Stingy on Style

Folks wandering into Toyota Motor Sales Inc. showrooms this summer may mistake the all-new '08 Highlander for a big body-on-frame SUV, given the girth the cross/utility vehicle has added in its second iteration, as well as its boxy styling cues.

The new Highlander is nearly 4 ins. (10 cm) longer and 3 ins. (8 cm) wider than the model it replaces, also adding 3 ins. to the wheelbase, moving it toward the Ward's Large CUV category.

Fortunately, the extra weight doesn't sap the 3.5L V-6's ability to propel the new Highlander. But the jump in its step does nothing for the CUV's styling. Like so many Toyotas, the new Highlander, riding on an all-new chassis derived from the Camry and Avalon, isn't much to look at.

The square dimensions are at odds with the sexy, swoopy looks of competitors such as the Nissan Murano and Mazda CX-9. Ward's is told Toyota needed to keep the blockish proportions to hit its interior volume target (156 cu.-ft. [4.4 cu.-m]).

Exterior dress aside, Toyota has done a good job remodeling one of its most popular models, which sold 129,794 units (31,485 hybrids) last year.

Inside, the Highlander and its “green” twin, the Highlander Hybrid, the improvements are evident. Gone is the oily looking vinyl instrument panel, replaced by a sharp, low-gloss black plastic that is a dead ringer for the soft-touch satiny skins found in Volkswagens and Audis.

Also upgraded are the door handles, which are chrome-like and heftier than the old ones. Front seats are comfortable and supportive, as are the outboard second-row seats.

Less appealing, however, is the unique Center Stow Seat, which is narrow and hard and primarily suited for shorter adults or small children.

When not in use, the seat folds and stows under the front center console. But getting it there is a bit of a struggle. Highlander Chief Engineer Yukihiro Okane says he spent three years trying to lighten the feature and make it easier for women to handle.

If Toyota expects the new Highlander to appeal to minivan moms, it needs to take more weight out of the Center Stow Seat or install multiple, good-sized grab handles, as, once out of its storage nook, the device is unwieldy to lift into place.

The third-row seats, as long as the second row is moved forward somewhat, are reasonably accommodating for adults.

On the road, the Highlander Sport model is surprisingly nimble, with a suspension that transmits the right amount of road feel to the driver. Toyota adds new coil springs and high damping-force shock absorbers to the Highlander's standard MacPherson strut front and dual-link MacPherson strut rear suspensions.

The Highlander Hybrid and Limited models tested in Phoenix feel more typical of Toyotas: not too stiff, not too soft, just right for the average American buyer.

Steering in the Sport model also is nicely weighted and progressive, while the other Highlander trims tend to feel slightly over-assisted. Electronic power steering now is standard on all Highlanders.

A 4-cyl. engine option is gone, but the 3.5L DOHC V-6 (with dual variable valve timing on both intake and exhaust cams) in all non-hybrid models is surprisingly adept at motivating the Highlander. Its 270 hp represents a gain of 55 ponies over the old model's 3.3L V-6.

The new CUV weighs in between 3,979 lbs. and 4,321 lbs. (1,804/1,960 kg), depending on trim. Overall, the new Highlander gained about 400 lbs. (181 kg) compared with the previous generation.

Fuel economy during the test drive was disappointing. The non-hybrid Highlander in Sport trim averaged 17.4 mpg (13.5 L/100 km) under normal acceleration and at speeds under 50 mph (80 km/h). Air conditioning likely was the culprit, as the vehicle's blowers could barely offset the sweltering Arizona heat.

While cumulative fuel economy was not gauged in the Highlander Hybrid, the instantaneous readout often fell below 20 mpg (11.8 L/100 km) at average speeds.

Toyota estimates combined fuel economy to be 19-20 mpg (12.4-11.8 L/100 km) with the V-6, while the Hybrid should achieve 31/27 mpg (7.5/8.7 L/100 km) in city/highway driving.

According to new Environmental Protection Agency ratings, the Highlander betters or matches the old model. On paper, the mileage is competitive with similar models such as the '08 Saturn Vue and Mazda CX-9.

Toyota sticks with the previous-generation Highlander Hybrid's 208-hp 3.3L V-6, saying it is still quite new (the HEV debuted in 2005 as an '06 model) and, when mated to two electric motor generators as part of Toyota's Hybrid Synergy Drive, achieves the same 270 hp as the 3.5L V-6.

However, our test drive found the engine's 212 lb.-ft. (287 Nm) of torque to be lacking, even at mid-open throttle. No doubt the added 300-400 lbs. (136-181 kg) over the non-hybrid models was a factor.

New for '08 is a Hybrid System Indicator, which aims to teach drivers the power range that best equates to the most fuel-efficient driving. White dashes appear on the outer edges of the power meter; the fewer the dashes, the better the mileage.

Offered for the first time on a U.S. Toyota model is an emission-free electric vehicle mode, controlled by a console “EV” switch. When activated, the vehicle runs off its second motor generator, providing certain conditions are met.

Highlander goes on sale this month, while the hybrid arrives in October. Pricing starts at $27,300 for a 2WD model and peaks at $34,150 for a Limited 4WD model, excluding a $685 destination fee. Pricing for the hybrid models will be announced closer to launch.

Toyota initially is building the Highlander in Kyushu, Japan, but production shifts to Toyota's new facility in Blue Springs, MS, beginning in 2010.

Although its styling is a bit disappointing, the '08 Highlander is a well-appointed, capable CUV.

With its Toyota badge, the Highlander is bound to put its competitors on notice, including the upcoming all-new Honda Pilot, a strong player in the segment.

'08 Toyota Highlander Sport 4WD

Vehicle type: Front-engine, all-wheel-drive 4-door cross/utility vehicle

Engine: 3.5L (3,456 cc) DOHC V-6, aluminum block/aluminum heads

Power (SAE net): 270 hp @ 6,200 rpm

Torque: 248 lb.-ft. (336 Nm) @ 4,700 rpm

Compression ratio: 10.8:1

Bore x stroke (mm): 94 × 83

Transmission: 5-speed automatic

Wheelbase: 109.8 ins. (279 cm)

Overall length: 188.4 ins. (479 cm)

Overall width: 75.2 ins. (191 cm)

Overall height: 69.3 ins. (176 cm)

Curb weight: 4,255 lbs./1,930 kg

Base price range: $31,400

EPA fuel economy city/highway (mpg): 17/23 (13.8/10.2 L/100 km)

Market competition: Honda Pilot, Nissan Murano, Mazda CX-9, Saturn Vue