The following review is an excerpt from an article written by Bradley Berman, HybridCars.com editor, originally published in the New York Times on Nov. 19, 2006.

The Mercury Mariner Hybrid combines the most robust gas-electric system available today—it will stay in electric mode longer than any competitor—with the body of a stylish yet rugged-looking sport utility. With its mix of digital-era sophistication and creature comforts, the Mariner Hybrid works so well that one wonders whether, if it had been more aggressively marketed since its debut in late 2004, it could have been the hit that the ailing Ford Motor Company so desperately needs.

Does the Mariner Hybrid have the rugged sex appeal of other S.U.V.’s? Is that even possible? Until now, hybrids could hardly be considered babe magnets or or hunk attractors. The comedic actor Will Ferrell, a Prius owner, has said, “In addition to being obviously economical and environmentally friendly, they drive great and are just plain sexy.” He tells jokes for a living.

Consider my brother. Fed up with the cost of feeding a gallon of imported fuel into his Range Rover for every 11 miles driven, he picked up a hybrid crossover utility, a Lexus RX 400h, instead. A year later, the drumbeat of teasing from friends and loved ones—they accused him of driving a girlie car—compelled him to ditch the Lexus and get another Range Rover.

He should have held out for the Mariner Hybrid. Its shape is pugilistic, like the Escape’s. It is square and muscular but has flourishes like accent grilles on the taillights and gauges rimmed in chrome. The Mariner is technically a crossover, but it seems solid and upright like a real S.U.V. Although the ’07 model comes only with all-wheel drive, a front-drive version will be offered for 2008.

Instrumentation is crucial to the hybrid experience, because the fun of a hybrid is using all available tools to get the maximum mileage. Ford’s system beats Toyota’s hands-down in its ability to stay in all-electric mode for extended periods. The Mariner Hybrid, like the Escape Hybrid, offers an expanded opportunity to use the gas pedal, brake and gears to juggle energy into and out of the rechargeable batteries. Want to get a full charge to the batteries? Accelerate to about 30 m.p.h. and slip the shifter into low (not actually a gear, but a tighter engagement of the motor-generator). How long do you want to stay in E.V. (electric) mode? If you use some Astaire footwork to accelerate slowly and evenly, you can nudge the Mariner to 30 m.p.h. without using a drop of gas. If you slip out of E.V. mode at speeds as high as 40 m.p.h., and your battery is adequately charged, you can give the brake two quick taps and slip right back into E.V. mode.

Certainly, few hybrid owners will take the time to learn all the tricks, but even the most absent-minded motorists are constantly reminded that they are piloting some seriously geeky-cool technology. When I employed all the advanced techniques of an experienced hybrid driver, I achieved highway and city mileage in the mid-30’s—not bad for an S.U.V. But when I drove like a fool, overall mileage fell to the mid-20s. The ultimate benefits of hybrid technology—savings at the pump, a poke at OPEC, reduced emissions, whatever—are personal. That gives much more meaning to the Mariner’s ability to stay in all-electric mode longer than any other hybrid. Ford’s engineers outdid Toyota’s in pushing the technology to the limit.

Unfortunately, Ford’s marketing department overlooked the potential of the Mariner Hybrid as a lean, mean, digital-era machismo machine. It made its debut under the same tired green banners and slipped into obscurity almost immediately. True, the Mariner Hybrid hit its sales target without breaking a sweat, but that is an exceedingly modest 2,000 a year. In September, former President Bill Clinton took delivery of a “Presidential Edition” Mariner Hybrid, inspiring this flight of fancy: What if Mr. Clinton was Ford’s hybrid pitchman rather than Kermit the Frog? A suave but serious spokesman might have let the American public see the Mariner Hybrid for what it is: a well-appointed, well-priced S.U.V. with best-in-class fuel economy and groundbreaking technology. It might even have gained recognition as the first great American vehicle of the 21st century.

For 2008, Toyota completely redesigned the Highlander Hybrid. It offers more refinement and a larger body, while still maintaining the same level of fuel economy as its predecessor. That’s an achievement because a change in size (an therefore, weight) usually has an immediate and noticeable effect on the fuel efficiency of a vehicle. Not so with the Highlander Hybrid. This versatile SUV grants more room and better packaging, while keeping its green stripes.

Power for the Highlander Hybrid comes from a 3.3-liter gasoline V6 engine, which is rated at 208 horsepower. In addition, two electric motors join this powertrain, one in the front and one in the rear, boosting the overall horsepower to a very respectable 270. There is a third electric motor that operates soley as an engine starter. The whole system mates to a continuously variable transmission, which is engineered to manage the various sources of power in a way that maximizes the Highlander Hybrid’s efficiency. In the way of performance, expect brisk acceleration and capable handling. You will have little to complain about in that department.

For even greater emphasis on efficiency, Toyota has outfitted the Highlander Hybrid with both "EV" and "Econ" driving modes. In EV, this hybrid functions solely on electric power, but only at low speeds and distances up to one mile. The more practical “Econ” mode works to limit throttle response in order to promote greater fuel economy. In other words, it restrains the engine’s ability to operate at its full potential. The ideal time to use this function is during stop-and-go traffic. The EPA rating for the Highlander Hybrid is 27 city/25 highway. Its city rating is actually better than its highway rating because the Highlander Hybrid makes more frequent use of its electric propulsion when traveling at lower speeds.

Though the Toyota Highlander Hybrid is a four-wheel-drive vehicle, it is not very well suited for harsh road or weather conditions. It usually operates in front-drive mode, and is configured much differently than the all-wheel-drive version of the non-hybrid Highlander, which favors more power to the rear wheels. In the end, the Highlander Hybrid may be a very capable family/commuter/touring vehicle, but it is not ideal for those needing a heavy-duty utility truck for more demanding climates or terrain.

Regardless, the Highlander Hybrid is an excellent example of Toyota quality, inside and out. Larger families may still lean toward more spacious alternatives such as minivans or bigger crossovers like the Saturn Outlook. But for most eco-minded consumers looking for a practical people-mover, who can ask for anything more than the most fuel-efficient seven-passenger vehicle on the market?

Reviews:

“Toyota claims that since its debut, the Highlander Hybrid has been a good seller, attracting more than 31,000 buyers in 2006 and helping the brand capture 67 percent of the U.S. hybrid market. That’s great, but Toyota’s own data suggest that the next Highlander needs to be larger and more powerful. Hence, gas and hybrid versions will be larger and will boast 270 horsepower. This is especially significant since it not only puts a fresh, more competitive crossover in Toyota’s fleet, but it also marks the introduction of one of the market’s largest mainstream hybrid models. With its enlarged dimensions and impressive power ratings, the 2008 Highlander Hybrid rises above competitors such as the Ford Escape Hybrid.” Autobytel

“As is the case with other gas/electric-powered vehicles, the Toyota Highlander Hybrid’s fuel economy is typically at its best in city driving because the electric motors work optimally at lower speeds. To further maximize miserliness, the driver can activate an EV mode, in which the Highlander Hybrid will operate for a greater period of time solely under electric power in certain conditions; similarly, an ECON mode smoothes out throttle response to limit excessive acceleration.” ForbesAuto

“The 2008 Highlander is the first vehicle developed under Toyota Motor Corporation president Katsuaki Watanabe’s new “Customer First” quality initiative. After years of ruthless compressing and cost cutting, the Japanese automaker says its vehicle-development process is down to skin and bones, with a resulting effect on fit and finish.” Car and Driver

"While the Highlander’s efficiency is only OK in absolute terms, it’s pretty good for a three-row, all-wheel-drive vehicle that hauls around a family of five in comfort during cold winter weather. By way of comparison, the GMC Acadia managed only half the Highlander’s around-town fuel economy in the same driving conditions. The bland, blocky exterior styling of the Highlander suits the hard antiseptic interior plastics and numb, uncommunicative electric power steering to yield what could be the perfectly soulless transportation appliance." MSNBC.com

"One would think that the more expensive and complex hybrid powertrain would be smoother, but that was not the case. There were far more vibrations from the Hybrid, many of which could be felt in the steering wheel. Under hard acceleration, the hybrid powertrain was also noisier than the 3.5 liter V-6, which was wonderfully well-behaved." New York Times