![]() ![]() Running as a hybrid, economy settled at around 40mpg. If the whole 18.1kWh battery capacity was useable that’d equate to 41 miles of e-range, but somewhere around 35 miles is more plausible. It’s nicely efficient: 2.3 miles per kWh in EV mode matches our recent best in the all-electric Audi e-tron. Going PHEV has made the RAV4 heavier and more expensive, but it’s made it a heck of a lot nicer to drive. In a Porsche Carrera GT.īut because the RAV4-PHEV can lean back on its cushion of surging electro-torque, the engine never sounds strained, like it’s going to burst through the glovebox and ask you to ease up on steep hills. Normally these elastic-band transmissions panic when asked to out-accelerate a glacier, and pin the revs higher than a terrified learner attempting a hill-start. No, the best bit is how proper electrical boost takes the pain and tinnitus out of driving a big, heavy car fitted with a CVT gearbox. Even with a kerbweight just shy of two tonnes, the RAV4’s rapid. When the twin e-motors megazord with the unremarkable 2.5-litre non-turbo petrol engine, the result is a heady 302bhp. Ask the poor guy in a Golf GTI who unselfishly moved over as I indicated to join a dual-carriageway last week, only to helplessly watch the RAV4 steam off toward the horizon as he – a dwindling speck in the mirrors – sheepishly pulled back in behind. That looks like a big hit of electric power.
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