2021 Toyota Highlander

2021 is the second year of the XU70 generation (introduced for 2020) and a carry-over for the powertrain: every gas trim, including the new-for-2021 XSE, uses the 295-hp 3.5L 2GR-FKS V6 that would be replaced by a 2.4L turbo four for 2023. Middling peak output in an SUV band running to 550 hp.

The naturally aspirated V6 makes 263 lb-ft high in the rev range — adequate for a three-row crossover but below turbocharged rivals, and 46 lb-ft less than the turbo four that succeeded it.

Car and Driver's instrumented V6 AWD test returns 6.8 seconds, quick for a mainstream three-row crossover and about half a second faster than the 2023+ turbo four.

The 2GR-FKS V6 is smooth, quiet at cruise and delivers linear power with no turbo lag — one of the more refined engines in the mainstream three-row class, and the reason later reviewers called the 2023 turbo swap a step back. Power builds high in the rev range, so low-end response is only adequate.

The Direct Shift-8AT shifts smoothly but is calibrated for economy, upshifting early and sometimes hesitating before a kickdown downshift; the hybrid's eCVT is seamless in town but drones under hard throttle. Mid-band.

5,000 lbs with the V6 matches the Pilot and Explorer class norm; the hybrid is limited to 3,500 lbs.

AWD is optional on every 2021 gas trim and offered on the hybrid line (E-Four); the XSE, Limited and Platinum V6 get Dynamic Torque Vectoring AWD with rear driveline disconnect and Multi-Terrain Select, while L/LE/XLE use a simpler on-demand system. No low range.

A pavement-oriented unibody crossover with 8.0 in of ground clearance, no skid plates, no lockers and no off-road trim; Multi-Terrain Select on upper AWD trims helps only on gravel, mud and snow.

Two distinct powertrains — the 295-hp V6 and the 243-hp 2.5L hybrid — cover mainstream needs including an electrified option across most trims; no PHEV, EV or performance engine.

The volume V6 AWD configuration is rated 23 MPG combined — typical for a V6 three-row crossover and middling against the gas SUV band.

20 MPG city for the V6 AWD volume configuration.

27 MPG highway for the V6 AWD volume configuration.

A 17.9-gallon tank at the EPA 23 MPG combined gives roughly 412 miles, adequate but unremarkable for the class.

EPA's current annual fuel-cost estimate for the V6 AWD at 15,000 miles on regular gasoline.

The V6 runs on regular unleaded across all trims; no premium requirement.

The 2021 Highlander (second model year of the XU70 generation, a carry-over year with the 3.5L V6 gas powertrain) carries NHTSA's top 5-star overall rating in both FWD and AWD form, with 4-star frontal and rollover sub-scores.

The 2021 Highlander earned IIHS TOP SAFETY PICK+ with Good ratings in driver- and passenger-side small overlap, original moderate overlap, side, roof strength and head restraint tests. The TSP+ reflects 2021 criteria; the later updated moderate overlap test rated this XU70 structure Marginal for rear-passenger protection.

Toyota Safety Sense 2.0 is standard on every 2021 trim — pre-collision with pedestrian detection, full-speed-range dynamic radar cruise, lane departure alert with steering assist, lane tracing assist, road sign assist and automatic high beams. Blind Spot Monitor with Rear Cross-Traffic Alert is standard from LE upward but absent on the entry L, the one gap in an otherwise comprehensive suite.

IIHS rates the standard pre-collision system Superior in both vehicle-to-vehicle and daytime vehicle-to-pedestrian front crash prevention. IIHS's nighttime pedestrian test postdates the 2021 award year, though the same 2021-23 system later earned Superior there too.

Blind Spot Monitor with Rear Cross-Traffic Alert is standard on LE and up (not on L) and is alert-only; rear cross-traffic/parking automatic braking is optional on upper trims, and there is no safe-exit assist.

Lane Departure Alert with Steering Assist and Lane Tracing Assist are standard on every trim, centering the vehicle when radar cruise is engaged, but reviewers describe the TSS 2.0 calibration as competent rather than confident — it needs clear markings and gives up on faded lines and tighter curves.

Full-Speed Range Dynamic Radar Cruise Control with stop-and-go is standard across the 2021 lineup and works with Lane Tracing Assist for basic highway assistance, but Toyota's tuning is conservative with unhurried resume and no lane-change or map-linked speed functions.

No hands-free highway driving system is offered on any 2021 Highlander trim; Toyota's Teammate/Advanced Drive was not available on the Highlander.

IIHS rates two headlight variants: the curve-adaptive LED projectors (Platinum) earn Good, while the non-adaptive LED projectors on the volume trims rate Acceptable. Automatic high beams are standard on all trims.

High seating and large glass give a commanding forward view, but thick rear pillars and small third-row quarter windows limit over-the-shoulder sightlines; the Panoramic View Monitor that compensates is limited to Limited (optional) and Platinum (standard).

IIHS rates LATCH ease of use Good: two complete sets of lower anchors in the second-row outboard positions are easy to reach, with easy-to-find tether anchors plus an additional tether-only position; wide rear doors help, though the third row lacks lower anchors.

2021 is the second, carry-over year of the XU70 body: the 60/40 second-row bench seats eight, with captain's chairs available from XLE and standard on Platinum (seven seats).

Generous front headroom without the moonroof; the moonroof that comes with XLE and above takes away more than an inch.

Front legroom is about average for a mid-size three-row SUV.

Second-row headroom is generous for the class.

The sliding second row gives excellent legroom when set fully back; CarPro's 2021 XSE test calls second-row room excellent.

There is a third row, but with 27.7 in of legroom it suits children only, and it is tighter than in Telluride, Palisade or Pilot. That puts it on the line between kid-friendly and token seating.

Cargo space is useful but well short of the largest three-row rivals, and space behind the third row is tight.

Maximum cargo volume is competitive but does not lead the class.

A long two-tier shelf runs under the center stack and the console bin is sizable, so everyday storage is competitive. There are no third-row USB ports, no onboard AC power and no notable underfloor solution.

The front seats and optional second-row captain's chairs stay comfortable on long drives. The third row is thinly padded and mounted low.

The ride absorbs bumps smoothly. The new-for-2021 XSE's sport-tuned suspension and 20-in wheels firm it up slightly, but the volume LE/XLE keep the softer tune.

The V6 is near-silent at idle and highway wind and road noise are well suppressed, so the cabin is quieter than the later 2.4T cars.

Three-zone automatic climate is standard. Heated front seats arrive on XLE, ventilated front seats and a heated wheel on Limited, and heated second-row captain's chairs on Platinum.

2021 is the second model year of the XU70 Highlander and still offers the entry L grade, so the range opens at about $35,000 before delivery — mid-band for a three-row mid-size SUV and roughly $1,500 below where the 2023 car started.

XLE is the volume Highlander grade and AWD the common choice in a three-row family SUV, putting the representative V6 car near $43,000 delivered — real money for a mainstream badge, though about $2,000 below the equivalent 2023 car.

The 2GR-FKS 3.5L V6 and Direct Shift-8AT are long-proven Toyota hardware with ordinary service intervals and a small repair line during the warranty years, landing just past the middle of the SUV band. Sources diverge because dealer-retail TCO models price scheduled service far above what owners report.

The Highlander's strongest ownership-cost line: it holds roughly ten points more value at five years than the mid-size SUV average, on Toyota reliability equity and steady demand for three-row family crossovers.

Standard Toyota coverage and the industry floor — the Hyundai Palisade and Kia Telluride both give 5 yr / 60,000 mi basic.

The gas V6 XLE scored here gets the segment-minimum 5 yr / 60,000 mi, half the 10 yr / 100,000 mi Hyundai and Kia offer; the longer hybrid coverage doesn't apply to the representative gas trim.

ToyotaCare covers factory-scheduled maintenance for 2 yr / 25,000 mi plus 2 years of unlimited-mileage roadside assistance — genuine savings on the first services, but a short window with only trial connected services. Mid-band.

$42,860 volume-trim price minus its estimated resale value after 5 years (63% retained, or about $27,002) leaves about $15,858 in depreciation. Add the projected $5,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,458 in total.

The 2021 Highlander is the second model year of the XU70 generation and a carry-over mechanically (the XSE trim was the main addition), so the first-year bugs of 2020 were already being worked out. Both J.D. Power and Consumer Reports place it above average, which puts it at the top of the mainstream mid-size three-row class without being best-in-industry.

Toyota is the benchmark mass-market brand for dependability. It sits at or near the top of Consumer Reports' brand reliability rankings year after year and regularly takes model-level awards in J.D. Power's dependability study. It stops just short of the top of the band because Toyota itself, as distinct from Lexus, doesn't lead J.D. Power's three-year dependability ranking outright.

Four NHTSA campaigns reach the 2021 gas Highlander, which is typical activity, and none involve the engine or transmission. Two are occupant-protection defects, though: a passenger-airbag occupant-sensor short and a second-row seat back that may not lock. Together with the detaching front bumper cover, that keeps this a little below the segment norm. The Hybrid's stability-control software recall doesn't apply to the gas trim being scored.

The volume gas trim uses the 3.5L 2GR-FKS V6 with the 8-speed automatic. That's a long-proven family, shared with the Camry, Sienna, Tacoma and Lexus RX, with a strong high-mileage record. The 2021 car came after the 2020 stop-start ECU fix, and no 2021 campaign touches the engine or transmission. Owner complaints about the 8-speed's shift hunting are about drivability, not durability.

Toyota puts padded SofTex where hands land — dash, door tops and center console, with accent stitching — but hard plastic dominates lower down and toward the rear doors and third row. Perceived richness trails the Hyundai Palisade and Kia Telluride at comparable prices; Limited and Platinum trims narrow the gap.

Assembly is consistent, with tight panel gaps and few rattle or squeak complaints from Toyota's Indiana plant in the generation's second year. One assembly-related defect holds it short of the top band: the front lower bumper cover can detach after minor impacts, enough of a pattern to prompt a 2020–2023 recall.

Toyota has one of the densest service networks in the country, roughly 1,200+ franchised dealers across all 50 states, and two years of scheduled maintenance came free with the car. Service satisfaction rates solid rather than exceptional among mass-market brands, which keeps this short of the top of the band.

High Highlander sales volume and the widely shared 2GR V6 make parts cheap, plentiful and familiar to independent shops. Measured repair costs run well below the mid-size SUV average, with fewer unscheduled shop visits than the class.

The volume LE/XLE trims use the 8-inch Entune 3.0 head unit. The 12.3-inch widescreen is standard only on Platinum.

Entune 3.0 keeps physical volume, tuning and climate knobs and is simple to use. Its graphics and response are dated, and the faster Toyota Audio Multimedia system did not arrive until 2023.

Apple CarPlay and Android Auto are standard on every 2021 trim, but wired only. Wireless projection arrived with the 2023 update.

Native Dynamic Navigation is limited to upper trims and voice recognition is basic command-style. Alexa integration helps, but most owners rely on phone projection.

The 11-speaker, 1,200-watt JBL system on Limited and Platinum is solid. The six-speaker base system on L/LE/XLE is plain.

Every 2021 trim keeps analog gauges, with a 4.2-in display on L/LE and a 7-in multi-information display from XLE up. The 12.3-in digital cluster arrived only in 2023.

The Entune 3.0 head unit takes software updates by dealer or USB. Only Dynamic Navigation's cloud map data refreshes over the air, and there are no whole-vehicle OTA updates.

The Toyota app with Remote Connect handles remote start, lock and vehicle finder, but only during a trial before a subscription. There is no digital key for 2021.

There are up to five USB ports across the first two rows and Qi wireless charging from XLE. The third row gets nothing and there is no household AC outlet.

Smart Key proximity entry with push-button start is standard and a power liftgate comes from LE. The hands-free kick sensor is Limited/Platinum-only and there is no phone-as-key.

A backup camera is standard. Front/rear parking sonar and the Panoramic View Monitor are reserved for Limited/Platinum, and the Platinum adds a digital rearview mirror.

A 10-inch color head-up display is offered only on the top Platinum trim.

LATCH is rated easy to use, the second row slides, the rear doors are wide and there are up to eight seats, so family logistics are straightforward. The tight third row and small space behind it are the compromises.

The 2021 Highlander has NHTSA 5-star overall and IIHS TOP SAFETY PICK+ ratings, and TSS 2.0 is standard on every trim. Blind-spot monitoring skips the base L and the Good-rated headlights are Platinum-only.

A quiet, smooth ride, three-zone climate and a roomy second row suit long trips. Luggage space with all rows in use is small and the third row lacks USB ports.

The smooth V6 and quiet, soft-riding chassis make easy work of traffic. The eight-speed occasionally hesitates to downshift, and the light but slow steering is the only other drawback.

The gas V6 averages a class-typical 23–24 MPG on regular fuel. Running costs are average for a three-row SUV and well behind the Highlander Hybrid's.

At 194.9 in long with a 37.4-ft turning circle, it is manageable with the backup camera. Sensors and surround view are reserved for upper trims.

Every V6 trim is rated to tow 5,000 lbs, and the V6 handles light-to-moderate towing. Cargo space is designed for families rather than work.

The 2GR V6 and eight-speed are long-proven Toyota hardware, and 2021 is the second year of the generation, so launch issues are settled. The family-oriented unibody interior is not built for jobsite abuse.

Roof rails, cargo tie-downs and a dealer tow hitch are available. There is no onboard AC power and little work-focused equipment.

A quiet cabin, plush ride and standard adaptive cruise with lane tracing make it a capable long-distance cruiser. Range of about 430 miles from the 17.9-gal tank is average.

Available AWD (torque-vectoring on XSE/Limited/Platinum), 8.0 in of clearance and a 5,000-lb tow rating handle gravel roads and trailers. There is no off-road trim or underbody protection.

The second and third rows fold flat to open 84.3 cu ft, and roof rails and a power liftgate are available. Space behind the third row is tight for a three-row SUV.

The TNGA-K Highlander is composed and easy to place for a three-row SUV, but body lean is noticeable in corners. The new-for-2021 XSE adds firmer suspension and a thicker rear anti-roll bar, but the volume trims are secure rather than engaging.

The steering is light, consistent and accurate enough for family duty but heavily isolated and slow, with little feedback.

The pedal is firm and predictable, and instrumented 60–0 mph stops of 116 ft (2021 XSE) and 122 ft (2021 XLE) are good for a 4,600-lb three-row SUV.

The 295-hp V6 delivers linear, lag-free power with a strong mid-range surge. The economy-biased eight-speed sometimes hesitates before a downshift, and the engine stop-start is not seamless.

The V6 is near-silent at idle and well isolated at cruise, with a smooth, inoffensive note under load and no vibration through the controls.

The 37.4-ft turning circle sits mid-pack in the SUV band and is tighter than larger three-rows, thanks to the 112.2-in wheelbase.

A tall, commanding seat with thin front pillars, an easy step-in height and physical climate and audio knobs make the driving position work well. Limited telescoping reach and a console that crowds the right knee keep it out of the top band.

The quick, sweet-revving V6 adds some character, and the 2021 XSE adds a sportier tune. Numb steering and comfort-first tuning still leave the volume trims pleasant but forgettable.

Competitive rather than generous: 2021 made Toyota Safety Sense 2.5+ standard on every Highlander alongside the 295-hp V6, tri-zone climate, LED headlights and an 8-inch touchscreen with Apple CarPlay/Android Auto, but the L is a sparse fleet-grade car and the 12.3-inch screen and JBL audio stay reserved for Limited/Platinum, while Telluride and Palisade pack more into their volume trims.

Fair value: the smooth 295-hp V6 and a ~$38,700 Hybrid LE (36 mpg combined) are strong content for the money, and resale offsets the sticker, but the cramped third row and 16 cu ft behind it mean Telluride, Palisade and Atlas deliver more usable space per dollar.

A wide, well-spaced ladder: six gas grades (L, LE, XLE, the new sporty XSE, Limited, Platinum) each in FWD or AWD, plus five hybrid grades, spanning roughly $35,000 to $49,000 before delivery.

A segment sales leader: 2021 was the Highlander's best US year ever, outselling every other three-row mid-size SUV despite the chip shortage.

About as strong as mainstream brand equity gets — Toyota's reliability-and-resale halo is a genuine purchase driver for three-row family shoppers even where the Highlander loses on paper to Telluride or Palisade.

Scored on buyer benefit, and 2021 was close to the worst year to shop one: the semiconductor shortage drained Toyota inventories through the second half, Highlanders commonly transacted at or above sticker, and factory support shrank to occasional subvented APR plus military and college rebates.

Recently redesigned: 2021 is the second model year of the XU70 generation on the TNGA-K platform, with a new XSE grade and standard TSS 2.5+ added; the V6 is a proven carry-over that would be replaced by a turbo four for 2023, a minor redesign risk for buyers.

Well-reviewed but rarely the class pick — critics praise the refined V6, quiet ride and standard driver aids, then dock the confining third row and cargo hold, ranking it behind Telluride and Palisade. Strong safety credentials and a family award for the hybrid lift it slightly.