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For years, the RAV-4 has been the bestselling SUV in the US. Now in its sixth generation, the Toyota RAV-4 is one of the original compact crossovers. Once with a V6, the RAV-4 will now be available only with hybrid power, but that doesn't make it slow. Even the lowest power RAV-4 makes more horsepower than that V6 from 2005 while the new GR Sport trim PHEV can produce 320 horsepower. All powertrain versions in the 2026 model are upgraded units from the previous generation. The base setup is a 226-horsepower front-wheel drive model (previously, the hybrid was only offered in all-wheel drive) while adding all-wheel drive to the spec sheet adds a third electric motor and another 10 horsepower for the rear wheels. What was previously known as the RAV-4 Prime, the Plug-in Hybrid model now makes 320 horsepower instead of 302. Driving range for the PHEV is up too from 42 miles to 50. In certain trims, namly the Woodland and XSE PHEV can use their CCS port to DC fact-charge, refilling the battery pack from 10% to 80% in 30 minutes. The maximum towing capacity for some AWD Hybrid and PHEV models is now 3500 lbs. while the base FWD and LE AWD Hybrids remain at 1750. Being one of the most popular models on the market, the design formula is updated but familiar. The C-shaped headlamps from Toyota's recently updated Camry appear while the grille feels familiar like a Toyota 4Runner. Inside, the controls have been minimized. In modern parlance, that means more screens and fewer buttons. HVAC controls appear to have lost their knobs and are likely now located in the center control screen. With such high sales, Toyota sold over 475,000 units in the US last year and over 1 million worldwide, they are making a trim for everyone with 7 trims to choose from. There are three groupings of Core, Rugged, and Sport. Core are the well-known LE, XLE, and Limited trims that are by far the most popular. For 2026, they are only available as a hybrid without the option to plug in. The Rugged group is the Woodland trim with its standard all-wheel drive, all-terrain tires, faux skid plates, and "rugged" styling tweaks, is available as a standard hybrid or the plug-in version. For those wanting more sport there are three options: SE and XSE as before with the addition of a GR Sport model not previously offered in the US (Europe got a GR Sport on the previous model starting in 2022). While the SE and XSE can be optioned with either powertrain, the GR Sport only comes with the 320-horsepower plug-in setup. While pricing hasn't been released yet, Toyota builds the RAV-4 in the United States, so we expect only a minimal increase in price over the outgoing Hybrid RAV-4, currently a base price of about $33,600 after delivery. The 2026 Toyota RAV-4 goes on sale later this year. View full article
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I was upgraded in a rental contract and, while going up by one category is not a big deal, getting to try out the new hybrid Camry was somewhat of a big deal. The latest and current Camry only features hybrid powertrains. The base 2.5 liter 4-cylinder engine, which was previously naturally aspirated, continues forward, but is assisted by an electric motor. To make the powering on and off work, a CVT is now the standard transmission, when Camry had an excellent 8-speed automatic transmission for many years. This vehicle had front wheel drive, but AWD is also available. The V6 engine and ICEs are no longer available. Getting used to this car doesn’t take much time. Having already driven another rented hybrid – a Honda Accord – all I needed to know is that turning the key does not fire up an engine, but makes the car ready to move in EV mode, at least initially. With 2.5 liters, the Camry pulls away nimbly and with agility, even with a minimally feathered pedal. It doesn’t take much. It’s fun to watch the centered power display setting move between eco and power modes. If stomped on, the engine responds very quickly. Surprisingly, stomping on it produces a more notable than expected engine hum. The cabin remains mostly quiet and handling is predictable, neither firm nor vague, with some rougher pavement making it less quiet. The transmission feels very much like a CVT, but a well behaved one. Still, drivers with old school tastes can lament the absence of the very last slick shifting 8-speed automatic that came standard in the Camry. I know I do. However, the current CVT behaves well because it doesn’t have that “stuck” feeling when pushed, but the spool is more of an exhaust node than the winding out and high rpm droning caused by the variable gearing. The Camry’s exterior was freshened up and they worked off the last model. It’s a compendium of small changes that, together, amount to a lot. The front lights are narrower and cleaner. The “appliance” grille is more understated than it once was. (Sadly, it’s the more expensive versions where the grille is more flared, and even overworked.) The rear lights are thinned out, complete with a boomerang effect, as they wrap around the rear fender edge and add to the horizontal look of the rear lip and the monolithic bumper panel. Also, the almost retro, and not too effective, sweep of the rear pillar (think ‘72 Caprice coupe) is gone and the side profile of the windows is cleaner, perhaps a larger rendition of what was done with the Corolla. Most of the vantage points look better than those of the previous Camry. Inside, the Camry is also much improved. The dashboard is organized in cleaner volumes. The dash has a simple main instrument pod. In its center is a round dial, whereby the upper part displays the speed and eco/power, and the lower part, through toggling, provides other information – direction, tire pressure, trip information and mileage, or even graphics of the flow of energy involving the engine and the battery. There is no dedicated tachometer; however, the temperature and fuel gauges remain. Around the main circle are small digital readouts for the exterior temperature, the time, the odometer, and the remaining range. Filling up this hybrid showed close to 500 miles of range. Not only that, the fuel cap is on the driver’s side and, like the trunk, they can be remotely opened by buttons in the interior. That said, there is none of that capless fuel filler stuff! Being a Camry LE meant the lower grade fixtures inside. Sadly, this meant a urethane steering wheel. Sometimes, a mere leather steering wheel imparts the feeling of better handling and a smoother ride. It’s that equipment choices and groupings seem to work together to give a vehicle its feel. The LE seats are nicely upholstered in a tougher, durable fabric with slightly contrasting parts. The front headrests can scoot all the way down and they actually point forward so the driver and passenger can use them without having to lean their heads all the way back. Headrests for rear seat passengers are integrated into the seating and do not have features to adjust them. The infotainment system is on its screen which is engaged to the dash, but moved slightly forward, and creates a cleaner look because it does not go up over the top of the cowl. Fortunately, it remains a touch screen. The functions are easy to work with, but I had a little bit of finicky interactions with Bluetooth and Android Auto. Climate control has toggles instead of dials and they are easy to work with. I will only say that the center vents of the climate control system do not work that quickly and powerfully. Beneath this small panel are the cubby, a charging pod for a phone, and the flat console surface for the shift lever. I found the console a little high for my taste. Possibly to accommodate the new mechanical set-up, there is no storage cubby underneath the console as one sees on larger GM products, for example – both SUVs and even the last-gen Buick LaCrosse. However, the console box is amply sized. In addition to being able to look over the hood, visibility is commendable all the way around. Except for being a little shoehorned into the Camry’s cockpit, the front of the cabin feels spacious and the legroom is also good. (I had to push the lever to get the seats to move upward, which provided a view over the top of the hood, as evidenced by seeing the paint color, and which I prefer.) They have retained good cabin space in the rear of the cabin. Also, the trunk has a decent amount of usable capacity for this genre and for having kept this sweeping roofline. I again want to state how pleasing it was to control the trunk, in addition to the fuel door, from a bar of buttons on a panel at the lower left part of the dashboard rather than on the floor near the door. There are 5 functions and they were thoughtful about putting the (auto) lights control onto this bar, and all the way to the left, such that it can easily be noticed from behind the steering wheel. The new Camry shows a lot of thought as to how the driver connects to the car through its controls and functions, and this is one of the areas where this Camry shines. While I didn’t calculate fuel mileage, I know that I added only 3.5 gallons of regular unleaded fuel to cover one jaunt of about 160 miles of mixed driving. This seems close to the EPA estimate. The little green EV icon shone quite a bit. I imagine that this is a very easy car to live with over the long haul. For Camry, this powertrain is obviously a new combination, but it’s technology that Toyota and other Asian marques have worked with for quite a while. I mostly took note that, apart from the major powertrain change, there is the evident synergy of the many small changes that make this a more nicely packaged vehicle than the last Camry. - - - - - MORE PHOTOS FORTHCOMING View full article -
2025 Toyota Camry LE Hybrid Rental Review: 3 Days Behind the Wheel
trinacriabob posted an article in Reviews
I was upgraded in a rental contract and, while going up by one category is not a big deal, getting to try out the new hybrid Camry was somewhat of a big deal. The latest and current Camry only features hybrid powertrains. The base 2.5 liter 4-cylinder engine, which was previously naturally aspirated, continues forward, but is assisted by an electric motor. To make the powering on and off work, a CVT is now the standard transmission, when Camry had an excellent 8-speed automatic transmission for many years. This vehicle had front wheel drive, but AWD is also available. The V6 engine and ICEs are no longer available. Getting used to this car doesn’t take much time. Having already driven another rented hybrid – a Honda Accord – all I needed to know is that turning the key does not fire up an engine, but makes the car ready to move in EV mode, at least initially. With 2.5 liters, the Camry pulls away nimbly and with agility, even with a minimally feathered pedal. It doesn’t take much. It’s fun to watch the centered power display setting move between eco and power modes. If stomped on, the engine responds very quickly. Surprisingly, stomping on it produces a more notable than expected engine hum. The cabin remains mostly quiet and handling is predictable, neither firm nor vague, with some rougher pavement making it less quiet. The transmission feels very much like a CVT, but a well behaved one. Still, drivers with old school tastes can lament the absence of the very last slick shifting 8-speed automatic that came standard in the Camry. I know I do. However, the current CVT behaves well because it doesn’t have that “stuck” feeling when pushed, but the spool is more of an exhaust node than the winding out and high rpm droning caused by the variable gearing. The Camry’s exterior was freshened up and they worked off the last model. It’s a compendium of small changes that, together, amount to a lot. The front lights are narrower and cleaner. The “appliance” grille is more understated than it once was. (Sadly, it’s the more expensive versions where the grille is more flared, and even overworked.) The rear lights are thinned out, complete with a boomerang effect, as they wrap around the rear fender edge and add to the horizontal look of the rear lip and the monolithic bumper panel. Also, the almost retro, and not too effective, sweep of the rear pillar (think ‘72 Caprice coupe) is gone and the side profile of the windows is cleaner, perhaps a larger rendition of what was done with the Corolla. Most of the vantage points look better than those of the previous Camry. Inside, the Camry is also much improved. The dashboard is organized in cleaner volumes. The dash has a simple main instrument pod. In its center is a round dial, whereby the upper part displays the speed and eco/power, and the lower part, through toggling, provides other information – direction, tire pressure, trip information and mileage, or even graphics of the flow of energy involving the engine and the battery. There is no dedicated tachometer; however, the temperature and fuel gauges remain. Around the main circle are small digital readouts for the exterior temperature, the time, the odometer, and the remaining range. Filling up this hybrid showed close to 500 miles of range. Not only that, the fuel cap is on the driver’s side and, like the trunk, they can be remotely opened by buttons in the interior. That said, there is none of that capless fuel filler stuff! Being a Camry LE meant the lower grade fixtures inside. Sadly, this meant a urethane steering wheel. Sometimes, a mere leather steering wheel imparts the feeling of better handling and a smoother ride. It’s that equipment choices and groupings seem to work together to give a vehicle its feel. The LE seats are nicely upholstered in a tougher, durable fabric with slightly contrasting parts. The front headrests can scoot all the way down and they actually point forward so the driver and passenger can use them without having to lean their heads all the way back. Headrests for rear seat passengers are integrated into the seating and do not have features to adjust them. The infotainment system is on its screen which is engaged to the dash, but moved slightly forward, and creates a cleaner look because it does not go up over the top of the cowl. Fortunately, it remains a touch screen. The functions are easy to work with, but I had a little bit of finicky interactions with Bluetooth and Android Auto. Climate control has toggles instead of dials and they are easy to work with. I will only say that the center vents of the climate control system do not work that quickly and powerfully. Beneath this small panel are the cubby, a charging pod for a phone, and the flat console surface for the shift lever. I found the console a little high for my taste. Possibly to accommodate the new mechanical set-up, there is no storage cubby underneath the console as one sees on larger GM products, for example – both SUVs and even the last-gen Buick LaCrosse. However, the console box is amply sized. In addition to being able to look over the hood, visibility is commendable all the way around. Except for being a little shoehorned into the Camry’s cockpit, the front of the cabin feels spacious and the legroom is also good. (I had to push the lever to get the seats to move upward, which provided a view over the top of the hood, as evidenced by seeing the paint color, and which I prefer.) They have retained good cabin space in the rear of the cabin. Also, the trunk has a decent amount of usable capacity for this genre and for having kept this sweeping roofline. I again want to state how pleasing it was to control the trunk, in addition to the fuel door, from a bar of buttons on a panel at the lower left part of the dashboard rather than on the floor near the door. There are 5 functions and they were thoughtful about putting the (auto) lights control onto this bar, and all the way to the left, such that it can easily be noticed from behind the steering wheel. The new Camry shows a lot of thought as to how the driver connects to the car through its controls and functions, and this is one of the areas where this Camry shines. While I didn’t calculate fuel mileage, I know that I added only 3.5 gallons of regular unleaded fuel to cover one jaunt of about 160 miles of mixed driving. This seems close to the EPA estimate. The little green EV icon shone quite a bit. I imagine that this is a very easy car to live with over the long haul. For Camry, this powertrain is obviously a new combination, but it’s technology that Toyota and other Asian marques have worked with for quite a while. I mostly took note that, apart from the major powertrain change, there is the evident synergy of the many small changes that make this a more nicely packaged vehicle than the last Camry. - - - - - MORE PHOTOS FORTHCOMING -
For years, the RAV-4 has been the bestselling SUV in the US. Now in its sixth generation, the Toyota RAV-4 is one of the original compact crossovers. Once with a V6, the RAV-4 will now be available only with hybrid power, but that doesn't make it slow. Even the lowest power RAV-4 makes more horsepower than that V6 from 2005 while the new GR Sport trim PHEV can produce 320 horsepower. All powertrain versions in the 2026 model are upgraded units from the previous generation. The base setup is a 226-horsepower front-wheel drive model (previously, the hybrid was only offered in all-wheel drive) while adding all-wheel drive to the spec sheet adds a third electric motor and another 10 horsepower for the rear wheels. What was previously known as the RAV-4 Prime, the Plug-in Hybrid model now makes 320 horsepower instead of 302. Driving range for the PHEV is up too from 42 miles to 50. In certain trims, namly the Woodland and XSE PHEV can use their CCS port to DC fact-charge, refilling the battery pack from 10% to 80% in 30 minutes. The maximum towing capacity for some AWD Hybrid and PHEV models is now 3500 lbs. while the base FWD and LE AWD Hybrids remain at 1750. Being one of the most popular models on the market, the design formula is updated but familiar. The C-shaped headlamps from Toyota's recently updated Camry appear while the grille feels familiar like a Toyota 4Runner. Inside, the controls have been minimized. In modern parlance, that means more screens and fewer buttons. HVAC controls appear to have lost their knobs and are likely now located in the center control screen. With such high sales, Toyota sold over 475,000 units in the US last year and over 1 million worldwide, they are making a trim for everyone with 7 trims to choose from. There are three groupings of Core, Rugged, and Sport. Core are the well-known LE, XLE, and Limited trims that are by far the most popular. For 2026, they are only available as a hybrid without the option to plug in. The Rugged group is the Woodland trim with its standard all-wheel drive, all-terrain tires, faux skid plates, and "rugged" styling tweaks, is available as a standard hybrid or the plug-in version. For those wanting more sport there are three options: SE and XSE as before with the addition of a GR Sport model not previously offered in the US (Europe got a GR Sport on the previous model starting in 2022). While the SE and XSE can be optioned with either powertrain, the GR Sport only comes with the 320-horsepower plug-in setup. While pricing hasn't been released yet, Toyota builds the RAV-4 in the United States, so we expect only a minimal increase in price over the outgoing Hybrid RAV-4, currently a base price of about $33,600 after delivery. The 2026 Toyota RAV-4 goes on sale later this year. -
From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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From the album: 2026 Toyota RAV-4
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At a press conference today, Stellantis unveiled the third-generation Jeep Compass. This version for Europe is expected to be close to the version we will see in North America with some tweaks to the powertrain and lighting options. The Compass' direction in North America has been in flux after the sudden departure of former Stellantis CEO Carlos Tavares in December of 2024. More on that later. While the new Compass cuts a familiar shape with the present model, it is built on an entirely new platform capable of supporting gas, electric, and hybrid configurations. Now blockier and more rugged looking the new Jeep Compass retains all the familiar Jeep styling cues. The taillights are in an X-pattern with an illuminated Jeep logo between. European models get matrix LED headlights, however difficulty with regulatory agencies in the U.S. mean that this feature is unlikely to make the trip across the pond. Built on the Stellantis STLA Medium, the Compass has also grown. Now 6.1-inches longer than its predecessor, the Compass moves firmly into the size class occupied by the Toyota RAV-4 and Honda CR-V. Stellantis already uses this platform for two Peugeots, a Citroen, and an Opel. In Europe, the powertrain offerings will include a 148 horsepower mild-hybrid, a 195 horsepower plug-in hybrid, and three fully electric options ranging from a 213 horsepower front-wheel drive model to up to 375 horsepower for the top-line all-wheel drive model. Introduced on the Compass, a new, more powerful rear motor with an additional 65 peak horsepower and 171 lb-ft of torque that when run though the 14:1 reducer provides an available 3100 lb-ft of torque at the rear wheels. Jeep claims this gives the Compass the ability to climb a 20-degree slope with zero traction at the front wheels. While battery sizes were not mentioned, on the European cycle, Jeep says the battery-electric version will be available with up to 403 miles of range. The STLA Medium platform is a 400v architecture and in the European Compass supports 160kw DC-fast charging. As it is a Jeep, when properly equipped it maintains its off-road chops. It has 7.9-inches of ground clearance when opting for all-wheel drive, 20-degree approach, 15-degree breakover, and 26-degree departure angles plus a water fording depth of up to 18.5 inches. All-wheel drive models come standard with hill-decent control. The completely revamped interior is modern without going crazy with large screens. The ultra-wide 16-inch radio screen sits nicely at the top of the center stack while a 10-inch reconfigurable digital gauge screen keeps the driver informed. Jeep did keep plenty of physical buttons, but they are capacitive / haptic touch. Level-2 autonomous driving will be available in certain trims. For European consumption, the Jeep Compass will be built at Stellantis' Melfi plant in Italy. Compass for the U.S. As we mentioned earlier, the Compass for the U.S. has been delayed due to the departure of the Stellantis CEO. The speculation is that Tavares had pushed for the Compass to be released in battery-electric form first with hybrid options to come later and after he left the brand changed direction to release the hybrid first. Further complicating matters now is that the Compass in North America is to be manufactured at Stellantis' Brampton Assembly Plant in Canada and the tariffs imposed by President Trump have threatened to upend those production plans. U.S. customers are likely to be waiting a while longer for the third-generation Compass than our European friends who will be able to purchase one later this year. Related: Jeep Unsure of Direction on Compass Stellantis CEO Carlos Tavares quits over dispute with company board View full article
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