When completely charged, the Prime can go up to 42 miles on battery power before switching to a conventional hybrid motor, which provides a combined fuel economy of up to 38 mpg. (Toyota estimates the electric range and gas mileage; the EPA has not yet released numbers for this SUV.) I’ll confirm that the great on-paper specs hold true in practice after three days with a RAV4 Prime SE, the lower of two trim levels below the XSE: The RAV4 Prime is a swift and effective vehicle. One area where refinement falls short is, although many customers will find such trade-offs to be desirable.
In This Article...
Off to the Races
The lag-free wall of torque that electric vehicles have come to be known for accelerates the RAV4 Prime to full speed. Regardless of the propulsion methodelectric motors when the battery is fully charged or a combination of electric and engine power when the juice runs lowthe overall acceleration is constant. However, the Prime performs best when using the earlier technique. With rapid EV power followed by incremental engine revving and eventually high-pitched droning under sustained acceleration, situations demanding engine power present an unfavorable soundtrack. Call them gimmicks, but the Prime, whose CVT-style unit accomplishes nothing of the like, would benefit from the simulated upshifts that make continuously variable automatic gearboxes behave more like standard stepped automatics. (The RAV4 Hybrid exhibits the similar inclination, for what it’s worth.)
The Prime’s, er, primacy is further supported by Toyota’s claimed acceleration figures. With a strengthened drivetrain, it produces a combined 302 horsepower on 87 octane fuel, more than enough to make up for its heavier curb weight (4,300 pounds against 3,755 pounds for the standard hybrid, based on XSE trim levels). It is far faster than the combined 219-hp hybrid and 203-hp conventional RAV4: Toyota claims that regardless of battery charge, the Prime accelerates to 60 mph in just 5.7 seconds, which is 2.1 seconds faster than the RAV4 Hybrid. (It also outperforms the previous RAV4 V-6, a 6.3-second SUV, according to Toyota.)
Toyota’s claimed EV range appears plausible, at least in more favourable weather circumstances, even though the EPA has not yet commented. I avoided using the Sport or Eco driving modes, as well as individual controls that recharge the battery or mix in engine power, because it was in the 80s outside and I had already adjusted the tire pressure. (I did use the Eco Heat/Cool mode of the automatic climate control, with temps set at 72 degrees and otherwise totally automatic distribution; it maintained air conditioning adequately.) Driving as usual, I saw 43.8 miles of EV range before the Prime switched to its hybrid mode, which is impressive given how little regenerative braking is possible on highway miles.
With all-or-nothing pedal action that steps down and lifts off, those brakes are a low point. That issue still exists in this vehicle, just as it does with the RAV4 Hybrid. Although regenerative brakes have advanced significantly since their early brick-like design, Toyota’s implementation feels dated.
Speaking of retro, the needed low-speed EV noise for the Prime is a patchwork of dissonant notes and white noise that you could insert into the middle of the original “Outer Limits theme tune. It’s loud enough that when I backed up, a neighbor across the street noticed. He wore no tinfoil hat (at least while I was there).
The 18.1 kilowatt-hour battery may be charged with the RAV4 Prime’s regular 3.3-kilowatt onboard charger in anywhere between 4.5 and 12 hours depending on the voltage of the outlet used (240 or 120 volts) (12 amps). I connected in overnight to a 120-volt outlet with the battery dead, and the instrument display indicated that the Prime would require 12 hours, 10 minutes to fully charge. A few minutes after the initial estimate, but not too far off, it indicated 21 miles of total EV range and six hours to a full charge when I checked 6 hours, 20 minutes later. A 6.6-kW onboard charger, which is an option for the XSE, can reduce 240-volt times (at 32 amps) to 2.5 hours. Both of the 240-volt charging levels listed require extra hardware that can handle the specified rating, which is available separately. You can program the preheating and precooling of the cabin in advance or turn it on with the key fob or a smartphone app; doing so preserves battery charge and, consequently, electric range once you travel. 240-volt power sources also allow faster charging.
Ride and Handling
Among the seven compact SUVs we examined in 2019, the current RAV4 matched for bottom in terms of ride quality, although Toyota claims the Prime has improved refinement thanks to suspension upgrades. Unfortunately, the apple didn’t fall far enough from the tree: isolation is still an issue despite the SE’s 18-inch wheels’ substantial shock absorption. The considerable body motion caused by wavy road conditions can occasionally make the RAV4 Prime feel downright uneasy. The XSE has lower-profile tires and 19-inch wheels, which could make the situation much worse.
The SE’s Dunlop Grandtrek all-season tires quickly lose grip, turning any rapid maneuvers into continuous understeer, despite the steering’s strong input, medium effort, and quick enough directional adjustments. The electronic stability system may intervene to help with stability, but the AWD does little to improve dynamics. Feeding more power through a corner only results in greater push. Here, the bigger tires and greater potential for traction of the XSE may help it resist the first understeer.
The Interior
The RAV4 Prime’s cabin materials vary depending on trim level, which is typical of many mass-market vehicles and Toyotas in particular. The XSE versions include stitched door trim with thick padding where your arms and elbows rest in the front and back seats, respectively. Particularly in the backseat, where automakers frequently economize, that is appreciated. Unfortunately, Toyota replaces insultingly cheap materials in both rows for the SE, which has the unfortunate effect of making an otherwise attractive cabin hit-and-miss.
The most of the controls feel solid and well-made, with the exception of the loose-feeling turn-signal and wiper stalks, which are likewise an issue with the Corolla. The stereo and temperature dials both have convenient rubberized finishes, though the latter group needs to be bigger. Five USB-A ports and an 8-inch touchscreen with Apple CarPlay and Android Auto are included as standard features. The head-up display, wireless smartphone charging, and JBL premium audio are options, as are a 9-inch touchscreen in place of the 8-inch display.
Larger drivers could find insufficient knee clearance between the center console and doors, despite the SE’s supportive bolsters and strong quality cloth (XSE models get vinyl). For those with longer legs, the chair’s adjustment range may not be enough; my 6-foot frame need it almost all the way back. The backseat has outstanding headroom, therefore Toyota should lift it higher off the ground. Headroom is fine up front. Adult passengers may find their knees uncomfortably high back there, although legroom is adequate. This disadvantage contributed to the non-hybrid RAV4’s tie for worst position in the category of rear seats in our 2019 SUV comparison.
Like other RAV4s, the Prime boasts a ton of storage space in the console and dashboard that is easily accessible by the driver. According to Toyota, the amount of cargo space behind the rear seats is approximately 11% smaller than it is in the RAV4 and RAV4 Hybrid. This is because of the drivetrain components. Standard equipment includes a power liftgate; hands-free operation is an option.
Pricing and Tax Credits
You may excuse yourself for experiencing sticker shock when you learn that the RAV4 Prime starts at just under $40,000 with destination fees for the SE trim level. the kind of terrain where a factory-loaded RAV4 Hybrid without a plug tops out and spirals much beyond what is expected of a factory-loaded XSE. The Prime, however, qualifies for the government’s maximum plug-in tax credit of $7,500, which brings down its net starting price to little under $32,000. That is comparable to the post-credit starting pricing for plug-in versions of the Mitsubishi Outlander ($31,654 net after credit) and Subaru Crosstrek ($31,653 net).
The Ford Escape Plug-in Hybrid outperforms the competition with a starting price of around $27,500, but it only has front-wheel drive and is less well-equipped. If Ford beats Toyota for overall fuel efficiency and sheer value, the RAV4 Prime comes close behind thanks to its extensive list of standard features, which also includes heated seats, dual-zone climate control, a power driver’s seat, and two years of free maintenance. The potential for a group-leading EV range of the RAV4 Prime also qualifies.
Could that give Toyota’s best-selling nameplate more than just a little extra interest? Don’t discount it because it’s novel: Six model years ago, the RAV4 Hybrid was nonexistent; in June, it outsold the standard RAV4. It’s difficult to imagine the Prime achieving anything near to such widespread acclaim. Even with the tax benefits, it’s still very pricey, and many drivers park far from a power outlet. However, if the Prime’s extraordinary efficiency makes it an attractive alternative to other plug-in SUVs, its straight-line performance makes it a compelling alternative to uplevel engine options for half a dozen others. In the long run, I predict that many customers will put up with the Prime’s drawbacks in order to benefit from its greater capabilities.
Can a RAV4 Prime be charged quickly?
Find out how to charge your RAV4 Prime in every possible way. Learn how long each approach takes as well.
The nation’s most well-liked small SUV features a wide range of options for buyers.
RAV4 Hybrid and conventional gasoline-powered models are both available to consumers (gasoline engine plus electric motors). Both are excellent choices that are highly trustworthy and reliable.
Additionally, prospective owners have the option to go all out and buy a RAV4 Prime. It would be appealing to be able to go up to 42 miles entirely on electricity given how expensive gas is these days.
A charging cable is included as standard equipment with new Toyota RAV4 Prime models. The only trim versions of the RAV4 Prime SE and XSE come with a 3.3kW onboard traction battery charger. You only actually need this equipment to charge your new car.
With a Premium Package, you can enhance your XSE and increase the onboard battery charger’s power to 6.6kW for quicker charging times.
You can plug your RAV4 Prime into a typical 120V outlet. You can usually charge your RAV4 Prime at home and at work, which is a benefit.
First, connect the charging cord that is included to a regular 120V outlet at home or at the office. The standard 3.3kW onboard charger will be used. This charging takes place over the course of about 12 hours.
As a backup, you can continue to use the 3.3kW inbuilt charger. But this time, you plug into an updated 240V system to charge. Your charging time will now only take roughly 4 hours and 30 minutes.
The Toyota RAV4 Prime XSE with a Premium Package is the quickest option. By doing this, you receive the 6.6kW onboard charger. After that, you can connect to the improved 240V system. Now only about two hours and thirty minutes are required to wait for a full electric charge.