And the latter part has a lot to do with the electrified powertrain. When it debuted in 2010, the Volt was a purpose-built vehicle considered General Motors’ “moonshot,” so seeing similar figures in an ordinary crossover is remarkable.

But we’re glad Toyota didn’t touch the design, because the RAV already looks good as it is.

There's also plenty of body roll at the 0.75-g lateral grip limit. For some reason, this feature, and even the RAV4's standard reversing camera, are appallingly bad, super gritty and hard to see on the infotainment screen. That generously sized battery helps provide an efficiency rating of 94 miles per gallon equivalent (MPGe) and an official electric-only range of 42 miles. And thanks to ample low-end electric torque, it feels even fleeter. Using that same 3.3-kW charger with a more powerful 240-volt outlet brings the total charging time down to just four and a half hours. The infotainment system is easy to use, thanks in part to backup analog controls for most important functions. However, the effect didn’t feel as dramatic in the Toyota as it did in the Mitsubishi, and you have to upgrade from the SE to the XSE to get those paddles.

Overall, the 2021 Toyota RAV4 Prime is a great choice to reduce fuel use and emissions while still being able to get a small family safely to their destination through slippery roads and provide some fun for the driver, too. Driving the RAV4 Prime purely on electricity is a great experience. The RAV4 Prime boasts more rear headroom than the Ford Escape and Mitsubishi Outlander plug-in hybrids, but the Escape has more rear legroom, thanks to a sliding second-row seat. Braking feel is also praiseworthy.

Lane-keeping assist is included, too, and works quite well, even if it feels a bit soft-handed. If you still need more screens in your life, don't fret, because all Prime models feature a reconfigurable 7-inch display nestled in the gauge cluster. When it's time to make an Ikea run for a load of marginal quality, affordably priced, flat-packed furniture, the RAV4 Prime makes an excellent schlepper. On the highway, it's great, seamlessly adjusting vehicle speed to match surrounding vehicles, but in stop-and-go traffic it can be pretty jerky. Inside the RAV4 Prime, there's not much to get excited about, and that's a good thing.

Hooked to a Level 2 outlet running at 6.6 kW, the vehicle gained 13 miles of EV range after about 45 minutes of charging, right in line with Toyota's 2.5-hour claim. Drivers are further shielded from repair bills by a separate, 8-year/100,000-mile guarantee that covers other hybrid components. There’s also a $3,765 Premium package that gives the RAV that faster charger, a head-up display, and a hands-free liftgate.

The RAV4 Prime offers plenty of features and amenities.

That’s as good as it gets, as Toyota doesn’t offer DC fast charging on the RAV4 Prime (it’s standard on the Mitsubishi Outlander).

After depleting the battery during testing, I found a nearby ChargePoint public station. Despite its … A 6.6-kW charger available on the XSE trim level cuts the Level 2 charging time to 2.5 hours.

That doesn’t make for segment-leading interior space, however, as the RAV4 was already behind most competitors. While there's plenty to like about the Prime's interior, a few things could be improved. The Prime looks like an ordinary RAV4, Toyota’s bestselling model.

The RAV4 Prime brings a plug-in hybrid powertrain to Toyota’s popular crossover for the first time. The big battery pack provides an electric driving range of 42 miles. The RAV4 has a good overall reputation for reliability, with many hybrid models enduring grueling taxi service without problems. Of course, you can save a big chunk of change by getting an SE model. The Kia isn’t available with all-wheel drive either.

However, this vehicle's performance shines most when driven as a hybrid. My top-shelf tester arrived fitted with all three available options packages, things that inflate its price tag to right around $49,000 including $1,120 in delivery fees. My XSE tester is further gussied up with red stitching on the door panels, dashboard and elsewhere, plus the seats are covered in SofTex imitation leather, which not only feels nice but makes a convincing argument that cow hides aren't necessary.

The RAV4 Prime can do zero to 60 mph in 5.7 seconds, according to Toyota, a number previously reserved for sports cars.

This plug-in SUV's pedal has nice weight to it and is easy to modulate, with no discernible weirdness when transitioning from regenerative to friction braking. The Prime looks like an ordinary RAV4, Toyota’s bestselling model. The 2021 Toyota RAV4 Prime takes a different approach.

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With the hybrid Prius and plug-in hybrid Prius Prime, Toyota wrapped green technology in extroverted styling, using design to trumpet its achievements. The RAV4 Prime proves that power doesn’t have to come at the cost of efficiency. Like the traditional RAV, the Prime has four standard drive modes: Eco, Normal, Sport, and Trail.

Power delivery is smooth and the ride is supremely quiet, with only minor wind and tire noise audible from inside. But if you do decide on all of these options, the RAV4 Prime gets pricey quickly. Toyota claims the battery pack, which is mounted under the floor, doesn’t impact interior space. You can’t go wrong with any RAV4, really – it’s a very solid crossover all-around. The Prime beats the Ford Escape and Mitsubishi Outlander on electric range, although the Ford is more efficient, at 100 MPGe.

The Prime is, however, extremely quiet inside thanks to laminated front side glass and additional sound deadening, alterations that make for a serene driving experience.
An optional Premium Package for the XSE adds a head-up display. That package also includes a 360-degree camera system, which can be handy for certain parking situations -- in theory at least.

The gas engine is smooth and quiet when it kicks on – half the time, we can’t even tell whether the gas engine is running or not. Just as the RAV4 Hybrid outclasses the gasoline model in power and refinement, as well as gas mileage, the Prime adds performance to this crossover’s resume, along with even greater efficiency.
Lower-end SE models feature an 8-incher.

Driving the RAV4 Prime purely on electricity is a great experience.

The SE starts at $39,195, while XSE models like our test car start at $42,500. As in the RAV4 Hybrid, that rear motor is also used for torque vectoring, shunting power side to side to improve on-road handling and to increase traction on slippery surfaces. Hook the RAV4 Prime up to an ordinary 120-volt household outlet, and it takes around 12 hours to fully replenish the battery pack. That also makes the RAV4 Prime the quickest four-door Toyota currently sold in the United States (only the Supra sports car is quicker). Get upfront price offers on local inventory. Its enthusiasm does wane at higher speeds, but its performance is still solid, able to hit 60 mph in around 9.2 seconds. And although the Prime has the largest brake rotors available on any RAV4, we recorded a lengthy 195-foot stop.

The 2021 Toyota RAV4 Prime proves that the future doesn’t have to be unfamiliar. All in, the Prime still offers a few more cubic feet of space than the Escape plug-in.

The visual differences between the RAV4 Prime and the rest of the RAV range are almost indiscernible.

Overall, the infotainment experience doesn’t offer anything special, but does its job in a straightforward way.

But if you want to reduce your charging time even further, the RAV4 Prime XSE has an optional 6.6-kW charger. Included with the RAV4 Prime is a 3.3-kW, 120V Level 1 charging cable, allowing customers to recharge the battery in about 12 hours from home.

The interior is virtually unchanged as well, which is not a bad thing. The digital instrument cluster display will be familiar to anyone who has driven another Toyota hybrid.

This item is bundled with the $3,765 premium package, which also gets you the aforementioned 6.6-kW charger, ventilated front seats and an awesome digital rearview mirror. This smooth, urgent acceleration occurred regardless of the battery’s state of charge.

The Prime feels very much like a normal RAV in the turns, which is to say it’s fine.

There is no shortage of similar crossover SUV models available today, but they're mostly at the upper end of the market. Toyota does note minor tuning to the steering and suspension in order to cope with that extra weight, but it’s hard to tell.