The Toyota Highlander Hybrid at a glance
Toyota continues to rely on the combustion engine
Toyota, after all the world’s largest carmaker, does not give a damn about clear exit scenarios for the combustion engine, has quite a few e-mobiles in the quiver, but prefers the full hybrid across the group. The Japanese have had the best experience with it and are now installing the technology from the Yaris small car to the Highlander family crossover driven here (combined fuel consumption: 7.2-7.0 l / 100 km; combined CO2 emissions: 163-158 g / km²).
For the first time ever, we are offering the seven-seater giant, which with its 4.97 meters even towers over the old Land Cruiser that is still available in Germany. The journey starts at prices from 53,650 euros, and if you want to order the Toyota Highlander in the tested luxury trim including a full hut, you pay at least 63,690 euros. For so much money you actually get a flexible everyday companion that can take on the Audi Q7 and BMW X5, among others.
A trunk with its own zip code
The Japanese also carries its external opulence inside. The amount of space in the first and multiple adjustable second row of seats is more than princely, but with the panorama roof selected, the headroom at the rear is noticeably reduced. If the rear benches are folded down, the trunk, which can measure up to 1,909 liters, almost screams for its own zip code. House builders should also be told that there is space for roof battens up to three meters long in the Toyota Highlander. If the luggage compartment is not enough, trailers weighing up to 2,000 kilograms can be towed.
In addition to its practical qualities, the Japanese also scores with its good choice of materials, the faultless workmanship and its very comfortable seating. However, the imitation wooden moldings, which cannot hide their inexpensive character, are a bit off the beaten track. An infotainment system that is still old-fashioned in the presentation is another quirky feature that you either love or not about the Japanese.
With the power of three drives
Overall, the operation of the Highlander knows ups and downs and lives from the fact that you connect your smartphone to the vehicle. Vehicle-relevant data, on the other hand, is presented in the instrument cluster without any frills. The power meter and speed display are still analogue, but at the same time very easy to read. Many storage compartments and connection options (USB A!) For electronic devices are also to be highlighted positively, as is the way in which Toyota has integrated the inductive charging cradle into the center console.
When you get to the driving chapter, you should first throw a light on the engine. Although “the” engine is not right, the Toyota Highlander has three drive units. The centerpiece is a 190 hp 2.5-liter naturally aspirated engine that constantly drives the front wheels via a continuously variable CVT transmission. A 134 kW / 182 PS electric motor is also flanged to the front axle, which draws its energy from a 1.9 kWh nickel / metal hybrid battery, which in turn is fed by the gasoline engine or by excess braking and thrust energy. And because that’s not complex enough, there is another electric motor with 40 kW / 54 PS on the rear axle, which, depending on the situation, ensures that the Highlander becomes a flat-country all-wheel drive.
Test consumption 7.3 liters per 100 kilometers
In a nutshell, one could also write that the Toyota’s engine management system always tries to use the gasoline engine as a generator for the more efficient electric drive. If the small battery is properly supplied with electrons, even shorter distances in the city can be managed purely electrically. Whenever possible, the four-cylinder is switched off, is powered or sailed.
If the entire system output of 248 hp is called up once, the two-tonner sprints from a standstill to 100 km / h in under nine seconds, but raises its voice uncomfortably. The top speed is reached at 180 km / h, although we never got into the embarrassment of trying this out during our test drives. The bottom line is that the hybrid technology ensures that we hardly used more than 7.3 liters with the Toyota Highlander, which makes diesel almost obsolete with a 65-liter tank.
American vehicle set-up
Steering and steel chassis are of a cozy nature and although there is a “sport mode”, not much more happens here than the accelerator pedal characteristic changes from relaxed to strenuous. The suspension comfort clearly shows that the Highlander is actually a car for the US market, which is clearly not a disadvantage. Only the rear axle sometimes seems a bit awkward. If it goes over wavy, roughly patched asphalt passages, it becomes noticeably light and can shift significantly.
Assistance systems are of course enough for Toyota too, but in case of doubt you are better served if you keep all your senses together and concentrate on the road in front of you. Traffic sign recognition and distance cruise control work reliably, whereas the front collision warning is of a rather overzealous nature. The lane departure warning system, on the other hand, only masters the extensive ping-pong game between the road markings.
Conclusion
Big car, lots of space, low fuel consumption. The Toyota Highlander Hybrid reveals the qualities of an egg-laying woolly milk pig and holds back even when it comes to price. Above all, the unexcited drive concept is convincing and raises the question of why efficient full hybrids have a political and thus financial disadvantage compared to often uncharged plug-in hybrids. On the downside, on the other hand, there is a not quite up-to-date infotainment system and an operating system that is partly confusing. (Text and image: Thomas Vogelhuber)