2011 Toyota Highlander Hybrid – Short Take Road Test

2011 Toyota Highlander Hybrid – Short Take Road Test «

2011 Toyota Highlander Hybrid – Short Take Road Test

Despite the return of $4-per-gallon gas and the ongoing maturation of small cars in the U.S., Americans still want and occasionally need large vehicles. The seven-passenger Toyota Highlander hybrid was one of the first crossovers to balance suburban practicality with electrified efficiency when it debuted in 2006, and a thorough redesign for 2008 strengthened the overall package.

For 2011, a modest face lift better distinguishes the Highlander’s hybrid calling, and a larger V-6 engine offers the tandem benefits of more fossil-fueled grunt and improved fuel-economy estimates.

The Basics

The substitution of Toyota’s ubiquitous 3.5-liter V-6 for the previous 3.3-liter is the most noteworthy change for 2011, bringing the Highlander hybrid up to spec with the Lexus RX450h. With 231 hp and 215 lb-ft of torque (versus the RX’s 245 hp and 234 lb-ft,) the V-6 is joined at the front axle by a 167-hp electric motor. A 68-hp motor at the rear axle provides on-demand all-wheel traction, with both motors sourcing juice from a nickel-metal hydride battery. The combined output is 280 hp, 10 more than the regular Highlander’s 3.5-liter V-6, but 15 fewer than the RX450h’s total.

As in the RX hybrid, a continuously variable transmission transfers power to the wheels while removing any enjoyment from the driving experience. It’s sluggish and causes the engine to drone under acceleration. Although city and highway fuel-economy ratings of 28 and 28 mpg are up from last year’s 27/25 figures, we managed 22 mpg over 800 miles of mixed driving—a mere 1 mpg better than the last Highlander V-6 we tested—making us think upping the battery capacity would have been a better strategy than switching to the larger V-6. (We managed 25 mpg in a similarly rated, all-wheel-drive RX450h.)

Also new for 2011 are a revised grille and front bumper unique to the hybrid, blue-tinted lenses for the projector-beam headlights, and body-color rocker panels with chrome accents. As a result, the hybrid’s lines are cleaner than the standard Highlander’s, and the hybrid provides a slight visual return on your investment, although it remains stealthy enough to get lost in the Whole Foods parking lot.

Putting It All to Work

The 4815-pound crossover’s performance was a touch inconspicuous, though. This Highlander scooted to 60 mph in 7.3 seconds and tripped the quarter-mile lights in 15.2 seconds at 92 mph—comparable to the last V-6 model we tested, which finished midpack in a six-vehicle comparison test. Its 181-foot stop from 70 mph is solid for this size class, although 0.74 g on the skidpad is somewhat lacking. Nineteen-inch wheels—standard on Limited trims and a $1020 option on the base model—may have helped the skidpad figure a touch but wouldn’t have done much about the considerable understeer and body roll we noted.

Given its mission, however, the Highlander hybrid’s ride quality is decent if a little choppy and underdamped, and the lack of lateral support in the front seats isn’t an issue at suburban speeds. The switch between electric and internal-combustion power is nearly seamless, usually necessitating a glance at the dash-mounted power meter/trip computer to see what the V-6 is (or is not) doing. As with most hybrids, the regenerative brakes are grabby, and the electric power steering offers zero feedback or buildup off-center.

Toggling the EV button on the center console allows for low-speed, short-distance travel on electricity alone, but it’s more gimmick than useful electric-vehicle operation. Like those in most other hybrids, the electric-propulsion system in the Highlander is really only intended to augment the gas engine. If the driver more than breathes on the throttle or exceeds 15 mph, especially in cold weather and with the accessories whirring, the Highlander will go back to emptying its 17-gallon fuel tank.