2009 Toyota Highlander Hybrid

Larger, more powerful, more fuel-efficient

Gary Witzenburg / autoMedia.com

The lengthy list of standard comfort and convenience features includes six-speaker AM/FM/CD audio, the 40/20/40 split fold-down second row with its Center Stow seat and console, multi-function keyless entry, power door locks, windows and mirrors and three 12-volt auxiliary power outlets. Among the available options are a power rear door, voice-activated navigation, rear-seat entertainment, three-zone air conditioning, leather seat trim, multi-stage heated seats, power tilt/slide moonroof, a tow package and nine-speaker JBL premium audio with a six-disc changer and Bluetooth wireless technology.

Driving Impressions

Probably the best thing about the Highlander Hybrid is that its “hybridness” is virtually transparent. Step on the gas, it goes—and fairly well. The drive motor kicks in with instant electric torque to boost the gas engine’s grunt. Step on the brakes, it stops—as well and smoothly as most conventional cars—despite the fact that early and/or light braking is regenerative (the drive motor becomes a generator driven by the vehicle’s kinetic energy to pump energy back to the battery), while longer and/or harder braking transitions into the friction brake system. And twisty road handling is typical of most any large, fairly heavy CUV.

Where it reveals its hybrid aspect most obviously is when you push the start button: nothing much happens at first. Gauges wake up, little lights flicker, but there’s no sound or vibration because the engine doesn’t start until it needs to, say when the A/C kicks in, or you put it into gear. Yes, you can drive it very gently and slowly on electric alone for a brief time (maybe a block in city stop and go) but the V6 participates most of the time, except when decelerating and at rest. The only other quirk we noticed was the electric CVT (continuously variable transmission) pushing engine rpm ahead of vehicle speed in moderate acceleration.

Toyota’s Hybrid Synergy Drive saves fuel primarily around town, so we saw 25 mpg locally at times but ended our drive at 22.2 mpg following an extended freeway run—better than the 18-20 mpg that large, non-hybrid three-row CUVs typically can deliver. It is pricey—our loaded test Limited started at $41K and stickered out at nearly $49K. Hybrid CUV/SUV seekers can opt for Ford’s less expensive two-row Escape compact CUV or GM’s more expensive Chevrolet Tahoe full size SUV hybrids (or their Mercury and GMC counterparts), but Toyota’s Highlander line offers the only hybrid in the large three-row CUV segment today. (www.toyota.com)

About the Author

Former automotive engineer Gary Witzenburg has been writing about the auto industry, its people and its products for major magazines, newspapers and web sites for more than 20 years.