2017 Toyota Highlander

2017 Toyota Highlander

Episode 3711 , Episode 3728
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Few brands have the SUV landscape covered as totally as Toyota. Even when it comes to large family duty, they have a trio to choose from. But it’s the Highlander crossover that picks up the bulk of that business, and its been updated for 2017 to give those families more of what they really want. 

Now midway through its 3rd generation, the Toyota Highlander adds a multitude of updates for 2017. But don’t think they’re the hastily assembled kind of revisions in response to some sales slump, rather just the normal progression of keeping current with the segment. As despite a rash of recently re-engineered competition, the Highlander remains a top seller in the family 3-row utility world. 

You don’t have to like the big mouth look, in fact most of our staff don’t; but you certainly won’t be able to ignore it, as it seems to be swallowing up as much road as possible while heading in your direction. 

The big news for ’17 is new SE trim. It tames that front end somewhat with dark pieces replacing the usual chrome. 19-inch wheels are added as well, to support a sportier image.

Fortunately, it doesn’t stop with looks. SEs also get a retuned suspension for a little more agility. Still, this is perhaps where Highlander shows its age the most, having a heavier feel compared to much of the competition who have moved on to lighter weight materials. But that also gives it a totally solid, safe, and secure feeling compared to many rivals.   

From the high seating position, drivers will be enjoying that enhanced nimbleness from new black leather seats with silver stitching. Of course its accompanied by dark dash and door trim.

Controls and layout are all very familiar, with no major changes here; including the very helpful storage in the dash. Good news for those with electronics to keep charged, all Highlanders now come with 5 USB ports!

Both 7 and 8-passenger versions are available, with the 2nd row seats remaining very comfortable and spacious. And while many competitors have stepped their game up in the 3rd row department, access here is still very good, though very low seat bottoms make for an awkward seating position.

Cargo space continues to be good here; 13.8 cubic-ft. behind the 3rd row, 42.3 behind the 2nd, and a max of 83.7 cubic-ft. Boosting practicality further, the Highlander is one of the few SUVs that still has a flip up glass for the rear hatch; though only in upper trim levels. 

Even better news, is the arrival of a higher power. An enhanced version of the 3.5-liter V6 that gets a 25-horsepower boost to 295. Torque rises 15 lb-ft. to 263.

All this while actually improving fuel economy, thanks to a new 8-speed automatic transmission.

Government Ratings are now 20-City, 26-Highway, and 22-Combined with all-wheel-drive. Our average was 21.0 miles-per-gallon of Regular. 

At the track, thanks to the upgraded V6, Highlander certainly feels less sluggish off the line. There’s a strong low end pull to get you going, while it eagerly delivers power on the high end as well. We hit 60 in 7.7-seconds; with a ¼-mile time of 16.0-seconds flat at 92 miles-per-hour.

Base LE trim still comes with a 185-horsepower 2.7-liter I4, though in front wheel-drive only; and of course the Highlander Hybrid remains available as well. 

As for how the upgraded SE suspension handled our cones; well, there is still some mild understeer as you might expect, but the tauter suspension is very noticeable. 

In fact, after a few runs, we were really hauling the goods, shaving ever closer to the cones and keeping speeds higher than we would have expected going in. Even body roll is well subdued; it was tire sidewall flexing that seemed to hold us back the most. 

Of course it’s all about family safety these days; and for 2017, all Highlanders get Toyota Safety Sense P with automatic emergency braking as standard equipment.

Highlander pricing starts at just $31,625. New SE trim goes for $40,685, with all-wheel-drive adding another $1,460. 

Even with the rapid pace of change these days, the Toyota Highlander has had no problem staying near the top the sales charts in the highly competitive 3-row crossover utility segment. Toyota fans will find more of what they love here in this upgraded 2017 version. And that should ensure current Highlander sales remain high, until an all-new one hits the streets. 

Specifications

  • Engine: 3.5 liter
  • Horsepower: 295
  • Torque: 263 lb-ft.
  • 0-60 mph: 7.7 seconds
  • 1/4 mile: 16.0 seconds @ 92 mph
  • EPA: 20 mpg city / 26 mpg highway
2024 Hyundai Elantra N 1

2024 Hyundai Elantra N

Looks Better, Handles Better

Episode 4405
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

When we first sampled Hyundai’s Elantra N, we were impressed. Not only did it live up to the high expectations Hyundai set for themselves with their new N performance brand, but it made a great showroom companion to the funky and fun Veloster N. Well, that was just two years ago and already the Elantra N is getting better!

It’s totally fitting that Hyundai chose the humble Veloster and Elantra to introduce us to their N performance brand, as it mirrored their own humble beginnings here in the U.S. in the 1980s. What started with a single subcompact economy car has grown into a full lineup of cars, SUVs, a pickup truck, and even multiple battery-electric vehicles, one of which recently got the N treatment and set a new benchmark for high-performance EVs.

All that to say, when we had an opportunity to test the recently updated 2024 Hyundai Elantra N sedan, we jumped at the chance.

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Now, not to be a downer right away, but there is nothing new to report in the powertrain department, as most updates follow the systemwide midcycle refresh that the Elantra has received for ’24, which mostly highlight styling and tech. But there are other meaningful upgrades, specifically to address the N’s ride and handling. More on that later.

We’ll start with styling tweaks which include a new front with a larger two-piece grille, slimmer daytime running lights, and flat stainless-steel logo. Inside, materials get a premium boost with lots of N logos, some of which are even now illuminated. Both the steering wheel and shift knob are also new in the N, as are the sport bucket seats which are definitely aggressive, though ride quality remains plenty street friendly. Now those N suspension enhancements include new urethane bushings, along with a complete overhaul to the steering system, and additional structural upgrades including engine mounts.

There was a lot of feedback coming through the chassis, encouraging us to push harder and harder.

And they were all readily apparent in our handling course where the N showed great balance, an eagerness to turn in, and fantastic grip. It really is crazy how competent front-wheel-drive cars have become. It’s also more responsive to driver inputs, and there was a lot of feedback coming through the chassis, encouraging us to push harder and harder. You can find a little bit of remaining understeer if you go looking for it, but it’s not the natural tendency at anything less than the absolute limit.

Under the hood is the same 276-horsepower 2.0-liter I4 with 289 lb-ft of torque as last year; and when keeping a hand on that new shift knob for some acceleration runs, the Elantra N didn’t feel overly quick, as it was hard to find a good compromise between a soft launch and massive amounts of wheel hop. Still, we got to 60 in the same 5.4 seconds. The available eight-speed DCT automatic is a few tenths quicker if that’s your priority.

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The engine sounds cool, nice and raspy, not high-strung, and the shifter works and feels great, with no missed shifts during our track time. Our best quarter-mile run was 14.0 seconds flat at 101 mph. Not bad for any family sedan. In braking runs, stops from 60 were strong and fade free, averaging a mere 100 feet. There was very little nosedive, as the N had a more of a hunkered down feel to it; and there was also very little ABS pulsing through the pedal.

Government Fuel Economy Ratings with the manual are 21 City, 29 Highway, and 24 Combined. We recorded a good 25.8 mpg of Premium on our mixed driving loop. As for Hyundai’s traditional high value, Elantra N pricing starts at only $34,850, with the DCT a $1,500 option.

If you subscribe to the original Hot Rod ethos of making things go as fast as possible, for as little as possible, Hyundai is glad to have you along for the ride. This 2024 Hyundai Elantra N is a fun-filled modern-day Hot Rod in an economy car disguise. Those that are willing to take their next compact purchase to the power of N will get a driving experience that very few other affordable cars can approach.

Specifications

As Tested

  • Engine: 2.0-liter I-4 Turbo
  • Transmission: 6-speed manual
  • Horsepower: 276
  • Torque: 289 lb-ft.
  • EPA: 21 City | 29 Highway | 24 Combined
  • 0-60 mph: 5.4 seconds
  • 1/4 Mile: 14.0 seconds at 101 mph
  • Braking, 60-0: 100 feet
  • MW Fuel Economy: 25.8 mpg (Premium)