2014 Toyota Highlander
While there are several paths to take when redesigning an suv or crossover, the tried and true route seems to be make it bigger and more comfortable. And that’s the approach that Toyota has taken with the 3rd generation of their largest crossover, the very successful highlander. Let’s see if it still rates high on our list.
The Highlander has indeed been a very successful family-sized crossover for Toyota and that will more than likely remain the case for the 2014 edition.
But, not willing to take any chances, Toyota has equipped the new Highlander with a more sophisticated design and added additional features to keep suburban households in their corner.
While everyone likes to talk practicality and even fuel economy when making everyday vehicle decisions, most buyers still consider the right appearance a strong suit. The Highlander’s slicker sheet metal will help put that situation in its favor.
Body panels are more sculpted than before and there’s almost 3 additional inches of length to play with that gives it much more presence.
Up front, there’s a larger trapezoidal grille, reminiscent of the one sported by the athletic new Corolla; and redesigned A pillars that along with larger rear quarter windows allow for better all-around visibility.
Substantial 18-inch alloy wheels come standard with 19’s available.
Engines are carryover, however, but the all-wheel-drive V6 is more fuel efficient thanks to updates for the 6-speed automatic transmission. Government Fuel Economy Ratings are now 18-City, 24-Highway, and 20-Combined.
Energy Impact Score comes in average at 16.5-barrels of oil use per year with 7.2 tons of CO2 emitted.
We spent time in all powertrain options at the press launch in Carmel, California. And, as you might expect, the V6 with its 270-horsepower and 248 lb-ft. of torque was our preferred option. It’s both strong and more refined than the base 2.7-liter I4. The V6-based hybrid is also highly desirable with even more power and efficiency, but it still comes with a substantial sticker price penalty.
Regardless of powertrain, on the road Highlander feel both more comfortable and polished. And thanks to additional body sealing, added sound deadening materials, and rerouting of the exhaust system, the ride is quieter and smoother, moving Highlander closer to luxury utility ranks.
Dynamic Torque Control all-wheel-drive defaults to front drive until slip is detected, then up to 50% of power heads rearward. You also get torque shift for added grip under heavy acceleration and handling loads. Indeed, when the turns got extra twisty, we felt it helping us through the corners.
Inside there are new soft touch materials, primarily on the dash. But the more time you spend inside the cabin, the more you feel like Toyota could have spread the softness around a little more.
As before, three row seating is standard, but the third row is now wider allowing for 3 across and for first time 8-passenger capacity. Still, the shorter your legs, the more comfort you’ll be. Third row access is easier with a one touch sliding function for the second row.
Where there’s adequate room for just about anyone, whether you opt for bench seating for 3 or Captain’s chairs for 2.
Cargo space behind the 3rd row is up as well, to 13.8 cubic-ft. But, behind the 2nd row, space remains the same as last year at 42.3 cubic-ft. And, surprisingly, max. cargo with all rows folded is actually down a bit to 83.7 cubic-ft.
On the new features front, there’s available Dynamic Radar Cruise Control with Pre-Collision, Blind Spot Monitoring, and Lane Departure Warning.
The Highlander adds a useful shelf that spans the dash and is a great place for electronics and knick knacks that seem to always find their way into the cup holders.
Toyota has stepped things up in connectivity too, with the latest version of Entune standard, as is Bluetooth with audio streaming.
4 trim levels are available starting with the LE at $30,075. Limited models start at $40,500 with LE Plus and XLE in between. All-wheel-drive is available on all models, but the 4-cylider is only available in LE trim, and hybrid only as a Limited.
While the 2014 Toyota Highlander has indeed achieved a loftier status thanks to additional features, more passenger space, and increased refinement; in most ways, it’s still the same great family crossover as before. So while the Highlander is indeed new, it is also totally familiar. And that will please the Toyota faithful to a “T”.
Specifications
- Engine: All-wheel-drive V6
- Horsepower: 270
- Torque: 248 lb-ft.
- EPA: 18 mpg city/ 24 mpg highway
- Energy Impact: 16.5 barrels of oil/yr
- CO2 Emissions: 7.2 tons/yr
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs