2008 Toyota Highlander Hybrid Review

No matter how sophisticated the conductor, virtually every symphony orchestra lacks refinement in one section or another. World-class strings, horns and woodwinds can play the most complex compositions, but if the percussionists aren’t up to it, the performance will be lacking. This is the situation with the 2008 Toyota Highlander Hybrid Limited. With all of its technological sophistication the Highlander Hybrid has a few areas that don’t accompany the fancy tech very well. In some cases, there are characteristics that strike a sour note.

Our test vehicle was a Highlander Hybrid Limited, which carries an MSRP of $40,635, including a $685 destination charge. As the highest trim level, the Limited comes equipped with standard features such as hill assist, towing package, 19-inch wheels, seven airbags – including one for the driver’s knees – heated mirrors, fog lamps, privacy glass, back-up camera and smart entry system. Options on our test vehicle included rear-seat DVD system, voice-activated navigation, JBL four-disc, nine-speaker audio with satellite capability, Bluetooth phone connection, dual front and single-zone rear climate controls. With options, the total came to $48,602, including the $685 destination charge.

You probably won’t be able to do a burnout or donuts with the Highlander Hybrid, but if you mash the gas pedal, it accelerates the way we expect a crossover with a V-6. Unfortunately, gas mileage takes a hit. The 3.3-liter V-6 gasoline engine gets thrashy at higher rpms. The CVT works well in this application, changing “gears” more like a regular transmission. Econ mode adjusts throttle response to improve fuel economy in city driving. The switch between electric and gasoline power is seamless and almost unnoticeable unless you’re gazing at the power display.

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The Highlander Hybrid doesn’t handle all that well. The steering is numb and on the ponderous side. Cornering at anything but street speeds often requires mid-course correction. The ride can’t be called harsh, but it’s close. Every ripple, bump and hole is communicated through the tires and suspension. While you might be tempted to excuse these characteristics because the Highlander is a crossover, there are other vehicles in the segment that handle much better. The one positive is that the brakes, although grabby at low speeds, work well.

Fun isn’t the term we’d use to describe the Highlander Hybrid, at least not from a driving standpoint. Handling leaves a lot to be desired and ride quality is only as smooth as the road you’re on. Redeeming qualities have less to do with driving and more to do with convenience features and options. While the Highlander Hybrid is EPA rated at 27 mpg in the city and 25 on the highway, our best mileage was 23.0 and most of the time our mileage was in the 22s. Scrolling through the information display revealed that our test vehicle had averaged 23.2 mpg over 2,835 miles.

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With ample leg, head and shoulder room all but the very tallest front passengers will find the Highlander comfortable. The 10-way power driver’s seat is supportive and easy to tailor to your liking. Combined with the tilt-telescoping steering wheel, finding the right position was a snap. The wheel itself is leather wrapped and carries audio, climate, phone and voice controls. Missing was any seat memory function. While providing good comfort, the passenger seat has only four-way adjustment. When raised, the adjustable headrests were loose and didn’t feel well anchored. Dense padding covers the center armrest, while the door armrests are softer.

Mounted on sliders, outboard reclining seats are comfortable, but taller passengers don’t have much leg support. Headrests on these are more solidly attached. Door armrests are identical to those up front, while the fold down armrests have minimal padding and sit at an awkward height. There is noticeably less head and shoulder room, while legroom and foot room are good. The space between the seats has a removable insert to accommodate a third passenger, but for an adult this spot wont’ be comfortable. It’s narrow and small, with less cushioning and legroom. The alternative is a center console that adds two cupholders and some storage. 

Like most third-row seats in medium sized SUVs, these are best suited for children. Access is only from the passenger side, and while a 5-foot, 8-inch editor had little trouble getting in, it would be a challenge for larger people. While a medium-height adult will fit if the second row seat is moved forward, the seat bottom is small and sits low, leaving no leg support. The headrests are barely padded, making the thought of striking them with force unpleasant. The seats are a compromise to allow for a flat cargo floor.

It’s like riding inside a phonograph needle that’s playing a recording of TV static. Road noise is intrusive at highway speeds –tire hum and every bump; wind noise less so. With the third-row seat folded down, highway noise is diminished. At moderate speeds, drivetrain noise is noticeable. The audio system can cover for some of this, but the Highlander is noisier than other crossovers we’ve driven. Over rough pavement, there were a few rattles.

Large side view mirrors somewhat make up for some visibility challenges to the sides and rear. Over the left shoulder is good. Over the right shoulder is only OK because of the second row headrest and the height of the rear side window. With the third row seat and headrests up, the view straight back is like a tunnel. Even with the third row folded down, the backup camera is welcome addition. The image is bright and clear even at night. To the front, the windshield pillar on the left gets in the way when looking ahead for left-hand turns.