2008 Toyota Highlander Hybrid Review

PROS
Great ride, Lots of passenger and cargo space, Fuel sipper

CONS
Budget interior materials, So-so handling, Recalcitrant powertrain

When Toyota introduced the Highlander in 2001 it set the standard for midsize crossover-utility vehicles. Highlander rode and drove like a car, had room for five adults and their cargo, and was available with all-wheel drive. Every other major automaker scrambled to produce a vehicle similar to Highlander--some with more success than others.

Today's market has changed and, until this year, Highlander hadn't. Crossover-utility owners now demand seating for seven, posh creature comforts, and more functionality. New vehicles like the Buick Enclave, GMC Acadia, Mazda CX-9, and Saturn Outlook have upped the game in terms of ride quality, passenger comfort, and utility. To confront this challenge, Toyota introduced an all new Highlander at the 2007 Chicago Auto Show.

Compared to the 2007 model, the '08 Highlander rides a three inch longer wheelbase, is four inches longer overall, and three inches wider. Front and second-row bucket seats and a fold-flat third-row bench are standard. Also offered is a storable center seat for the second row that ups passenger capacity to seven. Highlander comes only as a four-door wagon with a tailgate that features a separate-opening glass window.

Base, Sport, and Limited models are offered with front- or all-wheel drive and a 270-horsepower 3.5-liter V6 engine that mates to a five-speed automatic. Base and Limited versions are also offered with a hybrid gas/electric powertrain that teams a 3.3-liter V6 with three electric motors. Hybrid models come only with all-wheel drive and an orbital transmission.

Similar to previous Highlander Hybrids, the '08 model can operate in electric-only mode at slow speeds and recharges the batteries when braking. New for this year are an EV mode that allows the driver to remain in full-electric mode for a limited distance and an ECON mode that regulates throttle for optimum fuel economy.

All models include traction control. Highlander's all-wheel-drive system does not have a low range and is not intended for severe off-road use.

Standard safety equipment on all models includes antilock brakes, stability control, traction control, tire-pressure monitor, brake assist, and front, front-side, curtain, and driver-knee airbags. The curtain airbags protect the first two seating rows and have a rollover sensor. A rear-view monitor is optional on the base and standard on Sport and Limited.

Available features include a navigation system that includes Bluetooth cell-phone connection, voice activation, and 4-disc CD changer, power tailgate, power sunroof, leather upholstery, and a towing prep package that increases towing capacity to 5000 pounds. Conspicuously absent from the options list is a rear-seat entertainment system.

The 2008 Highlander Base carries a manufacturer's suggested retail price of $27,300 for the front-drive model. The Base all-wheel drive has a MSRP of $28,750. The MSRP for the front-drive Sport grade is $29,950. The Sport all-wheel-drive has a base MSRP of $31,400. The MSRP for the front-drive Highlander Limited is $32,700. The all-wheel-drive Limited has a MSRP of $34,150. Highlander Hybrid Base has an MSRP of $33,700, while the limited has a sticker price of $39,950.

All models have a destination charge of $685 and are built in Japan.

Get up and Go
While plenty powerful for everyday driving and highway merging, Highlander Hybrid's unique powertrain isn't as smooth V6 offered the gas-only Highlander. There's a noticeable burp in power delivery when the gas engine cuts in and out and a measurable lag in power delivery in passing situations.

There's also a big difference in the way the engine reacts to driver input when in standard mode and economy mode. In standard mode, Highlander Hybrid feels more like a conventionally powered vehicle, with quick reactions to driver input. In economy mode, the vehicle reacts sluggishly to quick stabs on the gas pedal.

The unique orbital transmission blends power distribution between the V6 engine and electric motors. It doesn't have fixed gear ratios like a conventional automatic transmission or a belt like continuously variable transmissions. In practice, Highlander Hybrid drives like a vehicle with a continuously variable transmission. When the driver calls for more power, the transmission allows the engine to quickly race to maximum power output. The transmission then constantly adjusts to build vehicle speed smoothly. For those unfamiliar, it's a sensation that takes some getting used to, but the end result is the same--more vehicle speed.

New for '08 is the EV mode. When activated, only the electric motors are used to power the vehicle. It was a nice add by Toyota, but only works at speeds below 25 mph, so its usefulness is limited to parking lots and rush-hour crawls. 

Highlander's all-wheel-drive system is not designed for off-road use and does not have a low range. Hybrid models don't even get a mechanical link between the engine and the rear wheels. A single electric motor is connected to the rear wheels and provides power in hard acceleration or when the front wheels slip.

Highlander Hybrid is EPA rated at 27 mpg city and 25 mpg highway. Those numbers are substantially better than other seven-passenger crossover-utility vehicles. In routine commuting expect to average about 25 mpg, perhaps as high as 28 mpg if your commute includes plenty of sedate highway cruising. Toyota says that Highlander Hybrid will run fine on regular-grade gasoline. Long-distance commuters might want to note that Highlander Hybrid has a 17.2-gallon fuel tank and the conventionally powered Highlander gets a 19.2-gallon tank.

On the Road
Highlander continues to set the standard for crossover-utility vehicles. While not being overly bouncy, the ride is absorbent and composed. Large bumps do have a tendency to pound through, but, for the most part, Highlander offers a level of ride comfort found only a few large sport-utility vehicles. One note, Sport models have a slightly firmer suspension that has a busy ride.

In the handling department, Toyota didn't quite nail it. Highlander has too much body lean in turns and there's too much understeer when rounding fast corners. Otherwise Highlander is very car-like to drive. The steering lacks any sort of road feel and seems a trifle slow in fast turns. The brake pedal feels mushy even though ultimate stopping power is impressive. Vehicles like the Mazda CX-9 and GMC Acadia are more polished when the road grows twisty.

Highlander is one of the quieter crossover vehicles. Wind and road noise can disturb at highway speeds, though. The 3.3-liter V6 is quiet in cruising and emits a refined growl in hard acceleration.

Behind the Wheel
Toyota designers gave Highlander a contemporary and airy cabin. Assembly quality is good but the materials are somewhat disappointing. Most surfaces are covered in hard plastic and the headliner has a cheap appearance. Also, the window and mirror switches are not illuminated at night.

Large, easy-to-read gauges face the driver from behind the steering wheel. The center stack features a small video screen for climate control settings and trip information and, on models so equipped a larger, second screen for the navigation system. The standard audio unit sports simple dials and clearly marked controls. The navigation/audio unit is somewhat confusing and the voice activation is difficult to use--even when giving simple commands. Climate controls are large and easy to use.

Front seats are long-haul comfortable, though somewhat lacking in support for spirited driving. There's plenty of head and leg room for large adults. The driving position is upright and offers good visibility to the front and sides. Visibility to the rear is blocked by thick pillars but aided by the available back-up camera.

The unusual second-row bucket seats are quite comfortable and offer adult room. They also slide fore and aft a few inches to increase leg room. The center seat is not that comfortable and has a low-mounted shoulder belt. It is removable and can be replaced by tray or left as a pass-through to the third-row seats. When not in use the center seat or tray can be stowed in the bottom of the front-seat center console.

Third-row seats can be adult friendly, but only if the second-row seats are pushed forward. Getting back there is a challenge because only the passenger-side second-row seat tips and folds and the center pass-through is quite narrow.

Cargo space is limited to a row of grocery bags with the third-row seat in place. Fold the third-row seat and cargo room grows to generous. Second-row seats also fold, but not quite flat. The separate opening tailgate glass is unexpected in the class. There are numerous interior cubbies and storage trays and ten different cup holders.

Bottom Line
With gas prices topping $4.00 per gallon, spending a few extra dollars for a more fuel-efficient vehicle begins to make sense. According to the EPA, an owner of a conventional Toyota Highlander will pay $2935 per year on gasoline. If that person had purchased a Highlander Hybrid, they'd have paid only $2148. That's a savings of nearly $800 per year, which goes a long way toward offsetting the $3000 price premium for a Highlander Hybrid.

Highlander is a great, family-friendly crossover-utility vehicle. It has a comfortable ride, competent handling, good fuel economy, and plenty of passenger and cargo space. However, Highlander is also not the only game in town; Mazda CX-9 and GMC Acadia are two stout contenders that come to mind. Hybrid or conventional, buyers who are looking for a crossover-utility would be wise to take the time to test drive Highlander before buying.