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2014 Toyota Highlander

02/24/2014

Shahed Hussain

The Highlander continues to be one of Toyota's best-selling SUVs, with an appealing combination of space, versatility, and efficiency. Toyota offers the Highlander in several trim levels to cover most customer's needs. The front-drive LE starts at $29,215, positioning the base Highlander below $30K. Further up the model range is the LE Plus ($32,740), XLE ($36,040), Limited ($39,640), Limited Platinum ($42,130), and the Hybrid ($47,300). Toyota expects most customers will opt for the XLE and Limited models, both equipped with popular luxury options. During the press preview, Toyota had various trim levels available for driving impressions, but we drove a couple of Limited models with a full complement of standard and optional equipment.

During its redesign, the Highlander grew slightly larger than the second-generation model. Overall length is up 2.7 inches to 191.1 inches, width grows by 0.6 inches to 75.8 inches, and height increases by 0.8 inches to 70.1 inches. Total interior volume expands 2.7 cu. ft. to 158.7 cu. ft., but passenger volume drops 0.8 cu. ft. to 144.9 cu. ft. The Highlander accommodates up to 8 passengers, although the third row seats are best suited for children.

Powertrain choices remain unchanged with a 2.7L inline-4, 3.5L V-6 and a Hybrid that couples the V-6 to an electric motor and battery pack. Most Highlanders are expected to be ordered with the dual overhead cam 3.5L V-6. Rated at 270-bhp @ 6,200 RPM and 248 lb.-ft. @ 4,700 RPM, the V-6 is the appropriate powerplant for an SUV weighing nearly 4,500 lbs. Both the six and the 2.7L inline-4 are mated to 6-speed automatic transmissions. The 185-bhp 2.7L inline-4 (20/25 MPG city/hwy.) in the front-drive Highlander LE gains a one MPG improvement over the V-6 in the EPA city rating. The V-6 in the AWD Highlander is rated at 18/24 MPG city/hwy. or 19/25 MPG when driving the front wheels only. Towing capacity is 1,500 lbs. when equipped with the 2.7L inline-4, but rises to a respectable 5,000 lbs. with the V-6 and towing package (XLE and Limited). Toyota is among the few manufacturers to adopt the new SAE J2807 towing specification instead of proprietary rating standards.

The Highlander's front suspension consists of the typical MacPherson struts, coil springs, lower control arms and stabilizer bar. Rear MacPherson struts used in the previous Highlander are replaced by a new double wishbone setup with trailing arms and a stabilizer bar. Disc brakes are at all four wheels with ABS and VSC (Vehicle Stability Control) standard. The electrically-assisted steering is fairly quick with 2.74 turns lock-to-lock. Available wheels include 18-inch and 19-inch diameter alloys with P245/45R18 or P245/55R19 all-season tires.

Inside the Highlander is the typical instrument panel layout of a large speedometer and tachometer with a multi-function display between the gauges. Smaller fuel level and coolant temperature gauges reside within the speedometer and tachometer. Audio, phone, and trip computer function controls are integrated within the leather-wrapped steering wheel. Toyota added a clever storage shelf beneath the climate controls for mobile electronics along with a USB input. Both the audio and navigation systems use knobs and touch-sensitive buttons for controls and settings. Climate controls settings are also adjustable via intuitive pushbuttons and knobs.

Many midsize SUVs suffer from mediocre seats with minimal lateral support, but the Highlander is an exception. Instead of a flat cushion and hard padding, the leather seats offer excellent lateral support and overall comfort. Standard captain's chairs in the Limited model slide back or forward as needed for extra legroom or additional cargo space. However, opting for the captain's chairs over the standard bench seats drops seating capacity to seven passengers.

Whether on city streets or on the highway, this Toyota drives like a tall midsize sedan. On winding roads, the Highlander's electrically-assisted steering provides decent feedback and precise tracking, remarkable for a 2+ ton SUV. Even so, there is no mistaking the Highlander's considerable mass from behind the wheel. The standard 19-inch wheel and P245/55R19 tires combination in the Highlander Limited contribute to a stiff, truck-like ride over bumpy roads. Opting for the less expensive XLE or LE with the standard 18-inch wheels and P245/60R18 tires should improve ride comfort. The V-6 and 6-speed automatic combination provide adequate acceleration, but low-RPM torque is not especially abundant. We suspect that few customers will seriously consider the 2.7L inline-4, especially since the fuel consumption benefits are marginal.

As expected from Toyota, the third-generation Highlander compares favorably to the competition from domestic and Asian manufacturers. Toyota's recent efforts to sharpen chassis dynamics is now showing up as noticeable handling improvements in their recent model introductions. The new Highlander is more rewarding to drive than many midsize SUVs, a market segment favoring practicality over anything else. Somehow Toyota has managed to retain the versatility that customers expect from the Highlander, yet still inject some driving fun that few of its rivals offer.