Family Size, MAX Power – 2025 Toyota Grand Highlander Platinum Hybrid MAX

The Grand Idea

Toyota’s Grand Highlander landed last year to split the difference between the everyday Highlander and the body-on-frame Sequoia. It worked. For 2025, the formula stays familiar—space for real families, the latest Toyota tech, and, in this Platinum Hybrid MAX trim, enough shove to make merge lanes fun. I drove a 2024 Grand Highlander Hybrid Limited and came away impressed by efficiency and practicality. This week’s loaner turns up the wick: more power, more kit, and the same family-first packaging. If you want the visual walkthrough, watch the companion video on TXGarage—there’s lots of B-roll you’ll want to see in motion.

What’s New, What’s Not

The Grand Highlander is still built on Toyota’s TNGA-K architecture, with a 116.1-inch wheelbase and adult-friendly three-row cabin. The big changes for 2025 are lineup tweaks: a value-focused LE, a Hybrid Nightshade with blacked-out trim and JBL audio, new colors (Cement and Heavy Metal), and a removable second-row center console on Captain’s Chairs models. The core mechanical bits carry over—and that’s good news.

Trims & Powertrains, The Short Version

Toyota sells five grades—LE, XLE, Limited, Platinum, plus the Hybrid Nightshade edition. Three powertrains cover most shoppers: a 2.4L turbo gas (265 hp), a 2.5L hybrid (245 hp), and this one—the 2.4L turbocharged Hybrid MAX paired with electric motors for 362 hp and 400 lb-ft. Full-time electronic AWD and a 6-speed automatic handle the business end, with drive modes for Sport, Eco, and Normal; Multi-Terrain Select brings Mud & Sand, Rock & Dirt, and Snow calibrations.

Sized for Real Life

One of my longstanding gripes with the regular Highlander was the choice it forced: keep a usable third row or keep your cargo space—you couldn’t really have both. The Grand Highlander fixes that. With the third row up, there’s honest-to-goodness room for day-to-day family gear. Drop the third row and you unlock a cavern; fold both rows and you’re staring at 97.5 cubic feet of cargo volume. It’s the difference between “technically three-row” and “actually family-friendly.”

The Look

The styling is clean and purposeful. Up front, the hood and trapezoidal grille taper into that hammerhead profile; the side is slabby in a good way, and the Hybrid MAX finishings add just enough attitude with exposed dual exhaust and unique bumper accents. My tester’s Storm Cloud paint plays nicely with the 20-inch alloy wheels—handsome without shouting.

Cabin Vibes

Inside, Toyota plays the comfort-and-utility card. The design is straightforward, materials are well chosen, and storage is everywhere. In the first row, I logged a couple of nearly 80-mile drives and got out feeling fresh. The seats are supportive; the heated function got a workout during a cool morning run, and ventilation is available here on Platinum. The second-row Captain’s Chairs worked well for my crew; I didn’t fully load the third row this week, but the access is easy and the space is adult-viable—rare in this class.

Screens & Sound

The 12.3-inch Toyota Audio Multimedia screen is the right size and, more importantly, the right speed. I ran both wireless Apple CarPlay and Android Auto with zero connection drama—they just worked. The JBL 11-speaker system lands squarely in the “good enough for a family SUV” zone: clear and pleasant, not a subwoofer flex. The Head-Up Display is the quiet hero here; I love having speed, nav, and driver-assist info living just beyond the windshield.

The Numbers That Matter

Toyota pegs the Hybrid MAX at 362 hp and 400 lb-ft, good for a 0–60 mph run of about 6.3 seconds. Towing is rated at 5,000 pounds. The 1,500-watt onboard inverter (Hybrid/Hybrid MAX on Limited and Platinum) is genuinely useful—you can power tools or small appliances off-grid, something families and tailgaters will appreciate. Manufacturer-estimated economy for Hybrid MAX is 27 mpg combined.

How It Drives

Around town, the Hybrid MAX feels stout. Throttle response is immediate, and the 6-speed automatic plays nicely with the hybrid system—no hunting, no awkwardness. Steering strikes that sweet balance: not videogame-light, not artificially heavy. Brakes are confidence-inspiring and easy to modulate. The ride is planted, never floaty, and the chassis shrinks around you more than a three-row has any right to. On the highway, it’s calm, tracks straight, and just feels sorted.

Cabin quiet? Solid. It’s not a Lexus cocoon, but wind and road noise are well controlled, and the powertrain stays refined even under load. As a long-haul family rig, this is exactly the tone I want.

Driver Assistance: The Good and the Gripe

Radar-guided cruise control and lane keeping assist work really well—smooth inputs, little drama. The Panoramic View Monitor deserves a shout; I used it constantly because, well, this is a big vehicle, and that top-down camera stitching makes parking lots painless. On the flip side, the driver attention/monitoring system is more intrusive than it needs to be. I’ve used similar systems in plenty of vehicles without complaint; in this Toyota, it nags. If I could change one thing, I’d give owners a proper “off” switch.

Efficiency, For Real

My observed average sat around 20 mpg during the week—below the 27 mpg combined estimate. That said, I’ll run a dedicated mpg loop for the video to see how close I can get in controlled conditions, and I’ll share those results on-camera. Real-world usage varies wildly with speed, load, and terrain; figure the Hybrid MAX trades some hybrid thrift for its power edge.

Capability Check

I didn’t tow with this one and I didn’t do anything wilder than dirt trails, but the full-time electronic AWD feels confidence-inspiring, and Multi-Terrain Select gives you the right traction tools for light off-pavement duty. The spec sheet’s 5,000-lb tow rating places it right where a lot of families need to be for small campers and water toys. I’ve got Truck Rodeo coming up; if Toyota fields a Grand Highlander, I’ll grab off-road footage for the channel to show how it behaves when the pavement ends.

Price, Positioned

Toyota lists the 2025 Grand Highlander from around the low-$40Ks (LE gas), about mid-$40Ks for the Hybrid LE, and Hybrid MAX from the mid-$50Ks in Limited trim. Platinum sits above that. Our tester adds typical accessories and destination; I’ll pin the final as-tested figure from the window sticker in the video description for clarity. The takeaway: it isn’t cheap, but you’re buying space, comfort, tech, and real performance.

The Competitive Set

I’ve driven most of the Grand Highlander’s rivals, and this class is stacked. The Kia Telluride and Hyundai Palisade remain benchmarks for space, features, and value. VW Atlas and Honda Pilot are excellent in their own ways, and on the right day, any of the four could be your winner. Where the Toyota separates is powertrain strategy and brand reputation: hybrid options across the lineup, culminating in this Hybrid MAX that gives you real performance without sacrificing family credentials. Factor in Toyota’s reliability story, and the Grand Highlander makes a compelling case.

The Fix I’d Make

Toyota, let me disable the driver monitoring system. Everything else about this Platinum Hybrid MAX feels dialed: powertrain polish, steering and brake tuning, useful tech, and packaging that genuinely respects family life. But the nagging attention warnings? That’s my single persistent gripe.

Verdict

The 2025 Toyota Grand Highlander Platinum Hybrid MAX is the rare three-row that can do the school run, eat a Costco haul, and still make you grin on an on-ramp. It’s quick for its size, quiet enough for long hauls, and spacious where it counts. My week averaged 20 mpg, so set realistic expectations versus the 27 mpg estimate, but the rest of the experience is rock solid. If you’re shopping Telluride, Palisade, Atlas, or Pilot, the Grand Highlander deserves a serious test drive—especially if the Hybrid MAX’s extra muscle speaks to you.

For the full walkthrough, watch the TXGarage video: exterior and interior tours, PVM demos, and a dedicated mpg run you’ll want to see. I’m Adam with TXGarage—see you there.