Toyota RAV4 Hybrid 2019 Tow Test

The all-new Toyota RAV4 has arrived and with it comes a relatively broad range of hybrid models.

Gone is the diesel -- the previous go-to variant for towing -- leaving just the hybrid GX, GXL and Cruiser and petrol-only Edge with their maximum 1500kg towing capacity (150kg maximum towball download).

While you may scoff at the Toyota RAV4 Hybrid’s mere 1500kg towing maximum, it's more than enough to tow a camper trailer or small to medium caravan today.

The Toyota RAV4’s hybrid technology is also what we’ll see in heavy-duty tow vehicles tomorrow. For example, the LandCruiser 200 series -- the caravan fraternity’s heavy-duty hero tow vehicle -- is going to be replaced in 2021 by the 300 series, that must embrace new tech to meet tightening emissions standards.

While Toyota has not yet revealed exactly what will power the 300, it’s obvious that -- unless Toyota engineers come up with a never-seen-before large, high-output diesel engine with super-low emissions -- hybrid must be in the mix.

Of course while we already have a relatively heavy-hauling pure-EV, the Tesla Model X, here and now (with its 2200kg maximum capacity), the reality is that it’s expensive and lacks the range, recharging infrastructure and recharge speed to be a realistic around-Australia towing tourer.

Toyota RAV4 tows the line

So back to the Toyota RAV4 Hybrid. Here we have the mid-grade GXL model in AWD form that starts at $41,140. The test vehicle had the $600 premium paint and $1121 (fitted) towing pack (towbar, towball and trailer wiring harness), making for $42,861 (plus on-road costs) as tested.

The latest Toyota RAV4 Hybrid comes comes with a raft of standard equipment. All models come with a full suite of safety equipment and driver aids, such as active cruise control, pre-collision safety system with autonomous emergency braking, lane departure alert, road-sign assist (speed sign only), automatic high beam, seven airbags, front and rear parking sensors, blind spot monitor, rear-cross traffic alert and reversing camera.

There’s also an eight-inch infotainment screen with embedded satellite-navigation, dual-zone climate control, keyless start and entry, Bluetooth, digital radio and voice recognition. The RAV4 GXL Hybrid also has 18-inch alloy wheels, rear privacy glass, wireless phone charging, five USB ports, leather steering wheel and gear shift, and auto-dimming rear-view mirror.

Towing-friendly features include reversing guidelines and hitch point marker on the camera screen and trailer-sway control.

Toyota RAV4 on the inside

The Toyota  RAV4 seats have a high hip point, so getting in and out is easy, and the seats themselves are supportive and comfortable. The RAV4 also has one of the biggest interiors in the class, with plenty of room inside for four adults to travel comfortably.

The fight over who gets to charge their device in the RAV4 is pretty much sorted with five USB ports (three at the front, two in the rear and one 12v port (and one auxiliary port) up front.

The cargo area is a large, squared-off space to store luggage and has four tie-down points and a cargo blind. If you’re running a portable fridge there’s also a 12v port on the right cargo wall. The only hiccup in terms of spec for touring is that the RAV4 Hybrid only comes with a space-saver spare, fitted under the cargo floor -- not ideal if you get a flat tyre out in the bush.

There are no nasty surprises accessing control and instruments, with everything logically set out and easy to find. The infotainment system could be a bit easier to work through -- while the eight-inch screen is up high and easy to see, it’s a bit difficult to transition between some of the menus until you’ve spent some time with the system.

SUVs are not generally the sharpest-handling vehicles to drive, but the RAV4 is a lot better than you might expect. The steering is not especially tactile and heavy cornering will see a fair bit of body roll, but the RAV4 points nicely and grips quite well on its OE Bridgestone Alenza rubber. Toyota seems to have got the ride really well sorted out when driving solo at least; it’s compliant while still being well controlled.

Performance is also very good; if you’re not accustomed to driving a hybrid you might find the electric whirring and petrol engine kicking in here and there disconcerting at first, but with its maximum 163kW/221Nm (petrol engine and electric motor combined) the RAV4 Hybrid is responsive and quick when you want it to be.

While it’ll run on the electric motor up to 40km/h on a light throttle (if the battery has enough reserve) beyond that the petrol engine starts up. In normal driving you hardly notice the petrol engine humming away, but under heavy acceleration it’s noisy. Speaking of noise, while driving at 100km/h there’s more wind noise from around the side mirrors than you’d expect, but otherwise the RAV4 is quiet.

On the hitch

Backing up to the 1220kg Caravelair Antares 496 caravan we borrowed from Caravelair in Toongabbie NSW, the Toyota’s rear-view camera offered a nice, wide angle so you can see the hitching point easily (although the centre marker on the screen wasn’t quite on the money for lining up the towball with the hitch).

The RAV4’s suspension rose 8mm at the front and dropped 25mm at the rear with the 77kg towball download. The RAV4’s side mirrors were a good shape for our clip-on towing mirrors.

Sitting on the freeway at 100km/h the RAV4 sits well, with no yawing and only slight fore-aft pitching. Delving down a particularly rough secondary road, however, saw the Toyota pitching fore-aft a bit more than you’d want. The pitching wasn’t the worst I’ve experienced under such conditions, but it’s obvious the suspension isn’t a perfect tune for towing.

Performance with the van behind was very good -- while there was some torque-steer when accelerating from low speeds, once underway the RAV4 felt planted and responsive. It’s hillclimb performance was excellent, maintaining 90km/h up the climb with half throttle applied. Engine noise, however, was quite intrusive, as the CVT auto searched for the power band.

Engine braking down the test hill was equally impressive. While I had to allow for the Caravelair’s override brakes, the RAV4’s ability to reduce speed (using the CVT auto’s manual mode) was promising.

Fuel economy surprise

The great unknown with a hybrid like the RAV4 is how towing affects fuel consumption. Does lugging a trailer along make it a thirsty, eco-unfriendly vehicle? It seems not: the RAV4 achieved 11.8L/100km towing the caravan, and later while towing a Jayco J-Pod Outback weighing around 1000kg it achieved 9.3L/100km.

While these figures aren't earth-shatteringly good, they're similar to towing figures we’ve obtained from competitors like the Nissan X-Trail and Volkswagen Tiguan - both of which were fitted with fuel-efficient turbo-diesels.

With the 11.8L/100km fuel figure we obtained with the RAV4, you’re looking at an acceptable 416km touring range with a 50km safety margin out of the 55 litre tank.

Fuel figures without a van behind were a mixed bag: while the RAV4 sipped just 4.4L/100km on the freeway, it drank 8.2L/100km over much shorter urban runs.

The final word

The new Toyota RAV4 Hybrid is a convincing light-duty tow vehicle, showing that a hybrid can be a viable alternative to diesel for towing. While it could do with a firmer ride when towing on rough roads (and a full-size spare for touring in the outback) with its good fuel economy, performance and towing stability the RAV4 Hybrid would have to be on your shortlist for light to medium towing duties.

How much does the 2019 Toyota RAV4 GXL Hybrid cost?
Price: $41,140 (plus on-road costs)
Engine: 2.5-litre four-cylinder petrol/electric
Output: 163kW/221Nm
Transmission: Continuously variable
Fuel: 4.8L/100km (ADR Combined)
CO2: 111g/km (ADR Combined)
Towing: 1500kg maximum, 150kg (towball)
Safety Rating: Five-star ANCAP