Toyota replaced the Highlander’s long-serving V6 engine with a turbocharged four-cylinder. The turbo-four doesn’t make as pleasant of a powertrain as the old V6, and we didn’t see an improvement in overall fuel economy. Still, the Highlander remains a roomy, comfortable, functional, and likely reliable choice among midsized three-row SUVs. As such, it continues its perch right near the top of our rankings.
The new 265-horsepower, 2.4-liter turbocharged four-cylinder engine supplies plenty of low- and mid-range power, and it feels more adept than the outgoing six-cylinder when it comes to scooting around slower cars in a two-lane passing zone. But our test numbers say the Highlander with the turbo-four is actually about a half-second slower from 0 to 60 mph, and its gritty sound when accelerating makes us long for the silky-smooth 3.5-liter V6. What’s more, our tests show that fuel economy is the same 22 mpg overall as before. However, Toyota says the Highlander’s emissions are much improved. We still think the Highlander to go for is the hybrid version with its excellent 35 mpg overall.
The ride is more firm than it is plush, but the suspension proved capable of keeping occupants isolated from bumps in most situations. The Highlander acquits itself fine through corners and remains secure even when pushed (with a notable improvement through our avoidance maneuver test), but handling agility isn’t a strong suit; the steering is on the slow side, and it exhibits noticeable body roll when the pace is picked up even slightly on curvy roads. There’s acceptable levels of noise isolation in the cabin, but the rougher-sounding turbo four-cylinder engine and some wind noise on the highway detract from overall refinement.
The front seats are comfortable for many body types, with plenty of adjustments and long-lasting support. But the plastic center console steals some of the driver’s right knee space, and a few people found the door armrest poorly placed for all-day comfort. The second-row seat is spacious, with lots of legroom and elbow room. The seat slides fore and aft, and it reclines in two separate sections, enabling plenty of passenger and cargo flexibility. The third row is low, firm, and tiny compared with other competitors in the segment. Toyota’s lever-operated mechanism moves the second-row seat forward to create a path to the third row with a single pull, but it’s more awkward to use than the simpler, push-button setups of some competitors. Both seven- and eight-passenger seating configurations are available.
Interior fit and finish in the mainstream, third-tier XLE trim we tested isn’t all that impressive, and pales in comparison to midsized SUVs such as the Hyundai Palisade, Kia Telluride, and Subaru Ascent. The XLE lacks much in the way of special touches, such as a felt-lined glove box or perforated leather seats. For nicer Highlander furnishings, such as real leather, buyers have to opt for the top Limited and Platinum trims.
Most controls inside the Highlander are easy to use. The new infotainment system’s touchscreen is larger and looks more modern, but a few added steps are required to perform certain tasks. And because there isn’t a “home” screen, it can be tedious to jump between menus, such as the radio and navigation. It’s also annoying that the volume knob is located all the way over on the right side of the display—no doubt Toyota’s thinking is that the driver will use the volume controls on the steering wheel, and the front passenger will use the knob; but what if the driver would prefer to use a knob instead of the steering-wheel buttons?
Automatic emergency braking with pedestrian detection, automatic emergency braking that operates at highway speeds, lane centering assistance, lane departure warning, lane keeping assistance, adaptive cruise control, and automatic high beams come standard. For 2024, blind spot warning and rear cross traffic warning are also standard.