2002 Ford Explorer VS. 2002 Buick Rendezvous VS. 2001 Toyota Highlander

Toyota Highlander LimitedEven from 100 yards, there's no mistaking the hunky image the Highlander is intended to project. It's got a sport/utility's squared-off two-box profile, high and heavy front bumper, near-vertical grille, angular windows and wheelwells, and big, quad lamps. It looks the part. But beneath the bulging wheel arches, our drive revealed a beefed-up front-drive-sedan chassis with all-wheel-drive traction. That's not a criticism. It's exactly what many customers want: a nice ride combined with some truckish attitude, cargo space for their giant pooch and four powered treads for snow or rain-slickened commuter routes.

In that way, it's like its smaller sibling, the unibody RAV4, and unlike the truck-based body-on-frame 4Runner. The five-passenger Highlander is also much lighter than the 4Runner, Rendezvous, or Explorer. And with its lower mass and good-size four-wheel discs, it managed a neat 125-ft stop from 60 mph. Still, the Explorer Limited, heaviest of the trio, grabbed the gold-medal stop by a foot. Just keep in mind that, with the Highlander's shorter wheelbase and overall length, there's no room for that handy third-row bench.

Up front, the Highlander rolls along on MacPherson struts with L-shaped lower control arms equipped with an anti-roll bar. Steering is by a nice, precise, light-action rack and pinion. The rear is likewise sprung and supported by a MacPherson strut combined with dual lateral links and anti-roll bar. So, how does it ride and handle? Think softly sprung and damped car with a high center of gravity, and you've got it figured. We observed moderate body roll, a touch of oversteer at the limit, and somewhat weak times through our high-speed-handling tests. Overall, though, the Highlander's street manners are good.

In the engine room, there are two choices. For those thrifty buyers also concerned about fuel consumption, a 2.4L/155-hp four with variable-valve timing is standard and adequate. Our Limited came with the smooth-spooling 3.0L/220-hp DOHC V-6. Shifting is handled exclusively for both motors by a four-speed automatic that pulls ratios as seamlessly as does any car. With the Highlander's relatively light chassis, the V-6 engine feels decidedly spunky. At our test site north of Los Angeles, the Highlander edged the V-6 Explorer and relegated the Rendezvous to a distant third spot. What about towing? Like the Rendezvous, its maker rates it for a 3500-lb trailer with a 350-lb tongue weight when equipped with the optional tow package. Got cargo? Toyota rates the Highlander's total cargo volume at a useful 81.4 cu ft. With that second-row 60/40 bench folded, a flat load floor makes hauling stuff across town a cinch.

For serious off-roading, the Highlander is no Jeep CJ. There are no locking hubs, no whining short-ratio differentials or knobby tires. But there are also no confusing switches or levers to push or pull. A limited-slip differential and traction control are available as an option. This vehicle, like the Rendezvous, is equipped with a light-duty all-wheel-drive system. That means it can easily munch a steep, snow-covered grade or traverse a new subdivision's muddy road. But even with this 4x4's 7.3 in. of ground clearance, you can't press your luck. There's no low range or transfer-case-locking gizmo for rubbing your way up the narrows of the Rubicon Trail or mud-bogging a swamp.

Inside, the seating's leather, control feel, and instrumentation graphics are top quality. The shift lever pokes oddly from an abbreviated center console just like in the Lexus RX300. We just wish for this price they could've used real wood on the dash. But the overall cabin feel is sedan slick with convenient switch and knob locations and excellent instrument legibility.