The four-cylinder engine offers good power. It's quick, smooth and quiet, delivering 160 horsepower and 165 pound-feet of torque. We found the four-cylinder version to be a happy performer and didn't feel like we were missing something by not having the V6. The four-cylinder gets significantly better fuel economy than the V6 (22/27 vs. 19/25 mpg EPA-estimated City/Highway in 2WD trim). When equipped with the 4WD system, EPA mileage is one or two mpg lower. The four-cylinder Highlander comes with a four-speed automatic transmission. It features a Snow Mode for improved throttle control when accelerating from a standstill on a slippery surface.
The optional V6 is larger and more powerful, at 3.3 liters and 230 horsepower. Torque is increased significantly, to 242 pound-feet. Torque is that force that propels vehicle smartly away from intersections and up hills. Further enhancing engine smoothness are active-control motor mounts that cancel vibration. Toyota recommends using premium fuel for the V6, but it runs fine on regular. The new V6 is mated to a new five-speed automatic.
Highlander feels at home around town, amidst traffic lights and parking seekers. It's a good size for city streets and soaks up potholes and irregular pavement well. Rolling into suburbia, the Highlander fits right in. It's a natural mall-crawler, maneuverable and quick to nose into a parking slot. The steering effort is very light at low speeds, so it's easy to turn in tight quarters.
It cruises well on major highways, offering good stability and a smooth, quiet ride. It's a solid-feeling structure. Grip is quite good for hard cornering, better than expected. On winding roads, though, the steering felt slow and a bit vague. The suspension is too soft for serious hard driving, with significant body roll. Like a lot of cushy SUVs, it wallows in corners and the body leans.
Toyota's electronic Vehicle Stability Control (VSC) with traction control (TRAC) is now standard on all Highlanders. VSC can detect sliding of either the front or rear wheels and it reduces engine power and/or applies the brakes on individual wheels to correct the Highlander's course.
Braking is certain and smooth. Standard on all Highlanders are anti-lock brakes (ABS) with Electronic Brake force Distribution (EBD) and Brake Assist. ABS helps the driver maintain steering control under hard braking. EBD optimizes brake force at each wheel under different load conditions and as the car's weight shifts forward under braking for improved stability and reduced stopping distances. Brake Assist detects an emergency braking situation and automatically maintains enough brake pressure to engage the ABS even if the driver makes the mistake of relaxing pressure on the brake pedal.
All-wheel drive works great in slippery or inconsistent conditions. Snow melt, muddy ruts, icy patches on shadowed curves were easily handled by our AWD V6 Limited. On a meandering back road, the Highlander cut up hills through eight inches of newly fallen snow like a snowplow on a rescue mission. All-wheel-drive Highlanders use a permanently engaged system that splits torque 50/50 front/rear, and relies on the traction control to limit slippage at any wheel. Highlander is intended primarily as a highway and street vehicle with all-weather capability. It is not meant for boulder bashing and serious off-road driving. That said, we found the Highlander more capable in demanding situations than Toyota publicizes, at home on graded dirt roads after a heavy rain. Highlander does not offer the low-range gearing that would be required for more adventurous travel; Toyota has the 4Runner for serious off-road duty.
The four-cylinder Highlander can tow a 1500-pound trailer, or up to 3000 pounds with the optional towing prep package. The V6 models can tow up to 3500 pounds with the towing prep package. Next Page