It's a curious sort of conundrum, this GR Sport. Ostensibly the sporty flagship of the new RAV4 range, a Toyota equivalent to BMW's M Sport, it's actually something of a paradox.

It boasts no more power than the standard four-wheel-drive model and is just as economical, yet in many key ways it's a superior, more well-rounded car.

Visually, it adheres rigidly to the sporty flagship protocol: imposing 20in black alloy wheels and a wider, more aggressive stance. But the real magic lies beneath the surface.

While a standard hybrid is available in lesser markets, British buyers get only the plug-in hybrid, available with front- or four-wheel drive.

Regardless of whether you tick the GR Sport box, the 4WD models share the exact same powertrain. It consists of a naturally aspirated 2.5-litre four-cylinder petrol engine, three electric motors (one on the front axle, one in the CVT and one at the rear) and a 20kWh battery offering an official electric-only range of 75 miles.

The 0-62mph sprint is dispatched in just under six seconds, although from the driver's seat it feels noticeably faster. It's genuinely brisk from a standstill and in-gear acceleration is sharp.

Despite the presence of a CVT, historically a cold-water pouring device on fun, the sheer abundance of electric torque makes progress feel effortless.

When the petrol engine is coaxed into life, the transition is managed with minimal fuss. Toyota has invested heavily in sound deadening and chassis strengthening, and it pays dividends; bury the throttle and you will still experience a ping of that characteristic CVT rubber-bandness, but it's never egregiously loud.

What the GR Sport lacks in extra power, it makes up for with bespoke chassis tuning. Upgrades include high-performance front dampers, a reinforced rear suspension brace and a dedicated spring rate. There’s no fancy adaptive air suspension, but it doesn’t need it.

The ride is, in a word, superb. Compared with the standard RAV4, which suffers from overly soft damping and a slightly bouncy demeanour, the GR Sport is a revelation. It's tightened just enough to deliver taut body control without sacrificing overall comfort.

The steering, too, is pleasingly direct, offering a respectable amount of feedback. Selecting Sport mode adds a little artificial weight, although it alters nothing fundamentally.

Push hard into a tight corner, hoping to provoke the rear motor into some tail-led antics, and the traction control quickly and firmly calls time.

Inside, however, the GR magic wanes. Despite a smattering of nine GR badges and the obligatory red stitching, there's little to suggest this car's dynamic superiority.

Behind the wheel sit two paddles - not for shifting gears but for adjusting the regenerative braking. There are six settings, none of which offer a particularly forceful deceleration, and maddeningly the car forgets your chosen level the moment you look away. It's a definite swing and a miss. I suspect the Gazoo Racing engineers who obsessively pored over the spring rates were locked out of the interior design meetings.

Is this truly a sporty flagship? A range-topper brimming with Toyota rally charm? Only up to a point. It is undoubtedly spacious, comfortable and remarkably economical, but genuine performance SUV enthusiasts may feel short-changed.

North American buyers receive a more aggressive front splitter and a suitably ridiculous rear wing that actually looks the part. Here those seeking a true thriller will find the power lacking compared with the cooking models, while buyers who find the GR badge a bit gauche and opt for an Excel will miss out on the transformative suspension upgrades.