Test 400 and eq 300 cycle

Those who already like the Highlander will love the new Highlander. Jason Cammisa uncharacteristically found the zeitgeist of the Highlander and is extremely confident that our nitpickiness was overwrought. “Wow, finally a handsome Toyota,” he said. “And although I know my opinion is going to be unpopular, I see many reasons why this Highlander will outsell many of its competitors and why more of those customers will love it more than any other: It nails its intended purpose. Everything about the powertrain oozes smoothness—this V-6 is absolutely imperceptible at idle and inaudible in normal driving. The transmission’s light throttle shifts are perfectly imperceptible, too. The car glides off the line as if were powered by an electric motor. The steering feels like it’s assisted with ball bearings, and no matter what you ask of it on the rough off-road course, the Highlander’s suspension refuses to make a harsh noise, slam into its bump stops, or lose composure. Instrumentation is clear, and the buttons that people who buy these kinds of cars use (. not the stability-control-off stuff) are big, well-labeled, and easy to find. The second row is enormous, with my only complaint being that the seats are mounted so low to the floor. That said, there’s a space between the two captain’s chairs to walk into the third row. The materials in the back (with the exception of the flip-up tray between the seats) are nicer than any other SUV save a Mercedes . I don’t love the way the dash looks, but functionally, it’s brilliant with that shelf for phones and stuff. There’s no reason for the sunroof to have two buttons to control it, and the reach for the stereo tuning knob on the stereo is way too far. But that’s it. This is the kind of vehicle that Consumer Reports will love and that customers will buy over and again. And I see why. Would I buy one? Probably not, but there’s no SUV that I would. However, when someone asks me what the best two-kid-hauling everyday-driving midsize SUV is, my recommendation ain’t gonna be that four-cylinder Mazda . It’ll be this Toyota Highlander every time.”

Though we might not have predicted as much going into this review, after driving both ES models back-to-back it’s the hybrid ES 300h that comes off as the far more appealing car. It’s not as quick as the V-6 — the run to 60 mph takes a leisurely seconds — but in around-town driving its instant-torque electric motors and seamless CVT make it feel livelier (despite the hybrid weighing 161 pounds more than the ES 350). A silly feature, standard on both cars, dubbed Drive Mode Select allows the driver to choose eco, normal, or sport settings to alter the response of the throttle and power steering assist. In the ES 350, you’d be hard-pressed to notice much difference between any of the three, but in the ES 300h the sport setting really juices-up the throttle; the car fairly leaps away from stoplights. In sport, the hybrid’s main dash displays a tachometer — which takes some getting used to for the first few stoplights as the needle suddenly plops to zero. While the hybrid is capable of running in full-electric mode for short periods, doing so requires a delicate right foot — and keeping the speedo below 25 mph.

Test 400 and eq 300 cycle

test 400 and eq 300 cycle


test 400 and eq 300 cycletest 400 and eq 300 cycletest 400 and eq 300 cycletest 400 and eq 300 cycletest 400 and eq 300 cycle