2026 Toyota RAV4 GR Sport First Drive Review: Dad's PHEVorite

SCOTTSDALE, AZ—Who is the 2026 Toyota RAV4 GR Sport for?

It’s the question that tops all others as I sit behind the latest RAV4 model’s GR-logo’d steering wheel. This model sits atop the expanded Toyota RAV4 plug-in hybrid lineup and, in America at least, is the only model exclusively paired with the pumped-up powertrain. A 324-horsepower RAV4 with a big wing and tighter handling, it promises to elevate the brand’s best-seller to a different level.

(Editor’s Note: Want to read all about the regular hybrid 2026 RAV4? Check out the first drive here. This break-out First Drive will delve into the RAV4 GR Sport, while briefly touching on the rest of the Plug-In Hybrid models.)

As covered in our main 2026 RAV4 First Drive, the whole lineup sees a major overhaul this year. While it rides on a slightly tweaked version of the platform we saw before, the sixth-generation RAV4 now comes in three flavors: Core, Sport, and Outdoor. Of those, the latter two can be had in Plug-In Hybrid form: the GR Sport only comes with a plug, while American buyers can choose to add one to the SE, XSE, and Woodland trims. For Canadians, the SE comes only in PHEV form, while the XSE can be had with either powertrain.

Toyota has increased the battery capacity of the Plug-In the 22.7 kilowatt-hours, adding cells in addition to increasing voltage. A move to silicone carbide semiconductors improves efficiency, as does an improved cooling system. A slightly more powerful front motor (150 kW against last year’s 134 kW) balances that out; the rear motor remains the same 40 kW as before. Range? Up to 52 miles (84 kilometers), though the GR Sport knocks this down to 48 mi (77 km).

The GR Sport sees yet more tweaks and, as it is built in Japan, they come from an elite team within GR, which one Toyota spokesperson refers to as “ultra exclusive chefs.” It’s an inch (25 millimeters) wider to start, while it sits 0.6 inches (15 mm) closer to the ground. A unique 20-inch wheel design shaves five pounds per corner and shows off the GR-branded red brake calipers. A unique front bumper pulls design elements from the GR Corolla’s gaping maw, including functional air intakes. Move around back and there’s a sizeable diffuser matched by a large rear wing. In Supersonic Red with the contrasting black roof, the GR Sport looks… okay, yes, kind of cool.

Toyota insists that our first taste of the RAV4 GR Sport be… in fully electric mode. It makes sense: while the XSE and Woodland get DC fast-charging capabilities, the GR does not, so the plan is to cycle as many journos through as possible while there’s still a healthy charge. With the equivalent of 201 hp from the front motor and the rear kicking in 54 hp when necessary, the GR—and really all Plug-In Hybrid models—can do just about any daily activity without needing to wake the 2.5-liter four-cylinder. Responses can feel artificially damped when rolling away from a stop, but otherwise it’s perfectly perky.

Once the EV loop is done, I head back out to really get a taste of 324 horsepower. Like its non-plug siblings, the RAV4 PHEV has gained roughly 100 pounds over the previous generation, so the extra 22 ponies are mostly balanced out. It’s quick but not uproariously so, as the tag-team of gas and electric puts down its power in a smooth, linear fashion. Using the “paddle shifters” does not create a convincing simulation of a proper gearbox, but it does alter the regenerative braking and engine braking enough to give the illusion of control.

Toyota has gone to great lengths to emphasize that the GR Sport is more than just a badge job. Arranged on a table alongside the test cars are the various unique suspension bits that the GR team has engineered for the sportiest RAV4. A front performance rod and rear suspension brace sharpen up handling, while the electronically power-assisted steering sees a unique tune for GR duty.

Driven against an XSE PHEV, the GR Sport does indeed have a more positive feel on turn-in, and a keener sense of balance through a corner. This is still very much a front-biased driving experience, with no real way to adjust that attitude without going completely ham-fisted. That’s fine: this isn’t a hot hatch meant for track driving.

It may be sharper, but the GR Sport doesn’t ask buyers to make a big sacrifice for that added agility. There’s more road noise here but not more than the Woodland and its knobbly tires make, for example. This is possibly the GR Sport’s greatest trick, as it remains a perfectly comfortable daily driver.

The Brin Naub-trimmed seats are plenty supportive and look great, keeping driver and passengers firmly in place during more spirited driving. Since this is the same platform as before, the RAV4 still suffers from only-okay levels of rear seat space.

Take the updated RAV4 interior—still rugged but newly refined, with lots of clever storage solutions—mix in the GR Corolla’s look and feel, and bam, that’s the GR Sport. You can have any interior color so long as its black, with plenty of red contrast stitching and various GR badges scattered about. I appreciate that the GR keeps the big traditional shifter instead of the stubby little setup found in the Limited.

One important change for the Plug-In: the battery charger is now located up front, freeing up space in the trunk and ensuring the PHEV has the same storage capacity as the HEV.

What does the GR Sport add to the regular RAV4’s tech suite, which is itself plenty new and detailed in our 2026 RAV4 First Drive? Well, a uniquely GR-branded start-up sequence, of course!

There are unique plug-in features within the new infotainment system as well. A quick-access menu allows drivers to adjust charge scheduling and limits, plus access external power supplies. EV routing is also rolled into the native navigation system, incorporating range maps to make it easier to plan a route.

After humming along in silence and flinging the SUV along for fun, I still had trouble pinning down the purpose of the 2026 Toyota RAV4 GR Sport. Expanding the GR brand makes sense, but the risk as ever is one of dilution, even with the “Sport” distinction. Will buyers get 95-percent of the experience in the XSE, and skip all the shouty histrionics of GR? Yep. But for some that’s the entire point: it’s the TRD Camry for the SUV set. So long as Toyota keeps the price in check I’m sure dads will love it.

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