Subscribe to the Free

First Drive: 2009 Toyota 2.7-liter I-4 Highlander

A new engine for a changing SUV

Mark Williams
Feb 27, 2009
Who would've thought SUV makers would battle over having the strongest, most fuel-efficient four-cylinder engines? Just a few years ago, it was all about getting V-8s in as many of the models in your lineup as possible. But here we are with a faltering economy, unpredictable fuel prices, struggling automakers, and buyers with a ferociously tight grip on their wallets. Maybe not the best time to invest in SUV technology. Or is it?
The last time the Toyota Highlander had a four-cylinder engine was when it made its debut in 2001, with an anemic 155-hp, 2.4L I-4 and four-speed automatic. The take rate for the four-banger was so low that it was gone in two years, making the new 3.3L V-6 the only powertrain choice in 2003 until the Hybrid came along in late 2005. But times have changed. Toyota has gone back to the drawing board and built a new, more powerful four-cylinder engine, more suited to people who want to use their midsize SUV like a midsize SUV.
Photo 2/3   |   2009 Toyota Highlander I 4 First Drive engine View
The new 2.7L I-4 uses the most sophisticated overhead-cam technology Toyota offers, where variable valve timing is computer controlled and able regulate both the intake and exhaust sides of the valvetrain, completely independent of one another. This results in more precise control of what goes on inside the combustion chamber to allow the most possible horsepower and torque in any given situation, with the smallest amount of tradeoff to fuel economy and emissions. Toyota tells us this new engine was specifically designed to handle the needs of a relatively heavier, bigger vehicle (that's why it's also going into the new Venza crossover). The engine has a long stroke at 4.15 in., to provide a strong amount of torque and horsepower.
Photo 3/3   |   2009 Toyota Highlander I 4 First Drive engine Layout View
It'll be difficult for anyone to find the typical "four-cylinder tradeoff" from the package. The engine is rated at 187 hp at 5800 rpm, with 186 lb-ft of torque at 4100 rpm and feels quite agile. Much of that responsiveness comes from the fact there's a new six-speed automatic transmission mated behind the new four-cylinder engine. The combination gives the Highlander enough zip off the line to spin the tires (our test unit was a base model 2WD, weighing just under 4000 lb) at stop signs if not careful. In fact, unless you're very careful about easing into the throttle from a dead stop, you're likely to get a good jump off the line from First gear. The six-speed auto has a "sport" setting (pull the shifter one click toward the driver) that effectively cuts out gears 5 and 6, unless you shift manually--forward for upshifts, back for downshifts.
We did get a chance to do some good mileage runs and found, without surprise, a big four-cylinder engine that needs to produce good grunt doesn't get stellar fuel-economy numbers. Over our 350-mile run, some of which was done in city traffic and log-jams on the freeway, our overall average came out to 23.9 mpg (good, but not great), with our best highway cruising numbers at 27.2 mpg. EPA city/hwy numbers for the 2.7L I-4 are 20/27 mpg. Our 2WD Highlander test unit had the optional third-row seat, was two-wheel drive, and ran with only one person in the car most of the time. Your mileage may vary.
Toyota is hoping the new automotive landscape will make a four-cylinder Highlander a better choice for those looking for multipassenger options, some light towing (it is rated to 3500 lb with the Tow Package), and the smallest fuel penalty possible. And it could all translate into (Toyota is guessing) between 10,000 and 20,000 unit sales for the 2009 model year. You can expect base trim packaged Highlanders to start at just over $26,000.

2009 Toyota Highlander 2.7L I-4
Engine type I-4, alum block and head
Bore x stroke, in 3.54 x 4.13
Displacement, ci/L 163.1/2.7
Compression ratio 10.0:1
Valve gear DOHC, 4-valves/cyl, dual VVTi
Fuel induction Sequential
SAE Horsepower, hp @ rpm 187 @ 5800
SAE Torque, lb-ft @ rpm 186 @ 4100
Transmission type six-speed auto
1st 3.30:1
2nd 1.90:1
3rd 1.42:1
4th 1.00:1
5th 0.71:1
6th 0.61:1
Reverse 4.15:1
Axle ratio 4.36:1
Final drive ratio 2.66:1
Rpm @ 60 mph 1800
Recommended fuel Regular unleaded
Base curb weight, lb 3960
Payload capacity, lb 1540
GVWR, lb 5500
GCWR, lb 9000
Towing capacity, lb 3500 (w/tow package)
Fuel capacity, gal 19.2
Acceleration 0-60 (sec) 9.7 (mfg est)
EPA fuel economy (city/hwy) 20/27
As-tested fuel economy (city/hwy) 23.9
Base price $26,450
- OF



Subscribe Today and Save up to 83%!

Subscribe Truck Trend Magazine

Subscribe to:

Truck Trend

Subscribe Diesel Power Magazine

Subscribe to:

Diesel Power

Subscribe Truckin Magazine

Subscribe to: