TOYOTA Highlander 2021

Body, cabin and cargo space

By migrating to the TNGA-K platform in 2020, the Toyota Highlander gained an extra 6 cm of wheelbase and overall length. That made the second row even roomier, especially in terms of legroom, where the Highlander has nothing to envy many of its longer rivals.

Overall, the first two rows prove very accommodating. The middle row captain’s chairs are well shaped and provide better support than most of three-passenger benches. The front bucket seats are comfortable, but tall people may find that thigh support is lacking. The driving position would be almost ideal for a crossover, if it weren’t for the door armrest, which is too far away.

The dashboard is distinctive for its large control buttons and dials; even the centre screen is flanked by real physical buttons (not touch-only) for the main functions. Toyota revamped the menus of its infotainment system in recent years, which has made it more logical than before. The optional Platinum package complicates things a bit; its 12.3‑inch screen integrates more functions that the standard 8‑inch display and must be used for certain routine functions that are easier with the buttons on the other models.

The Toyota Highlander still offers a host of practical storage spaces. A storage shelf under the centre air vents has a pass-through to the charging ports, and an immense covered bin lodges under the centre armrest.

The trunk is a bit less convincing. Volume is up compared to the 2019 model, and most families should find sufficient room for their luggage on a vacation—at least with the third row of seats folded down. However, several rivals are more generous in terms of space, especially for transporting very bulky items. The thin carpeting and plastic side lining may not avoid scratch marks for long.

Other highlights:

Finish: generally adequate materials, except the trunk, but Hyundai Palisade and Kia Telluride look more luxurious. Highlanders starting with XLE trim offer contrasting colours to brighten up the cabin. Precise fit.

Third-row: very poor headroom, even for an average-sized person. Bench is flat and extremely low. Enough room for a child in a booster seat thanks to sliding second row.

Convenience: heated seats and keyless ignition are standard. Heated steering wheel, navigation, panoramic sunroof and leather seats with memory feature restricted to top-trim Limited model; several rivals offer such features on their more affordable versions.

Safety features

• Antilock brakes with electronic brake force distribution and brake assist
• Stability and traction control
• Hill descent control (standard with all-wheel drive)
• Front airbags
• Driver knee airbag
• Passenger seat mounted airbag (to avoid sliding out from under seatbelt in a forward crash)
• Front side airbags
• Side curtain airbags
• Seven or eight head restraints (adjustable on outboard seats, retractable on middle seats)
• Tire pressure monitor
• Rearview camera
• Blind-spot monitoring
• Rear cross-traffic alert
• Forward collision warning with automatic emergency braking and pedestrian and cyclist detection
• Lane departure alert with automatic steering assist
• Lane centering assist
• Automatic high beams
• Emergency avoidance assistance
• Adaptive cruise control
• Rear parking sensors with automatic braking in case of cross traffic (standard, Limited; non available, other models)

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 4 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick+

Visibility

Forward visibility is adequate but diminishes on the sides because of the narrow and high windows. The very small rear window is a handicap when backing up. Large outside mirrors and blind-spot monitoring system partially compensate. The rearview camera would be more helpful if it had a lens washer, as on the Ford Explorer, for instance.

Headlights: The Insurance Institute for Highway Safety gave the standard LED projector headlights an Acceptable (3/4) rating. The LED directional headlights included in the Platinum package received the highest score for their superior performance in curves. Both types provide very good straight-line illumination.

Mechanical overview

At first glance the purchaser of a new Toyota Highlander will not notice the move to the TNGA (Toyota New Global Architecture) platform, the latest used for the automaker’s transverse engine vehicles. However, they will no doubt appreciate that it contributed to an overall weight reduction of between 100 and 180 kg, depending on the model. Additionally, its increased stiffness improves agility without unduly firming up the ride.

The most visible mechanical change is found under the hood of hybrid models. Toyota replaced their V6 engine with the 2.5‑liter engine shared by the Camry, RAV4 and Sienna. Combined with a trio of electric motors, this powertrain supplies a total output of 243 horsepower.

That’s a drop of 63 horsepower relative to the preceding generation, but fuel economy is the clear winner: the combined city-highway average has gone down nearly 20 percent, to 6.7 L/100 km, according to Natural Resources Canada. We managed 7 L/100 km during a test composed of three-quarters highway, which is impressive for a crossover weighing over 2,000 kg.

A continuously variable transmission transmits power to the front wheels. An electric motor mounted on the rear axle intervenes only when conditions require, in case of front-wheel slippage, for instance, or during heavy acceleration.

For the non-hybrid models, Toyota resisted the current push towards turbocharged four-cylinder engines and chose instead to install the direct-injection 3.5‑litre V6 it introduced in 2017, with no change to power (295 hp) or torque (262 lb-ft). Those numbers place the gasoline Highlander right in the middle of its category in terms of power. Its eight-speed automatic transmission is equally competitive.

The all-wheel drive system on the gas-only versions still has a drive shaft, unlike the hybrid AWD. It can direct up to half of the torque to the rear wheels if the front wheels lose traction or when starting off after a stop. The driver also can lock the torque split 50/50 between the two axles to get out of a tight spot.

The mechanical system creates more rolling resistance than the electric system on the hybrids. Still, we were able to attain the official highway rating of 8.6 L/100 km while easily keeping up with traffic. Our combined city-highway consumption was 9.9 L/100 km, slightly better than the 10.3 L/100 km official rating. The vehicle’s automatic start-stop system no doubt makes a difference in the city, though to enjoy the benefits you have to accept jerky functioning.

Driving impressions

The Toyota Highlander has always leaned more towards smoothness than dynamic performance. That still holds true for the fourth generation—except for the new XSE, at least in certain circumstances.

So let’s start with the sport-themed XSE. At highway speed, the ride remains compliant enough to avoid perturbing the occupants. However, on degraded arteries like Montreal’s Metropolitan Highway, the stiffened suspension transmits bumps to the cabin.

Though this suspension sharpens the response and reduces body roll in tight curves, you won’t find the aplomb of a Ford Explorer, or even a Mazda CX‑9. Similarly, the steering remains too light to equal the driving enjoyment of either of those models, though precision is not an issue.

We found the Limited Hybrid version more enjoyable, because it prioritises comfort without compromising agility in daily driving. In other words, it doesn’t make promises it can’t keep.

Evidently, its hybrid four-cylinder cannot aspire to the smoothness, vivacity or quietness of the gasoline model V6. It switches over imperceptibly, with ample performance for a family hauler, but can often get loud heading uphill or when accelerating.

Despite the fact that the automatic transmission mated to the V6 shifts too quickly to the higher gears, this is the quieter powertrain. Apparently the lesser refinement of the hybrid versions is the price to pay for the fuel efficiency of a compact car at the wheel of a midsize SUV.

Other highlights

Braking: Toyota has finally rid the Highlander of the spongy brake pedal it displayed for so long. Now, it is easy to modulate the brakes, and emergency stops are short and straight. This only applies to the gas models, though; the regenerative braking in the hybrids causes uneven pedal response.

Driver assistance: The excessive zeal of both the lane departure alert and adaptive cruise control quickly motivates the driver to turn them off. Fortunately, you can still switch to regular cruise function by holding down the stop-start button.