2026 Toyota RAV4 GR Sport Is More Warm Than Hot

Gazoo Racing is a known quantity in the U.S. Toyota’s factory performance division gifted us hardcore performance cars including the GR Corolla, GR Supra, and GR86. But now comes a car that offers a different take, with the 2026 RAV4 gaining a GR Sport variant. The formula is familiar from cars like BMW’s M performance models and Audi’s S-branded variants. Take a car with wide appeal, increase performance, but don’t go so far as to alienate non-enthusiast buyers. So while the RAV4 GR Sport is nothing like a full-fat GR model, it has added a welcome dose of additional excitement to one of the biggest-selling compact SUVs on the market.

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The Lowdown

Toyota fits the GR Sport with its most potent powertrain in the wide and varied RAV4 lineup. That means it’s a plug-in hybrid motivated by a 2.5-liter naturally aspirated inline-four, which combines with three electric motors and a continuously variable transmission to deliver all-wheel drive. Peak output stands at 324 hp, an increase of 22 hp over the previous generation PHEV. Electric-only range is outstanding at 48 miles thanks to a 22.7-kilowatt-hour battery pack, though it’s the worst of the RAV4 PHEV bunch thanks to the GR Sport’s more aggressive aero kit and handling-focused wheel and tire package.

• Vehicle Tested: 2026 Toyota RAV4 GR Sport

More Specs:

Engine: 2.5-liter inline-four + three electric motors

Power: 324 hp (combined)

0-60 mph: N/A

Transmission: ECVT

Weight: 4430 lbs

EPA MPG: 98 MPGe / 37 MPG (gasoline only combined)

How Does It Drive?

Toyota’s focus for enhancements to the RAV4 GR Sport was on the chassis. Dampers and springs enjoy a firmer GR-specific tune, and the ride height has been set 0.6 inch lower than the standard RAV4. It also gets 20-inch wheels and summer performance Dunlop Sport Maxx tires as standard, although all-season rubber can be optioned for those who have to deal with tougher winters. Additional tweaks include rear-suspension cross-member reinforcement, unique power-steering tuning, new brake ducting, and a new front bumper lip and rear spoiler. So it’s definitely not a badge-and-body-kit job.

The changes were noticeable as soon as I started driving. There’s a tad more energy to the GR Sport’s ride quality compared to the standard RAV4. It telegraphs road conditions back to the driver with a little less filter. At no point did it feel harsh or uncomfortable during my drive on the desert roads north of Phoenix, although it is definitely firmer than the regular RAV4 I experienced back to back.

The compromise in tranquility is more than fair for what the GR Sport offers in terms of extra roadholding confidence. The chassis still rolls as cornering forces build, but it took a rewarding set when I started to add speed through corners. Those summer tires came into play as g-forces increased, offering more grip than the vast majority of RAV4 drivers will ever want to call upon. Carrying unlikely speed on tightly curved highway on-ramps in an unlikely car is always fun.

The biggest limitations on fun don’t come from the GR Sport’s chassis but rather its powertrain. While performance is marginally up compared to a regular RAV4, the hybridized engine is still far from exciting to drive. Its 324 horses is enough to get it going in a hurry, but hard acceleration is accompanied by the agricultural four-cylinder, with the noises it makes being the opposite of pleasing.

Toyota tries to add some sportiness to the CVT but struggles against the fundamental limitations of the gearbox. I found that flooring the GR Sport and trying to “shift” via the steering-wheel paddles delivered nothing. Toyota has tuned the system to give its all under full acceleration, meaning revs stay at the 6000 rpm at which peak power is made. Downshifting brings activation of regeneration to simulate the engine braking you expect when shifting between real gears. This was a well-tuned sensation when slowing down for a corner, but it was in contrast to the lack of engagement on corner exit.

Ultimately, I was left a little puzzled by the GR Sport. There is some reward for those who are willing to push it, to the point a potential Mazda buyer should take it seriously as a CX-5 or CX-50 alternative. But it needs a more engaging powertrain to really break through to be taken seriously as a performance option. As it stands, the GR Sport is quick and competent, if not a little dull.

What’s It Like to Live with?

Toyota has upgraded this RAV4 in so many places that count. Most important of all are the improvements in cabin noise and refinement, both aspects the GR Sport takes full advantage of. The 2.5-liter’s drone under normal acceleration was far more distant this time around, and the same goes for wind and tire noise at highway speeds. Toyota has made concerted efforts to quell both issues through sound deadening and small aero changes. The new car’s slightly more butch shape and wider hood give it a more commanding road presence than before, and thankfully, visibility is excellent all around with credit going to its tall windows and high seating position.

The GR Sport’s interior gains a nice edge on account of its black and red two-tone trim, suede seats, red stitching throughout, and aluminum sport pedals. I just wish there was a little more GR sprinkled into the dash design than the somewhat anonymous look it carries now.

On the plus side, the GR Sport is nearly as loaded as it gets from an equipment and options perspective. That means it comes with the biggest infotainment screen (12.9 inches) running Toyota’s newly redesigned Audio Multimedia software. Wireless Apple CarPlay and Android Auto come standard, and the whole software experience is significantly upgraded compared to the previous generation with notably sped up responses, a more natural voice command system, and a familiar menu structure. The 12.3-inch digital cluster is highly customizable and even has a little GR logo tucked into the bottom.

There aren’t any huge compromises with the GR Sport when it comes to usability. The same great rear cargo room and back-seat spaciousness are present from the standard car. Ground clearance takes a slight dip to 7.5 inches (down from 8.1), an acceptable loss given the added performance and sporty-looking front lip. Driving on electric power is fun with more shove than the outgoing PHEV model, though you won’t be able to enjoy the DC fast-charging capability present on other plug-in models since Toyota isn’t offering it on the GR Sport.

Should I Buy One?

Pricing for the whole RAV4 lineup is still unannounced as of this writing, but we expect the GR Sport to come in as one of the most expensive models alongside the fully loaded Limited. Among RAV4 trims, the GR Sport is undoubtedly the most enthusiast-oriented version of the bunch.

Expect the GR Sport with all of its niceties to come in close to $50,000. Yes, that’s a steep ask for a RAV4, but it’s also equivalent to the average new car price these days. Anyone considering a GR Sport should also be driving a Mazda CX-5 Turbo or Honda CR-V Hybrid, as they’re all in the same realm: interesting but not overtly sporty. Toyota’s first go-round at a GR-lite model in the U.S. is smart in that it’ll get people’s eyeballs on its GR brand, but I question its ability to encourage folks into a full-on GR model. That said, it sure is a positive to see Toyota trying its hand at imbuing a core model like the RAV4 with a more dynamic personality. That’s always welcome.

Highlights and Lowlights

We Love:

We Don’t:

Favorite Detail:

I can’t help but fall for the mini wing situated out back. There’s no reason for a RAV4 to have a wing or spoiler, but Toyota did the GR Sport right with a sense of fun. Toyota even says the aero is all functional, contributing to reduced lift at high speeds. Cheers to that silliness, Toyota.

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