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
2025 Porsche Taycan Turbo GT
It’s A Turbo GT With No Turbos Or Even An Engine
In an era when even mass market EVs have mind-bending acceleration, how do performance-minded brands such as Porsche stand out? Well, you take things to an even higher level of road-going insanity. Hold on for this one! The Porsche Taycan Turbo GT just changed the game again.
When the original Porsche Taycan arrived for 2020, it did not disappoint. We blasted the Turbo S version to 60 in 2.8 seconds and hustled that hefty Hoss around Roebling Road Raceway with 911-like proficiency. None of that was enough for Porsche. So, for 2025, the Taycan gets more range, more style, more tech, and of course it does it all faster than before too. And that’s before we even get to this Porsche Taycan Turbo GT which is new to the lineup.
For our return trip to Roebling Road, there was a threat of a major winter storm about to impact our track time, so we wasted none of it, hitting the track early and often. And it’s still amazing how this big battery on wheels can feel so Porsche like. No other brand has been able to accomplish a similar feat. We laud BMW for even coming close with the i4, but here you get the full capable and confident Porsche experience; even the brakes feel incredibly natural and powerful, ceramic brakes are standard with the Turbo GT.
Having said that, it remains a very heavy vehicle, so while you’re hustling it around the track it does tend to feel more like work than fun. Many EVs dial back the power as soon as you get up to speed, but here in the Turbo GT, it never seemed to let up, building to the point we reached over 170 mph on Roebling’s front straight, and the way it powers out of corners is otherworldly.
Now, while it does absolutely shred on a racetrack, it really feels best just high-speed sweeping your way through life on some scenic roads through the countryside. This Turbo GT’s 760-kW dual-motor setup cranks out 1,019 horsepower and 914 lb-ft of torque with Launch Control, which allows for sprinting to 60 in 2.2 seconds and clearing the quarter-mile in less than 10. But alas, that winter storm arrived and covered the track in snow before we got a chance to verify that.
You get the full capable and confident Porsche experience.
All Taycans get a new rear motor for ’25, along with updated software and improvements to the cooling system. And guess what? It charges faster too, now accepting up to 320 kW, getting it to 80% in as little as 18 minutes. There’s a 30% boost to the energy capture from regen braking as well, now up to 400 kW. What the Taycan desperately needed was more range, because who wants all this fun to ever stop; and it has been increased by as much as 35% throughout the lineup, now delivering as many as 318 miles; 276 for this Turbo GT.
The Turbo GT features a unique front splitter and active rear spoiler, but all Taycans get revised styling for ’25 including upgraded lighting and a revised front clip that both improves aerodynamics and accentuates the Taycan’s substantial width. All wheels have been aerodynamically optimized as well.
Things inside look mostly the same, but they have improved the functionality of their multimedia setup, moved some controls around, and provided more standard content. It’s a borderline luxury car experience as far as amenities and tech go, yet it still has a purposeful feel to it; and whether things are covered in Race-Tex or real leather everything looks and feels great. Gauges are of course all virtual now, but they can still have a traditional look if you prefer. You really have to duck down to get into the rear seats, but space is plentiful; and with a pair of trunks, there’s abundant luggage space too.
Using 41 kilowatts of electricity for every 100 miles, the Turbo GT earns a fair Efficiency Rating. There are now more options than ever across the Taycan lineup, and that’s even before you even get to Cross Turismos and Sport Turismos. So, while this Turbo GT may cost $231,995 to start, you can get largely the same experience for as little as $101,395 for a base Taycan.
The 2025 Porsche Taycan Turbo GT is more than just a fantastic EV; it’s a great car period, and even a terrific Porsche. With the recently released Macan Electric SUV and the upcoming Boxster and Cayman EVs, more than any other brand, Porsche is giving us reasons not to fear the electrified future.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 105 kWh
- EPA Range: up to 276 miles
- Horsepower: 1,019
- Torque: 914 lb-ft
- 0-60 mph (est.): 2.2 seconds