2022 Toyota Highlander

2022 is a carry-over year in the fourth-generation (XU70, 2020–) Highlander and the last model year of the 3.5L 2GR-FKS V6 before the 2.4L turbo four replaced it for 2023. The volume XLE makes 295 hp, a healthy figure for a mainstream three-row but mid-band in an SUV range that runs to 550 hp.

263 lb-ft is ordinary for a naturally aspirated V6 and arrives high in the rev range, 46 lb-ft less than the turbo four that replaced it the following year.

Instrumented tests of the V6 AWD Highlander land around 7 seconds — brisk for a mainstream three-row and quicker than the 2.4T that succeeded it, but well short of the segment's performance leaders.

The 2GR-FKS V6 is one of the smoothest, quietest engines in the mainstream three-row class, with linear delivery and none of the turbo lag or coarse note reviewers criticized on the 2023 replacement; it loses points only for needing revs to make its torque.

The Direct Shift-8AT is smooth in normal driving but is eager to upshift for economy and can be slow to kick down for passing; the hybrid's eCVT is seamless in traffic but drones at full throttle. Mid-band.

5,000 lbs with the V6 matches the Pilot and Explorer's base ratings and comfortably clears compact crossovers; choosing the hybrid drops it to 3,500 lbs.

AWD is available on every gas and hybrid grade. L/LE/XLE gas use an on-demand system sending up to 50% of torque rearward, while XSE, Limited and Platinum get Dynamic Torque Vectoring AWD with Multi-Terrain Select; hybrids use a rear electric motor (E-Four). No low range.

Pavement-oriented unibody crossover with 8.0 in of ground clearance, no skid plates, no locking differential and no off-road grade; Multi-Terrain Select on upper trims helps only on snow, mud and gravel.

Two distinct powertrains — the 3.5L V6 and the 2.5L hybrid — cover mainstream needs with an electrified option across most of the trim range, but there is no PHEV, EV or performance engine.

The volume XLE V6 AWD is EPA-rated 23 MPG combined — about average for a gas three-row, 1 MPG behind the 2.4T that replaced it in 2023 and 12 MPG behind the hybrid.

City is the V6's weakest cycle; at 20 MPG it gives up 15 MPG to the hybrid in exactly the stop-and-go driving that dominates family-SUV use.

The 8-speed's tall top gears make highway the V6's best cycle at 27 MPG AWD, though it still trails the hybrid by 8 MPG.

A 17.9-gallon tank at 23 MPG combined gives roughly 410 miles between fills — mid-pack for a gas mid-size three-row, and about 200 miles short of the hybrid.

EPA's current-price estimate puts the V6 AWD at about $2,900 a year at 15,000 miles, roughly $1,000 more than the hybrid. Note this is fueleconomy.gov's live figure at today's fuel price, which runs higher than the ~$4.00/gal-derived figures on some neighboring scorecards.

Both 2022 powertrains run on 87-octane regular with no premium recommendation, no flex-fuel or diesel complication and nothing to charge.

The 2022 Highlander (fourth-generation XU70, the last year of the 3.5L V6 gas model) carries NHTSA's top 5-star overall rating; frontal and rollover sub-scores are 4 stars (16.9% rollover risk) and side impact is 5.

The 2022 Highlander earned IIHS TOP SAFETY PICK+ with Good results in both small overlap tests, the original moderate overlap, roof strength (4.63 SWR) and head restraints. Caveats: the later updated moderate overlap test rated this structure Marginal for the rear passenger, and the updated side test, while Good overall, flagged a Marginal driver pelvis measure.

Toyota Safety Sense 2.5+ is standard on every 2022 trim — pre-collision with pedestrian and cyclist 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 the LE up but absent on the entry L trim.

IIHS rates the standard pre-collision system Superior in vehicle-to-vehicle, daytime pedestrian and nighttime pedestrian front crash prevention — the top tier across all three evaluations.

Blind Spot Monitor with Rear Cross-Traffic Alert covers LE and above (the L goes without) and is alert-only on the volume trims; Panoramic View Monitor is a Limited option/Platinum standard, and there is no safe-exit assist.

Lane Departure Alert with Steering Assist and Lane Tracing Assist are standard on every trim and center the vehicle when radar cruise is engaged, but reviewers describe the system as competent rather than confident — it needs clear markings and can wander or hand back control on faded lines and tighter curves.

Full-Speed Range Dynamic Radar Cruise Control with stop-and-go is standard on all 2022 trims and pairs with Lane Tracing Assist for basic highway assist, but Toyota's calibration is conservative with long gaps and unhurried resume, and there is no lane-change assist.

No hands-free highway driving system is offered on the 2022 Highlander at any trim; Toyota's Teammate/Advanced Drive was limited to the Lexus LS 500h and Mirai in the US.

IIHS rates the standard LED projectors on L through Limited only Acceptable; the Good rating belongs to the Platinum's adaptive LED projectors. Automatic high beams are standard, but the volume XLE gets the weaker lighting.

High seating and tall glass give a commanding forward view, but thick rear pillars and the small third-row quarter window limit over-the-shoulder sightlines, and the 360-degree camera that would compensate is restricted to Limited (optional) and Platinum.

IIHS rates the LATCH hardware Good: two complete sets of second-row lower anchors are exposed and easy to use with easy-to-find tethers, plus an additional tether-only position; the third row lacks lower anchors, but wide rear doors make the second row easy to work in.

2022 is a carry-over year of the fourth-generation (XU70, 2020–) Highlander with three rows standard on every grade. L and LE use a second-row bench for eight; XLE and Limited come standard with captain's chairs for seven, so the maximum is eight.

41.2 in of front headroom without the moonroof is near the top of the mid-size SUV band; the upright XU70 greenhouse is a strength. The power moonroof standard from XLE costs over an inch.

Front legroom of 42.0 in is mid-pack for the segment — fine for most drivers but behind the Palisade/Telluride pair.

39.4 in of second-row headroom sits high in the SUV band; adults sit in the middle row without brushing the headliner.

41.0 in is the published figure with the fore/aft-sliding second row all the way back, which is genuinely adult-sized. With the row slid forward so the third row is usable, the figure is closer to 38.7 in.

The third row works only for children. With about 28 in of legroom and 36.1 in of headroom on a thin, low cushion, adults fit only if the second row slides well forward. Access through the tilt-and-slide second row is easy and third-row vents are standard. The row is the biggest complaint against the XU70 relative to the Telluride, Palisade and Pilot.

48.4 cu ft with the third row folded is usable but well short of the larger Korean three-rows; only 16.0 cu ft remains with all three rows up.

84.3 cu ft is mid-pack for a mid-size three-row. Both rear rows fold 60/40 to a near-flat floor. A power liftgate is standard from LE; the hands-free version is limited to Limited and Platinum (plus the Hybrid Bronze Edition) for 2022.

Everyday storage is competitive, without a standout trick. A two-tier shelf runs across the dash under the center stack, the console bin is large, and the door pockets hold bottles. In pre-2023 cars the Qi charger sits inside the console bin, where it is awkward to use. There is no underfloor cargo well and nothing like a removable middle seat.

The front seats are well shaped for long stints. The volume XLE gets a heated 10-way power driver's seat with lumbar and, new for 2022, an 8-way power passenger seat, and the second-row captain's chairs are nearly as comfortable. The thin, low third row and SofTex/cloth upholstery below Limited keep the score out of the top band.

The ride is composed and absorbent. Large and small impacts are smoothed over without float at speed. The XSE's sport tuning and the 20-inch wheels on XSE, Limited and Platinum add some sharp-edged harshness.

Wind and road noise are well suppressed at a steady cruise, and 2022 is the last year of the smooth, hushed 3.5L V6, before the coarser 2.4L turbo of 2023. Some owners report road noise on coarse surfaces and wind noise above 60 mph, which keeps the score below the segment's quietest.

Three-zone automatic climate with second- and third-row vents is standard from the base L. The volume XLE adds heated front seats, a power moonroof and second-row sunshades. The heated steering wheel and ventilated front seats wait for Limited, and heated second-row seats are Platinum-only.

The 2022 Highlander opens with the L grade at $36,420 delivered, $160 up on 2021. That is mid-band for a three-row mid-size SUV.

XLE is the best-selling Highlander grade, and AWD, a common choice on three-row family SUVs, adds $1,600. That puts the representative 3.5L V6 car at about $43,200 delivered.

The 2GR-FKS 3.5L V6 and 8-speed automatic were in their final year here and have a long, clean field record. Service intervals are ordinary, and Toyota's low defect rate keeps the repair line small, so the total lands just past mid-band for a heavy three-row SUV.

Resale is the Highlander's strongest ownership-cost line. It keeps roughly ten points more of its value at five years than the average mid-size SUV, thanks to Toyota's reliability reputation and steady demand, and the last-year V6 is sought after on the used market.

Standard Toyota coverage, which is the industry minimum. The Kia Telluride and Hyundai Palisade both offer 5 yr / 60,000 mi.

The gas V6 car scored here gets the segment-minimum 5 yr / 60,000 mi powertrain coverage, half of what Hyundai and Kia offer. The longer hybrid coverage does not apply to this trim.

ToyotaCare covers factory-scheduled maintenance for 2 yr / 25,000 mi and includes roadside assistance for the same period. That saves real money on the first services, but the window is short and there are no further perks. It sits mid-band, short of the multi-year programs that score 80+.

$43,220 volume-trim price minus its estimated resale value after 5 years (63% retained, or about $27,229) leaves about $15,991 in depreciation. Add the projected $5,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,691 in total.

The 2022 Highlander is the third year of the XU70 generation and the last with the 3.5L V6, a carry-over year with the early-run bugs worked out and no new powertrain. Both major raters put the gas model above the class norm, though not at the very top of the scale.

Toyota is the benchmark mass-market brand for dependability, consistently at or near the top of Consumer Reports' brand reliability rankings and collecting multiple model-level awards in J.D. Power's dependability studies. Held just short of the top of the band because Lexus, not Toyota, leads J.D. Power's three-year dependability ranking.

Recall exposure is typical and largely non-systemic: about five or six campaigns, several of them distributor-installed accessory issues (wheel/tire load ratings, fading load labels) rather than factory defects. The one real occupant-protection issue is the 2021–2024 second-row recliner campaign; the 2023 model year's steering-column airbag spiral-cable recall does not reach 2022.

The volume gas trim uses the 3.5L 2GR-FKS V6 with the 8-speed automatic — a direct descendant of the 2GR family Toyota has run in Camry, Sienna, Highlander and Lexus models for well over a decade, with a strong high-mileage reputation. 2022 was its final year in the Highlander before the 2.4L turbo replaced it, so buyers get the mature unit rather than a first-year design.

Soft-touch surfaces and stitching where hands land on the dash and console, but hard plastics dominate the lower cabin, rear doors and third row; perceived richness trails the Hyundai Palisade and Kia Telluride at similar prices. Limited and Platinum trims narrow the gap with leather and wood trim.

A third year of XU70 production at Toyota's Indiana plant with no major powertrain or infotainment changeover yields consistent assembly and few rattle or squeak complaints; reviewers describe the cabin as solidly built.

One of the densest franchised networks in the US, so a Highlander can be serviced almost anywhere, with two years of scheduled maintenance included from new. Service satisfaction is solid rather than class-leading among mass-market brands.

High Highlander volume and a widely shared V6 make parts cheap, abundant and familiar to independent shops, and repair costs run below the mid-size SUV average. The naturally aspirated V6 avoids the turbo complexity of the 2023-on car.

The volume XLE uses the 8-inch Entune 3.0 head unit. The 12.3-inch widescreen is standard only on Limited, Platinum and the new Hybrid Bronze Edition. Eight inches is at the bottom of the mid-size SUV band.

Entune 3.0 is in its final year. It keeps physical volume/tune knobs and real HVAC controls, but its graphics are dated, it is slow to respond, and the 8-inch volume-trim screen is small. Toyota replaced it outright with the much faster Toyota Audio Multimedia system for 2023.

Apple CarPlay and Android Auto are standard on every 2022 grade, but only as wired connections. Wireless projection did not arrive until the 2023 Toyota Audio Multimedia update, which puts 2022 in the wired-standard band.

Entune 3.0's command-based voice recognition is rigid. Volume trims rely on app-based Scout GPS Link rather than embedded navigation; built-in Dynamic Navigation comes on the 12.3-inch Limited and Platinum. Most owners bypass both for phone projection.

The six-speaker base system on L/LE/XLE is adequate. The 11-speaker, 1,200-watt JBL system (optional on XSE, standard on Limited and Platinum) is solid but no better than the Harman and Bose systems in rivals.

No full-digital cluster is offered on any 2022 grade. Every trim uses analog gauges flanking a multi-information display, which grows to 7 inches on XLE and above. The 12.3-inch digital cluster arrived only for 2023, and only on Limited and Platinum.

Entune 3.0 has no meaningful over-the-air capability. Software updates for the head unit and the vehicle go through the dealer, and only the cloud-assisted Dynamic Navigation on 12.3-inch trims refreshes map data remotely. Toyota's head-unit OTA arrived with the 2023 Toyota Audio Multimedia system.

The Toyota app offers remote start, climate, lock/unlock and vehicle status through Remote Connect, but those features are trial-then-subscription, and Digital Key is not offered for 2022. Key-fob remote start is not available on every grade.

Five USB ports (three front, two second row) and 12V outlets are standard, and the XLE adds Qi wireless charging. However, the pad sits inside the console bin where phones are awkward to reach, and the third row gets no USB ports and there is no household outlet.

Smart Key proximity entry with push-button start is standard, and a power liftgate arrives at LE. The hands-free liftgate is reserved for Limited, Platinum and the Hybrid Bronze Edition (it reached XLE only for 2023), and there is no phone-as-key for 2022.

A backup camera is standard, and front/rear parking assist with automatic braking plus the four-camera Panoramic View Monitor come on upper grades (PVM is standard on Platinum). The volume XLE has no surround view, and no automated parking is offered.

A 10-inch color head-up display is available, but only on the range-topping Platinum. That puts it in the "HUD limited to top trims" band.

Wide rear doors, a tilt-and-slide second row and easy LATCH hardware make daily kid logistics work, and the L and LE seat eight on a bench. The second row is too narrow for three car seats, XLE and above default to captain's chairs, and only 16.0 cu ft remains behind the raised third row for a stroller.

Toyota Safety Sense 2.5+ is standard on every 2022 grade, NHTSA awards five stars overall, and the IIHS named the 2022 Highlander a TOP SAFETY PICK+. Blind-spot monitoring skips the base L, the best headlights are Platinum-only, and surround view and rear-occupant extras sit on upper trims.

The front two rows travel well, with 41 in of sliding second-row legroom, three-zone climate with rear vents standard, five USB ports and second-row sunshades from XLE. However, the third row is children-only, luggage space with every seat filled is 16 cu ft, the third row has no USB ports, and no rear entertainment is offered.

Commuting suits the Highlander. The V6 is smooth and quiet in traffic, the ride is pliant, the driving position is commanding, and TSS 2.5+ puts full-speed radar cruise and Lane Tracing Assist on every trim. The rear three-quarter view is pinched with the third row up, and the 8AT's kickdown hesitation is a minor irritant.

The volume gas V6 AWD returns about 23 MPG combined on regular fuel, which is average for a mid-size three-row. Toyota's cheap consumables and ToyotaCare help, and the hybrid at about 35–36 MPG is the commuter's choice, but the gas class is what is graded here.

At about 195 in long with a 37.4 ft turning circle, the Highlander has one of the smaller footprints among mainstream three-rows. Thick D-pillars, a Panoramic View Monitor limited to Platinum, and the lack of any automated parking keep it mid-band.

Properly equipped, the V6 tows 5,000 lbs (3,500 lbs for the hybrid), which covers a small boat or utility trailer. Without a bed and with modest unibody payload, the Highlander is at the floor of light-duty work.

Toyota's mass-market dependability record and the long-proven 2GR V6 (in its final year here) make this a sturdy choice, and the cloth and SofTex interiors wear well. As a family unibody crossover with no work-fleet track record, it stays below the fleet-proven band.

Work provisions are thin: cargo tie-down hooks, roof rails from XLE, an accessory hitch and an all-weather mat. There is no inverter or household outlet, no washable cargo surfaces and no upfit ecosystem.

This is a good mile-eater for the front rows, with supportive seats, a compliant ride, a quiet V6 cruise and TSS 2.5+ radar cruise with lane tracing. The gas car's range of roughly 410 miles per tank, wind noise past 60 mph and no hands-free highway assist keep it upper-mid band.

AWD is available across the range: the V6 XLE uses a part-time system, and Limited and Platinum get Dynamic Torque Vectoring AWD with Multi-Terrain Select. Roof rails and a 5,000-lb tow rating cover bikes, a cargo box or a small camper. With 8.0 in of clearance, no low range or skid plates and no onboard power, it is limited to gravel roads.

Both rear rows fold 60/40 to a near-flat 84.3 cu ft, roof rails come from XLE, and a power liftgate from LE. Mid-pack maximum volume, a tight 16 cu ft behind the third row, no underfloor well and a hands-free liftgate limited to the top trims keep it mid-band.

The TNGA-K XU70 chassis is unchanged for 2022. The Highlander is composed, easy to place and among the shortest mainstream three-rows. Body roll is controlled in normal driving but shows once the pace rises on comfort-biased all-season tires. It is secure rather than engaging, roughly level with the Pathfinder and Traverse and short of the CX-9/CX-90.

The electric rack is light, consistent and accurate enough for family duty, but it is heavily isolated, with little feedback, and Consumer Reports calls it slow. Precise enough but numb.

The pedal is firm and predictable with no fade complaints, and instrumented XU70 tests are class-competitive: a 2021 XSE stopped from 60 mph in 116 ft and an XLE in 122 ft. These are V6 cars on the same hardware as 2022.

The 295-hp 3.5L V6 in its final year is linear, smooth and free of turbo lag. Only the economy-biased Direct Shift-8AT, which upshifts early and hesitates to kick down, holds it back. The 2.4L turbo that replaced it for 2023 was widely judged less refined.

The 2GR-FKS V6 is quiet at a cruise and makes a pleasant, smooth sound under load, with no vibration through the controls. The eCVT hybrid drones under hard acceleration, but the gas volume car is a clear step above the 2023 turbo four.

37.4 ft is mid-pack in the SUV band and tighter than bigger three-rows like the Pilot or Traverse, thanks to the 112.2-in wheelbase.

The seating position is tall and commanding, the front pillars are thin, step-in height is easy, the seats adjust widely, and HVAC and audio keep physical controls. Limited telescoping reach for tall drivers and a console that intrudes on the driver's knee hold it back.

The Highlander is a comfort-first appliance. The smooth, punchy V6 adds some character compared with the later turbo, but light, numb steering and a soft chassis leave little for enthusiasts, and the XSE's sport tuning is mild.

Competitive but not generous. Every 2022 Highlander gets Toyota Safety Sense 2.5+, a 295-hp V6, tri-zone climate and LED headlights. However, the L is a stripped grade, the volume trims use the older Entune 8-inch screen, and the 12.3-inch display and JBL audio are limited to Limited and Platinum. For 2022, XLE and higher gained an 8-way power passenger seat.

Fair value. A strong standard V6, strong resale and the option of a Hybrid LE (about $40,000 for roughly 35 mpg) help the case. Against that, the third row and cargo space behind it are among the smallest in the class, so the Telluride, Palisade and Pilot give more usable space for similar money.

A wide lineup of eleven grades, from a $36,420 L to a $50,225 Hybrid Platinum. FWD or AWD is offered across the gas V6 range, and hybrids come in LE, XLE, Bronze Edition, Limited and Platinum. The new Hybrid Bronze Edition fills the middle of the range.

A segment sales leader. With roughly 220,000 US deliveries in calendar 2022, the Highlander outsold the Ford Explorer as America's best-selling mid-size SUV, and the Grand Highlander had not yet arrived to split its buyers.

About as strong as brand image gets for a mainstream make. Toyota's reputation for reliability and resale value is a real reason people buy the Highlander, even where rivals beat it on paper.

2022 was the worst year of the chip shortage. Toyota inventory was among the tightest in the industry, Highlanders commonly sold at or above sticker with dealer markups, and support was limited to modest APR offers and military/college rebates.

Mid-cycle. 2022 is the third model year of the XU70 generation launched for 2020 and is largely a carry-over (power passenger seat, Bronze Edition, new paint). It is also the last year of the V6, which the 2.4L turbo replaced for 2023, and the Grand Highlander arrived soon after.

Well regarded but rarely the top pick in its class. Reviewers praise its refinement, smooth V6, hybrid economy and standard safety equipment, but criticize the cramped third row and small cargo area, and the Telluride and Palisade won the comparison tests. Its strongest award is the 2022 IIHS Top Safety Pick+.