The Highlander Hybrid follows fast on the heels of the conventional Highlander that was redesigned for 2008. The non-hybrid Highlander is very comfortable, capable, quiet, and refined, and is now our top-scorer in this class. The Hybrid version is just as nice but gets an estimated 22 mpg, four better than the non-hybrid version.

Our Hybrid in the Limited trim line ran to $43,770, about $5,000 more than the conventional model. It is powered by a 3.3-liter V6 and three compact electric motors. A 288-volt nickel-metal hydride battery (NiMH) powers the motors. The engine is mated to a continuously-variable transmission. Stability control is standard on the Highlander Hybrid.

Initial impressions. The first moments of driving this vehicle might seem odd to the uninitiated. After pushing the start button, all that happens is that a little green “Ready” light goes on. When initially proceeding into reverse or drive, the Highlander makes no engine noise. Using a very light touch on the pedal, we’ve even been able to nurse the vehicle up to 38 mph using electric power alone. But press hard on the accelerator and the engine will fire up.

A switch lets you choose between “Econ” and “EV” (electric vehicle) modes. The Econ mode saves fuel by dulling performance. The EV mode seems a little redundant, since in that mode the engine starts whenever it’s appropriate, such as at higher speeds or when accelerating briskly. When not in Econ mode, the Highlander Hybrid delivers respectable acceleration and plenty of power off the line. Of the three electric motors, one aids the engine, one drives the front wheels, and the third drives the rear wheels, a configuration that provides all-wheel-drive without need of a shaft running to the rear of the vehicle. So far, we’ve been getting about 23 mpg, according to the on-board computer.

The Highlander Hybrid performs a lot like the regular Highlander. The handling is responsive enough but not sporty or agile. The electric steering feels rather artificial and is short on feedback. The ride is comfortable and cabin noise is minimal. The front seats are well proportioned and afford a good view out. The second-row seat is very roomy and the center position can convert into a console. The third-row seat is very tight.

CR’s take: The Highlander Hybrid delivers refinement, comfort, space, good performance, and fuel economy. Whether the added fuel economy is worth the steep price premium is another question. A full test is scheduled for the March issue, online in February.

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