2019 Toyota Highlander

2019 is a carry-over year of the 2017 facelift of the third-generation (XU50) Highlander, and the volume V6 trims use the 2GR-FKS direct-injected 3.5L V6 at 295 hp — competitive for a mid-size three-row of its era but unremarkable against today's band.

The naturally aspirated V6 makes 263 lb-ft high in the rev range, adequate for a ~4,400 lb three-row but well short of turbocharged or electrified rivals.

Instrumented tests of the 2017–2019 V6 AWD Highlander cluster around 7.1–7.2 seconds to 60 mph, mid-pack for the segment.

The 2GR-FKS V6 is smooth and quiet with linear delivery and was widely praised; it lacks low-end torque, so it needs revs when loaded, and the base 2.7L four feels strained.

The 8-speed automatic shifts smoothly but was noted for eagerly upshifting for economy and occasionally hesitating to kick down; the base four's 6-speed is unremarkable.

All V6 Highlanders are rated to tow 5,000 lbs, the norm for mid-size three-row crossovers.

AWD is available with the V6 on LE through Limited Platinum and standard on the hybrid; Limited/Platinum get Dynamic Torque Control AWD, but the base 2.7L four is FWD-only and there are no terrain modes beyond a lock mode.

A car-based crossover with ~8.0 in of ground clearance, no skid plates, low range or off-road trim — fine for dirt roads and snow, not trails.

Three distinct powertrains — 2.7L I4, 3.5L V6, and a 306-hp V6 hybrid with AWD — gave the 2019 Highlander one of the broadest lineups among mainstream three-rows, including an electrified option.

The volume V6 AWD Highlander is EPA-rated 22 MPG combined — typical for a non-hybrid mid-size three-row of its era but low against the gas SUV band; oddly the base four-cylinder is no more efficient.

City economy is the gas V6's weak cycle at 20 MPG; engine stop-start on most AWD trims buys 1 MPG.

The 8-speed's tall gearing gets the AWD V6 to 26 MPG on the highway, a middling figure for the class.

The gas Highlander's 19.2-gallon tank at 22 MPG combined yields roughly 420 miles between fills, an ordinary figure for the segment.

EPA's current-price estimate for the volume V6 AWD is $3,050 a year at 15,000 miles on regular fuel, on the high side for a gas SUV.

Every 2019 Highlander powertrain runs on regular 87-octane with no premium recommendation and no charging needs.

The 2019 Highlander carries a 5-star NHTSA overall rating, though frontal and rollover sub-ratings are 4 stars.

Earned a 2019 Top Safety Pick (not TSP+) with Good in every crash test except an Acceptable passenger-side small overlap, reflecting the aging 2014-era XU50 structure.

Toyota Safety Sense-P (AEB with pedestrian detection, lane departure alert with steering assist, auto high beams, full-speed radar cruise) is standard on every trim, but blind-spot monitoring and rear cross-traffic alert are withheld from the base LE.

IIHS rated vehicle-to-vehicle front crash prevention Superior, but the 2019-era system predates IIHS nighttime pedestrian testing and TSS-P's pedestrian detection is daytime-only.

BSM and RCTA are standard from LE Plus upward (including the volume XLE) but are alert-only with no rear cross-traffic braking or safe-exit assist, and absent on the base LE.

Only Lane Departure Alert with gentle steering assist is offered; there is no lane centering (Lane Tracing Assist arrived with the 2020 redesign), so the system nudges only at the lane edge.

Full-speed-range Dynamic Radar Cruise Control is standard, a strength for 2019, but there is no paired lane-centering highway assist and reviewers note Toyota's conservative, sometimes abrupt following behavior.

No hands-free driving system was available on any 2019 Highlander trim.

IIHS rated the headlights Acceptable across all trims (halogen projectors with auto high beams); no Good-rated option was available, and curve visibility was inadequate.

Upright greenhouse and tall seating give decent forward and side views, though thick rear pillars and third-row headrests limit rearward sightlines; a backup camera is standard and a bird's-eye 360 camera is limited to the Limited Platinum.

IIHS rated LATCH Good, with two full LATCH positions plus two tether-only positions; wide rear doors and a three-row layout make fitting multiple seats workable.

Volume XLE seats eight with the standard second-row bench; captain's chairs drop it to seven.

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

Near the top of the SUV band for front legroom.

Tall second-row headroom; some sources list 39.6 in.

Adequate second-row legroom with a sliding bench; third row is much tighter.

The XU50 third row has only 27.7 in of legroom and a low cushion; reviewers called it children-only, a known weakness vs Pilot, Atlas and the new Telluride/Palisade.

Below-average cargo behind row two for a three-row mid-size SUV.

Respectable maximum volume, short of the larger three-row rivals.

Highlights include a large center console and the full-width dash shelf with a phone pass-through; underfloor storage is limited.

The front seats are supportive and the second row is comfortable. Third-row cushions are low and flat.

Soft, compliant ride that absorbs bumps well with some float over undulations; the SE trim is firmer.

Quiet at highway speeds by segment standards after the 2017 refresh added acoustic glass. Some tire noise remains.

XLE adds heated front seats and the tri-zone automatic climate. Ventilated fronts come on the Limited, while the heated wheel and heated second row are Platinum-only.

2019 is the final year of the third-generation (XU50, 2014–2019) Highlander and the last to offer the 185-hp 2.7L four-cylinder LE as a sub-$33k entry point into a three-row Toyota. That is low in the SUV band.

The V6 XLE with AWD is the representative family-hauler configuration — leather, moonroof and navigation over the LE Plus — and lands around $42,000 delivered, mid-pack for a mainstream three-row SUV in 2019.

The 3.5L 2GR-FKS V6 and 8-speed automatic are proven Toyota hardware with ordinary service intervals, so scheduled maintenance is typical for the class and repairs inside the first five years are light. Edmunds' repair projection for the 2019 is computed on a used-ownership window and overstates a new-purchase five years.

The Highlander's resale is its strongest ownership-cost line, holding roughly ten points more value than the mid-size SUV average on Toyota reliability equity — even though the 2020 redesign arrived the following year.

Standard Toyota coverage at the industry floor; the 2019 Kia Sorento and Hyundai Santa Fe offered 5 yr / 60,000 mi basic.

The gas V6 scored here gets the segment-minimum 5 yr / 60,000 mi, half the 10 yr / 100,000 mi Hyundai and Kia gave rival three-row buyers.

ToyotaCare covers factory-scheduled maintenance for 2 yr / 25,000 mi plus 2 years of roadside assistance — real savings on early services, but a short window with no lasting connected-services package. Mid-band.

$42,275 volume-trim price minus its estimated resale value after 5 years (64% retained, or about $27,056) leaves about $15,219 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,219 in total.

The 2019 Highlander is the final model year of the XU50 third generation and the third year after its 2017 facelift, so the V6/8-speed drivetrain and cabin electronics had already had two years of running changes. J.D. Power rates it at the top of its Average band; Consumer Reports' owner data puts the generation at about average-to-better, with in-car electronics and fuel-system complaints as the main trouble spots.

Toyota is the benchmark mass-market brand for dependability, sitting at or near the top of Consumer Reports' brand reliability rankings year after year and collecting multiple model-level awards in J.D. Power's dependability studies. Held just short of the top of the band because Toyota (as distinct from Lexus) does not lead J.D. Power's three-year dependability ranking outright.

Only three NHTSA campaigns touch the 2019 Highlander, a light record for a high-volume three-row SUV, and one is a trivial port-installer label fix. The weight comes from the Denso low-pressure fuel pump recall and its expansion — a pump failure can stall the engine at speed — which is a genuine safety defect, though it was industry-wide rather than specific to this model, and no systemic transmission or airbag campaign applies.

The volume gas trim runs the 3.5L 2GR-FKS V6 — the direct-injection D4-S evolution of Toyota's long-lived 2GR family — with the Aisin 8-speed automatic, both introduced for 2017 and by 2019 in their third year with no systemic failure pattern. High-mileage reputation of the 2GR is strong; the deduction is for the 8-speed's widely reported shift-busyness and hesitation complaints, which are driveability rather than durability issues.

Padded surfaces cover the dash, door tops and the stitched center console on mid trims, but hard plastic dominates lower panels and the rear of the cabin, and the 2014-era design with its open shelf dash looked dated by 2019. Competitive with the Pilot and Explorer of the day, behind the Mazda CX-9 and the newly arrived Atlas and Ascent for perceived richness.

As the sixth and final year of XU50 production at Toyota's Indiana plant, the 2019 benefits from a fully mature build process: consistent panel gaps, few rattle or squeak complaints, and reviewers consistently describe the cabin as solidly assembled.

One of the densest service networks in the US — roughly 1,200+ franchised Toyota dealers across all 50 states — so a Highlander can be serviced almost anywhere, with ToyotaCare scheduled maintenance included from new. Service satisfaction rates solidly rather than exceptionally among mass-market brands, keeping this short of the top of the band.

Huge Highlander volume and a 2GR V6 shared across much of Toyota's lineup make parts cheap, abundant and familiar to independent shops; measured repair cost runs below the mid-size SUV average with fewer unscheduled shop visits than the class.

The volume XLE uses the 8-inch Entune Premium Audio with Navigation screen.

The Entune interface has physical knobs and simple menus, but reviewers called it dated and slow next to 2019 rivals.

Apple CarPlay and Android Auto weren't offered in any form on the 2019 Highlander, a major gap versus rivals.

XLE includes integrated navigation and basic voice commands. Without phone projection, owners depend on the dated native system.

The six-speaker base system is adequate. A 12-speaker JBL system is offered on Limited trims.

Analog gauges flank a 4.2-inch color multi-information display; no full-digital cluster was offered.

There are no over-the-air vehicle or infotainment updates; map updates go through the dealer or USB.

Safety Connect provides crash notification and roadside assistance only. App-based remote start, lock and climate weren't offered.

Five USB-A ports across the cabin is generous for 2019. Qi wireless charging is limited to upper trims, and there's no USB-C.

The XLE gets Smart Key with push-button start and a power liftgate, but remote start and phone-as-key were unavailable. The base LE uses a conventional key.

Every trim has a backup camera, and parking sensors arrive on the Limited. The Bird's Eye View camera is Limited Platinum only.

No head-up display was offered on the 2019 Highlander.

LATCH is rated Good and the eight-seat bench slides, but the third row is tight and cargo with all rows up is only 13.8 cu ft.

It's an IIHS Top Safety Pick with a five-star NHTSA overall rating and standard TSS-P. Blind-spot monitoring is missing on the base LE, and there's no rear-seat reminder.

Tri-zone climate and five USB ports help, but the cramped third row, small way-back cargo area and lack of CarPlay/Android Auto cap it.

A smooth V6, soft ride and light controls make it easy to drive. The 8-speed's busy shifting is a minor annoyance.

About 22 mpg combined for the V6 AWD is average for gas three-row SUVs and costly as a commuter.

Its 38.7-ft turning circle and mid-size footprint are manageable, but rear visibility is limited and the 360 camera is top-trim only.

The V6 is rated to tow 5,000 lb, which covers light trailers, but cargo space is modest for its class.

The proven 2GR V6 and Toyota's reliability reputation support long service, though the interior is family- rather than work-oriented.

The lack of household outlets or a work-focused upfit ecosystem limits jobsite use. Cargo tie-downs and a tow-prep package are its main provisions.

A comfortable, quiet highway ride, full-speed radar cruise and a 19.2-gal tank (~500 mi highway range) suit long trips. There's no lane centering or CarPlay.

AWD, 8.0 in of ground clearance and 5,000-lb towing handle gravel roads and campers, but no off-road package was offered.

60/40 second-row and split third-row seats fold flat, roof rails are standard on most grades, and the liftgate has a flip-up glass hatch. Max volume of 83.7 cu ft trails the larger rivals.

Secure and predictable but softly tuned, with noticeable body roll. The SE trim's firmer suspension tightens it slightly.

The steering is light and accurate enough but offers little feedback.

Stopping power is adequate with a natural, if soft, pedal. Instrumented 70–0 stops of roughly 180 ft are mid-pack.

The 295-hp D-4S V6 is smooth and responsive, but the economy-tuned 8-speed can be slow to downshift. Engine stop/start (added in 2017) is mostly unobtrusive.

The V6 is refined and well isolated, with a pleasant note under load.

Typical turning diameter for a mid-size three-row SUV.

The commanding driving position and clear controls with physical knobs work well, though the dash is wide and some controls are a reach. Rear visibility is limited.

A pleasant V6 can't lift what is fundamentally an appliance-like family hauler.

Toyota Safety Sense-P (pre-collision with pedestrian detection, lane departure alert with steering assist, auto high beams, full-speed radar cruise) is standard on every 2019 Highlander, which was generous for 2019. Offsetting that, the base LE pairs a weak 185-hp four-cylinder with a 6.1-in Entune screen and no Apple CarPlay or Android Auto, which rivals like the Atlas and Telluride offered.

A V6 XLE AWD at about $42,000 is fairly priced against the Pilot and Explorer, and strong resale lowers its real cost. But the 2019 Kia Sorento, Subaru Ascent and new Kia Telluride give more space, more tech or a longer warranty for similar money. Fair value, not a bargain.

This is a wide, well-spaced lineup: LE (I4 or V6), LE Plus, XLE, SE, Limited and Limited Platinum. Buyers can pick FWD or AWD on V6 grades, 7- or 8-seat layouts, and a Highlander Hybrid on the upper grades. Few mid-size rivals spanned that much in 2019.

With 239,437 US sales in 2019, the outgoing Highlander was the best-selling three-row mid-size SUV that year. It outsold a Ford Explorer that was in its own changeover year, and volume barely slipped despite the model's age.

Toyota's reputation for reliability and resale is among the strongest mainstream brand images, and it supports the Highlander's above-average residuals. It is respected rather than aspirational.

In its final year, with the redesigned 2020 model revealed in April 2019, the outgoing Highlander drew sell-down incentives and low-APR offers from Toyota. Discounts were modest, since demand stayed strong.

2019 is the sixth and final model year of the XU50 generation, last refreshed for 2017. Its replacement on the new GA-K platform was unveiled in April 2019 and went on sale that December, so a 2019 buyer got an aging car right before a full redesign.

Reviewers praised the 2019 for its smooth V6, standard safety tech and resale, but faulted its cramped third row and dated infotainment. It typically placed mid-pack in comparison tests behind the Kia Telluride (2020 MotorTrend SUV of the Year), Honda Pilot, VW Atlas and Mazda CX-9.