As Toyota's 3-row entry into the midsize crossover market, Highlander was most recently redesigned in 2020. Since then, it has seen only modest change and continues into 2022 with both a gas and hybrid powertrains. Both are available with either front- or all-wheel drive. Highlander competitors include the Chevrolet Traverse, Honda Pilot, Hyundai Palisade, Kia Telluride, Mazda CX-9, Nissan Pathfinder, Subaru Ascent and Volkswagen Atlas.
Gas models come in L, LE, XLE, Limited and Platinum while Highlander Hybrids eschew the L trim but match all others. Both offer a new for 2022 Bronze Edition. Slotting between the XLE and Limited, the Bronze edition includes bronze-colored accents on the exterior and interior, 18-inch bronze wheels, bronze interior stitching, illuminated bronze door sills and SofTex-trimmed seats with fabric insert and bronze stitching. Also exclusive to the Highlander Hybrid Bronze Edition are unique floor and cargo mats embroidered with a special bronze logo.
All gas models get a 3.5-liter V6 engine that makes 295 horsepower and pairs with an 8-speed automatic transmission. Hybrid models combine a 2.5-liter 4-cylinder with two electric motors for a combined output of 243 horsepower. Hybrid models utilize a continuously variable automatic transmission rather than a conventional automatic. Gas or hybrid, Highlander has a maximum towing rating of 3,500 pounds.
All models come standard forward-collision warning with automatic braking, adaptive cruise control, automatic high beams, lane-keeping assist, and traffic-sign recognition. Blind-spot monitor and cross-traffic alert are added on LE and above. Prices start at $35,405 and climb to more than $50,000 on Highlander Hybrid Limited.
Gas-only Highlanders get a 295-hp 3.5-liter V-6 paired with an eight-speed automatic transmission and either front- or all-wheel drive. That's pretty much par for the course in this class as most competitors offer similar-sized engines. This combo provides solid acceleration and good passing punch, enough for a 0 to 60 MPH time of less than 7 seconds. Highlander hybrid's 4-cylinder/electric motor combo isn't far behind with a 0 to 60 MPH time of about 7.5 seconds. The hybrid's unique continuously variable transmission works well to deliver "instant-on" power at slow speeds, but lags in power deliver in highway passing situations. Regardless, progress slows for both models with a full load of passengers or cargo - something that's less noticeable in competitors with a bit more power.
While gas-only models get a traditional engine-driven all-wheel-drive system, hybrids get a unique system where the rear wheels are driven only by an electric motor. Operation is seamless in either case and neither system is designed for off-road slogging. Power is effortlessly transitioned to the wheels with the most traction, resulting in smooth acceleration on slippery surfaces. Uplevel gas-only models have rear torque vectoring that is designed to improve handling on dry roads.
EPA estimates for the front drive Highlander V6 are 21/29 MPG. AWD models net out a few MPG lower. Hybrid models get an impressive EPA rating of 35/35 MPG. Expect to average close to 25 MPG in typical suburban driving with the V6, more than 30 MPG overall with the hybrid. Both engines run fine on regular-grade gasoline. Fuel capacity on the V6 is 17.9 gallons while the hybrid gas tank is 17.1 gallons.
On the road, the suspension, steering, and brakes are tuned to provide a nice and comfortable ride -- no sporty pretensions here. That is certainly not a bad thing as sporty driving dynamics aren't a priority for buyers in this segment. Things get a bit more engaging with the sport-tuned suspension in the XSE trim.
Overall, the suspension does an excellent job of isolating bumps and expansion joints while still controlling secondary motions. The ride is certainly more cushioned than in competitors like the Pilot, Telluride, or CX-9. There's a fair amount of body lean in quick transitions and some brake dive in hard stops. Contributing to the comfortable feel, steering is overly boosted and numb on the highway. The brakes of both the V6 and hybrid have good stopping power and an easy-to-modulate pedal.
Interior noise levels are quiet low, there's barely a whisper of wind noise and the V6 only intrudes in hard acceleration. Hybrid models might be even quieter, but the continuously variable transmission can thrash a bit in cut-and-thrust driving.
Highlander's interior is handsome if a bit busy. Materials are premium, even more so as you climb the trim ladder. Not only does the interior look nice, but it's designed with functionality in mind, with controls that are understand and use. Especially nice is the available head-up display and JBL premium audio system.
Front seats are standard fare and could use a bit more cushioning and support. Head and leg room are quite good, but the seats can grow tiresome on long trips. Getting in and out is a snap as there are wide-opening doors and a low ride height. Outward visibility is good forward but only fair to the sides and rear thanks to thick roof pillars.
Buyers can choose between a 60/40-split 3-place bench or twin captain's chairs with a removeable center console in the second row. The bench seat is flat and doesn't offer much cushioning or support, but the captain's chairs are nicely padded and comfortable. Either way there is good leg and head room for adults. The third row is tight. There's very little legroom, and the middle seat in basically nonexistent if you have two adults back there. Also, tall passengers will want to look elsewhere.
This latest-generation Highlander offers a huge and optional 12.3-inch infotainment touchscreen (8-inch is standard) that responds quickly to inputs, but the reflections make using it difficult. All Highlanders come standard with a comprehensive suite of advanced driver aids, but blind-spot and cross-traffic alert require stepping up from the L to the LE.
Cargo space is a bit of a mixed bag. Behind the third row, there's only 16 cubic feet of space, which is small for the class. Behind the second row, it expands to a better-than-average 48.4 cubic feet. Maximum capacity is 84.3 cubic feet. The load floor is low and there's a nice large tailgate. Interior storage consists of good-size pockets and plenty of cupholders, as well as two shelves built into the dash. There is an available wireless phone charger is in the center armrest bin.
Bottom Line -- Toyota's midsize crossover has long been a top seller and for good reason. It blends comfort, features, safety, reliability into a nice roadable package that's designed to suit most buyers. It isn't the roomiest or most sporty in the class, but otherwise, it is hard to find fault with the Highlander.
|
|