2008 Toyota Highlander Hybrid Review

2008 Toyota Highlander Hybrid -

By: Dave Boe

Toyota Motors has sold more gas-electric hybrid vehicles in the United States (and worldwide) than any other automobile manufacturer. While the four-door Prius rates as the best known, several other well-regarded models are also available from the Japanese automaker.

The mid-size, car-based Highlander hybrid crossover/SUV was introduced in 2005 as a 2006 model year entry. While the gas-electric hybrid system is similar in both Highlander and Prius, the five-door Highlander posses a heavier-duty version, capable of more horsepower and towing ability (3,500 pounds). Prius sports a four-cylinder gas engine to go along with the electrical hardware while Highlander hybrid utilizes a 3.3-liter (208 horsepower) V-6 gas engine.

None of Toyota's current hybrid vehicles are designed to be plugged into a wall socket for recharging purposes. General Motors is working on a plug-in hybrid system for its precedent-setting Chevrolet Volt schedule to go on sale in 2010 (as long as the Volt's battery technology is ready to go). Toyota researchers are also working to refine the plug-in hybrid system.

For 2008 Toyota's Highlander Hybrid's body has been revamped with larger, roomier dimensions (now 188.4 inches in overall length vs. 185.6 in 2007) while the technology under the hood, Toyota's second-generation Hybrid Synergy Drive, remains basically unchanged from 2007.

Highlander Hybrid is strictly four-wheel drive. Highlander is also available in a gas-exclusive version where shoppers can choose from either four-wheel drive or two-wheel drive. Estimated fuel economy for a Highlander Hybrid is 27 miles per gallon city and 25 mpg highway compared to a gas-exclusive (V6) Highlander four-wheel drive which registers 17 mpg city and 23 mpg highway. Gas exclusive hybrids come with five-speed automatic transmission standard while hybrid versions opt for a continuously variable transmission.

Highlander Hybrid combines three electric motor/generators with one V-6 power plant. Together, the gas and electric motors combine for 270 horsepower. When at a stop or traveling at speeds below approximately 10 miles per hour, the gas engine shuts off to reduce idling inefficiencies. Highlander's schematics allow the vehicle to be driven solely by electric power at low speeds, resulting in an eerily quiet sensation when starting out. During accelerating and passing maneuvers when optimal oomph is called upon, both the electric motor systems and the V-6 gas engine work in tandem.

One of the electric motor/generators powers the rear of the vehicle while a second provides motive forces for the front. The third acts as a starter and generator for the nickel hydride battery pack located under the second-row seats. The battery pack, in turn, drives the electric motors as needed. The battery pack also regenerates itself through kinetic energy recaptured during the vehicle's normal braking process when slowing down from highway speeds.

As in year's past, the Japan-built Highlander hybrid boasts two trim levels: Base and Limited. Base models come with five-passenger seating standard (a third row is optional) while Limited editions come with the fold-down third-row bench standard. Toyota's luxury Lexus Division also sells a mid-size crossover hybrid, the RX 400h utilizing a similar gas-electric hybrid configuration (starting around $2,000 more than a base Highlander Hybrid).

An all-wheel drive Highlander Limited gas-exclusive edition starts at $34,350. By contrast our test-drive hybrid Limited edition started at $39,950. With just about every option available, the bottom line ended up at $48,163 including a $665 destination charge. Major options on Limited editions include a DVD second-row entertainment system with nine-inch flip-down ceiling screen ($1,780), In-dash navigation system ($2,655), dual climate control ($375), power sunroof ($850) and XM Satellite radio ($449).

Inside, the larger 2008 redesign is evident with gobs of head and elbow room. A two-tone dashboard morphs smoothly into side doors. The deep-set, two-cylinder shape instrument panel includes a left-side analog gauge with kilowatt output display. The right-side tube is mile per hour readings. In between the two cylinders are small fuel and engine coolant displays. In addition to the kilowatt display, another way to view the status of the hybrid workings is thorough the optional, in-dash navigation touch screen. After two prompt pushes, the screen displays animation of when the vehicle is charging the hybrid battery; when the vehicle is powering both the gas and electric motors; when it's powered solely by the gas engine and when Highlander is powered only by the electric motor. It's a very interesting piece of animation, but sometimes, it takes the driver's attention away from the road.

A cruise control tab is found at 5 o'clock on the steering wheel. Also on the circular grab wheel are secondary audio and temperature controls. The fuel-door-release button is on the under dash left of the steering column. Ventilation controls under the stereo includes large dials for dual climate temperatures while push buttons control most other functions.

A push of a dashboard button to the right of the steering column with the brake pedal pushed brings the hybrid system to life as long as a key fob transponder is in possession of the driver. Don't despair if no engine sounds emit since the electric motors fire up first.

Highlander's SUV body style creates a slightly higher seating position, resulting in good visual command in all directions. Maneuvering in and out of the front bucket seats require a slip in, not step up motion. In between the front seats are the floor-mounted transmission shifter and four cup holders, which along with the beverage corrals molded in the side doors, keeps thirsts more than quenched.

Our test Limited model featured third-row seating. The best way to enter the third row is from the passenger-side rear door where the second-row split seat easily slides manually forward on a track once the back rest folds forward (a system Toyota has perfected over the years) revealing about a six-inch pass way to the two-seat third row. The left side (driver's side) of the second row split seat doesn't slide. This passage way is narrower than what's found in Mazda's CX-9 or GM's new crossover quads (Saturn Outlook, Chevrolet Traverse, Buick Enclave and GMC Acadia), but it's accessible for teens and limber adults. Than again none of these noted competitors come in a hybrid version.

Neither second-row nor third-row seats of the Highlander hybrid are removable, but second-row seatbacks fold flat on the cushion while the third row bench folds forward into a recessed area. One interesting piece of interior engineering is the second-row center cushion, used when three folks occupy the middle row. When not needed, the thin (about five inches wide) tube-shaped back rest folds down onto its bottom cushion and can be removed and stowed completely out of sight in the storage bin under the front row arm rest. The area can be left open or a cup holder caddy can be popped into place where the center cushion once resided.

A closer look at the bottom of the 70/30 split second row seating reveals air vents used to cool the sealed nickel metal hydride battery stored under the second row. It's important not to cover or impede these vents as doing so could compromise the hybrid technology.

Outside, the back hatch opens two ways: the glass window opens independently for quick trips into the hatch area, and the entire door, hinged at the top, opens up from the bottom. The full-size spare tire, located under the vehicle by the cargo region, lowers down from the body from a turn-key mechanism under the cargo floor carpet inside.

Toyota recognizes this hybrid technology is unfamiliar and somewhat complex for the run-of-the-mill consumer. To help ease any purchase anxiety, all Highlander's hybrid components are covered for eight years or 100,000 miles. The V-6 powertrain is covered for five years or 60,000 miles. Another peace-of-mind benefit is a bevy of standard safety featuring anti-lock brakes, side-curtain air bags covering all three seating rows, front-seat side-mounted air bags, front knee air bags and stability control.

The SUV body design creates more options for cargo and people schlepping than traditional sedans and coupes. Expect average handling capabilities from this vehicle due in part to added battery weight. If drivers keep spirited turns to a minimum, the added poundage will not be noticed.

The larger, 2008 mid-size Highlander Hybrid is roomier than four-cylinder, five-seat compact Hybrid competitors including the Ford Escape Hybrid (and similar Mercury Milan and Mazda Tribute) and Saturn's Vue Hybrid. Highlander's hybrid system is more intricate than the Escape or Vue and delivers better fuel economy; the trade off is Highlander's price tag is higher. Ford Motor Company's four-cylinder hybrids garner 29 mpg city and 27 mpg highway. An all-wheel drive 2008 Ford Hybrid Escape starts at $29,215.

General Motors and now Chrysler offer slightly larger, eight-cylinder SUV Hybrids including the Chevrolet Tahoe Hybrid and Chrysler Aspin/Dodge Durango Hybrid. Chrysler and GM share a similar gas-electric hybrid system in their large SUVs. For those looking for mid-size, V-6 gas-electric hybrids with SUV body style, the Toyota Highlander and sister Lexus RX hybrid are the smart (and for now about the only) choices. It's a great middle-of the road hybrid selection.

Dave Boe

Dave Boe, a lifetime Chicago area resident, worked at the Daily Herald, Illinois' third-largest daily newspaper, for 24 years. In 1989, the Daily Herald began a weekly Saturday Auto Section and he was shortly appointed editor. The product quickly grew into one of the largest weekend sections in the paper thanks to his locally-written auto reviews, the introduction of a local automotive question-and-answer column, a new colorful format and news happenings from Chicago area new-car dealerships.

Five years later, a second weekly auto section debuted on Mondays with Boe adding an industry insight column and introducing a "Love Affair with Your Car" column where readers sent in their own automotive memories for publication. During the next 10 years, the number of weekly auto sections Boe edited and coordinated grew to five and featured expanded NASCAR racing coverage, a dealer spotlight/profile feature and a Car Club Calendar where grass-roots automobile clubs could publish upcoming events for free. Boe also introduced more local automotive columnists into the pages of the sections, all of whom were seasoned members of the well respected Midwest Automotive Media Association. In 1997, Boe earned the Employee of the Year award from the Daily Herald.

Boe is a founding member and current president of the Midwest Automotive Media Association. He has degrees in Journalism and Business Administration from Northern Illinois University.

2008 Toyota Highlander Hybrid Review

2008 Toyota Highlander Hybrid -

Dave Boe

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