This is a base model? Shocking! Soft-touch dash top, door uppers, armrests and even a soft-touch lower dash tray that has to
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| Photo: Trevor Hofmann, Canadian Auto Press |
be the handiest idea I’ve ever seen for holding smartphones and other devices, complete with a covered hole for slotting power cords through. Cloth-wrapped A-pillars, like a Lexus, done in a similar high-quality woven fabric, an attractive well-featured infotainment system, a polyurethane steering wheel that actually feels nice, great looking patterned seat fabric (chocolate brown in my tester) and extremely comfortable front seats, nice mesh fabric door inserts and door armrests, a massive roll-top centre console bin that even allows use of the padded armrests when it’s opened up, nice looking satin silver-painted and chrome accents, swooping brown plastic trim on the doors that matches another swoop that wraps around the centre stack, automatic headlamps, integrated LED signals on the exterior mirror caps. The Highlander has always been an excellent mid-size crossover SUV, but now it has the refinement of a much more expensive near premium model, which is a big change for Toyota.
Now
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| Photo: Trevor Hofmann, Canadian Auto Press |
it’s honesty time: I’ve been critical of Toyota over the years. Not for producing substandard products, their overall quality and reliability is way above average, but rather for not always meeting the class average for perceived quality, the touchy, feely stuff like that mentioned above. Now, with the 2014 Highlander (plus all recently redesigned models), they’ve not only exceeded their own standards, but the majority of their competitors too. That it’s also larger, delivers better V6 fuel economy, and is arguably better looking are more than just added bonuses.
I suppose what originally warmed me to the new Highlander is one of the best TV ads I’ve seen in years, something I almost never mention in a review. But the national park warden/gatekeeper who asks the father and driver of a new 2014 Highlander, “Is this the new Toyota Highlander,” “Ever look at the stars through your
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| Photo: Trevor Hofmann, Canadian Auto Press |
moonroof… Ever wish upon them?” and “It has a V6 engine right? Is it powerful? Do you think I’m powerful?” amongst other disturbingly intrusive questions is brilliant. That Toyota backs the TV spot up with such a good crossover is truth in advertising, as he’s obviously quite impressed with the family’s “own little world in here.”
While impressive, it’s far from a little world. Like last year’s Highlander, the new one is classified as a mid-size crossover SUV, but it borders on full-size. Front seat space is commodious thanks to 12.7 millimeters (0.5 inches) of extra width (the Highlander is 76 mm/3 inches longer overall too) whereas second-row seating is even better, although I really miss the swappable and stowable centre seat/tray (previously
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| Photo: Trevor Hofmann, Canadian Auto Press |
hidden within the backside of the front centre console), replaced by a simpler armrest with cupholders (or a full console when the optional captain’s chairs are ordered, which reduce total seating from eight to seven – eight-occupant seating is new for 2014). Full-size adults in the third row will have to put up with the same shortcomings as the previous generation Highlander.
They must have had Cyril Takayama reconfigure the rear quarters because the aforementioned 12.7-mm of added overall width manages to improve third-row hip and shoulder room by up to 109 mm! Just the same, my legs (I’m five-foot-eight) still felt a bit cramped when the second-row seats were set to their rearmost position, 11 centimeters (4.3 inches) farther back than the furthest forward setting. Sliding the centre row fully frontward helps with third-row legroom, but of course this does nothing for headroom that its reclining seatbacks won’t
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| Photo: Trevor Hofmann, Canadian Auto Press |
do, while it cuts second-row legroom severely. I recommend setting it somewhere in between, and not leaving any adults back there for very long. Better news is that climbing all the way back to that third row has been made easier thanks to a new one-step second-row sliding function that adds 76.2 mm (3.0 inches) of additional space between the folded seatback and door jam.
So where did its 76 mm of increased length go? Unfortunately none of it ends up between the wheels, although if you wanted more cargo room in the very back then Toyota’s new Highlander will put a smile on your face. Now there’s 100 additional litres (34-percent more) of cargo space behind the new 60/40 split-folding third-row seatbacks for a total of 390 litres (13.8 cubic feet), which is a bit more than a Corolla’s trunk, plus 1,198 litres (42.3 cu ft) behind the second row (about the same as last year’s), and 2,370 (83.7) when both rear rows are folded flat
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| Photo: Trevor Hofmann, Canadian Auto Press |
(which is oddly 330 litres less than the 2013 model – likely the result of the new Highlander’s lower roofline, which improves aerodynamics and gives the crossover a longer, leaner, more aggressive stance). What’s more, all seats fold completely flat for a very large and accommodating load floor, and in case it still doesn’t provide enough cargo space for your requirements the Highlander can tow up to 2,268 kg (5,000 lbs).
To go along with its increased size, the 85-kilo (194-lb) heavier base Highlander LE rolls into 2014 with a standard V6 instead of a base four-cylinder engine. Despite only having 185 horsepower and 186 lb-ft of torque I never had a problem with the old 2.7-litre four-banger in this largish SUV, especially when it came time to fill up, but most customers opted for the V6 upgrade with its 270 horsepower and 248 lb-ft of torque, so therefore it wasn’t worthwhile for Toyota to
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| Photo: Trevor Hofmann, Canadian Auto Press |
build the smaller engine into the new design. The new base V6 should be familiar to Highlander owners as it’s nearly identical to the old optional 3.5-litre, other than the addition of a new variable intake manifold and dual VVT-I, which Toyota says “controls phasing on both the intake and exhaust camshafts to optimize torque and fuel efficiency.” While the upgrades don’t change engine output, the new Highlander feels a bit friskier thanks to a more dynamic and more efficient six-speed automatic transmission instead of the five-speed unit used in the old model. Yes, the 2014 model now moves off the line purposefully no matter how loaded up with family and gear, and equally positive can now be rowed through the gears manually via its standard sequential shifter.
Transport
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| Photo: Trevor Hofmann, Canadian Auto Press |
Canada rates the 2014 Highlander at 11.1 L/100km city, 7.9 highway and 9.6 combined in front-wheel drive trim or 11.5, 8.2 and 10.0 with optional all-wheel drive, the way my tester was fitted. The digital readout in the multi-information display ahead of the driver stated my average mileage was 13.9 L/100km, a far cry from the 10 L/100km claimed by Canada’s failed EnerGuide rating system, but not too far off of the much more realistic U.S. EPA’s metric-converted rating of 13.0 L/100km city, 9.8 highway and 11.7 combined. Our system will change for 2015 models, so be prepared for window sticker shock when it comes to mileage figures, but that will be the same for all of the Highlander’s competitors too. For now, use the Canadian figures for comparison purposes and check EPA specs for real-world accuracy.
As mentioned, my Highlander tester was a just-above-base LE AWD model, so all-wheel
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| Photo: Trevor Hofmann, Canadian Auto Press |
traction was great even in inclement weather. Not to be confused with old-school four-wheel drive systems that force a driver to shift from two- to four-wheel drive via a shift lever, modern all-wheel drive systems do their thing without your knowledge. The Highlander’s Dynamic Torque AWD with Downhill Assist Control is an advanced system that saves fuel by allowing two-wheel drive in dry conditions and automatically shifting to all-wheel drive when needed. If you want to “watch” what’s happening, you can toggle through the multi-information display to see which wheels are being powered in real-time.
Most Highlander buyers probably don’t need the extra expense of all-wheel drive, mind you, especially considering that the SUV comes standard with Toyota’s full suite
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| Photo: Trevor Hofmann, Canadian Auto Press |
of active safety gear such as Hill-start Assist Control (HAC), Vehicle Stability Control (VSC), Traction Control (TRAC), and ABS-enhanced four-wheel disc brakes with Electronic Brake-force Distribution (EBD) and Brake Assist (BA). All-wheel drive models include DAC (Downhill Assist Control) too, useful off-road. This said I wouldn’t call the Highlander an off-road vehicle, yet its 203 millimeters (8.0 inches) of ground clearance means that it can walk over rougher roads at slow speeds if you’re careful. I’ve been down some treacherous backroads in two-wheel drive pickup trucks and vans over the years (plus a few cars), so an all-wheel drive Highlander will take you into more places than you might think.
More importantly, the new Highlander should get kudos for its road-holding ability. I’ve always liked the big ute’s handling, as it truly lives up to the crossover SUV concept’s billing of car-like maneuverability. For 2014 Toyota has added uprated
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| Photo: Trevor Hofmann, Canadian Auto Press |
suspension components with different spring rates and revised dampers that truly improve its mid-corner stability, also aided by reworked electric power steering that improves turn-in and feel. Additionally, a high-speed digital controller now manages chassis and braking systems. Along with improved handling, the Highlander’s ride is exceptionally smooth, reducing road noise.
Music always sounds better in quieter surroundings, and the new Highlander’s standard six-speaker display audio system with AM/FM/CD/MP3/WMA capability plus aux and USB inputs, Auto Sound Levelizer (ASL), and voice recognition, all accessible via a 6.1-inch colour touchscreen delivers very good quality, while the new infotainment system is just another item that makes this base LE model feel upscale. It features standard Bluetooth hands-free phone connectivity, answerable on the touchscreen or via steering wheel buttons that also include redundant audio
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| Photo: Trevor Hofmann, Canadian Auto Press |
and cruise controls. I missed automatic climate control, not included in the base model, but the dual-zone manual system worked well enough and includes cabin filtration plus of course air conditioning. Other standard LE features include the usual powered items like door locks with remote access and powered windows with auto down/up up front, plus powered and heated side mirrors, as well as manually adjustable front seats (six-way for the driver and four-way for the passenger), a 3.5-inch LCD multi-information display, backup camera, tilt and telescopic steering, automatic headlamps, variable intermittent wipers with de-icing, a rear spoiler, 18-inch aluminum wheels on 245/60R18 all-season tires, tire pressure monitoring and all the usual airbags, including one for the driver’s knees and something new, a passenger seat cushion airbag for a total of eight. What’s the price for all this greatness? The 2014 Highlander LE starts for $31,680 plus for $1,690 freight and pre-delivery prep, while the LE AWD starts at $34,180.
If
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| Photo: Trevor Hofmann, Canadian Auto Press |
you want to stay with the most accessibly priced LE model but still require a few more luxuries, a $2,800 Convenience package adds unique 18-inch alloys, fog lamps, a leather-wrapped steering wheel and shift knob, an eight-way powered driver’s seat with powered lumbar support and variable cushion length power adjustment, heated front seats, tri-zone automatic climate control, satellite radio, a powered rear liftgate, and a handy flip-up rear window.
If you want your significant other to ride in similar levels of seat comfort you’ll have to opt for the top-line Limited model, but the passenger seat is still only four-way powered. Other Limited features include perforated leather to accommodate the ventilated front seats, driver seat and mirror memory, a heated steering wheel, 12-speaker JBL audio, woodgrain trim, heated second-row captains chairs, a panoramic glass roof, clearance and backup sensors, 19-inch chrome
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| Photo: Trevor Hofmann, Canadian Auto Press |
wheels on 245/55R19 all-seasons, blind spot monitoring, rear cross traffic alert, and more, while between LE and Limited there’s XLE trim that includes all the items of the aforementioned LE Convenience package except for the wheels, which get upgraded to 19-inch non-chromed alloys, plus a powered moonroof, a larger 8.0-inch touchscreen centre display with navigation, a larger 4.2-inch colour TFT multi-information display, proximity sensing remote access with pushbutton ignition, leather upholstery on the first two rows (the rear seat is leatherette), rear door sunshades (important for toddlers), a garage door opener, anti-theft system, etc. Optionally, my LE tester could have had leather upholstery for $1,995.
No matter how you outfit the new 2014 Highlander it looks good. Its styling follows the brand’s newfound passion for emotive styling, featuring a wide, deep grille
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| Photo: Trevor Hofmann, Canadian Auto Press |
front and centre, enhanced with a broad chrome strikethrough that exposes a thoroughly updated design initiative for Toyota’s SUV line. It pulls much from the Japanese brand’s car models, particularly the new Avalon full-size luxury sedan, while maintaining a rugged near Tundra truck-like presence. The aforementioned lower roofline adds to its longer, leaner look, while wrap-around headlamps and deeper sculpting of the door panels adds muscular shape.
I, for one, really like what Toyota has done with its Highlander. From exterior styling to interior design and execution, features to performance, it hits the mark squarely on the family-size crossover head. Toyota has stepped above and beyond expectations with the 2014 Highlander, and therefore should continue enjoying the loyalty of their devoted fan base.
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