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WAIMEA, Hawai’i — The three-row SUV segment is one of the most contested in the industry, and it’s growing in more ways than one. Not only the number of entries is increasing, but also the number of sizes offered: we see a split between smaller three rows and larger ones. Toyota’s sole entry, the Highlander, has been on the smaller side of that gap for several generations, and while Toyota has said this was fine for its loyal customers, there was clearly room (pardon the pun) for something bigger. That something would be the 2024 Toyota Grand Highlander.
Despite the name, the addition of “Grand” doesn’t just mean a few extra inches behind the rear wheels of a regular Highlander like an old Grand Caravan or the Lexus RX L. It uses the same TNGA-K platform, but it has been lengthened and widened for Grand Highlander duties. It is generally about 6 inches (15 cm) longer and 2 inches (5 cm) wider and taller. The entire design is unique, including an exterior that looks more like an oversized RAV4 due to its straight edges and hard creases. TThe Grand Highlander is also more refined, offering an excellent, exclusive powertrain that arguably makes the SUV even better than the standard model and a strong contender among the growing three-row large group.
Importantly, the Grand Highlander’s extra exterior size translates to the interior, with cargo space being the most obvious improvement over the standard Highlander. Behind the third row, there’s 4.6 cubic feet more space at 20.6, which on paper at least represents the difference between one of the smallest and largest volumes. Behind the second row there is 57.9, an increase of 9.5 cubes. With all rear seats folded, total space reaches 97.5 cubic feet, which equates to an increase of 13.2 cubic feet.
Passenger space also improves, especially for the third row of seats. It’s still not huge, but now adults can occupy every row without risking the rear passengers unleashing a revolution against the bourgeois front passengers. Access to the third row is also impressively simple with sliding seats and a drop floor that extends behind the second row for easy entry. In fact, every position is easily accessible, especially the driver and front passenger seat with the low floor and high roof. Plenty of room in every direction and generally plush seats keep the front two rows quite comfortable, though the tall, wide center console and front wheel arch encroach on the knee and footroom of the front row. Still, it’s not a big deal, just a little odd for such an otherwise roomy SUV.
In addition to the extra space, the Grand Highlander has a revised interior design. It’s a bit more conventional, but still retains signature Toyota features such as the in-dash shelves and an up-to-date touchscreen infotainment system. For better or for worse, there’s not a huge difference in interior quality from the base models to the highly specified ones. They are all well put together and have soft, high-quality plastics. Higher trims have attractive leather options and some upholstered dash panels, but some of the painted plastics and faux wood trims don’t feel nice enough to warrant the price, especially when several competitors rival entry-level luxury SUVs.
The powertrains are another big selling point for the three-choice Grand Highlander. Most competitors offer one, maybe two. The first two are known, as they are shared with the common Highlander. The standard engine is a turbocharged 2.4-liter four-cylinder that makes 265 horsepower and 310 pound-feet of torque, and it’s mated to an eight-speed automatic and front- or all-wheel drive. The maximum towing capacity is 5,000 kg. While we recommend skipping it on the little Highlander in favor of the hybrid, we find the opposite to be true here, assuming you’re not looking for maximum fuel economy. Toyota seems to have done something, possibly extra soundproofing, that significantly reduces the coarse honking of the four-cylinder. With that reduced, the healthy torque and responsive transmission
shine. Combined fuel economy is the lowest for this powertrain at 24 mpg with front-wheel drive and 22-23 mpg with all-wheel drive, depending on trim level.
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The Grand Highlander’s base hybrid, which is the same naturally aspirated 2.5-litre four-cylinder, e-CVT setup with front or all-wheel drive, is far less enjoyable. Its 245 horsepower hits its limit with 4,455 to 4,710 pounds of curb weight to tow around. Combined with the hybrid powertrain’s electronically controlled CVT, it moves slowly and sounds tense, just like in our longtime Toyota Sienna. Towing capacity is also reduced to a maximum of 3,500 pounds. But as with our Sienna, the fuel economy is so damn impressive you might be able to forgive it. It has a combined fuel economy of 34 mpg with front-wheel drive and 33 with all-wheel drive, significantly surpassing the fuel economy of its gas-only competitors. The regular Highlander Hybrid is only slightly better at 35-36 mpg combined, depending on powertrain and trim level.
Unique to the Grand Highlander is the Hybrid Max powertrain. This one is closely related to the one in the Toyota Crown and differs only in tuning. It combines that 2.4-litre turbocharged four-cylinder with larger electric motors, especially in the rear, than the regular hybrid, and a six-speed automatic transmission. The result is 362 horsepower and 400 lb-ft of torque, eclipsing many of the V6s in the segment in terms of power output. It also has the same 5,000-pound drawbar pull as the gas-powered model. It’s not as efficient as the regular hybrid – a sacrifice in the name of output – but at 27 mpg combined it still beats most V6s. It even matches the efficiency of the hybrid Ford Explorer, but with more power, more torque and standard all-wheel drive. It’s a treasure of a powertrain, with a beefy torque band that allows for smooth, easy acceleration, and the six-speed gearbox means it’s not constantly interrupted by shifting or searching for gears. It’s a surprisingly growling powertrain, aided in part by judicious application of the seamless artificial sound enhancement. And with full-time four-wheel drive and a more powerful rear engine, power distribution is more even. This results in less pronounced understeer when cornering. All this makes the Hybrid Max by far the most enjoyable powertrain, and we wish Toyota would offer a detuned, more efficient version to replace the mainstream hybrid.
While there are significant differences in powertrains, the handling and handling are pretty much the same across the board. Up front is a MacPherson strut setup with a multi-link independent setup in the rear, and the shocks are non-adjustable. Each Grand Highlander has different driving modes, but they mainly adjust the throttle and transmission – even the steering seemed unaffected. The tuning is absolutely focused on comfort and control. It glides over bumps and remains stable. The handling isn’t as eager as a result, what with the plushness and body roll. The cabin is also impressively quiet. So as long as you’re not looking to fuss with your practical tractor, you’ll be happy with the Grand Highlander.
To get a Grand Highlander, you pay a premium. The base model starts at $44,405, which is about $7,000 more than the base Honda Pilot or Kia Telluride, among others. The Grand Highlander does offer a few extra niceties that will bring the cost closer, such as electrically heated front seats with memory function and wireless device charging, but even more comparably equipped, the Toyota is more expensive. The regular Highlander is closer in price to its three-row competitors, but it’s also smaller inside. The Regular Hybrid starts at $46,005 and the Hybrid Max at $55,375. They compare favorably with the Explorer Hybrid, about the only competitor in this size class, with benefits in terms of fuel economy or power, depending on the version.
While expensive, the Toyota Grand Highlander is a better Highlander in some key aspects, most notably refinement and space, and its powertrain options make it a strong option, especially if you’re looking to save on fuel. That said, that price premium can’t be ignored, and options from Honda, Kia and Hyundai can offer much of the same refinement and space with better handling, style and off-road capability.
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