Q. Given the high price of gas, and the gap in price between no-name gas and the big brand names in some areas, can you clarify facts about the downside of buying no-name gas? Will it hurt performance? And, more importantly, will it harm my engine?

A. The federal government requires all gasoline to meet a minimum standard for both octane and quality. Does that mean that brand name gas is the same as no-name gas? Not necessarily. Brand-name gas may have more of the detergent additives that help keep the fuel system clean. So will you harm your car by using generic gasoline? In my opinion, no, although I’m sure I’ll get e-mails to the contrary.

Q. I have been having this problem with my 1991 Toyota Corolla since last fall when I moved from Framingham to Virginia.In order to start the car, I must first pump the brake several times and then step on the upper right corner of the gas pedal a couple of times when I turn the ignition key. This procedure works most of the time, and I discovered it only accidentally.I don’t understand how the brake is related to the overall picture of the car not starting, but it seems to be. Today our local AAA place installed a new battery in place of the old one, which was getting weak. The interesting thing is that even with a new battery installed,my car still requires me to go through the same ritual before it starts. I would like to understand the problem better before I take the car to a repair shop.

A. For an engine to start it needs fuel, spark for ignition, and engine compression. The best way to diagnose the problem with your car is to leave it with the repair shop so they can see which part of the equation is missing. Although I will admit I am puzzled by how stepping on the brake causes the car to start. My only thought is that by pushing on the brake pedal you are moving a faulty wiring connection at the fuse box, or from the wires that go from the inside of the car to under the hood. That said, the typical problem with this model Toyota is a faulty ignition coil or igniter.

Q. Can you give me your opinion of the Camry Hybrid? Is it worth the extra money?

A. The Camry Hybrid, like the conventional Camry, is a fine car. The hybrid option makes the most sense if most of your driving is local. If your driving tends to be mostly on the highway, there is little mileage gain with the hybrid verses the conventional four-cylinder Camry. The EPA rates the hybrid Camry at 33 miles per gallon, and the conventional Camry at 31 miles per gallon. Considering the $4,000-$5,000 premium for the hybrid, it could take five or more years to see a benefit. The other advantage of the hybrid is that it has a slightly smaller carbon footprint.

Q. Although I have driven new cars for the past few years, I really enjoy reading your column. My question may seem trivial, but I would like to know if I’m doing any damage to my 2007 Ford Five Hundred with a six speed transmission. I really enjoy feeling the torque generated from 25-60 mph that I sense when the car’s transmission is in L instead of D. Aside from obviously consuming more fuel, is there any reason for me to stop doing this upon occasion?

A. I can understand how you enjoy the feeling of power and torque when driving in low gear, but that isn’t what low gear was designed for. You said that you like the feeling of the torque generated, and that is, I believe, where the problem may be. Transmissions are designed to shift at a certain engine RPM. The potential problem lies in holding the transmission in low gear at a higher than designed RPM. It’s just that feeling of power and that additional torque that could damage the components in the transmission. You may not see a problem immediately, but over time you could be in for an expensive transmission repair.

The Highlander, Toyota’s first midsize crossover utility vehicle, moved into its second generation for 2008 with a complete makeover.

Based on the Lexus RX crossover, which arrived two years before the Highlander’s debut for 2001, this was the second Toyota-brand SUV to break from the truck mold, offering consumers a more refined family hauler based on the chassis of a car - in this case, the Toyota Camry.

The first, of course, was the compact RAV4 that came to market in 1996, the first of the vehicles that were called mini-SUVs.

Nobody was using the term “crossover” when the Highlander arrived.

But since then, the vehicles now referred to as crossovers have bloomed, and in 2005 they overtook the truck-based models as the best-selling SUVs.

Most automakers now have several crossovers in their lineups, which is helping them to weather gasoline prices that have made the traditional truck-style SUVs an endangered species.

There’s good reason for that: The Highlander we tested, the front-wheel-drive Sport model (base price $29,950 plus $645 freight), comes with a 3.5-liter V-6 engine that provides EPA fuel-economy estimates of 18 miles per gallon city/24 highway. That’s a marked improvement over the 16 city/21 highway ratings of the comparably sized Toyota 4Runner, a body-on-frame, truck-based traditional SUV. All-wheel-drive Highlanders for 2008 are rated at 17 city/23 highway.

Toyota is further bolstered in its crossover lineups by gasoline-electric hybrid versions of the Highlander and its upscale Lexus cousin, called the RX 400h.

The redesigned ‘08 Highlander rides on the same architecture as the Toyota Avalon full-size sedan, which itself is a stretched version of the Camry.

That makes the newest Highlander bigger, with more passenger and cargo space. Toyota says it has grown 3.8 inches longer, 3.3 inches wider and 2.8 inches higher, with a wheelbase that is 2.9 inches longer. Inside, there are 41 more cubic feet of space.

It’s heavier, as well - about 300 pounds. But to overcome the extra weight, there’s more power.

Under the hood is the same 3.5-liter V-6 engine that is used in the Camry and Avalon, rated at 270 horsepower and 248 foot-pounds of torque. The horsepower is up 55 from that of the previous model’s 3.3-liter V-6.

Gone - but perhaps destined to be resurrected - is the four-cylinder engine from the previous generation, which offered not only better fuel economy than the V-6, but a lower starting price for the Highlander.

The difference in fuel economy isn’t that great, though. The four-cylinder engine used in the 2007 Highlander has EPA ratings of 19 city/25 highway, just 1 mpg higher for each.

For those who want the best fuel economy the Highlander has to offer, there is the hybrid, whose EPA ratings are 27 city/25 highway. But the hybrid model’s price might be hard to justify: It begins at $34,200.

This model uses a smaller V-6 engine combined with an electric motor to give it combined power equal to that of the gasoline-only version.

With the remake, Toyota pushed the Highlander upscale - which primarily means more expensive - in response to a shift in buyer priorities, the automaker said last year.

The base price is now $27,500 (plus freight) for the two-wheel-drive entry model, compared with $24,880 for the 2007 four-cylinder model and $25,940 for the lowest-priced 2007 V-6 version.

But Toyota justified the increased prices by adding standard amenities, including a new five-speed automatic transmission, electronic power steering, side-curtain air bags for all three rows of seats, a driver’s side knee air bag, larger alloy wheels and, of course, the bigger engine.

Increased safety was the major goal in the Highlander’s redesign, Toyota said. Besides the additional standard air bags, the new model has a more rigid cabin, which provides better absorption of crash energy, and new active head restraints. Much of the new model’s added weight came from these reinforcements.

There also is increased protection for pedestrians who might be hit by the Highlander. It has a collapsible hood and fender tops, a softer hood construction and increased clearance between the hood and the engine.

Improvements also were made to the electronic stability control, brakes and steering.

The Highlander’s exterior was significantly redesigned as well, in a move to make it more appealing. The result is an improved look, but nothing dramatic.

Toyota says the Highlander is aimed at couples, empty-nesters and busy families. But Toyota also hopes it will attract significantly younger and more affluent customers than the previous generation.

There are several new convenience features in the Highlander that were inspired, in part, by owners of the previous generation. Among them is a second-row seat that can be converted instantly from a three-person bench to a two-person bucket-seat setup, giving the passengers farthest back a walk-through area.

The middle section of the second row can be stowed into the floor in a compartment under the front console.

Other standard or optional features include a rear glass hatch that opens separately from the entire tailgate, a Smart Key system with push-button start, 19-inch alloy wheels (17-inch are standard on base models), several audio system options, a navigation system and a rear DVD entertainment system.

Three trim levels are offered: base, Sport and Limited. All-wheel drive is optional on all three.

The base model with all-wheel drive lists for $28,950 plus freight. Among standard features are manual air conditioning, power windows/mirrors/door locks with remote, tilt and telescopic steering wheel, AM/FM/compact-disc player with six speakers, and 10 cup holders. With all-wheel drive, the Sport model starts at $31,600. Top of the line is the Limited model, priced at $32,900 (2WD) and $34,350 (AWD).

Options on our Sport tester included a JBL audio system with six-disc, in-dash CD changer ($630); a power-operated rear hatch ($400); anti-theft system ($220); power sunroof ($850); towing package with 5,000-pound capacity ($220); roof-rail crossbars ($229); and carpeted floor and cargo mats ($275).

Total sticker price was $33,419.