What do the rating stars mean?
This new and completely redesigned second-generation Toyota Highlander Hybrid has grown bigger in every dimension—it’s longer, wider, and, perhaps a little bashful to admit it, heavier as well. And to sweeten the deal further, the folks at Toyota have managed to knock $190 off the price tag too. Base: $33,700, as tested with Limited package, DVD entertainment and navigation: $48,164. EPA estimates: 27 city/25 highway. Warranty: 36 month/36,000-mile basic, 60 month/50,000-mile powertrain, 8 year/100,000-mile hybrid components.
Initial Impression
Scott: “I’m always glad for the opportunity to test drive a completely redesigned vehicle, especially if it’s a hybrid. Along with the usual ride, handling and utility upgrades, all of the sundry control systems that make the hybrid package work are ever ripe for tweaking. So often though, taking a good thing and making it better just doesn’t work out as planned. I’ve been disappointed many times, finding myself longing for the way it was before they ‘fixed’ it. And so it is, at least in one respect, with the all-new Highlander; it’s the exterior styling I think. The sharper, more aggressive body contours just detract from the lean, svelte and athletic countenance that defined Gen 1. Oh, it’s not ugly, not at all, just not as pretty I suppose. But you know what? One area of improvement I was pretty sure wouldn’t let me down was the hybrid drivetrain. This is Toyota’s strong suit and they pretty much do not bungle this stuff. Let’s see.”
Christine: “I’ve been looking forward to getting behind the wheel of the newly redesigned Highlander. I’m a campin’ girl at heart and am always on the look-out for a family-friendly, bike-haulin’ more-eco-friendly set of wheels. Would this hybrid SUV fit the bill? So far, so good.”
Continued below...
Look & Feel
OK, exterior styling leaves a bit to be desired, and that of course, like all things beautiful, is in the eye of the beholder. Inside it’s a different story. Clean, clear and functional describes both instrumentation and control features, as well as front seating and cargo management. And it’s those increased dimensions again that make riding in and hauling stuff around so easy. Well, the cushy leather upholstered riding part is easy for first and second row passengers anyway. Though the fold-up third row seat is a nice touch and darn handy for increasing passenger capacity, those extra bodies are probably going to have to be the kids—or at least your diminutive mother-in-law. Big guy Scott tried to crawl back there. Uh-uh, forget about it—no dice.
Generous cargo capacity makes toting all manner of gear a snap. Though it’s a little tight with all seats up (just enough for a couple suitcases), fold down the third row for 42 plus roomy cubes of storage. And when passenger space is an afterthought, folding the second row gets us into near mini van cargo capacity at better than 94 cubic feet. Now that’s UTILITY in this mid-size SUV.
Ride is superb, swallowing up bumps with limo-like aplomb. But handling? It was a little disappointing. We were expecting a nice taut and crisp response to a gentle snap of the steering wheel. Instead, we were surprised at the suspension’s wallow and roll during even mildly aggressive cornering. Oh, it’s not dangerous, not at all—but it’s not really enjoyable and certainly not up to usual Toyota spec either.
Fuel-ability
While Toyota sometimes drops the ball in the styling department, they rarely, if ever, blunder in the make-it-go-hardware category. And it’s exactly so with Highlander’s incarnation of Hybrid Synergy Drive. This is where Toyota has everyone beat. Synergy Drive has been around for quite a while now, and like fine wine, it continues to improve with age. To handle Highlander’s 4600-pound curb weight, net hybrid horsepower has been beefed up to 270 hp, yet fuel economy ratings come in at 26 mpg combined. And we were able to better that all the way to 27.5 mpg during our test week. How is this possible?
Well, the Highlander is a full hybrid capable of operating in all electric EV mode during times of very light low speed cruising, and an EV mode lock-in switch deactivates the engine for longer periods of time whenever possible. In addition, an ECON switch helps to lower engine revs during light acceleration further enhancing low speed suburban mileage. Yes, both are limited to low speed operation, but they are, nonetheless, useful fuel savers.
Two other clever ideas further enhance Highlander’s frugal-with-fuel ways. Intelligent 4WD uses a weight and fuel saving, on-demand electric drive motor to power the rear wheels only when needed. And perhaps the neatest idea of all—a dynamic economy gauge, that, depending upon engine RPMs and load, has a floating optimum economy range. This means that as the hybrid system operates across its power band, the driver receives constant feedback about how hard he can push on the accelerator and still stay in econo range.
When it’s all said & done
There is a lot to like about the all new for 2008 Toyota Highlander Hybrid. It has loads of ample power, tons of cargo room in multiple configurations of seating, and an absolutely dreamy ride. Well, for the front seat passengers at least. Back seat passengers may need a hardy stomach—this was the first vehicle that actually made Christine and Jenny queasy after a half hour ride in the back seat.
With excellent everyday combined fuel mileage (we were certainly happy with 27.5 mpg), Highlander’s only real drawback—aside from perhaps overly aggressive styling—is that unsettling mushy handling. Scott felt that once it was understood and accepted though, the soft cornering was merely a quirk in an otherwise fine ride. And the styling cues are just a personal thing, we happen to think the '07 was better looking.
But how ‘bout the value of that hybrid drivetrain? With a price differential of about $4600 for hybrid over the gasser and the near phase-out of federal tax credits ($650), the payback period does get a little long. Figuring 15,000 miles annually, the IRS tax credit and the regular Highlander’s 19 mpg EPA combined (versus 26 EPA for the hybrid), the numbers crunch down to a 5.3 year payback window. Ouch, that is kinda long. Even if you use our combined mileage (27.5), payback still takes 4.6 years. Too long? … maybe. But if you like to trade every three or four years, then definitely too long. If you like to buy ‘em and keep ‘em till the wheels fall off, then have at it, friend.