What?  Another sport-utility?  Don’t we have enough of those already?

But wait.  The all-new Toyota Highlander is actually exploring new ground (pun not intended).  It’s the latest entry in a growing field of car-based sport-utes geared toward life on-pavement, rather than off.

Excuse me?  An off-road vehicle that’s not designed to go off-road?

Bear with us.  The idea is nothing new.  The Lexus RX300 and Oldsmobile Bravada have never pretended to be serious off-road performers.  For the record, neither did the late1950s Willys Jeep Surrey, if anyone remembers those candy-striped country club Jeeps.  If anything, the Highlander will make a more efficient vehicle than the average SUV, which is carrying around several hundred pounds of unnecessary equipment.  A lot of urban SUV drivers like their trucks because of the chairlike seating and high vantage point, not because of the brush bars and mud tires (although plenty of urban SUVers enjoy those as well, obviously).

Overall the Highlander leans toward the mild end of Toyota’s design spectrum.  Projector-style headlights under glass give the Highlander a high-tech look, although we’re a bit less forgiving of the body colored, horizontal-slat grille, which makes the front end much blander as a whole.  The rear is more distinctive, with squared-off flares over the rear fenders leading into squared-off taillights.  The Highlander’s rear aspect is wide and low.  16″ six-spoke aluminum wheels are not particularly distinctive.  An optional roof spoiler gives it a bit more curbside presence, but compared to SUVs like the Isuzu Axiom and Mercury Mountaineer the Highlander is a bit dowdy.

Inside, a distinctive, modern interior makes up for the dull face.  A tall console houses the shifter, and features large storage cubbies with bomb-bay type doors.  The dash has shades of sports sedans, with three attractive, deep-dish binnacles for the gauges.  Like that of Toyota’s other new SUV, the Sequoia, the Highlander’s interior is a very handsome place to be while driving or riding.  There’s seating for five, and the rear seats split or fold flat to carry up to 81.4 cubic feet of cargo.  The uprated Highlander Limited package spruces up the standard Highlander interior with a JBL sound system, cargo cover, and handsome woodgrain trim.

Two- and four-wheel-drive are available, and there’s a choice of four or six-cylinder engines.  The 3.0 liter V6 puts out 220 horsepower, and the 2.4 liter inline four makes 155.  Both should be adequate to move the 3800-pound truck along at freeway speeds, and in keeping with Toyota’s commitment to high technology, both engines are Low Emission Vehicle (LEV) rated.  The smaller engine features Toyota’s VVT-i variable valve timing system, allowing it to make the most of its power.  Our V6-equipped test truck impressed us with its ability to drive like a normal car, rather than a big, heavy sport-ute.  All Highlanders are equipped with a four-speed automatic transmission, which includes a “snow” mode for inclement weather.  The Highlander may be the first sport-utility vehicle that’s really just a station wagon at heart.

The biggest surprise is the way the Highlander actually improves upon the idea of a pavement-only SUV.  The biggest problem with sport-utes that never go off-road is the inherent unstable handling and bulky proportions that make them SUVs in the first place.  The Highlander does an amazing job of smoothing out these ticklish elements.  It’s about as close to a tall car as you’re going to find these days.  The carlike ride is due to an independent front and dual-link rear suspension with MacPherson struts at all corners.  It’s similar to the average Camry’s suspension.  The all-wheel drive version’s got 7.3 inches of ground clearance for mild off-road excursions, but the thrust is much more toward on-road stability in nasty weather than all-out mudding.  It absolutely excels around town compared to most other SUVs.  It’s nimble for its size, and feels strong and safe without the bulky, heavy feel of ’round-towners like the Oldsmobile Bravada and Ford Explorer.  The Isuzu Axiom comes close to matching the Highlander’s combination of road manners and SUV-ness, but Toyota’s build quality blows Isuzu’s out of the water.

Want to haul precious cargo, like family members?  The Highlander is ready to oblige.  Front disc and rear drum brakes feature standard ABS, electronic brake-force distribution (EBD) and brake assist (BS).  Stopping the Highlander is drama-free even in panic situations, as a result of all these little electronic helpers.  Skid control and traction control are also available options.  Side airbags are optional equipment, as is a limited-slip differential on four-wheel drive models.  Child safety seat anchors are, of course, included.

The Highlander seems to answer many of the questions that urban SUVs have been trying to answer, without as much additional bulk and off-road equipment that will never get used.  It’s priced right in the heart of the market, too, starting at $30,795.  The accessories list includes heated side mirrors, a full-size spare tire, a rear spoiler, and color-keyed mudguards.  Well-optioned Highlanders will go out the door around $34,000, which is comparable to Ford Explorer and Chevrolet TrailBlazer

Specifications:
All specs are for the 2002 Toyota Highlander Limited
Length:     184.4 in.
Width:        71.5
Height:        66.1 in.
Wheelbase:    106.9 in.
Curb weight:    3880 (V6 4wd)
Cargo space:    38.5 cu.ft (seat up); 81.4 cu.ft (seat folded)
Towing capacity:    3500 lb.
Base price:    $30,795
Price as tested:    $33,743
Engine:     3.0 liter DOHC 24-valve V6
Drivetrain:     four-speed automatic, front-wheel drive
Horsepower:     220 @ 5800
Torque:     222 @ 4400
Fuel capacity:    19.8 gal.
Fuel economy:    18/22