Toyota's midsize crossover was completely redesigned for 2014. The
2014 Toyota Highlander sports new exterior and interior styling, more efficient powertrains, and additional safety and convenience features.
The Highlander is a three-row crossover SUV that competes with vehicles like the Chevrolet Traverse, GMC Acadia, Honda Pilot, Hyundai Santa Fe, Kia Sorento, Mazda CX-9 and Nissan Pathfinder. There are only two vehicles that offer hybrid powertrains in this class, the Highlander and the Nissan Pathfinder.
Highland Hybrid gets a 3.5-liter V6 engine that combines with electric motors for a total output of 280 horsepower. All-wheel drive and a continuously variable automatic transmission are standard. Towing capacity is 3,500 pounds.
Highlander Hybrid safety features include stability control, antilock disc brakes, dual-front, front-seat-side, driver-knee, front-passenger seat-cushion and full-length side curtain airbags. Also standard is a blind-spot monitoring system with rear cross-traffic alert. The available Driver Technology package adds a frontal collision mitigation system with automatic braking and lane-departure warning. Rear parking sensors and a back-up camera are also available.
The 2014 Toyota Highlander Hybrid is available in but one trim level, Limited. It's priced at $47,500 and includes 19-inch alloy wheels, sunroof, LED running lights, foglights, a flip-up rear hatch window, power liftgate, rear spoiler, keyless ignition and entry, ambient interior lighting, tri-zone automatic climate control, leather upholstery, heated and ventilated front seats, eight-way power driver seat, memory functions, four-way power passenger seat, second-row table between the captain's chairs and retractable second-row sunshades navigation system, smartphone app integration, Bluetooth phone and audio connectivity and a 12-speaker JBL audio system with satellite radio, HD radio and iPod/USB connectivity.
Optional for the Limited is the Driver Technology package, which adds Toyota's Safety Connect telematics, adaptive cruise control, collision mitigation system with automatic braking, lane departure warning system and automatic high-beam control. A sub-model called the Limited Platinum includes all those items plus panoramic sunroof, heated steering wheel and heated second-row seats.
A rear-seat Blu-Ray entertainment system with a 9-inch screen is offered as a stand-alone option. Seven passenger seating on first- and second-row buckets and a third-row bench is standard. Optional is a three-person second-row bench seat that brings passenger capacity to eight. The Highlander Hybrid has a destination charge of $860 and is assembled in Princeton, Indiana.
Get Up and Go Toyota's goal in creating the Highlander Hybrid was to maintain all of the acceleration and gusto of the V6-powered gas-only model and provide the fuel-economy of a 4-cylinder. Toyota nailed the performance part. Given enough straight road, a stomp on the throttle will accelerate the Highlander Hybrid from 0-60 mph in about 8 seconds. That's great for the class and on par with most V6 competitors.
Under most circumstances the hybrid system operates in much the same way as the powertrain in a Toyota Prius. The electric engine can drive the vehicle at low speeds and in low-acceleration situations. If more power is needed or the battery level is low, the gas engine kicks on to help out. When decelerating the electric motors charge the battery. The hybrid system also has auto-stop that shuts off the gas engine at stoplights to save fuel. Where the Highlander system is slightly different is there is an additional motor on the rear axle. If the front wheels start to spin or maximum acceleration is needed, the rear-axle electric motor kicks in to provide a pseudo-all-wheel-drive system or more acceleration.
The hybrid system has a continuously variable transmission that handles power delivery between the engine, motors and wheels. It all works very smoothly without hesitation. Power delivery is linear, think train-like acceleration, as the transmission doesn't have stepped gears that are found in traditional automatics.
EPA Fuel economy ratings are 27 mpg city, 28 mpg highway and 28 mpg combined. This compares favorably to gas-only midsize crossovers. For example, the Chevrolet Traverse has ratings of 16/23/19 mpg, the Honda Pilot 17/24/20 mpg and the Hyundai Santa Fe nest out at 18/24/20 mpg.
Real-world driving can match or exceed the EPA numbers if you take full advantage of the hybrid-system's strengths. That means gradual throttle applications, ample coast-down time at stoplights and reasonable highway speeds. Gentile suburban commuting in fair weather is likely to yield about 27 - 29 mpg overall. In the depth of winter or the heat of summer expect those numbers to drop by 2 or 3 mpg. Either way, those are fantastic numbers for a midsize crossover.
On the Road No surprise, Highlander Hybrid drives like a typical midsize crossover, meaning car-like road manners. The suspension does an excellent job of filtering out bumps and quelling secondary motions. However, they hybrid is about 350-pounds heavier than the gas model and that's most noticeable when traversing railroad tracks or rough roads in excessive body pitching. On the whole, the Highlander Hybrid rides with the smoothness of key competitors like the Chevrolet Traverse and Nissan Pathfinder.
The extra weight extracts a bigger penalty in the road-holding department, where the Highlander Hybrid feels less athletic than gas-only competitors. Still, the steering inspires confidence with its natural feel and predictable tracking. Tires have mediocre grip when pushed to the limit -- as they should in a large crossover -- but provide secure and predictable traction in normal driving. Brakes take a little getting used to, but have more than ample stopping power. As is typical in hybrids, there is a slight deviation in stopping power when the brakes switch over from regenerative to friction braking.
Interior noise levels are extremely low. Wind and tire noise are never intrusive and engine roar only encroaches in hard acceleration. Though it should be noted that because of the continuously variable transmission the engine note stays constant throughout the acceleration rather than rising and falling like when mated to a traditional automatic.
Behind the Wheel Highlander's 2014 makeover ushered in a completely new interior awash in soft-touch materials, high-class fittings and user-friendly features. The dashboard is especially nice with its leather look and stitched seams.
Drivers face a traditional twin-dial instrument cluster, but in the case of the hybrid model, the tachometer is replaced with an eco meter that displays charge/discharge and engine power. It's a big help to first-time hybrid drivers as they come to grips with maximizing fuel economy. In between the dials is a handy color information display that provides additional vehicle, audio and navigation information. Center stack boasts nicely integrated touchscreen for audio, navigation, and phone control that is placed above proper climate buttons and dials. As with most people-movers today, ancillary controls are located throughout the cabin -- on the headliner, to the left of the steering wheel and in the center console. Thankfully, these controls are well marked and conveniently placed.
Toyota's voice-and-touch controlled entune system integrates controls of the navigation system and Bluetooth connection. It's fairly easy to use and doesn't take a master's degree to set up. There are a few specific apps that you can download to add functionality, but even the base setup should prove more than adequate.
Front seats are comfortable and chair like. Head room and leg room are good, even when equipped with the available panorama roof. Seating position is upright and higher than a typical sedan giving a good view of the road ahead. Outward visibility to the rear and side is good and the blind-spot monitor helps ease merging and lane changes.
Second-row seats are a pleasant surprise. The captain's chairs are quite comfortable and even the available bench offers more comfort than you might think, though sitting three across squeezes everyone. As in the front, head and leg room are quite good and getting in and out is a snap through the wide door openings. Third-row passengers aren't exactly treated like third-world citizens, but those seats certainly don't offer the kind of room or comfort full-size adults might expect. Still, there's enough room for three kids and getting in and out is easier than expected thanks to tip/slide second-row seats.
As with any hauler, the devil is in the details and it's clear that Toyota engineers and designers put in plenty of overtime in making the new Highlander as family friendly as possible. Starting with a wide open bin on the dashboard, cubbies and covered bins abound. There's even a nice cutout for power cords in the dashboard bin to allow for connection to the available power outlets located below. The front-seat center console is very deep and overs a dual-opening cover. Second- and third-row passengers get dedicated cup holders and storage bins. Space behind the third-row seats is ample for a week's worth of groceries or a weekend's worth of luggage, however, it isn't as deep as it could be because of the hybrid battery. Second- and third-row seats fold and create a long and flat load floor.
Bottom Line No doubt, Toyota's redesigned 2014 Highlander is more than class competitive in terms of features, comfort, and refinement. The hybrid model is pricey, but does return excellent fuel economy. If you are in the market for a versatile and economical family hauler, make sure you take the Highlander for a test drive -- you won't be disappointed.