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Introduction
A new gas-electric hybrid model has joined the Toyota Highlander line for 2006.
The Highlander Hybrid uses Toyota's Hybrid Synergy Drive.
The Toyota Highlander is the best-selling vehicle of its type, a midsize
sport-utility based on a car. Highlander's popularity is partly because it's a
Toyota, which promises top-notch quality, durability and reliability. But it's
also a result of its practicality and easy manner.
The Highlander is, after all, the easiest of motoring companions. Getting in
and out couldn't be easier. Accommodating various combinations of people and
cargo is easy. Seating for five comes standard, but the Highlander can carry up
to seven passengers with the optional third-row seat. Folding the seats down
reveals 80 cubic feet of cargo space.
Underway, it's smooth and quiet. Its independent suspension is set up for
comfort and ride quality as a priority. The Highlander is based on the Lexus RX
and offers much of what made that luxurious crossover SUV popular. In many
ways, we like the Toyota better than the Lexus.
It's available with four-cylinder or V6 power, and a choice of front-wheel
drive or full-time four-wheel drive. The standard Highlander with the 2.4-liter
four-cylinder engine and front-wheel drive performs well around town and on the
open highway, delivering responsive performance when merging into highway
traffic. Equipped with the larger 3.3-liter V6 and all-wheel drive, the
Highlander offers strong power and secure handling in nasty weather.
The new Highlander Hybrid is surprisingly powerful, more powerful than the
regular V6 models. The Hybrid combines a 3.3-liter V6 with an electric motor,
or two motors in the case of all-wheel-drive models. The electric motor
improves acceleration, helping the Hybrid to easily keep up with big, powerful
SUVs. This urge to speed comes at a major cost to fuel economy. It's estimated
at just 33/28 mpg City/Highway by the EPA, and you may never see that. The real
story here is emissions. The Highlander Hybrid will be classified by the
government as a Super Ultra Low Emissions Vehicle, or SULEV. You could drive
across America several times and emit fewer pollutants than someone painting a
bedroom.
First introduced as a 2001 model, the Highlander was substantially revised for
2004. The 2005 models added more standard equipment. The Hybrid is new for
2006; the other models carry forward largely unchanged.
Model Lineup
The Toyota Highlander is available in base or Limited trim, each with
front-wheel drive or full-time all-wheel drive. A choice of three powertrains
is now available: A 2.4-liter inline-4, rated at 160 horsepower, comes
standard. A 3.3-liter V6 that produces 230 horsepower is optional on the base
Highlander and standard on the Limited. The new Hybrid combines a 3.3-liter V6
with a high-torque electric drive motor-generator, a system called Hybrid
Synergy Drive. Four-cylinder models come with a four-speed automatic
transmission; V6 models get a five-speed automatic. The hybrid uses an
electronically controlled continuously variable transmission, or CVT.
The base four-cylinder, front-wheel-drive Highlander ($24,530) comes with air
conditioning, power windows and door locks, cruise control, cloth upholstery,
and seating for five. The all-wheel-drive four-cylinder Highlander ($25,930) is
similarly equipped as is the base front-wheel-drive Highlander V6 ($25,590).
Same deal with the all-wheel-drive V6 Highlander ($27,840) except it comes
standard with the third row.
Limited 2WD ($30,460) and Limited 4WD ($31,860) models come standard with the
V6 and third row. The Limited also gets automatic climate control, an
eight-speaker JBL sound system, eight-way power driver's seat with adjustable
lumbar support, four-way power passenger seat, 17-inch aluminum wheels, roof
rack, fog lights, rear privacy glass, heated mirrors, remote keyless entry with
security system and engine immobilizer, wood-grain interior trim,
leather-wrapped steering wheel and shift knob, and other amenities.
The Highlander Hybrid is available with 2WD ($33,030) or 4WD ($34,430). The
Hybrid is also available as a Limited 2WD ($37,890) or Limited 4WD ($39,290).
Leather-trimmed seating (Ivory or Ash Gray) is available for the Limited ($670)
or base model ($2,255). Other options: tilt-and-slide glass sunroof ($900),
in-dash six-CD changer ($595). The optional rear-seat DVD system ($1,770)
includes two wireless headphones, RCA input jacks for video games, and a
household-style 115-volt AC power outlet. GPS navigation ($2,200) is offered on
Limited only. A Towing Package ($160) includes trailer wiring plus an upgraded
radiator, transmission oil cooler, and 130-amp alternator.
Safety features start with the three-point seatbelts and headrests for all
seating positions. The front seatbelts include pretensioners and force
limiters. Seatbelts are your first line of defense in a crash. Wear them. The
driver and passenger front airbags inflate according to collision severity, and
the front-seat passenger sensor is designed to determine if there is a person
in the seat as well as the person's weight category to determine whether the
airbag should inflate and the correct inflation power.
Optional side-impact airbags mounted in the front seats are designed to provide
torso protection, while side curtain airbags are designed to protect the heads
of first- and second-row passengers in a side impact or rollover ($680). Be
sure to order them. Head injuries are the primary cause of death in side
impacts. The second-row seat is equipped with the LATCH system with top tether
anchors for all three seating positions and lower anchors for outboard seating
positions. A new low-tire-pressure warning system is standard.
The Star Safety System, standard on all models, includes Vehicle Stability
Control (VSC) and traction control, anti-lock brakes (ABS) with electronic
brake-force distribution (EBD) and Brake Assist.
Walkaround
The Toyota Highlander looks smart and trim, falling somewhere between the edgy
high style of the RAV4 and the muscular purposefulness of the 4Runner. There's
a slight family resemblance between the Highlander and the Lexus RX 330,
although the Highlander looks more dressed down, rather like wearing faded
jeans and a favorite windbreaker instead of dry-clean-only
lunch-with-the-ladies attire.
Highlander is slightly larger inside, as measured by total EPA interior volume,
than the RX 330, although the Lexus has slightly more cargo volume.
Toyota design philosophy tends toward conservative appearance changes, and the
Highlander lacks a cutting-edge design such as that of the Nissan Murano.
Highlander's front and rear overhangs are relatively large, tending more toward
a station wagon look. It's an attractive vehicle, though, particularly in
profile. Highlander's front bumper, light clusters and grille were revised for
2004.
While the Toyota 4Runner is basically a truck, the Highlander is essentially a
car. Like a car, the Highlander uses unibody construction rather than having a
separate frame. And, like a car, the Highlander features a four-wheel
independent suspension, rather than a solid rear axle. Two-wheel-drive versions
are front-wheel drive, not rear-wheel drive. The 4Runner is the opposite of
each of those strategies. The best choice? It comes down to your game: For
towing and driving off road, the 4Runner is better. For commuting and
transporting the family, the Highlander is the better, more comfortable choice.
Properly equipped, Highlander can tow up to 3,500 pounds, not much by truck
standards, but sufficient for personal watercraft, small boats and other toys.
Interior Features
Few vehicles are easier to get in and out of than a Toyota Highlander. Neither
climbing up nor stepping down is required. Simply slide in. Highlander is even
friendly to wearers of tight skirts. This makes the Highlander one of the most
convenient vehicles available for running daily errands. The Highlander will
not likely ever annoy you. There are walk-in steps and a second-row sliding
seat to help access the third row of seats.
Highlander comes with reclining bucket seats in front. These seats are flat and
lean, but supportive and comfortable and adjust to suit various-size drivers.
Their higher ride height provides a commanding view of the road. The sloping
hood of the Highlander makes the forward view even more encompassing. The front
seats are designed to reduce the possibility of whiplash.
The second row seats up to three passengers, but is better for two. The center
of the second-row seat folds down into an arm rest with cup holders, and the
seats recline for additional comfort. It's split 60/40 and folds down with a
cleverly articulated seat bottom. The second row folds fairly flat but not
perfectly flat. The second-row seat slides forward to make access to the third
row easier, and to provide more legroom for third-row passengers.
Toyota intends for the third row to be used only occasionally. It's
uncomfortable for average-sized adults. We found our knees rode high, and there
was minimal leg room, hip room and shoulder room. The third row is best for
kids and short trips. Third-row seats are seldom comfortable, especially in
this class. The Honda Pilot offers substantially more hip and shoulder room in
the third row, but legroom is the same story. The Nissan Murano has no third
row. Also, the side-curtain airbags do not protect third-row passengers; they
do in a Toyota Sienna minivan. Bottom line: If you need the third row often,
then you should consider a minivan. For transporting people, a minivan is
better. Highlander's third-row seat does fold flat into the floor, with no need
to remove the headrests, so you still get the greater cargo-carrying utility of
an SUV. Third-row seats are packaged with rear privacy glass, a rear heater
system with separate fan controls, and additional cup holders.
The driver will find everything in its place. Buttons for the power windows are
right there on the doors where they should be. Radio and heater controls
operate intuitively and use simple dials and amply sized buttons. Instruments
are readily visible through a panoramic space in the comfortable four-spoke
steering wheel. The whole layout indicates thoughtful appraisal and wise
choices.
The Hybrid instrument panel includes a large screen to monitor energy use and
battery condition/storage. It's interesting to watch how the power flows back
and forth between the engine, electric motor(s) and transmission and then on to
the driven wheels. It's a good way to teach your right foot how to be
especially light on the throttle. You soon learn that only a slight increase in
pedal pressure dips heavily into fuel and electric reserves, and it's not easy
to conserve when the demands of surrounding traffic flow come into play.
Interior trim and fabrics in all Highlanders are conservative and generally
tasteful. V6 models come with aluminum interior accents. Limited models come
with simulated silver and burled maple wood-grain dash trim and door scuff
plates, but the wood grain trim on the center stack looks like fake wood. The
standard climate control is a single-zone system.
The shifter is uniquely positioned more as a part of the dash than on a central
console. This opens up the space between the front seats. It also lends an
open, unconfined air to the cockpit. The interior is outfitted with dome, door
courtesy, glove box and cargo-area lighting. Map pockets, visor mirrors, and
front and rear auxiliary power outlets are provided. The driver's window has
one-touch Auto-down.
Highlander provides a large amount of cargo space: 80.6 cubic feet with the
second- and third-row seats folded. Most people end up riding around with the
second-row in place for passengers and the third row folded flat into the
floor, leaving nearly 40 cubic feet of space available for stuff. Opening up
the third-row seat leaves only 10.5 cubic feet behind it for cargo. The Honda
Pilot offers more cargo space. A neat feature: The cargo cover stows. Rear air
conditioning is not available for the Highlander, so dogs can get hot back
there.
Driving Impressions
The Toyota Highlander is easy to drive and operate. It feels instantly familiar
with no fumbling for controls. The Highlander is quieter than truck-based SUVs
both in engine and road noise. Highlander rides smoothly on a variety of
surfaces, true to the car side of its SUV heritage, though some road vibration
can be felt through steering wheel on rough surfaces.
The standard front-wheel-drive, four-cylinder Highlander makes a superb wagon
for the city and suburbs. Traction control and electronic stability control and
other accident-avoidance measures are standard equipment. Highlander is far
easier to deal with on a daily basis than a truck-based sport-utility. Though
you ride a little taller, you look eye to eye at Volvo wagon drivers.
The four-cylinder engine offers good power. It's quick, smooth and quiet,
delivering 160 horsepower and 165 pound-feet of torque. We found the
four-cylinder version to be a happy performer. We did not feel like we were
missing something by not having the V6. The four-cylinder gets significantly
better fuel economy than the V6 (22/27 vs. 19/25 mpg EPA-estimated City/Highway
in 2WD trim). When equipped with the 4WD system, EPA mileage is one or two mpg
lower, not a bad tradeoff for the all-weather capabilities of all-wheel drive.
The four-speed automatic transmission features a Snow Mode for improved
throttle control when accelerating from a standstill on a slippery surface.
The V6 is larger and more powerful, at 3.3 liters and 230 horsepower. Torque is
increased significantly, to 242 pound-feet. Torque is that force that propels
vehicles smartly away from intersections and up hills. Further enhancing engine
smoothness are active-control motor mounts that cancel vibration. Toyota
recommends using premium fuel for the V6, but it runs fine on regular. The V6
is mated to a five-speed automatic.
Highlander feels at home around town, amidst traffic lights and parking
seekers. It's a good size for city streets and soaks up potholes and irregular
pavement well. Rolling into suburbia, the Highlander fits right in. It's a
natural mall-crawler, maneuverable and quick to nose into a parking slot. The
steering effort is very light at low speeds, so it's easy to turn in tight
quarters.
It cruises well on major highways, offering good stability and a smooth, quiet
ride. It's a solid-feeling structure. Grip is quite good for hard cornering,
better than expected. On winding roads, though, the steering felt slow and a
bit vague. The suspension is too soft for serious hard driving, with
significant body roll. Like a lot of cushy SUVs, it wallows in corners and the
body leans.
Active safety features help the driver maintain control by reducing skidding.
Toyota's electronic Vehicle Stability Control with traction control detects
slipping of the front or rear wheels and reduces engine power and/or applies
the brakes on individual wheels to correct the Highlander's course.
Braking is certain and smooth. ABS helps the driver maintain steering control
under hard braking. Electronic Brake-force Distribution optimizes brake force
at each wheel under different load conditions and as the car's weight shifts
forward under braking for improved stability and reduced stopping distances.
Brake Assist detects an emergency braking situation and automatically maintains
enough brake pressure to engage the ABS even if the driver makes the mistake of
relaxing pressure on the brake pedal.
All-wheel drive works great in slippery or inconsistent conditions. Snow melt,
muddy ruts, icy patches on shadowed curves were easily handled by an AWD V6
Limited we drove on a meandering back road. The Highlander cut up hills covered
in eight inches of newly fallen snow like a snowplow on a rescue mission.
All-wheel-drive Highlanders use a permanently engaged system that splits torque
50/50 front/rear, and relies on the traction control to limit slippage at any
wheel. Highlander is intended primarily as a highway and street vehicle with
all-weather capability. It is not meant for boulder bashing and serious
off-road driving. That said, we found the Highlander more capable in demanding
situations than Toyota publicizes, at home on graded dirt roads after a heavy
rain. Highlander does not offer the low-range gearing that would be required
for more adventurous travel. Toyota has the 4Runner for serious off-road duty.
The four-cylinder Highlander can tow a 1500-pound trailer, or up to 3000 pounds
with the optional towing prep package. The V6 models can tow up to 3500 pounds
with the towing prep package.
The Highlander Hybrid is powered by a new version of Toyota's Hybrid Synergy
Drive. Toyota's way ahead in hybrid technology and it's a powerful, efficient
powertrain. It is eerily quiet during full electric drive as you creep around
town. But stand on the go pedal and, when the gas engine and electric motor(s)
combine forces in full synergy mode, it provides the force and feel of a
turbocharged engine. Passing power is astonishing thanks to the combined torque
of the powerplants and the rubber-band elasticity of the electronically
controlled continuously variable transmission. Just push hard and go, go, go.
The transmission offers a standard Drive mode, in which the engine is allowed
to freewheel when coasting downhill or in other off-throttle conditions, and a
B mode, which uses engine compression to help slow the Highlander on downgrades
and at other times when the brakes need extra help. The Hybrid comes with a few
quirky noises from the electric motor and CVT. The owner's manual is quick to
call attention to these whines and thunks, cautioning drivers that they're
entirely normal with that powertrain.
Around town, the hybrid drive shuts down at stoplights and restarts with a
press of the accelerator pedal, and every push of the brake pedal recharges the
battery pack. Every little bit helps, which is the message we should take away
from current hybrid technology. As it exists in the Highlander, hybrid
technology has not created a huge leap forward in fuel efficiency. We did not
achieve the EPA's estimated fuel mileage, 33/28 City/Highway on our test drive,
managing only 24 mpg during 1,000 miles of city streets, interstate highway and
mountain roads.
The other ecological concern addressed by hybrid technology is emissions, and
there's no doubt the Highlander's exhaust gas is sweeter than many other
powertrains. We tailed quite a few big turbo-diesel pickups into the Sierra
Nevada (it was opening of fall deer season) and noted the difference. As
billows of unburned fuel spiraled out of their tailpipes, their oil-burner
engines gasping for breath and turbos spinning madly, we blew by them with
barely a whiff of wasted hydrocarbons set loose to drift through the pines.
Summary 
Toyota Highlander is an excellent choice as a versatile, no-hassle 4WD wagon.
Its ease of operation and convenience features make it eminently easy to live
with. Highlander carries four people in comfort, seven in a pinch, and hauls a
lot of stuff. It is a competent all-weather performer. Toyota's reputation for
quality, durability and reliability should mean trouble-free ownership and a
strong resale value. Highlander provides what most people want from a modern,
on-road sport-utility. The Highlander Hybrid delivers strong performance and
emits 80 percent fewer smog-forming emissions than a conventionally powered
SUV.
Reporting from Lake Tahoe, California was NewCarTestDrive.com correspondent
Greg Brown.
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