedestrian, cyclist and junction detection, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert and lane-keeping assist. Most of it is nicely calibrated, but the driver attention monitor is a genuine nuisance, chiming after the briefest glance away from the road and resetting to its most sensitive setting every time you restart the car. It is the kind of thing you hope Toyota fixes with an over-the-air update.

What are the main competitors to the Toyota RAV4?

The Hyundai Tucson Hybrid is the value play opening from around $42,850 plus on-roads and undercutting the base RAV4 outright. It offers more rear-seat room and a longer warranty, though it can't quite match the Toyota's real-world thirst or resale reputation.

The Kia Sportage Hybrid shares much of the Tucson's mechanical package and the same value pitch, from around $44,450 plus on-roads, rising to about $60,370 for the GT-Line AWD. It's roomier in the back and sharply styled, but the RAV4 still feels the more polished long-term ownership proposition.

The Nissan X-Trail e-Power is the clever-tech alternative, with its petrol engine acting purely as a generator for an EV-like drive, from around $58,000 plus on-roads in Ti-L trim. It's smooth and quiet, very nicely appointed inside and the doors open wider for child seats, but it uses more fuel than the Toyota when the highway kilometres pile up.

The Honda CR-V e:HEV is the refined all-rounder, from around $49,990 drive-away, with a slick hybrid system and cheaper servicing. It's spacious and easy to live with, though it can't quite match the RAV4's frugality or the breadth of its range.

The BYD Sealion 6 is the curveball, a plug-in hybrid that undercuts the RAV4 PHEV by thousands and adds genuine electric-only range for the daily commute. It's the value benchmark for partial-EV motoring, but it trails the Toyota on driving polish, resale and dealer network.

Should I buy the Toyota RAV4?

If you already own a RAV4 and want to upgrade, you will love this one.

It looks fresh, the tech is a huge leap, the cabin is more practical and it is even thriftier than before, all wrapped in Toyota's reputation for reliability and strong resale.

The hesitation comes from everything around it. The price rises are real, the climate controls are a backward step, performance has softened, and the missing ANCAP rating is a live concern until later this year.

The plug-in hybrid may well be the version worth holding out for.

The RAV4 is still a cracking family SUV and absolutely belongs on your shortlist, but it is no longer the runaway benchmark, so test-drive a couple of rivals before you sign.

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