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 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.