Toyota Highlander Tow Test Stuart Bourdon Trailer Boats June 24, 2008

Not every trailer boater hauls a big boat. Many are actually pulling something in the 4000-pound range, so it stands to reason that not every trailer boater needs a big truck. With this in mind, we looked at the redesigned Toyota Highlander — a perfect example of the new midsized tow rigs that can handle midsized boats without indulging in tow-vehicle overkill.

This year’s Highlander is larger and roomier than its first generation. It still retains the spry handling and maneuverability of its predecessor, despite the 400-pound growth in curb weight. More power was added in the form of a new 24-valve, 3.5L V-6 with variable-valve-timing intelligence (VVT-i) technology. It also features sleek body styling and a much more comfortable interior — but most significantly for boaters, it has stepped up its tow rating from 3500 to 5000 pounds.

With the redesign, the Highlander now features a slightly wider, longer stance that bodes well for towing stability. Inside the cabin, passenger volume has increased, too — jumping from 133.9 (third-row model) to 145.7 cubic feet. All that extra space is worthless if the cabin isn’t comfortable, but the new Highlander has that covered, too. The seats are plush but supportive, the instruments are easy to see, and the knobs and buttons are large enough and intuitively labeled so that operation soon becomes second nature.



CHOOSE YOUR TRIM

Toyota offers three trim levels (Base, Sport and Limited) for 2008, and our Limited model was loaded. One of the most helpful features was a multifunction display with a backup

camera that allowed exacting trailer hook-ups the first time, every time. Options included a navigation system and upgraded stereo with hands-free, Bluetooth technology ($2505). The Tow Prep Package ($220) brought a heavy-duty radiator with an engine oil cooler, 200-watt fan coupling, auxiliary transmission cooler, 150-amp alternator and a receiver hitch.

All that good towing stuff, and yet the vehicle came with only a flat four-wire towing harness plug, rather than the flat five-wire or round seven receptacle found on most rigs with factory towing packages. Many new boat trailers are equipped with disc brakes that require a five-wire harness, so you’ll have to adapt the Highlander for these applications.



ROAD TRIP

Previously, buyers had to choose between a 2.4L four-banger or 3.3L V-6, but now a 3.5L DOHC V-6 is standard for all models. The new EFI powerplant incorporates four valves per cylinder and cranks out a healthy 270 hp at 6200 rpm and 248 lb.-ft. of torque at 4700 rpm. All models also receive the five-speed automatic transmission and a 3.48:1 axle ratio.

Overall, our Highlander’s performance was satisfying, but at times — especially under great load — the engine seemed slow to respond. Peak torque isn’t reached until 4700 rpm; nonetheless, this V-6 gets the job done, and except for being noisy at mid- and high-range engine speeds, does so without complaint or trouble.

The auto tranny’s shifts were quick and sure, and we used the sequential-shift feature to lock in the ideal gear during ascents or descents. We were able to maintain 55 mph on the

steepest section of our test grade while towing — albeit at higher revs (4000 rpm) than we would want to maintain it for extended periods.

Braking performance was blue ribbon. The new Highlander received larger brakes and the results show it. All-around maneuverability was excellent, too. Nontowing ride quality was comfortable without being spongy. With the trailer on its tail, handling and ride quality deteriorated mildly, but never felt sloppy or unbalanced. Although the rear end sank under the boat’s 360 pounds of tongue weight — allowing some of the harsher road irregularities to be telegraphed through the chassis — the rear suspension never presented itself as unsettled or “fishy.”

Built on the same unibody chassis as the Lexus RX 300, the Highlander has always set a high standard. And now, with its longer, wider stance and beefed-up tow rating, it’s truly worth considering as a tow vehicle. The new 3.5L V-6 provides good power and

better towing economy than larger SUVs, so if your boat doesn’t require a full-size truck, you can take advantage of the Highlander’s extra maneuverability and fuel savings. And when you consider its larger interior and 5000-pound tow rating, it’s clear this is one midsize SUV that’s really stepped up its game.



SPECIFICATIONS

TOYOTA HIGHLANDER 3.5L V-6

Base Price $34,150

Price as Tested $39,049

ENGINE

Displacement/Type 3.5L/24-valve V-6 dual VVT-i

Net Torque 248 lb.-ft. @ 4700 rpm

Net Horsepower 270 @ 6200 rpm

Fuel Delivery EFI

Fuel Requirements 87-octane gasoline

DRIVETRAIN

Transmission Five-speed ECT automatic

Axle Gears 3.48:1

CHASSIS

Body/Frame Integrated frame/body

Front Suspension MacPherson strut with

L-shaped lower arm and stabilizer bar

Rear Suspension Dual-link MacPherson struts

STEERING SYSTEM

Type Electric rack-and-pinion

Turning Circle 38.7’

Wheels 19x7.5” machined aluminum alloy

Tires P245/55R19

BRAKE SYSTEM

Type Four-wheel ABS

Front 12.9” vented discs

Rear 12.2” vented discs

DIMENSIONS AND CAPACITIES

Wheelbase 109.8”

Track (front/rear) 64.0”/64.2”

Length 188.4”

Width 75.2”

Height (w/ roof rails) 72.8”

Curb Weight (public scale) 4620 lbs.

GVWR 6000 lbs.

GCWR NA

Fuel Capacity 19.2 gals.

TOW PACKAGE

Max. Tow Rating (as tested) 5000 lbs.

Hitch Class III receiver

TRAILER/BOAT DATA

Trailer Extreme (5000-lbs. GVWR) single axle,

disc brakes, swingaway tongue

Boat Chaparral 190 SSi

Trailer/Boat Weight (public scale) 4020 lbs.

Tongue Weight (public scale) 360 lbs.



Special thanks to Sun Country Marine (909/390-6600; suncountrymarine.com) in Ontario, California, for providing the Chaparral 190 SSi for this evaluation.



BONUS WEB INFORMATION

HIGHLANDER GROWS UP

This second-generation Toyota Highlander grew in nearly all dimensions, including engine displacement and physical size. Compared to last year, wheelbase grew a few ticks to 109.8 inches. It also gained in overall length, bringing the 2008 Highlander to 188.4 inches from nose to tail; overall width increased to 75.2 inches. More significant to the trailer boater are the two inches added to the front, and three inches added to the rear wheelbase, stretching the Highlander’s stance to 64 inches across the front axle and 64.2 inches on the rear.

As noted in the main text, interior dimensions also increased — as did cab comfort. This year, the driver’s position received a new tilt-and-telescope steering column for increased adjustability, and the driver also got 10-way adjustability in the bucket seat (for the Limited trim level). The front- and second-row seating positions gained both legroom and more space for shoulders and hips; second- and third-row passengers also gained headroom; and the third row was graced with more shoulder room. Overall interior volume was increased from 144.4 to a total of 156 cubic feet.

Our Limited model was loaded, although the rear air-conditioning system with vents for second and third-row passengers was a $585 option — well worth it if you live in the Sun Belt or Deep South.

Among the goodies on the Limited model we tested were power doors and windows with jam protection; a front center console with six cup holders; rear vents (in the roof with the rear AC option); and rear storage for the second-row seats. Our Highlander also featured leather seats and a leather-wrapped steering wheel with audio and function controls; and front and cargo area 12-volt outlets. The illuminated security entry system with interior and foot lights for safety was also nice.

During long downhill stretches on our towing route, the Highlander kept the boat under control and in shape for the most part — although the vehicle tended to roll out (meaning, the trailer pushing on the truck would cause it to gain speed). Fortunately, the Highlander’s braking was superb.

In addition, Toyota’s advanced technology (standard as part of Toyota’s Star Safety System) helps control handling. These features include traction control and an enhanced Vehicle Stability Control (VSC) system that auto-adjusts engine output and brake force at each wheel when needed.