2024 Toyota Grand Highlander First Drive Review: 3

The third row. Traditionally, no one short of short people have dared venture back there, as it's almost always been a cramped and uncomfortable penalty box. Unless of course you're riding in a minivan or gigantic SUV. But for whatever reason the minivan has become as unpopular as most third rows, and the bigger the SUV, the more unwieldy it becomes to navigate through urban landscapes. Lately though, several big (but not too big), three-row SUVs have stepped into the breach in an effort to make things less onerous out back and from behind the wheel, with the all-new 2024 Toyota Grand Highlander being Toyota's take on the theme.

Yes, the Toyota Highlander, with which the Grand Highlander shares some componentry, a powertrain, and a name(ish), has a third row. No, it's not nearly as grand as the Grand Highlander's, which was designed from the jump to be a seven- or eight-passenger SUV. It has roughly a four-inch-longer wheelbase and is roughly four inches longer overall than the biggest Highlander, and it's some two inches taller and wider, as well. What that means for the wayback passengers especially is more space for heads, hips, knees, legs, shoulders—name the room, there's more of it in the Grand Highlander.

And, you guessed it, there's more cargo room as well. During its show and tell presentation to the media, Toyota highlighted an image with seven suitcases shoehorned behind the Grand Highlander's third row. They made it work thanks to the SUV's 20.6 cubic feet of space. There are also 57.9 cubes behind the second and an impressive 97.5 cubic feet behind the first row (the seats also neatly fold flat for easier cargo loading). That's some 10 additional cubic feet than the Kia Telluride and almost 13 more than the Jeep Grand Cherokee L, two of the Grand Highlander's stated competitors.

As for what it's actually like back there, we easily hiked our way in after a quick flip forward of the second row captain's seat (top-tier Platinums have heated and ventilated second-row seats). While the bottom and back supports aren't super comfy, they aren't boardlike, either. Headroom for this six-footer was more than acceptable, as was legroom with the second row moved up just a smidge. In short, two not-so-short adults would have no problem spending an hour or more back there. There are also USB-C ports on either side (seven in all throughout the cabin), and ample room for drinks and even tablets. All in all, it's a solid third row.

When it comes to piloting the Grand Highlander, it's about what you'd expect from a vehicle in this class, especially so when it comes to the volume powertrain, a version of Toyota's latest 2.4-liter inline turbocharged four cylinder engine with 265 horsepower and 310 lb-ft of torque mated to an 8-speed automatic transmission. Toyota claims a 0‒60-mph time of 7.5 seconds, which seemed reasonable from our time behind the wheel traversing up, down, and around in one equipped with the turbo four on Hawaii's Big Island. We weren't overwhelmed or underwhelmed—call us whelmed. In our recent Big Test of seven contenders in the segment, that time would put the Grand Highlander as second-slowest, but we're sure it'll be just fine for most of the 75 percent or so customer mix that Toyota says will opt for this powertrain. In any event, it should offer enough oomph to get by with seven or eight passengers and/or lots of gear in tow. Speaking of towing, the gas model can haul up to 5,000 pounds. The all-wheel-drive version with a dynamic torque control feature (available with front-drive as well) is estimated at 20/26/22 city/highway/combined mpg, a decent number for a vehicle that weighs more than 4,500 pounds.

If you want a more grandiose mpg rating, there's always the entry hybrid version, which we didn't get a chance to drive. It comes equipped with a version of Toyota's familiar gas-electric powertrain with a 2.5-liter Atkinson cycle four and continuously variable transmission, and a choice of either front-drive or on-demand all-wheel drive. It's roughly the same version found under the hood of the Highlander Hybrid, with close to the same total system horsepower (245 hp) and torque (177 lb-ft). While we're super impressed with its estimated mileage numbers (36 city/32 highway/34 combined) for such a big vehicle, we do wonder how well it would perform when fully laden.

The powertrain you won't need to wonder if it's powerful enough or not is the 2024 Grand Highlander's Hybrid Max option, a highly boosted, hybridized version of the 2.4-liter turbo paired with a six-speed automatic and full-time electronic all-wheel drive similar in scope to the setups found in the Toyota Crown and Lexus RX500h. The powertrain also utilizes a front-mounted electric motor, a rear-mounted eAxle motor that helps drive the rear wheels, and a 288-volt nickel-metal hydride battery to aid in boosting its total system power, which is rated at a healthy 362 horsepower and 332 lb-ft of torque. In addition, the AWD setup can instantly meter the power from a 70/30-percent front/rear split to as much as 20/80 split depending on the driving situation. As is the case with the gas model, Hybrid Max-equipped Grand Highlanders can also tow as much as 5,000 pounds (the base hybrid lugs 3,500 all in).

During our time in a high-end, Hybrid Max-powered Grand Highlander Platinum (the XLE is the base trim level and Limited is the middle child), we found the powertrain to be potent motivation for a roughly 4,900-pound SUV. Toyota claims a 0‒60-mph time of 6.3 seconds for Hybrid Max versions, and we felt nothing to dispute that.

As for how grand the Grand Highlander drives in general, we didn't get a chance to do any volcanic-rock off-roading or even take it on any challenging asphalt, as the Big Island's tarmac is mostly smooth stuff. But what we could discern is the Grand Highlander's steering feel is relatively direct and surprisingly good for a vehicle of its size. Same goes for the brakes, which are slightly bigger in the Hybrid Max models. Pedal feel is firm and direct from the outset and there's no mushiness as you press down. At speed, the cabin is well isolated and does a solid job keeping out the outside world while welcoming in a meaty engine note when you mash the accelerator.

All models regardless of powertrain are equipped with the obligatory Sport, Eco, and Normal drive modes. Sport mode actually holds a gear longer, and some models come with paddles to shift if you're feeling frisky. The gas and Hybrid Max models also come with a multi-terrain select setup with three modes (Mud & Sand, Rock & Dirt, Snow). Regardless of the mode you choose, the suspension transmits more than a bit of impact harshness into the cabin when you crash over the occasional washboard. And in the few twisty sections we were able to charge into, we found it a smidge wallowy. We'd rather have this vehicle tuned to be more comfortable over the bumpy stuff (or at least offer more comfort-oriented setting) with slightly less lean into corners, but that's just us. For the overwhelming majority of owners, the setup will no doubt prove more than sufficient.

What should also be more than up to snuff for most folks interested in a Grand Highlander is what you get in the cabin. In addition to the aforementioned plethora of USB ports, there are a multitude of cupholders, 13 in all, including three in the center-console area with one that can hold a large water bottle—a feature we'd love to see with more frequency in other vehicles. Also standard across the lineup is Toyota's latest 12.3-inch infotainment screen, with wireless phone charging and wireless Apple CarPlay and Android Auto.

Step up to the Limited and Platinum trims and other features become available, including a 12.3-inch multi-information display, a removable console between the second row captain's chairs, a premium JBL sound system, a head-up display, and a panoramic sunroof. All trims also come with Toyota's Safety Sense 3.0 as standard, although higher trims are available with advanced features including front and rear parking assist and, on the Platinum, Toyota's new traffic jam assist feature that offers hands-free driving below 25 mph in certain conditions.

Outside, while the resemblance to the Highlander is evident, the larger Grand Highlander has more presence and more angularity to its exterior style, especially so the fog lamp housings framing its large trapezoidal main grille. The rest of the vehicle cuts a profile that's visually non-threatening compared to the rest of the segment. Interestingly, it doesn't ride on giant wheels and tires, with an 18-inch package on XLE and 20-inch wheels on Limited and Platinum.

All in all, while the Grand Highlander doesn't exactly break any new ground, it fills a niche for Toyota with an offering that will undoubtedly be able to compete against several established three-row SUVs like those in the aforementioned Big Test. Is it grander than the rest of the pack, especially out back? We look forward to pitting the Grand Highlander against the best in the segment soon. Prices start just under $45,000 for the front-drive XLE and around $60,000 for the Platinum; prices will be finalized as the model arrives in Toyota dealerships soon.