2005 Toyota Highlander Review

The Toyota Highlander Hybrid gasoline-electric sport-utility vehicle is costly but offers the best of all worlds in the mid-size sport-utility vehicle class.

For starters, this roomy SUV is remarkably fuel-efficient, delivering an EPA-estimated 33 mpg in the city and 28 on highways with front-wheel drive. The combined city-highway rating of 30 mpg tops most V-8 powered SUVs by more than 100 percent and is better than the current EPA average of 27.1 mpg for a compact four-cylinder sedan.

Some might figure the fuel economy numbers would be a lot lower for the available all-wheel-drive version of this Toyota because it's heavier. But those numbers also shine at 31 city and 27 highway, with a combined rating of 29 mpg.

2005 TOYOTA HIGHLANDER HYBRID
PRICES
$33,030-$39,290

LIKES
Fuel-stingy. Fast. Roomy. Practical. Decent ride and handling.

DISLIKES
Pricey. Tight third seat area. Conventional styling. Low-speed whine.



The conventional Highlander with a 230-horsepower V-6 is slower than the hybrid version and delivers an estimated 19 city and 25 highway with front-drive and 18 and 24 with all-wheel drive.

City fuel economy is lower with conventional vehicles but higher with gas-electric hybrids such as the Highlander Hybrid because it uses only electric propulsion at low speeds, with the gasoline engine kicking in as speed and power demands increase.

The Highlander Hybrid can operate in electric-only or gas-engine-only mode, besides a mode that combines the power of the gas engine and electric motor. Other hybrid technologies aren't capable of running only on electrical power, but instead need constant gas engine operation.

Some buyers of gasoline-electric hybrids are concerned about emissions levels of vehicles with only gas engines. So it's noteworthy that the Highlander has the lowest emissions ratings in the mid-size SUV class. It's a Super Ultra Low Emissions Vehicle (SULEV), which is one of the industry's most stringent emissions ratings.

High fuel economy and low emissions are only part of the story. The Highlander Hybrid also is surprisingly fast, streaking from a standing start to 60 mph in 6.9 seconds. My test vehicle accelerated as strongly at 80 mph, when I had to back off the throttle, as at 70 mph. High-speed cruising was a snap.

Powering the Highlander Hybrid is a new version of Toyota's Hybrid Synergy Drive powertrain, which has been specially developed to meet the load-carrying requirements and performance expectations of mid-size SUV buyers. Standard towing capacity is 3,500 pounds.

The Highlander Hybrid uses a new high-speed electric motor that works with a 3.3-liter gasoline V-6 that's more than twice as large as the four-cylinder gas engine in Toyota's gas-electric Prius hybrid sedan. The V-6 is based on the engine in the regular Highlander but has revisions to promote smooth integration with the hybrid system. Combined gas-electric horsepower is 268.

No plug-in is needed. The hybrid system uses a 288-volt DC Nickel metal hydride battery pack that fits under the middle seat. Motor generators charge the battery pack and other electric motors. Also, when the Highlander Hybrid is coasting or the brakes are used, electric motors function as generators, capturing kinetic energy that normally would be lost as heat through the brakes and transforming it into useable electricity to recharge the batteries.

The Highlander Hybrid gas and electric propulsion units work together smoothly, although there's a high-pitched whine that briefly sets in when accelerating from a standing start and during braking at low speeds. The gas engine often shuts down to save fuel -- especially when the Highlander Hybrid is stopped or driven slowly through traffic. (A separate electric motor at the rear of the all-wheel-drive version gives it comparable performance to the lighter front-drive model.)

Except for the alternator, which is replaced by motor-generators, all components are electrically powered for lower parasitic losses to the engine, lower noise and improved fuel consumption. For instance, there's electronic air conditioning and power steering, electronically controlled brakes and an electronically controlled continuously variable automatic transmission.

The Highlander Hybrid comes as base and upscale Limited models. None is cheap, although there's a one-time $2,000 federal tax deduction for buying a hybrid this year. The base front-drive version is $33,030, and the Limited front-drive model costs $37,890. The base all-wheel-drive model is $34,430, and the all-wheel-drive Limited costs $39,290.

Prices for the five conventional Highlander V-6 models range from $25,340 to $31,580. (Three regular 160-horsepower four-cylinder Highlanders cost from $24,280 to $25,680, but the best comparisons with the Highlander Hybrid are made with the V-6 models.)

Hybrid vehicle producers are offering strong performance, along with higher fuel economy and low emissions to attract more buyers. They're also giving hybrids top-of-the-line features as a further incentive.

All Highlander Hybrids thus have air conditioning, power windows and door locks with remote keyless entry, AM/FM/ETR cassette/CD sound system, cruise control, roof rack, rear privacy glass, rear heater system and three rows of seats.

Standard items optional or unavailable on the regular Highlander include eight-way power driver seat, front side air bags and roll-sensing side curtain air bags, 17-inch aluminum alloy wheels and a cold weather package with a windshield de-icer grid.

The Limited adds such items as automatic climate control, power front passenger seat, wood-grain style interior trim, upgraded audio system, leather-trim heated seats and a power tilt-slide sunroof.

There also are a few option packages that contain such items as a DVD navigation system.

Safety features include vehicle stability and traction control systems and anti-lock brakes with electronic brake force distribution and brake assist for surer stops. There's also a new Vehicle Dynamics Integrated Management system that goes beyond regular traction and stability controls; it anticipates loss of vehicle control and makes appropriate corrections.

As with the regular Highlander, the conventional looking Highlander Hybrid is based on the Toyota Camry sedan and the RX SUV from Toyota's upscale Lexus division. It has direct steering and stable handling, besides a comfortable ride and decent braking.

The back-lit gauges can be easily read, but the navigation system screen complicates audio and climate adjustments. Also, the dashboard power meter seems like a useless distraction.

A low floor makes it easy to get in and out, although rear door bottoms should be wider. Occupants sit high, and there's good room in the first and second seating areas. The cramped third-row seat is for kids and there's only space for such things as grocery bags behind that seat unless it's folded into the floor. The cargo opening is rather high. Split second-row seatbacks flip forward to increase cargo room, but don't sit completely flat.

The neatly designed engine compartment has easily reached filler areas, but the heavy hood has an old-fashioned prop rod that is awkward to use.

The Highlander Hybrid makes the most economic sense to folks who don't mind its high price and do lots of city driving. However, it offers plenty of general appeal to many buyers of mid-size SUVs, especially environmentally conscious ones.