2008 Toyota Highlander Review

Specifications

It seems like only yesterday that Toyota introduced its extremely popular midsize Highlander crossover, but it has actually been almost six years since the 2002 model year vehicle’s 2001 launch. And while it’s done a fairly good job of weathering the storm of crossovers that have blown onto the stage since this trend-setting vehicle debuted, it’s high time for a change. Toyota’s answer is this 2008 Highlander, sporting the brand’s distinctive new Vibrant Clarity design language and spreading its greater mass over much more real estate.

Yes, the Highlander has grown substantially this year, no doubt like many of the teens who grew up in the old Highlander that will now be occupying its rear seats as their parents trade in old for new. It’s longer by 3.8 inches from end to end and has been expanded in width by 3.3 inches, while a 3.0-inch extension from axle to axle provides much more legroom, particularly noticeable in the second row of seats, and when comparing the current third row to the new one.

But the new Highlander is not just roomier. It’s also better looking inside and out, although I can appreciate not all will agree. It’s just that the old model was kind of bland, and the new one is now unique in this overcrowded segment, with a strong, individualistic presence shared with RAV4 at one end and 4Runner on the other, the former an obvious inspiration for the new model’s curvaceous overall shape, and the latter a more rugged muse for the Highlander’s sculpted fender lines.

In fact, the way the rear haunches kick up and over the wheel arches is almost radical in comparison to the old car, not to mention the segment norm, and Toyota’s done a nice job of finishing off the Highlander’s rear end design too, an afterthought for some rival crossovers. The new model sports attractive jewel-like taillights, a brushed aluminum-look appliqué over the license plate and a fairly upright and therefore much more functional shape to the liftgate than the sweptback look that’s so en vogue now.

That tailgate not only opens upwards to shelter its owner from the elements when loading or unloading gear, but also features a separately opening glass window when opting for any model above base, ideal for dropping in smaller packages or grocery bags.

This more utilitarian shape translates into a much roomier cargo area, comprising 10.3 cubic feet of space with all seats upright and 42.3 cubic feet with the third row laid flat into the floor. Drop both rear rows and its luggage capacity jumps to an almost minivan-like 95.4 cubic feet, which incidentally is 14.8 cubic feet more than the SUV it replaces, growth that is equivalent to the trunk space in an average midsize sedan.

Additionally, when the third row seats are upright, all of that space and the aforementioned near vertical rear hatch make for more headroom than the majority in this class. I crawled in back, of course, like I do every time an automaker introduces a new seven- or eight-occupant SUV, and found the process not too difficult even for my mid-40s frame. The Highlander has seatbelts for seven, in case you were wondering, and yes, there’s room enough even for two full-size adults back there. If the trip was going to last more than an hour I’d probably petition for shotgun or at least the second row, as the floor is a bit shallow causing the knees to sit higher than they’d be in the ultra-comfortable chairs up front, but really, most use their third rows for transporting those under five feet, so it’s all probably a moot point.

Parents and second row passengers will definitely be interested in one of the most inventive seating systems I’ve ever experienced, something Toyota calls its Center Stow Seat. In fact, what the Japanese company’s innovative engineers have thought up will be the stuff of neighborhood envy, and could possibly cause someone to buy the car without even taking it for a drive. At first glance, the Highlander looks like a six-seater, laid out in similar fashion to Chrysler’s Pacifica in that there are two captain’s chairs side-by-side making up the second row, with a small center console in the middle for holding drinks, etc. Lean down and tug on a handle at the rear of the front console, however, and a door will open, revealing a tightly bundled middle seat that’ll open up and stretch out like a contortionist released from a suitcase. It replaces the aforementioned rear center console which, like the seat, folds up and slides into its cubby below the driver’s armrest, as if no-one were the wiser. Yes, it’s the coolest feature I’ve seen since the Honda Fit’s Magic Seats or Chrysler’s Stow ‘n Go minivan setup, and it’ll cause a stir in the crossover segment plus will no doubt be duplicated by Toyota’s many rivals. And while I wouldn’t want to get stuck in the middle position for any lengthy duration, there are a couple of derrieres in my family small enough not to notice the narrow middle seat.

As much as I wanted to sit in back and play swap the seat, the majority of my time was spent in the driver’s or front passenger’s seat, and with regards to comfort I had no complaints at all except for the base car, which doesn’t offer lumbar support. All other models do, however, and the top-line Limited even features a powered extension for the lower cushion, important for taller drivers who I’ve oft heard complain about the abbreviated cushions common in Japanese cars.

The steering wheel in the base Highlander is about as basic as I’ve seen, and with absolutely no redundant steering wheel controls it looked kind of naked when compared to the pricier models that come with more buttons than I’ve ever seen before, or compared with most of the Highlander’s competition which get steering wheel controls without expending as much money. Everything else is logically laid out, mind you, and easy to operate, with the audio controls set up high on the dash and HVAC system just below, easy to see without too much distraction and not far to reach for driver or front passenger.

As nice as the Highlander’s cabin looks, interior execution isn’t quite up to expectations. I know that some will find any negative comment about a Toyota product to be next to sacrilege, but suck it up and take it like the savvy consumer you are, because this SUV has cut a few corners when compared to the one it replaces, and more so feels a little basic when put side by side with its newly minted main rivals, the Hyundai Veracruz, and the General Motors triplets, the GMC Acadia, Saturn Outlook and Buick Enclave. For starters, the Highlander’s interior surfaces are mostly textured in a nice matte finish, although there isn’t a scrap of soft-touch material to be found anywhere inside other than the cloth seats, center armrest and armrests on the door (which are always positioned too low to do any good). All panels are hard, and in the case of the window ledges, where most of us rest our arms, what was previously either a complementing cloth or perforated leather padding the elbow is now that same hard plastic, proving totally uncomfortable for my bony joints. True, hard plastic lasts longer and is easier to clean, but I’d sooner opt for comfort in key areas.

Probably worse, the small plastic inserts that house the power window switches don’t even fit into their armrest cutouts, jutting out toward driver and passenger with sharp edges that scraped me when my arm unwittingly brushed the one attached to the driver’s side door panel on my way inside. Toyota’s on-hand staff said that these were pre-production vehicles and that this specific problem would be ironed out before the vehicles hit dealerships, but having waited long enough for Highlanders to arrive at the retail level so I could investigate the claim before putting this review to print, I found that no such remedy came to fruition. I may be getting a bit picky, but I suppose that I expect more from a company consumers place on a higher pedestal from most due to a reputation built on quality.

Hyundai, on the other hand, a car company that most perceive unknowingly as bargain basement, has served up a new crossover with an interior to rival Toyota’s premium crossover, the Lexus RX 350, and in the case of Motor Trend’s recent comparison between the two, proved the superior vehicle overall (although I’m not in total agreement with their somewhat one-sided findings). There’s more high quality, soft touch plastic in the Veracruz than most premium SUVs offer, even under the dash where the majority of people will rarely find their hands wandering. Likewise, overhead the new Hyundai features top-tier woven roofliner material, the same kind of stuff you’ll find in any one of the expensive German brands, where the Highlander continues forward with gray fuzz on pressed cardboard … one of the least appealing headliners in the segment. Even the Highlander’s “environmentally friendly” faux wood doesn’t look very real, where many competitors in the industry have managed to create a fake wood grain that actually looks like wood. The new GM crossovers, while not quite as refined as the Veracruz, offer more soft-touch plastics and features than the Highlander, and look pretty good to boot, although the Enclave oddly uses an entirely different grain of wood for the authentic wood steering wheel, compared to its extremely fake looking dash and console wood. Please car makers, do it right or don’t do wood at all.

As you can tell, I’m not totally impressed with the Highlander’s plastics quality, mostly because it’s an SUV that’ll set its buyer back $27,300 in base trim. Toyota will even make you pay extra for a flip up rear window, a feature that only becomes available on the $29,950 Sport model, a version that also features a few of those redundant steering wheel controls that should be on the base car. But as much as I gripe, some of these points just won’t matter to you. The fact remains that the new Highlander is a very, very good crossover SUV that will no doubt pay its buyers back with a strong resale value. More power to you.

A cool middle seat, loads of interior room, attractive styling, and a strong resale value aren’t the only things going for this SUV, either. In fact, dynamically it’s quite good too. I spent the better part of the day in and around low-lying western hills, testing out various trim levels on myriad road surfaces and even a trail, as a passenger in the front seat and in back, as well as behind the wheel. My first impression is that Toyota has done an excellent job engineering its new midsize ‘ute, improving on the old one in every way possible, until it came time to park the larger vehicle without its optional reverse camera, mind you. And that backup camera comes standard in the aforementioned Sport model, the best value in the Highlander range, and doesn’t need to be packaged in with the navigation system, optional with the Sport and top-line Highlander Limited (and not available with Hyundai’s Veracruz … more points to Toyota). Still, its visibility is excellent all-round and when on the road it proved to be an athletic performer in the corners and easy enough to poke around the city’s downtown core in busy traffic. Performance from the upgraded 3.5-liter V6 is strong, with 270 horsepower and 248 lb-ft of torque on hand, although with 3,979 to 4,321 pounds of mass to haul around, depending on trim level, it doesn’t feel overly sporting at takeoff and might be better served with a six-speed automatic rather than the five-speed unit offered. Of course, it’s still quicker than most in this class, and the transmission is wonderfully smooth with positive downshifts for confidence inspiring passing, plus the addition of manual mode makes spirited driving more enjoyable. Incidentally, the old Highlander could only manage 8.6 seconds to 60 mph, while the new one can reach this speed in a mere 7.8 seconds, and that with fuel efficiency improved over last year’s 3.5-liter and emissions reduced (the old 3.3-liter in the new SUV’s lighter predecessor was a bit more efficient, mind you). No doubt the new Highlander’s much slipperier 0.34 coefficient of drag helps on the highway, reducing consumption and lowering wind noise.

As mentioned, on a winding road the Highlander can certainly strut its stuff, benefiting from a sophisticated fully independent suspension setup incorporating Macpherson struts (gas up front), gas shock absorbers all-round, coil springs, stabilizer bars and anti-vibration subframes allowing for a compliant ride yet relatively flat cornering ability. It is much more suited to high-speed freeway driving, mind you, and when traveling at 60 mph and beyond is as stable as any in this class, and probably better than most.

It’s decent off-road too, but by no means is the Highlander treading into 4Runner territory. Still, for jaunts to the summer cottage or trips to the ski hill it’ll do just fine, enhanced by an increase in ground clearance, as well as optional full-time four-wheel drive, Toyota’s Vehicle Stability Control (VSC), Hill-start Assist Control (HAC), Downhill Assist Control (DAC) and Traction Control (TRAC).

These electronic driving aids also improve stability during slippery conditions on-pavement, with standard four-wheel discs and ABS making stopping distances short, while passive safety features are highlighted by a full assortment of airbags, including the requisite frontal bags, front side-thorax airbags and side-curtain types for all outside passengers … oh, and I almost forgot a front driver’s knee airbag. Also, most won’t see that Toyota has made the new Highlander much more rigid overall than the outgoing model, so that when combined with integrated crumple zones and its seven airbags, it’s a much safer vehicle. It’s also safer for pedestrians who might wander into traffic, thanks to a hood specifically designed to collapse on impact and more empty space underneath it to absorb impact.

Now that I’m talking details, just what does a bargain hunter get for $27,300? Well there’s all the standard safety equipment just mentioned, plus the standard third row and ultra-flexible second row, and that much more powerful V6 thrown into the mix. Another bonus was the new Optitron gauge package, very stylish, plus an input jack for an external audio device is now part of the base package, as is a rear spoiler. A de-icer (optional) is integrated into the windshield to warm up the area around the wipers on cold winter mornings, a roof rack (optional) adds weekend convenience, and a six-speaker 160-watt audio system is decent enough for most peoples’ needs. Electric power steering is also part of the base package, as are standard 17-inch alloy wheels with optional 19s on Sport and Limited models. Additionally, a total of 5,000 pounds of towing capacity means active families that tow a small boat or trailer on weekends won’t need to own a truck-based SUV anymore.

Towing in mind, diesel fans shouldn’t expect to get an oil burner in our market, because Toyota will continue with its Highlander Hybrid, expected to launch later this year. The outgoing Hybrid is a superb performer, saving on fuel while delivering some pretty punchy acceleration.

Other models include the $29,950 Sport, the trim level that I already mentioned as the best value in the Highlander lineup and what will probably become the most popular. It features an eight-way power driver’s seat with lumbar support, a higher grade cloth for all seating positions (leather seats and simulated leather door trims are optional), a leather wrapped steering wheel and shift knob, an upgraded audio system with an in-dash six-disc CD changer and redundant audio controls on the steering wheel, a power rear liftgate and automatic door closer (optional), Toyota’s Multi Information Display, fog lamps, rear window privacy glass, rear window access, and the aforementioned 3.5-inch LCD display for the backup camera. There’s also heated front seats (optional) with tiltable headrests that come standard in the unique black interior, plus a four-way manual passenger seat with no lumbar support (why don’t some manufacturers think that passengers deserve as much lower back support over long distances as drivers or even power seats?). Automatic dual-zone air conditioning with cabin filtration and rear vents for the second and third rows are optional. A power tilt and sliding moonroof is also optional. Exclusive to the Sport are dark silver trim on the roof rack and roof rails, titanium colored tail lamps, and 19-inch 5-spoke aluminum alloy wheels with dark silver-painted accents. This one is priced to compete dead on with Honda’s aged Pilot, and seems to be featured similarly as well.

Just in case you were wondering if Toyota had more up its collective sleeve, a Limited model can be had for $32,700 with most of the standard and optional features just mentioned, plus exterior puddle lamps under the outside mirrors, variable cushion lengthening on the driver’s seat, wood grain and chrome interior trim, a premium nine-speaker JBL audio system (optional), a push button ignition and proximity sensing Smart key system, an electrochromic rearview mirror with an integrated digital compass, dual illuminated vanity mirrors (also standard in the Sport), conversation mirrors (standard on all models), an integrated garage door opener, LED reading lamps, an anti-theft system, remote fuel lid release, and the power rear liftgate and auto door closer that was optional on the Sport is now still optional on the Limited. Oh, and in case you want to never get lost again a 7.0-inch LCD display for the DVD-based navigation system is optional, and it connects through to the backup camera, of course, pushing the price up to $41,130 before the destination fee or taxes. And any one of nine attractive exterior paint choices doesn’t add a single penny to that fully loaded MSRP. Oops, forgot to add that iPod integration isn’t available (my wife would not like this), XM satellite radio costs $449 (ditto) and a remote starter at $529 so it’ll compete with the GM crossovers. OK, the total is now up to $42,108. Steep? Well, it’ll run you about the same as any one of GM’s trio of new crossovers with similar features, but is about $270 more than Hyundai’s full-load Veracruz with the same features (factoring in that the Veracruz isn’t available with navigation). Truly, the top-line Highlander is a reasonable value, as is the base and Sport. It’s just the base model that left me wanting more for the money.

So what do I think of the new Highlander? For the most part, it’s an excellent vehicle that’s sure to win over thousands of American crossover fans. I’m disappointed in the high base price, limited standard features and lower than expected interior quality, but for many these won’t be deal breakers. After all, it’s a Toyota and because of that should run with fewer problems than most rivals, and when trade-in time arrives in three or four years, it’ll still fetch a pretty penny. It’s hard to argue with such logic, isn’t it? Add to this that it looks great, and it’ll be an easy decision for many.