Hypes: Nifty Solution to Transportation for 7
Gripes: Limited Rear Vision, Too Much Black Plastic Inside

Not very long ago, it would have been unthinkable for a 4,570 pound SUV powered by a gas hungry 295hp V6 to return 22MPG in overall driving. But when Toyota performed a substantial makeover of their best selling Highlander for 2017, one of the many improvements they made was substitution of an 8 gear “Direct Shift” automatic transmission for the previous model’s 6 speed gearbox. The new 8 speed automatic adds two overdrive gears which reduce engine rpm at freeway cruising speed, thus improving mileage from the outgoing model’s 18MPG City/24MPG Highway to the 2018 Highlander’s 20MPG City/26MPG Highway. Surprisingly, this welcome fuel economy improvement comes in addition to an increase in horsepower for the new 3.5 liter D-4S V6 from 270hp to 295hp. Engine output also jumps in terms of torque, from the previous rating of 248lb.-ft. to 263lb.-ft. for 2018. While an extra 15lb.-ft. of torque may not seem like much of an improvement, you will instantly notice the welcome addition when you toe into the throttle when merging with freeway traffic. The V6 Highlander will reach prevailing fast lane speed without breaking a sweat. And if you plan to tow a trailer, this new powertrain is capable of handling a 5000 pound load.

Spacious and useful describe the cabin accommodations here. The easily reconfigurable three row interior layout, occupying a stretched wheelbase of 110 inches, offers a wide combination of seating arrangements. Toyota fitted our test Highlander with captain’s chairs in the second row, and a folding bench seat in the third row. This combination allows seating for 7, with a smidgeon of trunk storage available behind the third row bench. Seating for up to 8 is available if you opt for a second row bench instead of the captain’s chair combo. Our test SUV’s only option package consisted of an $1,810 Blu-Ray DVD Entertainment System catering to occupants of the less supportive chairs in Row 2. The system included a 9 inch display screen, RCA jacks, a wireless remote and two pairs of wireless headphones. Front seat occupants can busy themselves with adjusting the temperature setting on their heated leather chairs, while attending to various entertainment functions on the 8 inch center touchscreen panel, which controls CD/MP3/USB/AUX/USB/SXM functions. With that array of inputs available to distract you from the chore of driving, it’s no wonder designers are working so feverishly to perfect the self-driving car.

But if you still enjoy driving on your own terms, the Highlander does a very decent job of complying with your steering, throttle and handling commands. This 70 inch tall, somewhat ungainly 191 inch long family hauler handles surprisingly well when you click your spurs on a back road. Attribute the Highlander’s traction stability to what Toyota labels “Dynamic Torque Control” all-wheel-drive, abetted by Bridgestone Dueler H/T tires (245/55R19) at all four corners. A treadwear rating of TW 640 promises decent longevity for these expensive Bridgestones. Steering feedback is informative and precise, and though the steering wheel lacks paddle shifters, you can perform the same gear dance with the console shift by engaging the manual override gate provided by Toyota. And congratulations to the designers of the gear shift gate here, who have maintained the age-old standard PRNDL shift pattern instead of concocting one of those ridiculously confusing new shift patterns up-market manufacturers feel obligated to offer these days.

With its bargain base price of just $41,550, the SE V6 AWD version of the Highlander constitutes affordable housing for the road. In large measure, the bargain appeal of this eminently useful SUV is spurring monthly sales records for this model. In March, 2018, for example, Toyota sold more Highlanders than ever before, with 21,438 new ones hitting the road to cap the company’s best ever first quarter for Highlander. What accounts for its popularity? It’s the major features, like 40.5 cubic feet of storage space, 295hp, excellent gas mileage and stable handling. But it’s also the little stuff that causes the Highlander to fly off dealer lots. Like the huge roll-top storage bin between the front seats that will swallow a six pack of drinks all at once. Or the brilliant addition of a shelf across the face of the dash with enough vertical space to store all manner of electrical equipment. Toyota designers even had the foresight to fit the shelf with removable plugs to pass cords through for access to USB ports. The Highlander offers no less than 5 of these ports.

This mainstream Toyota is the Judge Judy of the SUV world. You don’t keep it because it’s gorgeous, you keep it because it’s smart.

2018 Toyota Highlander SE V6 AWD

• Engine: 3.5 liter V6 DOHC with Dual VVT-i
• Horsepower: 295hp
• Torque: 263lb.-ft.
• Fuel Consumption: 20MPG City/26MPG Highway
• Price as Tested: $44,355
• Star Rating: 10 out of 10 Stars

Hypes: Easy to Convert Storage Space, Best CVT Transmission
Gripes: Needs Some Love on the Interior

Toyota’s Hybrid Highlander tops the model range in both horsepower and fuel economy. It’s hard to beat that double-barreled punch. In the non-Hybrid Highlander, the 3.5-liter 2GR-FXS V6 produces 280hp in gas-only form, with an overall mileage rating of 20MPG. The Hybrid electric boosted V6 trumps those numbers, with a combined gas/electric output of 290hp and a fuel consumption rating of 28MPG. In addition to the 3.5-liter V6, the Hybrid adds a pair of synchronous magnetic electric motors. The front unit motor produces 123 kW of power and 247lb.-ft. of torque while the rear electric generates 50 kW of power and 109 lb.-ft. of torque. The Hybrid really jumps when you mat the throttle. There’s more than enough torque to provide sprightly acceleration and a solid tow rating of 3,500lbs. Highlander’s towing attributes include standard Trailer Sway Control.

The Hybrid system feeds power to all 4 wheels through a CVT transmission which works surprisingly well with this complicated power package. You can select pre-determined speed ranges with a dual gate transmission lever on the console between the front seats. Paddle shifting is not available, however. Hill-Start Assist Control is a big plus, especially if you are towing a trailer. What Toyota calls “electric on-demand all-wheel drive with intelligence” judiciously metes out power as needed to the four Bridgestone Dueler H/T tires (245/60HR18) mounted on standard 7.5×18” alloy rims. Unlike Toyota’s truck-like 4Runner, which relies on body on frame construction, Highlander is a crossover version of the Camry platform with integrated body-chassis monocoque design. While the 4Runner will run circles around the Highlander in rugged off-road endeavors, the Highlander is far superior to its off-road cousin in daily driving. Highlander’s fully independent suspension systems front AND rear soak up the bumps of the daily grind with such finesse that you float over bad road in blissful comfort.

In XLE trim level, the Highlander hybrid requires almost nothing in the way of pricey extras. In fact, our base price $41,330 test SUV included just one optional addition — $1,810 for a rear seat Blu/Ray DVD entertainment system. With an added $940 for dealer prep, the Highlander’s out-the-door price amounted to $44,080. For that rather modest money, you get a highly dependable all-weather, 8-person (!) hauler that records excellent fuel economy, decent acceleration, and merits a Recommended check mark from Consumer Reports.

How can Toyota manage to cram 8 humans into this Highlander? They have devised a pop-up, 3-person rear bench which converts easily into flat storage space for normal use. The second row of our test vehicle contained a 60/40 split folding bench also good for 3 adults. Unexpected niceties offered for this second row include reclining seat backs and window-mounted privacy screens. If you fold just one of the second-row seats flat, you can still carry 3 adults and a full-size bicycle inside the cabin. This 4,990lb. Toyota offers up to 40.5 cubic feet of interior cargo space with all second and third row seats collapsed.

While the interior finish of this Toyota, which is built in the USA (Princeton, Indiana) is serviceable, it is somewhat less than luxurious. Expanses of pebble grained black vinyl mark the dashboard and door panels, with small matte silver plastic inserts added to relieve the visual tedium. You get the idea that the XLE, while an upper echelon trim level, could stand some improvement. The front seats, for example, while heated, aren’t terribly comfortable, despite the fact that the driver’s side offers 8-way adjustability plus lumbar, while the passenger side musters 4-way adjustment. Toyota does offer a “Limited” version of the Hybrid that promises to elevate both the enjoyment and the base price of the Highlander.

In the great scheme of things, the Hybrid Highlander hits the mark on all the important targets: its usefulness as a transportation tool is irrefutable. Its practicality in operation is unsurpassed for a vehicle of this size. Its pleasure to drive quotient is refreshingly unexpected given its pedestrian appearance and sizeable curb weight. For a family in need of all purpose transportation, the Hybrid highlander is hard to beat for the money.

2018 Toyota Highlander Hybrid XLE AWD-i

• Engine: 3.5-liter V6 plus front and rear Electric Motors
• Horsepower: 290hp
• Torque: N/A
• Fuel Consumption: 29MPG City/27MPG Highway
• Price as Tested: $44,080
• Star Rating: 8.5 out of 10 Stars

Hypes: Does Everything Well, Platinum Trim Level Nicely Appointed
Gripes: Needs Shift Paddles, Relocated Sport Button

It’s not the space. It’s not the pace. Nor is it the looks. So what is it about the RAV4 that makes this little SUV the best selling Toyota of them all? The RAV4 proves that if you do well overall you don’t necessarily have to excel in any particular aspect. Indeed, the RAV4 Platinum is not the fastest nor the best handling SUV you can buy in this price range. And its vanilla appearance won’t win it any design awards. But the RAV4 is fast enough, sprightly enough and handsome enough to pass muster with more small SUV buyers than any of the competition. As an endorsement, just look at Consumer Reports’ “Reliability History” for this vehicle: a solid sea of green arrows leading to a “Much Better Than Average” New Car Prediction. With that kind of evaluation, the RAV4 easily wins CR’s “Recommended” check mark.

So what’s this little all-purpose gem like to drive? Not particularly involving. Thankfully, all RAV4s (save the Hybrid) offer a real gearbox for you to massage, with 6 speeds on tap to optimize performance of the 176hp normally aspirated, 4 cylinder, 2.5 liter motor. The Platinum edition we tested is well equipped with lots of luxury touches, like faux-leather seats and contrasting stitching across the width of the dash panel. But it unfortunately it lacks shift paddles at the steering wheel, so you’ll have to resort to using the manual gate Toyota provides on the console to change gears at your own discretion. Also, a “Sport” setting is available for quicker throttle and shift response, but the button for activation is inconveniently located low on the dash face, far from the shift lever.

Not that the “Sport” setting makes all that much difference, anyway, since the RAV4, with its high center of gravity and rock hard tires, will not be setting any lap records on back roads. The size of the tires (235/55R18) is certainly adequate for good cornering potential, but the choice of Bridgestone Ecopias, which carry a treadwear rating of 600, indicates they were selected for long life rather than corner carving. Still, the RAV4 manages to post impressive back road performance – so long as you don’t overtax the Bridgestones, while micro- managing engine output by using the 6-speed’s manual gear selection feature.

The real story of the RAV4 centers on its utilitarian nature. Both front and rear seats offer surprising room and comfort for such a small SUV. The Platinum edition offers such cosseting extras as a power actuated tailgate which responds to foot gesture, a large moonroof, privacy glass, and a pair of roof rails to accommodate a cargo box. The likelihood is you won’t need the roof storage option because you’ll have 20 cubic feet of cargo space inside with the second row seats folded flat. The cockpit of the RAV4 is airy and offers unimpeded sight lines in all directions. A rear wiper is standard, as is a rear window defroster. Heated front seats are also standard, along with a steering wheel heater. In view of the fact that we just tested a $90,000 sedan without a steering wheel heater, the RAV4′s inclusion of this welcome feature comes as something of a surprise for a vehicle in this modest price range. During a recent cold snap, we left all heaters on for most of the week, and were delighted to find it unnecessary to relight these switches after each restart of the engine. The restarts are easily accomplished with a fat button on the dash, which allows you to leave the RAV4′s keys in your pocket the whole time you operate this Toyota. As long as you are carrying the Smart Key, the doors unlock themselves automatically as you approach the RAV4. A push of the remote fob locks it up as you depart.

At a base price of $34,750, the Platinum RAV4 defines the high end of the price range ($25,500-$35,500) for this vehicle. If you plan on towing a trailer, you might want to consider the RAV4 Adventure model, which is new for 2018. This visually engaging revamp of the basic RAV4 includes an upgraded radiator, plus coolers for transmission fluid and differential oil. The AWD Adventure will pull a 3500lb. trailer. With its blacked out 18 inch alloys, exaggerated plastic wheel lips and matte black roof rails and trim bits, the Adventure does a pretty fair imitation of an Indiana Jones ride buggy. But if you’re more attracted to the buttoned-down appearance of the RAV4 Platinum we drove, you’ll find that even without the available towing package, it is rated to pull a 1500lb. trailer. The towing package ups the limit for the FWD RAV4 to 2900lbs.

2018 Toyota RAV4 Platinum FWD

• Engine:2.5 Liter DOHC 4-Cylinder in-line with Dual VVT-i
• Horsepower: 176hp@6000rpm
• Torque: 172lb.-ft.@4100rpm
• Fuel Consumption: 23MPG City/29MPG Highway
• Price as Tested: $36,325
• Star Rating: 9 out of 10 Stars

Hypes: Ton of Punch, Full Safety App Suite
Gripes: Polarizing Styling, Hard Rubber Compound

This year, seven Toyotas started the Daytona 500. Six of them used V8 engines to power their rear wheels. The seventh used a V6 to power its front wheels. That seventh Toyota was the Camry XSE pace car, which dropped into the pits as soon as the green flag waved. Despite NASCAR myths to the contrary, Toyota makes neither a rear wheel drive Camry nor do they build one with a V8 motor. But after spending a week with the real Toyota Camry, an XSE V6 4-Door Sedan, I can see why it’s perfectly suited to pace a race like the Daytona 500. Even without a V8 or rear wheel drive, the all new 2018 Camry is plenty fast enough to earn its starting spot leading the pack at Daytona.

The latest Camry V6 is exceptionally refined, with dual fuel injection, variable intake and exhaust timing, and double overhead cams actuating 24 valves. Consequently, the 3.5 liter 301hp motor produces much higher horsepower than the 268hp V6 it replaces. It also boosts torque to 267lb.-ft., but yields surprising fuel economy (26MPG overall). In fact, the V6 is strong enough to induce palpable torque steer when you lay into the throttle with the front wheels slightly cocked. At that instant, the front end lifts slightly and the wheels tend to center themselves away from the turning arc you have selected. Once you become accustomed to this torque steer phenomenon, you learn to straighten the wheels before flooring the throttle. This handling anomaly afflicts only high powered front-wheel drive layouts, so the XSE Camry should be congratulated for having enough sheer grunt to join that exclusive club.

Managing the power is an 8-speed “Direct Shift ECTI” gearbox that encourages manual usage through steering wheel mounted paddles or floor mounted bump stick. In full automatic mode, the 8-speed quickly defers to the tallest feasible ratio to minimize fuel use. If you leave the 8-speed in Drive and floor the throttle for maximum acceleration, the gearbox takes about a second to comply with your request by downshifting into a passing gear. If quick throttle bursts are anticipated, you’re better off selecting the sequential shift mode, and manipulating the gearbox yourself.

While you’ll never confuse the handling characteristics of a front-wheel drive sedan with the precision of a rear-wheel drive layout, Toyota has done a commendable job of evolving the Camry into a surrogate sports module. They’ve dropped its ride height by a full inch for 2018, which makes ingress/egress a little dicey, but improves handling by lowering the 3,340 pound car’s center of gravity. Assisting in the responsiveness equation is the XSE’s standard “sport tuned suspension” assisted by model specific “black machined finish” 19 inch alloy rims carrying Michelin Green X rubber (235/40R19) at each corner. These tires are government rated at TW (treadwear) 500 which means they’ll last longer than you want while providing less grip than you’ll need. With a tire upgrade to something in the TW 200-300 range, this top echelon Camry could pose a serious back road challenge to unsuspecting BMW drivers.

The restyling of the Camry is rather controversial, given this model’s historic reluctance to stand out in a crowd. The new body shell features more flourishes than a Big Band finale, with faux scoops anointing the front corners, and faux exhaust tips decorating the rear corners. All in all, the design is visually arresting if not beautiful in a traditional sense. A friend of ours who currently owns both an older Camry and a Toyota Avalon, shook his head in disbelief at the extravagant appearance of the test car. The jury is still out on the look of the XSE, but Toyota felt compelled to redesign their bread and butter sedan into something more controversial than its prosaic predecessors. You can call it their croissant and olive oil take on the old bread and butter standard.

The flamboyant interior furnishings of the XSE border on lavish. Leather-trimmed front sport seats offer standard 3-stage heating and 8-way power adjustability. A useful deep well between the front seats made the perfect nesting place for a couple of containers of hot soup containers coming home from the supermarket. The 8 inch touchscreen on the dash face is easy to read in most ambient light situations, though my polarized sunglasses rendered it unintelligible. The standard extra-long sunroof really lights up the interior when you retract its cover. Actuation of the sunroof is accomplished by a pair of roof-mounted buttons which flank a central SOS alert switch. Proximity makes it too easy to confuse these three switches. The latest Camry seems well screwed together, with no raw edges showing anywhere – a tribute to the American workers who assemble this vehicle in Georgetown, Kentucky.

2018 Toyota Camry XSE V6

• Engine: 3.5 liter V6, DOHC, 24 vales, D-4S Dual Injection, with Dual VVT-I
• Horsepower: 301hp@6600rpm
• Torque: 267lb.-ft.@4700rpm
• Fuel Consumption: 22MPG City/32MPG Highway
• Price as Tested: $38,230
• Star Rating: 9 out of 10 Stars

Hypes: Value Champ, Rugged, Comfortable
Gripes: Slippery Steering Wheel

If you want to be transported back in time to the rock ‘n roll Fifties, step way up into the huge Crewmax cab of this Tundra, tune SiriusXM to “Fifties on 5,” then lay hard into the throttle pedal. The tune the engine plays is even more evocative than the one issuing from the JBL amplifier and subwoofer. That’s because our test Toyota was fitted with the $1,100 optional “TRD Performance Dual Exhaust System.” This mellifluous addition not only increases horsepower output of the truck’s 5.7 liter V8 to 381hp, but even more importantly endows the big rig with a perfect Fifties vintage Glasspack soundtrack. Close your eyes when you’re in the spacious cab, and you will think you’ve time traveled back to a time when bellowing “duals” (twin exhausts) were all the rage. The TRD sound system never gets old, never becomes droning or intrusive. Rather, it constantly reminds you that this is one very powerful V8 that can’t wait to be unleashed.

TRD (Toyota Racing Development) makes other significant contributions to this Tundra. Under the rear end, slung next to the Limited Slip Differential (LSD), you’ll see a bright red steel tube which links the trapezoidal leaf springs of both rear corners together. This “TRD rear sway bar” ($299) improves roll resistance when you pitch the truck into a series of turns, as does the staggered mounting of the rear shock absorbers. The red rear bar, emblazoned with a white TRD logo, not only looks nasty, but works with the standard front sway bar to eliminate body roll. Further TRD enhancements to our Tundra consisted of a “TRD Performance Air Filter” ($75) to improve combustion flow through the special exhaust, a “TRD Skid Plate” ($425), and finally a meaty handful of “TRD Shift Knob” ($150) to position the 6-speed automatic transmission in the desired gear slot (no paddles). But given the fact that the I-Force V8 musters 401lb.-ft. of torque, pretty much any gear will do, and the transmission’s “Sequential Shift” override function is just icing on the cake. When you lay into this Tundra’s throttle, the truck jumps forward with a wallop of thrust that will drive you backwards well into the heavily padded front seats.

But the most significant TRD equipment is included in the sensationally underpriced “TRD Off-Road Package” ($100). This upgrade replaces the Tundra’s standard 20 inch alloy wheels with 18 inch “Split 5-Spoke Alloy Wheels with Black Accents and All-Terrain P275/65R18 Tires.” Our test truck featured Michelin LTX AT2 rubber that provided tenacious dry road grip. For that extra $100, the Off-Road Package also includes “Trail-Tuned Bilstein Shock Absorbers” at each corner, skid plates for the engine and oversize 38 gallon fuel tank, and a pair of snappy looking TRD Off-Road decals for both sides of the bed. I can’t think of a better way to spend a hundred truck bucks.

The Crewmax cab configuration leaves bed length at 5′ 6″. The bed is double walled for strength and impact resistance, and features a $139 optional “Bed Mat” that can be removed for cleaning. The bed rails feature caps and a rail system with 4 adjustable tie downs finished in gun metal gray. Inside the cab of this “Limited” trim level pickup, you will find all your comfort needs well catered. For example, both leather trimmed front chairs are 10-way power adjustable, and provide with 3-stage heaters. The rear seats, which are split 40/60, both fold up flat to afford a sizeable interior cargo box. The powered vertical rear window utilizes “Privacy Glass” to keep prying eyes out of your steed. Between the front seats, a very deep storage compartment will hide all your valuable possessions from sight. About the only ergonomic shortcoming of this Tundra is the decidedly tall step in height, which would be overcome by fitment of running boards.

Standard issue on the Tundra 4×4 is a tow package which consists of a receiver hitch, a 4.30:1 rear axle ratio, heavy duty battery and alternator, special coolers for the engine and transmission fluid, and 4 and 7 pin connectors for trailer brakes and lights. With all the standard equipment and a long list of accessories, including an $850 power sliding Moonroof, the bottom line on this truck still amounted to only $51,486. In today’s market, where a top echelon Chevy or Ford can easily run into the $60-70,000 range, this TRD wagon seems like a rational bargain.

2017 Toyota Tundra 4×4 Limited Crewmax

• Engine: 5.7 liter V8, DOHC with 32 valves and dual independent VVT-i
• Horsepower: 381hp
• Torque: 401lb.-ft.
• Fuel Consumption: 13MPG City/17MPG Highway
• Price as Tested: $51,486
• Star Rating: 9 out of 10 Stars

Hypes: Improve Looks, Packaging, Performance
Gripes: Poor Regenerative Brake Pedal Feel

Toyota’s official designation for the color of this week’s 2018 Camry is “Ruby Flare Pearl.” It costs $395 extra and is worth every penny. But since when is Ruby Flare Pearl a name you’d associate with a Camry? Since now. Toyota has finally begun to veer off the straight and narrow path that defined the plain vanilla Camry franchise for so long. Our candy apple red Camry Hybrid colors an all new design for 2018, the first to use the TNGA platform that lowers roofline and driving position by a full inch. This architectural revision signifies a willingness to rethink, redirect and reinvigorate the staid Camry model line.

Camry’s reduced height is hardly the only noticeable change for 2018. Both the nose and tail have been radically re-proportioned, with newly incised slits and gills up front, and nips and tucks to the rear to eliminate the outgoing model’s hefty butt. The all new Camry is so much better looking than the model it replaces that you wouldn’t know it was even a distant cousin to Toyota’s long line of frumpy looking sedans . Setting off the scintillating new fender flares are a set of sharp aluminum wheels, 18 inches in diameter, finished in black but set off by the high gloss silver of machined facings. Hankook Kinergy GT tires (235/45R18) supply the show quality rims with excellent all weather grip. They promise long life too, with a tread wear (TW) rating of 580.

Inside the cabin, the changeover is even more apparent. The interior of our up-market SE level four-door sported a sweeping, lavishly appointed dashboard, set off by discreet hammered aluminum trim. The plush seats, upholstered in cream colored SofTex fabric, looked dramatic, with bold horizontal ribs defining the actual seating surfaces. Belying this car’s base MSRP of $29,500, the driver’s seat features standard 8 way power adjustments plus power lumbar, and 6 way manual adjustment for the passenger. In the center of the dash sits a 4.2 inch multi-informational display. This screen is well integrated to the confines of the available space, and avoids the drive-in movie screen effect so common to dashboards today. It’s easy to read in all lighting, and a snap to operate when setting or selecting favorites on SiriusXM radio. To Toyota’s everlasting credit, all HVAC controls are operable independently of the screen, with separate heat, blower and A/C buttons that leave your eyes focused on the road, not the dash.

The big news for Hybrid fans in 2018 is the complete revision of this system’s battery and packaging. An all new, smaller Lithium-Ion battery pack now sits beneath the back seat, allowing the sizeable 15 cubic foot Hybrid trunk to offer a flat floor for the first time. That’s a net gain of 2.0 cubic feet in storage space this year. Even better, the Hybrid offers a 60/40 split rear bench seat for the first time ever. But the most important aspect of the latest Hybrid is not its appearance, its wheels, its tires or its interior. Rather, this is the first Camry Hybrid I have driven that is fast enough to justify calling it a legitimate sports sedan. This SE is genuinely quick in a straight line. It will rocket from 40mph to 80mph on the freeway so fast you will disbelieve your speedometer. This year, Toyota has coupled a very sophisticated 2.5 liter, 4 cylinder, 176hp gasoline engine to the revised 118hp electric motor. When prodded in unison, this duo provides 208 combined horsepower, and more importantly, 302lb.-ft. of torque. That’s enough output to rocket this Camry from the slow lane to the fast lane in an eye blink. It’s also the first sedan I have driven that is perfectly suited to the rheostat like power management of a CVT transmission. Although Toyota provides floor mounted manual shifting through faux “gears” as well as steering wheel adjacent paddles, neither is necessary to harness the turbine-like performance of the new “Dynamic Force” engine. On all counts, then the 2018 Camry marks a huge improvement over the Hybrid it replaces. At $33,695 including optional moonroof ($900), uprated audio package ($1,080) and Blind Spot Monitor with Rear Cross Traffic Alert ($600), this drastically revised sedan makes a strong case for choosing it over any cumbersome SUV.

2018 Toyota Camry Hybrid SE

• Engine: 2.5 liter inline 4, DOHC, 16 valve, dual injection and VVT-i; Electric Motor, permanent magnet, AC synchronous
• Horsepower: Gas Engine – 176hp@5700rpm; Electric Motor – 118h
• Torque: Gas Engine – 163lb.-ft.@5200rpm; Electric Motor – 149lb.-ft.
• Fuel Consumption: 1MPG City/53MPG Highway
• Price as Tested: $33,695
• Star Rating: 8.5 out of 10 Stars

Hypes: Cool Looks Inside and Out
Gripes: Needs a Turbo

While the Ringling Brothers circus may be dead, there is, as yet, no shortage of clown cars available to purchase. Nissan started the big top proceedings with the polarizing Juke, a car guaranteed to put a smile on your face if not greasepaint on your lips. BMW followed with their all electric I3, which resembles something you might find in the discount bin at Toys R Us. Now, along comes Toyota with their new-for-2018 C-HR, an idiosyncratic car that looks like the love child of a Juke and an I3. This uniquely outrageous looking vehicle, originally intended to be part of Toyota’s now defunct Scion product line, is named C-HR because it’s a Coupe-High Rider. Thanks to our test model’s “Iceberg/Radiant Green” exterior paint, abetted by a $500 optional “R-Code Color Keyed Body with White Roof,” this test C-HR pushed the boundaries of good taste to the absolute limit of propriety. In a boring automotive world populated by black, silver and white vehicles, you will never lose sight of this radioactive green C-HR in any parking lot. It put a smile on the face of everyone who saw it, me included, because it provides just the touch of humor you would expect from the best dressed clown at the circus.

Out on the broken pavement of West Marin County’s grievously untended Coast Route 1, the diminutive C-HR tames every bronco bounce and knee jerk recoil with marvelous dexterity. Tall ride height is the order of the day if a vehicle is to pass muster out here, and the C-HR does tall particularly well, with its height of 62 inches. That’s 5 full inches taller than Toyota’s own Corolla. The C-HR is also short enough, at 171 inches, to maneuver through mogul fields with an adroitness that eludes the much longer, 183 inch Corolla. Contributing an added dash of adhesion are the C-HR’s premium grade Dunlop SP Sport 2000 tires (225/50R18), which adhere with resolute grip thanks to their soft Tread Wear rating of 340. This Toyota’s advanced fully independent suspension system (MacPherson Strut up front, Double Wishbone in the rear) sucks up bumps and imperfections like an Olympic champion blistering KT-22 at Squaw Valley. The C-HR’s relatively light weight (3,290lbs.) also contributes to its handling agility.

Unfortunately, Toyota has burdened this otherwise lively product with an underproductive motor and drive train. Prop the hood up and you’ll discover a sideways mounted 2.0 liter inline 4 with double overhead cams, 16 valves and electronic fuel injection. With no boost from turbocharging, however, this unit produces just 144hp which it sends through only the front wheels via a CVT transmission. From zero to 2,000rpm, this unit is dead on its feet. You will quickly reconcile yourself to following even the slowest road blocking traffic without attempting to make a pass. So if speed is on your short list of attributes, look elsewhere for your kicks. On the other hand, if you’re looking for decent mileage (29 MPG Overall), and storage room that belies tidy dimensions, you might be willing to forego thrust for practicality. As if to underline the point, out C-HR even sported $299 optional removable cross bars to turn the standard XLE trim level roof rails into a proper rooftop storage platform.

The interior treatment of this Toyota is sportive, comfortable and easy to live with. The supportive seats are upholstered in a durable fabric. The dash utilizes a combination of finishes dominated by piano black trim around the 7 inch touchscreen display. Toyota has provides separate button controls for temperature and fan speed, so you never have to go fishing through menu screens to control the car’s basic respiration functions. Back seat legroom is tight, so if you’re planning on traveling as a foursome, front seat occupants will need to cooperate in the endeavor by sliding their seats forward.

Toyota stylists have tilled some new design soil with their roofliner in this vehicle. Above each front seat passenger, a pyramided tent-like structure gives the headliner a fresh new look. Diamond pleated door panels echo the tidy roof design. Even the instrument pointers for the speedometer and tachometer look distinguished, with delicate cream colored, bifurcated needles pointing the way. The inside of the C-HR is in every way just as inventive and attention getting as the exterior. It’s the perfect starter vehicle for the family with a proclivity for extroversion.

2018 Toyota C-HR XLE

• Engine: 2.0 liter inline 4 cylinder, fuel injected, DOHC, 16 valves
• Horsepower: 144hp
• Torque: 139lb.-ft.
• Fuel Consumption: 27MPG City/31MPG Highway
• Price as Tested: $24,969
• Star Rating: 8 out of 10 Stars

Hypes: A Great Pack Horse, Modestly Priced
Gripes: Cumbersome Handling

For 2017, Toyota undertook a major overhaul of the Highlander. The most visible change is to the front sheet metal. Toyota stylists replaced the previous version’s small one piece grill with a much larger triangular two-piece intake. The enlarged grill endows the Highlander with a more imposing face. Side slots housing fog lights are reoriented from horizontal to vertical, further emphasizing the height of the new grill. Behind the grill lies a newly revamped 3.5 liter V6 which boasts direct fuel injection rather than port injection. This engine produces 295hp and 263 lb.-ft. of torque. Also new for 2017 is an 8-speed automatic transmission (up from the previous model’s 6-speed). The two extra gear sets improve fuel economy by reducing engine rpm at highway cruising speed. Where the previous Highlander returned 18 MPG/24 MPG, the new V6/8-Speed combo yields 20 MPG in city driving, 26 MPG in highway mode and 22 MPG overall.

One reason for the Highlander’s continued popularity is its utilitarian configuration. This is a truly useful 3 row seating design. If you chose a second row bench, you can carry 7 people in the Highlander’s sizeable interior. Our test model , however, sported very comfortable second row Captain’s Chairs which reduced total seating to 6. These second row chairs slide fore and aft to permit easy access to the third row seats. Our test vehicle also included an $1,810 rear seat BlueRay DVD entertainment system. This unit provides headphones as well as a remote control box. Note that when the DVD player is swung down for use, its screen blocks rear view mirror vision for the driver.

If you flip and fold all seats down – a relatively painless procedure – you generate 40.5 cubic feet of interior storage space. In anticipation of a trip to Home Depot for some wood, I placed a tape measure inside the Highlander and discovered enough front-to-rear interior space to accommodate a 7′ long piece of timber. If you need to transport longer material, you can run with the tailgate down, or simply flip the rear tailgate window up while leaving the lower door upright. The Highlander is also tow rated at 5,000 pounds, so its utilitarian portfolio is quite complete.

About the only thing this Toyota fails to provide is fun behind the wheel. Although the Highlander’s window sticker claims that this crossover is fitted with a “Sport Tuned” suspension, the Highlander is just too heavy (4,570 lbs.) and too big (191 in. long) to generate anything resembling sporting performance. To its credit, Toyota provides rather hefty contact patches at the road, with 245/55R19 Bridgestone Dueler H/L tires at each corner. But the suspension is rather flaccid as it pitches from side to side through switchbacks. The 295hp engine, with its middling power to weight ratio of 15.5lb/hp, is hard pressed to provide significant acceleration, even when you hammer the throttle with that 8-speed transmission locked in second or third gear for maximum thrust.

Also new for 2017 is the inclusion of Toyota’s Safety Sense P suite of warning devices and collision avoidance mechanisms. Some of the highlights include pre-collision system with pedestrian detection, lane departure alert (LDA) with steering assist, dynamic cruise control and “automatic high beams.” I turned off the LDA, as I tend to pay close attention to adjacent traffic. The radar cruise control operated smoothly and unobtrusively, offering 3 different car length settings for following distance. Even the one-car-length setting, however, dropped the Highlander at least 3 car lengths behind the nearest car or truck, which provided other drivers the unwelcome opportunity to chop in front of the Highlander.

But the automatic high beams proved perplexing. On my first night drive in this Toyota, I found I could not activate the high beams when I needed them. I later discovered that a dash button had been depressed to activate the automatic high beam feature, which “uses a camera sensor behind the upper portion of the windshield to assess the brightness of the lights of vehicles ahead, streetlights, etc., and automatically turns the high beams on and off as necessary.” This so-called “Safety Sense” feature, which countermanded my own decision making process, should be permanently deleted. In the big picture of Highlander ownership, though, it’s a minor speed bump on a long fast stretch of highway.

2017 Toyota Highlander SE V6 AWD

• Engine: 3.5 liter DOHC V6 D4S engine with Dual VVT-i
• Horsepower: 290hp
• Torque: 268lb.-ft.
• Fuel Consumption: 20 MPG City/26 MPG Highway
• Price as Tested: $43,900
• Star Rating: 8.5 out of 10 Stars

Hypes: Rugged Old School Pickup
Gripes: Needs Hydraulic Hood Prop

Opt for the TRD PRO version of the Tacoma compact pickup and you’ve got a military spec off-roader that will out-butch everything but a monster truck. Toyota Racing Development (TRD) is hardly a newcomer to assaults on Baja, or the urban jungle for that matter. TRD trucks have been running and winning the Baja 1000 for decades, and the breeding that goes into making the Tacoma competitive there shows everywhere you look here. First, there’s the truck’s sky high ride height which necessitates a healthy jump step to insert yourself in the cab. Next, there’s the no-nonsense look of this “Cement” colored brute. With its monochromatic grey paint highlighted only by “TRD PRO” informational placards on the flanks, this Tacoma stands ready to battle the toughest terrain you can throw at it.

To that end, Toyota equips it with black alloy rims highlighted by red TRD center caps. On each rim you will find a 265/70R 16 Goodyear Wrangler off-road tire with more writing on its sidewall than a Dead Sea Scroll. The most pertinent notice concerns the wear rating (WR) of these Kevlar-reinforced Goodyears. With a WR of 640, you can bet these tires will take a real pounding while enjoying a long tenure on your Tacoma. You can also expect them to afford less than sticky traction on hard shell pavement, since their compound lies at the rock end of the tire wear spectrum. I found this out first hand when I pitched the TRD PRO into a tight turn. The front tires lost traction, and the truck washed out in understeer. Caution is essential when driving this Tacoma on pavement. In the dirt, however, no impediment is too great for this race bred package.

Up front you’ll find a bullet proof TRD branded skid plate, which is easily seen because the TRD sits so high off the ground. Also a pair of sly looking Rigid Industries LED fog lamps. Do a walk around and you can peer into all four wheel wells and admire the structural soundness of the frame rails, the immense solidity of the TRD racing shock absorbers wrapped in coil springs, and the massive size of the front anti-sway bar and its drop links. Of course all this super size componentry affords the stiffest ride you can imagine. The TRD hops and bounces like a thoroughbred stallion kicking the stall at post time. Once you get acclimated to the handling idiosyncrasies of this Tacoma, it’s really a blast to drive. Its handling is so direct and elemental that nothing cushions or decompresses the joy of driving it. What you see is very much what you get. There are few vehicles left for sale as honest and straightforward as the TRD PRO, so enjoy this breath of fresh air.

Like the ride, the interior too is uncomplicated, and as useful as a work boot from Acme. The dash is delightfully straightforward in an old fashioned way. There are big fat knobs for every vital HVAC function, and a useful 7 inch touchscreen for audio and navigation override. The seats slide and tilt with manual controls, but they are thoughtfully equipped (up front) with 3-stage heaters. There’s an electrically operated center rear window at the back of the cab, should you need to carry items longer than the 6 foot bed will accommodate. The back seats also flip and fold against the front seats, so you can easily convert unused cab space into additional storage room.

The 3.5 liter V6 engine, which produces 278hp, sounds off through a TRD exhaust system that issues a guttural blat when you nail the throttle. The engine has enough torque (265lb.-ft.) to tow a trailer weighing 6,400 pounds, and the TRD comes equipped with a proper receiver hitch plus all the ancillaries needed to cool the driveline when towing: Automatic Transmission Fluid cooler, Power Steering cooler, Engine Oil cooler, plus a 130 Ampere Hour alternator. 4 Wheel Drive is available either full time or part time, and Toyota supplies the TRD PRO with an electronically controlled transfer case and a limited slip differential. It’s hard to imagine an on- or off-road situation that would stymie this truck.

The TRD PRO version of the Tacoma pickup looks like a Baja winner. About the only phony note to its cowboy get-up is the hood scoop which doesn’t actually vent cold air into the engine room. That’s a mighty small complaint list for a very fetching truck.

2018 Volvo XC90 T6 AWD Inscription

• Engine: 3.5 liter V6 with Dual VVT-i and TRD Exhaust
• Horsepower: 278hp
• Torque: 268lb.-ft.
• Fuel Consumption: 18MPG City/23 MPG Highway
• Price as Tested: $45,042
• Star Rating: 10 out of 10 Stars

By David Colman

Hypes: High on the Green Scale, Comfy
Gripes: Hybrid Takes Trunk Space, Modest Cornering Ability

When I recently rode in a first generation Toyota Avalon belonging to a friend, I was astounded by its small size and lack of amenities. That pioneer Avalon was really little more than a rebadged Camry with an elevated price tag prompted by pretensions of luxury. Today’s Avalon is a very different product from that modest initial offering. Although it has retained the same “big car” dimensions for the last decade (111 in. wheelbase, 72 in. width, 197 in. length), the packaging within has transformed the Avalon from a massaged Camry into a luxurious line-topping sedan with no need to apologize for anything.

In the case of our test vehicle, there’s no need to hedge about its green entitlement either, since this sizeable 3,590 lb. quintet mover registers a planet saving 40 MPG in overall driving thanks to inclusion of Toyota’s well integrated Hybrid Synergy Drive system. The Hybrid combines a permanent magnet synchronous electric motor good for 200lb.-ft. of torque with a sophisticated (DOHC/VVT-i/ 16 Valve) 4 cylinder 2.5 liter gas engine good for 200hp. This combined output reaches the rear wheels through a constant velocity transmission (CVT). According to the government, this drivetrain produces an average yearly fuel cost saving of $2,500 compared to the MPG rating of a comparable gas-only vehicle. The EPA also allows you to brag that your Hybrid Avalon posts a 9/10 on the “fuel economy and greenhouse gas rating scale,” and an 8/10 on the “smog rating” scale.

Of course, you will pay a premium for this car’s complicated Hybrid propulsion unit. The first up-charge comes at purchase time, because choosing a Synergy Drive Avalon propels the base price to $42,550. The gas powered Avalon range starts at just $34,000, so you’re definitely tipping the high end of this model’s pay scale. However, there is that $2,500 savings in fuel costs to consider, so you should come out better than even if you keep your Hybrid Avalon for at least 3 years while driving it roughly 12,000 miles per year. But what kind of a driving experience does the Hybrid provide, aside from its proclivity for efficiency? Simply put, this Avalon will not ignite the smoldering embers in an enthusiast’s breast. The problem derives from the Hybrid’s compromised power-to-weight (P/W) ratio. With just 200hp to propel 3,590 pounds of sedan, the Hybrid posts a P/W ratio of 17.95lbs./hp. Compare that to the gas powered, 268hp, V6 Avalon’s P/W ratio of just 13.39 and you’ll understand why the Hybrid takes its time reaching freeway speed from a stop.

The good news here is that this gives you even more time to enjoy the many amenities Toyota has baked into the latest Avalon interior. You will not be disappointed in the level of attention to detail here. Both front and rear seats are exceptionally comfortable. Since this sedan’s modestly proportioned tires (215/55R17 Michelin Primacy MXV4) and softly sprung suspension generate light side loads on curvy roads, the seats require no side bolster support. This allows very easy ingress/exit. The seat design emulates a Barca-Lounger style chair with relatively flat cushions that feel cushy and inviting. Both front seats are fitted with separate console mounted controls for heat and ventilation. For a dash design predicated on hard touch points rather than knobs or buttons, the Avalon’s layout is relatively successful. But hard touch adjustment surfaces have their drawbacks. For example, if you seek to adjust cabin temperature, you must first visually locate the HVAC slide scale for your side of the interior, then position your finger over the up (red) or down (blue) arrow, and then administer a jab. This push is acknowledged by a corresponding chirp. While this added design complexity might make cell phone addicts happy, it’s still not as rewarding to operate as a simple dial control.

The Avalon’s JBL Audio system deserves a special note of praise. The 7 inch touchscreen on the dash operates not only the 11 speaker JBL entertainment unit, but Toyota’s Entune App suite and standard Navigation System as well. The JBL’s bass output was truly remarkable, and once we dialed in our preferences to the SXM satellite radio (3 month free trial included), we enjoyed a solid week of our favorite tunes at a dauntingly booming volume level. But that kind of enjoyment is definitely the Hybrid Avalon’s strong suit. This is a large family car designed for covering long and boring stretches of interstate while keeping you entertained, comfortable, and virtually immune from the need to stop and refill the Avalon’s 17 gallon gas tank.

2017 Toyota Avalon Hybrid Limited

• Engine: 2.5 liter inline 4, DOHC, VVT-i, 16 Valves + Electric Motor
• Horsepower: 200hp
• Torque: 199lb.-ft. electric motor
• Fuel Consumption: 40MPG City/39 MPG Highway
• Price as Tested: $43,639
• Star Rating: 8 out of 10 Stars