2017 Toyota Highlander

2017 is the XU50 mid-cycle refresh and a change year: the V6 gained D-4S direct injection (2GR-FKS), rising from 270 to 295 hp, and it powers every trim except the base LE FWD.

The naturally aspirated V6 makes its peak torque high in the rev range, so it is adequate rather than strong for a 4,400 lb three-row, and well short of turbo or V8 rivals.

About 7 seconds to 60 mph is competitive for a 2017 mid-size three-row V6 crossover and a clear step up from the pre-refresh 6-speed V6.

The direct-injected V6 is smooth and quiet at cruise with linear delivery, but it needs revs for real thrust and the new stop-start on non-LE trims was criticized as slightly abrupt on restart.

The new Direct Shift 8AT shifts smoothly but is programmed for economy, upshifting early and sometimes hesitating or hunting on kickdown, which reviewers flagged in the first year.

5,000 lbs is the class norm for V6 mid-size three-rows — enough for a mid-size camper or boat, but short of Durango/Traverse-class ratings.

AWD is available on every V6 trim and standard on the Hybrid, but the gas system is a basic on-demand setup with a lock function — no low range, terrain modes or torque vectoring — and the base I4 is FWD only.

A car-based crossover with 8.0 in of clearance, no skid plates, no off-road trim and only hill-start assist plus an AWD lock — fine for gravel and snow, nothing more.

Three distinct powertrains — 2.7L I4, 3.5L V6 and a 306 hp V6 hybrid that was rare in the 2017 three-row class — cover economy, mainstream and electrified buyers.

The refreshed 2017 V6 with 8-speed and stop-start gains about 1–2 MPG over 2016 and lands at 23 combined in volume form — typical for a V6 three-row, well behind the hybrid.

Volume V6 AWD trims rate 20 MPG city; stop-start on non-LE trims helps a little, but the hybrid is the city-cycle choice.

The tall top gears of the new 8-speed give 27 MPG highway, essentially matching the hybrid on the highway cycle.

A large 19.2-gallon tank offsets the middling economy, giving roughly 440 miles between fills — solidly mid-pack for the segment.

fueleconomy.gov's current-price estimate for the 23 MPG V6 is $2,900 a year at 15k miles — about $600 more than the hybrid.

Every 2017 Highlander powertrain — I4, V6 and Hybrid — runs on 87-octane regular, with no premium recommendation and no charging dependency.

The facelifted 2017 Highlander (XU50, third generation) carries NHTSA's top 5-star overall rating.

Earned 2017 Top Safety Pick+ with Good ratings in driver-side small overlap, moderate overlap, side, roof and head restraints; only the passenger-side small overlap was Acceptable.

For 2017 Toyota made TSS-P standard on every trim (pre-collision with pedestrian detection, lane departure alert with steering assist, auto high beams, dynamic radar cruise), but blind-spot monitor and rear cross-traffic alert were reserved for upper trims rather than the base LE.

Standard Pre-Collision System earned IIHS's top Superior vehicle-to-vehicle rating; it includes pedestrian detection, but IIHS had no pedestrian or night test at the time, and first-gen TSS-P pedestrian detection is daytime-oriented.

Blind Spot Monitor and Rear Cross-Traffic Alert are alert-only and available on XLE and up (standard on the volume XLE), but absent from the base LE; no rear automatic braking or safe-exit alert.

TSS-P provides lane departure alert with a gentle steering-assist nudge at the lane edge only; there is no lane-centering function (Lane Tracing Assist arrived with TSS 2.0 on later Highlanders).

Standard full-speed-range Dynamic Radar Cruise Control was generous for a 2017 mainstream SUV, but with no lane centering there is no combined highway assist, and reviewers noted conservative, somewhat abrupt following behavior typical of first-gen TSS-P.

No hands-free driving system was offered on any 2017 Highlander.

Every trim uses halogen projector low beams rated Acceptable by IIHS; none earns Good, though auto high beams are standard via TSS-P.

Upright greenhouse gives decent forward and side views, though the thick D-pillars and third-row headrests limit rear vision; rearview camera is standard and a 360-degree camera was not offered on the 2017 model.

IIHS rated LATCH Good overall, with two full LATCH positions and additional tether anchors; a wide second row (bench or captain's chairs) and large rear doors make multiple car seats workable, though third-row install is tight.

The volume XLE V6 seats eight with a second-row bench; captain's chairs reduce capacity to seven on SE/Limited.

Generous front headroom for a mid-size three-row SUV.

Front legroom is near the top of the SUV band.

Second-row headroom is generous thanks to the boxy XU50 roofline.

Second-row legroom is adequate for adults, mid-pack for a three-row mid-size SUV.

The third row exists and offers 60/40 split folding with a second-row slide, but at ~27-28 in of legroom it is child-sized; reviewers consistently call it among the tighter third rows in the class.

Behind-second-row space is modest for a three-row mid-size SUV; rivals like Pilot and Pathfinder offer more.

Maximum cargo capacity is solid for the segment.

The XU50's dash-wide shelf ('smartphone shelf') and very large center console bin are widely praised everyday storage solutions; five USB ports for 2017 help, but there is no AC outlet on volume trims.

Front seats are supportive and comfortable on long drives; second row slides and reclines, but the third row is low and cramped.

Soft, compliant ride that soaks up bumps well; some body roll and float, and the SE's firmer tune and 19-inch wheels are busier.

The XU50 added acoustic glass and extra insulation; reviewers rate it among the quieter mainstream three-row SUVs, though tire noise rises on coarse pavement.

Three-zone automatic climate from LE Plus up and heated front seats from XLE; ventilated seats only on Limited and a heated wheel only on Limited Platinum; no remote climate.

The 2017 line opens with the 4-cylinder LE FWD, the only trim that keeps the old 2.7L I4 and 6-speed. Every other gas trim gets the 295-hp V6.

The XLE V6, typically ordered with AWD, was the volume gas trim. It is the representative transaction here.

The Highlander is cheap to keep up for a 3-row SUV, and ToyotaCare covered the first 2 years of scheduled service. Published estimates vary widely, so the figure here sits mid-range, slightly above the RAV4 because of the V6 and larger tires and brakes.

The Highlander is one of the best value holders among midsize 3-row SUVs. The 2017 model's fifth year also fell during the 2021–2022 used-car price spike, which lifted its resale value further.

Toyota's 36-month/36,000-mile basic coverage is the segment minimum. Hyundai and Kia offered 5 yr / 60,000 mi.

The gas Highlander gets the class-minimum 5 yr / 60,000 mi powertrain coverage, against Hyundai and Kia's 10 yr / 100,000 mi.

ToyotaCare covers factory-scheduled maintenance for 2 years / 25,000 miles and includes 2 years of unlimited-mileage roadside assistance. That beats Honda (Pilot), Ford (Explorer) and Chevrolet, which included no scheduled maintenance, but it is a short plan with no meaningful connected-services trial.

$40,920 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $24,552) leaves about $16,368 in depreciation. Add the projected $5,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,568 in total.

Both major raters put the 2017 Highlander above the mid-size SUV norm. That is notable for a refresh year that brought a revised V6 and a new 8-speed automatic. The score stops at the bottom of the top band because CR's owner data still shows trouble spots and the early 8-speed drew a support program.

Around the 2017 model year Toyota sat at or near the top of every dependability ranking. Among mainstream brands it was second only to its own Lexus division.

The 2017 Highlander has four NHTSA recalls, which is an ordinary count. One is the large Denso low-pressure fuel pump campaign, a stall-while-driving defect. The UA80 8-speed transmission also has bulletins and a customer support program for a whine on early builds. Nothing here is systemic enough to fall below the typical band.

The 2GR V6 family has a long high-mileage record. However, 2017 was the first Highlander year for the 2GR-FKS with D-4S direct-plus-port injection and for the 8-speed UA80 automatic. The early UA80s carry a documented whine-and-replacement issue, which keeps this out of the top band despite a strong engine.

The cabin is functional, with padded surfaces on the dash and door tops in mid and upper trims, but hard plastics are common in lower trims and the rear rows. That is competitive for a mainstream 3-row SUV but not class-leading.

By its fourth year of XU50 production at Toyota's Indiana plant, the Highlander was assembled consistently, with few complaints about rattles or panel gaps. J.D. Power's above-average quality rating supports that.

Toyota has one of the densest US service networks, with about 1,200+ franchised dealers in all 50 states. Each new car also came with complimentary scheduled maintenance. Service satisfaction is solid but not exceptional.

High sales volume and the widely shared 2GR V6 make parts cheap and easy to find, and independent shops are familiar with the car. Typical repair costs run below the mid-size SUV average.

The volume XLE carries the 8-inch Entune Premium Audio with Navigation; base LE gets 6.1 in.

Entune is simple with physical knobs and shortcut buttons, but graphics were dated and the app suite clunky and slow even in 2017.

Neither Apple CarPlay nor Android Auto was offered, wired or wireless; Toyota added smartphone projection to the Highlander only later.

Integrated navigation standard from XLE up with basic command-style voice recognition; functional but dated.

Base six-speaker audio is adequate; a 12-speaker JBL system is standard on Limited and up.

Analog gauges with a 4.2-inch color multi-information display between them; no full digital cluster offered.

No over-the-air software updates; map updates required dealer service or USB.

Safety Connect (SOS, stolen-vehicle locator) on upper trims, but no smartphone remote start/lock app for this model year.

Five USB-A ports across the rows standard for 2017 is generous for the era; no USB-C and no wireless charging on volume trims.

Smart Key proximity entry with push-button start from XLE up (the volume trim) and a power liftgate from LE Plus; no factory remote start or phone-as-key.

Backup camera standard; parking sensors on Limited and Bird's Eye View camera exclusive to Limited Platinum.

No head-up display was offered on any 2017 Highlander trim.

Wide rear doors, a sliding second row, IIHS 'Good' LATCH and eight-seat capacity make daily family logistics easy; the tight third row and modest cargo behind it are the compromises.

IIHS Top Safety Pick+ and NHTSA 5-star overall with Toyota Safety Sense P (AEB with pedestrian detection, lane departure, radar cruise) standard on every trim for 2017; blind-spot monitoring only from XLE.

Quiet, compliant ride, three-zone climate, rear sunshades and available Blu-ray rear entertainment suit long trips; luggage space with all three rows in use is small.

Light controls, smooth new D-4S V6 and good visibility make it easy to drive; the new 8-speed can be hesitant to downshift, and the newly added engine stop-start is occasionally noticeable on restart.

23 MPG combined for the V6 is average among gas three-row mid-size SUVs, and it runs on regular fuel.

Manageable 191-in length and ~38.7-ft turning circle for a three-row SUV, but no parking sensors below Limited and surround-view only on Limited Platinum.

5,000-lb towing with the V6 handles a small camper or boat, and 84 cu ft of cargo works for light duty, but it is not a work vehicle.

Proven Toyota V6 and unibody platform with a strong long-term reliability reputation; interior is family-oriented rather than abuse-resistant.

Roof rails and a towing prep are available, but there is no AC outlet on volume trims, no rugged interior surfaces and little upfit ecosystem.

Quiet, comfortable highway cruiser with standard radar cruise control; ~440-mile range from the 19.2-gal tank.

Available AWD, 8.0 in of ground clearance, roof rails and 5,000-lb towing handle gravel roads and trailers, but no off-road hardware.

60/40 split third row and sliding, split second row fold to an 84 cu ft hold, with roof rails and tow hitch prep; behind-second-row space trails larger rivals.

Secure and predictable but softly tuned with noticeable body roll; the new SE trim's firmer suspension helps modestly.

Light, accurate enough steering with little feedback.

Stopping distances average for the class with a predictable pedal.

The new 295-hp D-4S V6 is smooth and strong; the new 8-speed shifts smoothly but can be reluctant to downshift. Stop-start was added on V6 models and is reasonably unobtrusive.

The V6 is refined and quiet at cruise with a pleasant note under load.

Average turning circle for a three-row mid-size SUV.

Commanding seating position, clear controls with physical knobs and buttons, and easy ingress; some controls on the wide dash are a reach and rear three-quarter visibility is limited.

A competent appliance; the stronger V6 adds some verve, but reviewers find little to engage an enthusiast.

For 2017 every Highlander, base LE included, got Toyota Safety Sense P as standard: AEB with pedestrian detection, lane departure alert with steering assist, adaptive cruise and auto high beams. The 2017 Pilot, Explorer and Pathfinder all charged extra for those features. The base LE is otherwise plain, with a 6.1-in screen and cloth seats, and Apple CarPlay and Android Auto were unavailable.

The new 295-hp V6 with an 8-speed, standard safety tech and strong resale make the XLE AWD (~$40.9k) fair value. It still carries a modest premium over comparably equipped Pilot, Explorer, Pathfinder and Sorento rivals, and its third row is tight.

The 2017 range has seven gas grades (LE I4, LE V6, LE Plus, XLE, SE, Limited, Limited Platinum), each available in FWD or AWD except the LE I4. A four-grade AWD Hybrid line runs alongside, with 7- or 8-seat layouts. That is one of the broadest lineups in the segment.

The refreshed Highlander set a sales record in calendar 2017, putting it among the top two or three midsize 3-row SUVs, behind only the Ford Explorer.

Toyota's reputation for reliability and resale strongly supports the Highlander's desirability and owner loyalty, though the brand is not aspirational the way a premium badge is.

Strong demand for the refreshed 2017 model kept discounts modest: occasional low-APR financing and small cash offers, versus the heavier incentives domestic rivals routinely ran.

2017 is the mid-cycle refresh of the 2014 third generation (XU50). It brought new styling, a direct-injected V6 with an 8-speed, and standard TSS-P, but kept the aging platform and infotainment without Apple CarPlay or Android Auto. The fourth generation followed for 2020.

Critics regarded it well and it earned an IIHS Top Safety Pick+ on standard equipment, but comparison tests usually preferred the Honda Pilot, Mazda CX-9 or Chevrolet Traverse for space or driving dynamics.