Toyota Highlander: The Camry of SUVs

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Bigger in all ways

With the Highlander's size increase comes more mass—about 300 pounds. Such a weight burden would be too much for a four-cylinder given the engineering team's performance goals, so a version of Toyota 's corporate 3.5-liter V-6 is the only engine available. (The new hybrid is its own story.) Compared to the 3.3-liter V-6 that it replaces, the new engine delivers another 55 horsepower (!) for an impressive total of 270 hp on (relatively) affordable 87 octane unleaded. All-important torque is also up to 248 lb-ft, an increase of 26. The power moves the Highlander along smartly with efficiency that betters the outgoing model (17 city/23 highway for 2008 for a 4WD model).

Dynamically, the Sport is the only non-hybrid model in the Highlander range that will appeal to TheCarConnection.com readers. The base and Limited editions are too softly sprung to be twisty-road interesting—think Toyota Avalon—complete with zero-feedback electrically-boosted steering plus mushy springs and dampers. However, the Avalon connection isn't all bad. The Highlander is based on the same architecture that rides under that car and the Camry. The platform is stiff, doesn't weight too much, and offers good connecting points for the suspension. That Toyota elects to tune so many of their models for comfort and not speed is a wise ROI-boosting decision because, let's face it, most drivers aren't enthusiasts.

But for the few and the proud who demand stiffer spring rates, tighter dampers, and lower aspect ratio tires, there is the Sport Highlander we drove. With its totally recalibrated suspension and low-profile P245/55R19 tires, the Sport takes a nice set in sweepers and refuses to hobbyhorse. While it's no Skyline, its turn in is quick and predictable. Roll is well controlled, and the brakes (12.9-inch rotors with twin-pot calipers up front) burn off speed without drama. With so much power from the V-6, the Sport accelerates as expected, briskly and smoothly with no flat spots from idle on up to over 6000 rpm. A five-speed automatic handles shifting duties, but even though Toyota calls it the "Super Intelligent Electronically Controlled Transmission," its lethargic performance earned only a B in the automatic mode and a C when set for manumatic sequential shifting.

With 8.1-inches of ground clearance and available full-time four-wheel-drive (with a 50:50 torque split), light-off roading is also part of the Highlander's repertoire, especially since Toyota engineering finally acquiesced and put an OFF switch for the traction control. No longer will you get stuck on beach access roads or your plowed-in driveway.

As we racked up miles during our evaluation, our only complaint focused on the electrically-boosted steering. While we understand the benefits of the system (less mechanical complexity and parasitic power consumption compared to hydraulic units), the feedback still leaves a lot to be desired. Like most things technical, somebody will come up with a better-tuned electric box that delivers unfiltered communiqués from the road. We can't wait.

As shown with each generation of the top-selling Camry, Toyota is a master of offering what the market wants…and most Americans prefer white bread. Toyota now delivers in a larger loaf that any car person can feel safe recommending.

Base Price: $34,150

Engine: 3.5-liter V-6, 270 hp/248 lb-ft

Drivetrain: Five-speed automatic, front- or all-wheel drive

Length x width x height: 188.4 x 75.2 x 69.3 in

Wheelbase: 109.8 in

Curb weight: 4045-4255 lb

Fuel economy (EPA city/hwy): 17/23 mpg

Safety equipment: Front, side, and curtain airbags; anti-lock brakes; traction and stability control

Major standard equipment: Keyless entry/start; automatic climate control with filtration; power windows/locks/mirrors; power driver seat; tilt steering wheel; AM/FM/CD audio system

Warranty: Three years/36,000 bumper to bumper