2017 Toyota Highlander Hybrid REview Low gas costs have begotten hardship for compounds. Even today’s most effective gas-electrics—the Chevy Prius, the Kia Niro, and the Cars Ioniq—don’t pen against less effective but much cheaper nonhybrid alternatives in the same common category. And those are compounds that top 50 mpg. The Chevy Highlander multiple SUV is in an even difficult identify, given that its EPA scores are only a few mpg better than a normal Highlander’s.
Updated for 2017 along with the other Highlander collection, the multiple, as before, marries a V-6 engine to a 167-hp motor/generator to energy the top side tires, with a second 68-hp engine unit designed to the back axle offering on-demand all-wheel generate. The engine, however, is new, and for the first time is distributed to the nonhybrid Highlander. It’s now immediate treated and makes 295 horse power and 263 lb-ft of twisting, developments of 64 horses and 48 lb-ft over the past design, nudging the multiple powertrain’s complete outcome (taking into account both electric operated motors) from 280 to 306 horse power.
Of the four Highlander multiple cut levels, the platform LE design features the maximum EPA ratings: 29 mpg mixed, 30 mpg town, and 28 mpg road. The numbers for the other three (including the Restricted examined here) are each 1 mpg reduced. Either way, in comparison with the all-wheel-drive V-6 Highlander, the hybrid’s EPA reports are only better by a few mpg. Our real-world gas mileage was even less amazing, at 23 mpg overall—just 4 mpg better than the last nonhybrid Highlander we examined, a 2014 design that had the past, less-efficient V-6 engine and a six-speed computerized gearbox. With its new V-6 and eight-speed computerized, the present edition likely would filter the performance gap further. In our 75-mph road fuel-economy analyze, this newest Highlander multiple obtained 26 mpg—exactly the same as a nonhybrid 2016 Highlander V-6—or 1 mpg more intense than its EPA road ranking and no better than some of its nonhybrid colleagues, such as the Mazda CX-9.
If there’s a gold coating, it is that the Highlander’s multiple cost top quality has a compact footprint than most. The entry-level LE is only $2130 more than an all-wheel-drive, V-6–powered Highlander LE; on the XLE cut, the hybrid’s cost charge is just $1350, whereas the Restricted and Jewelry compounds are $1620 costlier than their gas-only alternatives. Oh, and this multiple (thanks to the modified, more highly effective V-6 engine) is the fastest Highlander we’ve ever examined, attaining 60 mph in 7.0 a few moments smooth. That’s 0.6 second faster than the old multiple and 0.3 second faster than the pre-refresh conventional Highlander with the past V-6 engine.
2017 Toyota Highlander Hybrid Interior
Still, we’d save the money and just buy the nonhybrid design, which also benefits from a more conventional generating experience. Speed up quickly in the multiple, and the V-6 and electric operated engines merge for a type of mooing soundtrack as the engine revs to its energy optimum and remains there while the transmitting involves the the best possible generate rate.
Despite the hybrid’s AWD installation, there is recognizable twisting guide as the top side tires battle for purchase during difficult speeding. Up to about 30 mph, the multiple seems peppy and quick; above that rate, the feeling of speeding subsides as the electrical engines lose breeze and the V-6 shoulder area more of the responsibility. This isn’t entirely surprising; according to Toyota’s weight numbers, the battery-assisted Highlander Restricted multiple is 310 weight bulkier than an comparative nonhybrid.
Dynamically, the three-row Highlander is boring, with inactive guiding, sometimes weak body system movements, and terrible avoiding mechanism feel. Chevy has yet to determine how to conversion efficiently from restorative braking—wherein the electrical engines act like technical braking system, transforming kinetic energy into electricity—to conventional rubbing avoiding via the avoiding mechanism rotors. The result is unexplained and unforeseen reaction from the avoiding mechanism your pedal, although the hybrid’s real avoiding ranges are par for this category.
2017 Toyota Highlander Hybrid Features
Powertrains aside, the multiple follows the normal Highlander program as a qualified close relatives hauler. All purchases obtain aesthetic up-dates for 2017, along with a wide-mouth grill, more LED illumination accessories front and back side, and a usually sophisticated overall look overall. The cabin’s set up is top quality and attractive, and we like the extensive display that covers most of the reduced sprint and is useful for saving daily detritus. Demerits range from the touchscreen’s range from the car owner (it’s an easier achieve for the top side passenger) and the stubby sound and HVAC buttons that are nearly cleanse with the nearby area and therefore difficult to hold.
The Restricted examined here, along with the top-end Restricted Jewelry design, comes with a couple of second-row captain’s seats and a third-row frequent, but customers can opt for three-person seats in both series to chair eight in complete on the LE and XLE. The Highlander’s second row provides a lot of space, plus fore/aft and lie down adjustments—although the seats have a rather low cushion—while the crowded third row is unbearable for anyone but youngsters. Usefully, the third row, when collapsed, types a fresh slam between the freight ground and the fold-flat second-row seats, so one can glide containers or other large items in without snagging freight on anything.
At $46,154 with only extra-cost ground pads and body-side moldings, the Restricted you see here isn’t unreasonably costly for a perfectly prepared mid-size three-row cross-over. Every 2017 Highlander now comes conventional with forward-collision caution, computerized urgent avoiding, and flexible vacation control, and every cut above the platform LE also has blind-spot tracking. The Restricted contributes warmed and vented front side seats, 19-inch tires, and more firefox external cut along with the sunroof, energy front side seats, energy liftgate, and set seats (vinyl in the third row) that the XLE delivers.
So the Highlander multiple is every bit the realistic and useful three-row close relatives cross-over that its gasoline-powered brother is. And therein can be found the rub: There’s no highly effective reason to pay additional for it or to deal with its drivability eccentricities. The little fuel-economy enhancement is unlikely to be of much interest, especially when gas is so inexpensive.