Showing posts with label Toyota. Show all posts
Showing posts with label Toyota. Show all posts

April 20, 2011

The 2011 Toyota Highlander


When it debuted 10 years ago, the Toyota Highlander blazed the trail for midsize crossover SUVs. A refresh for the 2011 Highlander brings updated styling and additional standard features. Otherwise, the 2011 Toyota Highlander stays the course. The Highlander also boasts a 40/20/40-split second-row seat with a removable center seat that allows walk-through access to the third row, not to mention the comfort of captain's chairs with fold-down armrests in the second row. While the midsize 2011 Toyota Highlander has a lot going for it, this crossover faces some stiff competition.


The 2011 Toyota Highlander is a midsize seven-passenger crossover offered in base, SE and Limited trim levels. The entry-level Highlander comes equipped with 17-inch cast-aluminum wheels, rear privacy glass, cloth upholstery, a 40/20/40-split-folding second-row seat that both reclines and slides fore and aft, a 50/50-split-folding third-row seat, air-conditioning (with rear controls), a tilt-and-telescoping steering wheel and a six-speaker CD stereo with an auxiliary audio jack. The cabin also gets upgraded leather upholstery, tri-zone automatic climate control, keyless ignition/entry, a 10-way power driver seat, a four-way power passenger seat and wood-grain accents. The 2011 Toyota Highlander is available with a choice of two engines. A five-speed automatic and front-wheel drive are standard; all-wheel drive is optional. With front-wheel drive, the Highlander V6 returns EPA estimates of 18 city/24 highway/20 combined; adding all-wheel drive drops these numbers to 17/22/19.


The Highlander comes with a long list of standard safety features including antilock disc brakes, stability control and hill-start assist. The Highlander's cabin is fitted with a total of seven airbags, including side-impact airbags for front seat passengers, side curtain airbags that cover all three rows of seats and a driver-side knee airbag. In government crash tests, the Highlander earned five stars (the highest possible) for the driver and four stars for the front passenger in frontal impacts, and five stars for side impacts. The 2011 Toyota Highlander features an attractive cabin, especially the top-of-the-line Limited model. The front- and second-row seats are plenty comfortable, but the third-row seat's lack of legroom makes it best suited to pre-teen passengers. The Highlander's second-row bench slides fore and aft and reclines for greater comfort.

The 2011 Toyota RAV4

That said, the RAV4 is one of the older designs in the compact crossover segment. The 2011 Toyota RAV4 is a midsize crossover SUV. There are three trim levels available: base, Sport and Limited. The base RAV4 comes standard with 16-inch steel wheels, a limited-slip differential (front-drive models only), air-conditioning, cruise control, full power accessories, keyless entry, a tilt-and-telescoping steering wheel, height-adjustable driver seat and a six-speaker stereo with CD player and auxiliary audio jack. The base V6 4WD adds 17-inch cast-aluminum wheels. The RAV4 Sport comes standard with 18-inch cast-aluminum wheels, color-keyed bumpers and sportier suspension tuning. All V6 models add hill-start assist and hill-descent control, which are also standard for the RAV4 four-cylinder with the optional third-row seat. An Upgrade Value package for the base RAV4 includes a sunroof, roof rails, privacy glass, 17-inch cast-aluminum wheels, six-disc CD changer, steering-wheel-mounted audio controls, upgraded cloth upholstery and a cargo cover. The Premium package available on the Sport and Limited trim levels (though not with the third-row seat) adds leather upholstery and an eight-way power driver seat with power lumbar support. V6-powered models can be equipped with a tow package.

The 2011 Toyota RAV4 comes standard with a 2.5-liter inline-4 engine that delivers 179 hp and 172 pound-feet of torque. Fuel economy for this model with front-wheel drive is 22 mpg city/28 mpg highway and 24 mpg combined, and 21/27/24 with 4WD. The V6 achieves an impressive 19 mpg city/27 mpg highway and 22 mpg combined for the front-wheel-drive RAV4, and these ratings change only by 1 mpg less for EPA highway when the 4WD model is selected. Every RAV4 trim level can be matched with either front-wheel or four-wheel drive. In 4WD models, power is sent to the front wheels until tire slippage is detected and then power is also directed to the rear wheels. Antilock disc brakes, stability control, traction control, whiplash-reducing front headrests, front-seat side airbags and full-length side curtain airbags are standard on every 2011 Toyota RAV4. The RAV4 also performs well in Insurance Institute for Highway Safety tests, earning the top rating of "Good" in both the frontal-offset and side-impact crash tests. The RAV4's interior boasts a clean design with large, simple controls and lots of storage space. Overall interior quality is acceptable, but the Chevy Equinox and Honda CR-V make the RAV's interior look too insubstantial and budget-oriented. Nevertheless, the Toyota RAV4 is a model of practicality. The rear seats recline and can slide fore and aft to optimize passenger space or cargo capacity. Normal seating capacity is five, while the optional third-row seat bumps it to seven. To configure the RAV4 for cargo, all you need to do is flip a lever on the second-row seats. Although relatively capable off the beaten path, the 2011 Toyota RAV4 is meant for a life on pavement.

The 2011 Toyota Tacoma Review


The 2011 Toyota Tacoma is a midsize pickup offered in Regular Cab, Access Cab (an extended cab with small rear-hinged doors) and Double Cab (crew cab with four full-size front-hinged doors) configurations. Both Regular and Access Cabs are joined to a 6-foot bed. The Double Cab has a shortened 5-foot bed in the interest of maneuverability, but a 6-foot bed is available as an option. All Tacoma body styles are available in either two- or four-wheel-drive form. The rear-drive-only X-Runner version is more oriented to street performance, with a body kit, 18-inch alloy wheels, standard V6, a lowered sport-tuned suspension, a hood scoop, foglamps and an upgraded stereo. As the base model, the lightly equipped Tacoma Regular Cab is ideal as a work truck; it actually has more standard amenities than other bare-bones pickups. When equipped with four-wheel drive and an automatic transmission, the Regular Cab gets front bucket seats. The Access Cab gains power locks and windows, upgraded cloth upholstery, front bucket seats, a rear bench (includes under-seat storage) and two more speakers. The Tacoma Double Cab adds 16-inch steel wheels, a front skid plate and driver lumbar adjustment. The Convenience package adds power mirrors, keyless entry, cruise control, a sliding rear window and steering-wheel audio controls. The TRD Off-Road package includes 16-inch alloy wheels, fender flares, a heavy-duty suspension, a locking rear differential, skid plates and sport seats. The on-road-oriented TRD Sport package includes 17-inch alloy wheels, a hood scoop, a sport suspension and sport seats.

The 2011 Toyota Tacoma is available with rear-wheel drive or four-wheel drive. A five-speed manual transmission is standard on the Regular and Access Cabs, while a four-speed automatic is optional on those cabs and standard with the Double Cab. In testing, a Tacoma Double Cab V6 turned in a 0-60-mph time of 7.8 seconds, which is suitably quick for a midsize truck. When properly equipped, the Tacoma can tow 6,500 pounds.

Standard safety equipment on all 2011 Tacomas includes stability and traction control, antilock brakes (disc front, drum rear) with brake assist, front-seat side airbags, full-length side curtain airbags and front active headrests. Hill-start assist control (HAC) and downhill assist control (DAC) are available on 4WD models equipped with the automatic transmission. In government crash testing, the 2011 Toyota Tacoma received a top five-star rating for its protection of occupants in frontal and side-impact crashes

Adult passengers will find the Double Cab's rear seats roomy and comfortable, while only smaller folk are likely to find the Access Cab's rear accommodations passable. For better or worse, the 2011 Toyota Tacoma drives like a proper pickup truck.

April 12, 2011

A Ride Fit For King Kong

In today's post I discussed about the Sportchassis  King Kong.Over the years I’ve come across some pretty ostentatious vehicles, but this sucker takes the cake. This is the SportChassis P4XL from Freightliner and it’s the vehicle for those with severe insecurity problems. It used to be that the Hummer H1 was the biggest and baddest 4×4 you could buy, but compared to the SportChassis P4XL, the H1 is like a Tonka toy. What you get with the P4XL is basically a full-sized big rig with limited 4×4 capabilities, loads of interior cabin space and a footprint the size of Montana. For instance the P4XL has a 174-in. wheelbase, 100-in. width and is 264 inches from front to back – that’s stupid big. It’s also four wheel drive, but with a weight of 6.5 tons it’s not exactly fit for any real off-roading. What the P4XL does do however is make a statement by basically telling the world that you simply don’t give a shit about anyone or anything.

When it comes to function, just about the only thing the P4XL is good for is towing. Its 38,000 lb. towing capacity means you can pull anything from a full on stacker trailer to a house… it’s crazy. Now obviously this is not a truck for everyone, however if you have $300,000 and you’re one of those people who are looking for the most ridiculous vehicle on the planet earth, then look no further because the SportChassis P4XL is for you.

Rumors Toyota Swirl


In today's post I discussed about the Toyota Swirl.Although the Scion tC is widely regarded as the modern-day Toyota Celica, it’s generally agreed that Toyota hasn’t produced a performance car since the death of the Toyota Supra. Toyota’s FT-HS concept car and the fledgling Subieyota [Subaru-Toyota] partnership have people talking though, and there are rumors that Toyota [with the help of Subaru] is planning a sports-tuner comeback with the 2011 Toyota Celica.

Many expect designs for the 2011 Celica to draw heavily from the 400-hp Toyota FT-HS concept, but it’s still unclear exactly what the final product will look like. We do know, however, that the 2011 Toyota Celica will be offered with two trim levels: the GT and the GT-4. The Celica GT will be a RWD 2-door coupe and feature Subaru’s 2.0L boxer engine, while the GT-4 will be the stuff of street racers’ wet dreams. Anticipated as an Impreza STi/Celica crossbreed, the Celica GT-4 will feature the Impreza STi’s 300-hp 2.0L boxer engine as well as Subaru’s unique 4WD [complete with in-wheel electric motors for white-knuckle performance].

Careful to avoid direct competition with the 4- and 5-door offerings on the Impreza STi, the Celica GT and GT-4 will only be offered in either 2-door coupe or 3-door hatchback versions. Planned as a 2011 model, speculations place the European release of the Toyota Celica in late 2009, early 2010.

March 19, 2011

Toyota Hilux Reputation

The Hilux currently rests as one of the background decorations in the Top Gear studio.In the TV series of 2006, (series 8, episode 3), a Hilux was chosen by Jeremy Clarkson as his platform for creating an amphibious vehicle. Once recovered, the vehicle was moved back to the Top Gear Studio, where a confident Clarkson stated that he would be the only one capable of driving his truck home, since it was the indestructible Hilux.

In 2007, Top Gear ran a special program in which Clarkson and James May raced a customized 2005 model Hilux to the 1996 magnetic north pole from Northern Canada against Richard Hammond using a dog sled, and won. This episode, known as the Top Gear Polar Special, made the truck the first motor vehicle to make it to the magnetic north pole.

The Toyota War between Libya and Chad was so named because of the use of Hilux trucks as light cavalry vehicles by the army of Chad. The Toyota War saw use of the Hilux as a towing vehicle, serving to tow aircraft and tanks, including the T-62 heavy tank from the former Soviet army. The Toyota Hilux has been widely used by Pakistan Army. However, Mitsubishi L200s were bought instead of seventh-generation Hilux recently to replace worn out vehicles. US Special Forces also use specially modified Tacoma and Hilux in Afghanistan. After the test Toyota stopped the sales of Hilux equipped with 16 inch wheels in Europe.

Toyota Hilux Seventh Generation


Hilux models sold in Australian, Middle Eastern, and Asian markets are built and assembled in Thailand, where the vehicle is called the Hilux Vigo, or simply Vigo. For the European, South African and Icelandic markets the Hilux is built in Durban, South Africa.

In Malaysia, the Hilux is only available in 2.5 L with the option of single cab or double cab.The double cab model has an automatic transmission variant. In Singapore, the Hilux is available as a single cab with the 2.5 L engine or a double cab with the 3.0 L engine.

March 02, 2011

Export Cars Toyota Fortuner and Innova To Mesir

Export Toyota Fortuner and the Innova is produced by PT  Toyota  Motor
Manufacturing Indonesia (TMMIN) in the form of intact Completely Built Up (CBU) to the Mesir state is not experiencing problems.

Until now TMMIN still continue to export cars Fortuner and Innova on demand, even in Mesir now is volatile due to demonstrations demanding the millions of Mesir President Hosni Mubarak to step down.

"Fortuner and Innova car exports to North Africa and Mesir so far there is no interference even though the status of Mesir is being volatile," said Chief External Affairs TMMIN, Irwan Priyantoko, Wednesday (02/02/2011).

According to shipping logistics Toyota cars are not disturbed. And
as described Irwan, sending the car to Toyota for countries neighboring Mesir until now did not experience significant problems.

"That's just the condition of the internal conflict of Mesir. The shipping logistics we are not disturbed," he said.




Previously manufacturers GM, Daimler AG and BMW AG was forced to close their factories in Mesir for a while. In addition, Volkswagen cars have to stop shipments to Mesir.

Major Change Toyota Avanza 2011

Toyota Avanza 2011 with the emergence of new clothes are being crowded discussed. Various kinds of people assessing Toyota MPV will change clothes a million people were 100 percent this year.

The issue was outstanding considering the Toyota Avanza since 2004 ago have never changed, only a facelift. Unfortunately the truth is still questionable. Until now the PT Toyota Astra Motor (TAM) as the holder of the brand Avanza Avanza still reluctant to say the existence of major change.

So is the holder of the brand you Avanza Xenia. PT Astra Daihatsu Motor (ADM) is also still sealed following information Avanza Xenia presence of so-called carry the new look.

In the midst of the warmth of the Avanza and Xenia majorchange debate, suddenly comes a car that was allegedly Avanza MPV or the latest Xenia emerged with a white screen. Car intangible MPV was uploaded by the end of 2010.

The presence of a car that is being questioned. Many who thought if it is a form of MPV Avanza majorchange real. Not infrequently also people think that the new Proton MPV Honda Freed Exora or who will be introduced this year.

However, if you see the plan does not seem to Proton and Honda. You see, the two producers had no plan to make over the face line-up for the time being.

In plain view, if compared to the Avanza MPV is the entire body seemed to change. Not only the front, middle to the stern also seem more fresh. Peleknya decorated with many bars. While headlights similar to the Passo Sette.
 

Until now no one can guess that MPV brands. The new face or a Toyota Avanza Daihatsu Xenia?

February 26, 2011

Toyota 4Runner Review

 The Toyota 4Runner is, as it has always been, an off-road SUV that is very well-mannered in the city. After a redesign last year, the 4Runner returns mostly unchanged, with one notable exception: The previously available inline-4 engine is no longer offered. Not that you're going to be particularly broken up about this. The underpowered four-cylinder struggled to propel the heavy 4Runner with much authority and offered a minimal benefit in terms of real-world fuel economy. This leaves the plenty powerful V6 as the sole engine choice for the Toyota 4Runner. Besides ample horsepower and impressive off-road prowess, the 4Runner counts a civilized driving demeanor and a spacious interior among its other strengths. Climbing peaks and navigating treacherous terrain is what the 4Runner is best at. Just like a traditional SUV, it features body-on-frame construction and a solid rear axle suspension, although it also incorporates the latest in off-road technology with Toyota's Kinetic Dynamic Suspension System (KDSS), which can disconnect the front and rear stabilizer bars for greater wheel articulation over rough terrain at speeds below 40 mph. Opting for the Trail trim level further enhances the 4Runner's wilderness-taming attitude with black-plastic fender flares and rocker panels (for easier and less expensive replacement), a locking rear differential, hill-start assist and hill-descent control, durable off-road tires and even water-resistant upholstery. It is worth mentioning that for the majority of SUV buyers who rarely (if ever) take their vehicles off road, the Toyota 4Runner has been outclassed by the flood of car-based crossover SUVs on the market, at least as far as urban utility is concerned. Compared to the likes of the GMC Acadia, Hyundai Veracruz or even the Toyota Highlander, the 4Runner lacks the on-road comfort and everyday practicality that these vehicles provide. The 4Runner also lacks a V8 engine option, which means choices like the Dodge Durango, Jeep Commander/Grand Cherokee and Nissan Pathfinder might be better for heavy towing duty. But in the end we have no hesitations recommending the Toyota 4Runner as a jack-of-all-trades SUV.

The midsize Toyota 4Runner SUV is offered in three trim levels: SR5, Trail and Limited. Standard features on the 4Runner SR5 include 17-inch cast-aluminum wheels, skid plates, heated outside mirrors with turn indicators and puddle lights, foglights, air-conditioning with rear ventilation, cruise control, full power accessories, a power rear window, a tilt-and-telescoping steering wheel, a trip computer and an eight-speaker CD/MP3 audio system with an auxiliary audio jack. The SR5 is available in either rear-wheel drive or four-wheel drive. The 4Runner Trail level is only available as a 4WD model, and it supplements the SR5's equipment list with a hood scoop, black fender flares and rocker panels, a locking rear differential, Crawl Control (which electronically modulates throttle and brakes when ascending or descending hills), off-road-oriented tires, tinted head- and taillights, a sunroof, a back-up camera that displays in the rearview mirror, upgraded gauges, steering-wheel-mounted audio controls, water-resistant upholstery, power front seats, a sliding rear cargo deck and an upgraded audio system with satellite radio, a USB port with iPod connectivity and Bluetooth phone and audio functions. The Limited is available only with full-time all-wheel drive and includes 20-inch cast-aluminum wheels, Toyota's X-REAS adaptive suspension dampers, keyless entry and ignition, automatic headlights, dual-zone automatic climate control, a 15-speaker JBL audio system with a six-disc CD changer, a leather-wrapped steering wheel, leather upholstery, heated front seats and power lumbar support for the driver seat. Many of the features incorporated by the 4Runner Trail and Limited are available as options for the SR5 model, though specifics will vary based on the region of the U.S. in which you live. Other option highlights include a voice-activated navigation system and a third-row seat. The KDSS off-road suspension is available only on Trail models.

The Toyota 4Runner comes standard with a 4.0-liter V6 engine that produces 270 horsepower and 278 pound-feet of torque. A five-speed automatic is the only available transmission. The SR5 and Limited can be had in either rear-wheel or four-wheel drive (part-time dual-range system on SR5; full-time system on the Limited), while the Trail comes only with part-time dual-range 4WD. When properly equipped, the 4Runner's towing capacity tops out at 5,000 pounds. In Edmunds instrumented testing, a rear-wheel-drive 4Runner SR5 accelerated from a standstill to 60 mph in 7.2 seconds, which is about average among competing SUVs. The EPA estimates 17 mpg city/23 mpg highway and 19 mpg combined for a rear-wheel-drive 4Runner, which is also average in this segment. A four-wheel-drive 4Runner gets 1 mpg less on the highway.

Standard 4Runner safety features include antilock disc brakes (with brake assist), stability and traction control, active front head restraints, front knee airbags, front-seat side airbags and full-length, roll-sensing side curtain airbags. In government crash tests, the 4Runner scores a perfect five out of five stars for driver protection in frontal collisions and four stars for the front passenger. Five stars have been awarded in side impact tests for both front and rear passengers. The Insurance Institute for Highway Safety awards its top rating of "Good" for both frontal offset and side-impact protection. In a recent test, a rear-wheel-drive 4Runner SR5 came to a stop from 60 mph in 122 feet, which is average among other SUVs in its class.

The Toyota 4Runner's interior features a geometric, industrial theme that supports this SUV's rugged image. Hard plastics are abundant throughout the cabin, though most touch points are lightly padded. The oversized climate control knobs underscore the 4Runner's utilitarian design, but have a wobbly feel when operated. The Toyota 4Runner offers spacious seating for five passengers. The optional third-row seat increases the count to seven, though it's suitable only for small adults or children. With all seats folded flat, maximum cargo capacity is a useful 90 cubic feet. An optional sliding rear cargo deck can support up to 440 pounds. Tailgate partygoers will appreciate the optional Party Mode, which directs most of the audio system's sound to the speakers in the liftgate and increases bass response for a thumpin' good time.

Cruising around town, the Toyota 4Runner is surprisingly smooth and comfortable. Despite being built on a truck chassis, there is very little of the bouncy, over-sprung ride you expect from a body-on-frame vehicle capable of serious off-roading. On the downside, the 4Runner's on-road handling limits are notably low, even for this class of vehicle. The steering feels disconnected and uncommunicative on the pavement, although this makes for less kickback on the trail, though its light-effort response at low speed also makes for easy maneuvering in parking lots. Off-road, the 4Runner performs very well, particularly if it's a Trail model fitted with KDSS. Though no V8 engine is offered, the standard V6 provides plenty of grunt and should be suitable for just about any driver.

February 25, 2011

Car Toyota Etios Review

The Etios was conceived from a clean sheet of paper but it appears that Toyota has used the Yaris, which has similar dimensions, as a starting point. The end result, however, is a car that looks like it has been built by a committee rather than gut feel or any emotion. Not many would call the Etios ugly but even fewer would call it pretty and if there is one area where the Etios is at a disadvantage, it’s with the styling. The meek-looking headlights, simple body lines and a bulky boot won’t turn heads. However, Toyota has tried to add some visual drama. The only distinctive bits of the Etios are the boomerang-shaped grille, the bulge on the hood and a prominent crease that runs across the doors. Toyota has added a chrome strip at the rear to break the mass of the boot to (whisper it) make it less Logan-like. But the triangular tail-lamps and the large mass of the boot make this difficult to achieve.


The greatest achievement, however, is the Etios’s unreal kerb weight of 930kg which makes it, by far, the lightest mid-sizer and even lighter than several hatchbacks. And when you consider its generous dimensions, especially the 2550mm wheelbase, this achievement is even more astonishing.

How has Toyota managed to chop the flab? Cost and weight are inextricably linked and hence in the quest to remove expensive bits, the kilos have tumbled as well. Look closely and you can spot some obvious cost-saving measures. The door handles are grab-type, there’s no rear quarter-glass, the rubber beading for the door is missing as is the engine cover, there’s only one horn and there’s a single wiper too.
Other not so obvious areas where material (and hence cost and weight) has been saved is in the headliner, carpeting and NVH insulation. Open C-sections are used for the suspension arms (instead of tubular or boxed sections) and instead of using unnecessary heavy duty (and expensive) components which are designed to work at -30deg C (like in the Corolla and Camry), the same bits have been engineered to work down to only -5 or -10deg C.


The Etios is designed to meet tougher safety standards in the future which could come into effect during its eight-year lifecycle. However, for now,  the Etios isn’t built with the same impact protection hardware that’s demanded in Europe and this again helps keeps weight down. Twin airbags and ABS are an option on the top-of-the-line model though.

The Etios comes with a single engine option at the moment – a 1496cc petrol, developing 90bhp and 13.4kgm of power and torque. These are modest figures for a 1.5-litre engine that has deep-breathing 16 valves activated by twin camshafts. But don’t let that fool you into thinking that performance is less than adequate. This very long-stroke engine has phenomenal driveability which you immediately notice. Prod the throttle and the lightweight Etios simply leaps forward. The motor is super-responsive and has a solid, linear
tug from low engine speeds, which makes it ideal for city driving. In fact, so good is the pulling power that you feel the Etios could have got away with taller gearing. Where you think you need second gear, the Etios does the job in third.


All you have to do, even if you are in a high gear, is put your foot down and the Etios scoots forward to make up that gap in traffic. As a result, you don’t need to change gears frequently. But if you want to, the crisp and quick gearbox is quite nice to use. The light and slightly short throw allows you to execute a quick shift with just the flick of a wrist, and this reduces the stress on the driver even further.


Despite its long stroke, this engine revs quite freely but gets quite vocal when you near the redline. In fact, the engine is a bit noisy and not as well insulated from the passenger cabin as we would have liked.
The Etios is very capable on the highway and just loves to sprint. For a 90bhp car, it’s remarkably quick and can outrun several more powerful cars.  Zero to 100kph is executed in a very quick 11.38 seconds and 140kph comes up in 23.5sec, which is very impressive and not far removed from something like a Honda City. Overtaking is quite easy and even with a full load, the Etios never feels labored.


Of course, the secret to the strong performance is the Etios’ light kerb weight and well spaced gear ratios. Our only complaint here is that you feel shortchanged by the very conservative rev limiter, quite suddenly encountered at 6000rpm. This motor feels like it can spin another couple of hundred rpm at least. Toyota, it seems, has curtailed revs in an effort to improve fuel efficiency and the longevity of the motor.

With an astonishingly low kerb weight, a very tractable engine that has been tweaked for fuel efficiency, we would have been surprised if the Etios was anything other than very fuel efficient. The ARAI or official Indian driving cycle test figure of 17.6kpl hinted at the Etios’ superb efficiency but it was our own test that confirmed this. We achieved a very impressive 11.8kpl in the city and 16.8kpl on the highway, which
makes the Etios the most fuel efficient 1.5-litre petrol car in the country.

For a car that doesn’t have sporting pretensions, the Etios is quite stiffly sprung but there’s a reason for that. High-speed stability was a priority for Toyota and hence a firm suspension set-up for better control was chosen. At low speeds, this has compromised the ride quality a bit which feels a bit jiggly over uneven surfaces but it’s not to the point of being jarring. Accentuating the stiff-kneed ride is a fair amount of road noise that filters through. Tyre noise and clunks from the suspension are quite audible, much of which is down to Toyota stinting on wheel arch and underbody insulation on this car.

 
Up the pace and the ride smoothens out and in fact is quite comfortable for most of the part. The Etios cruises with a flat and consistent poise which gives the driver a huge amount of confidence, especially at highway speeds. With a full load too, the suspension copes well and there’s none of that bobbing motion you encounter in a Dzire.


The Etios is pretty nimble for its size and easy to punt around town, thanks to a tight turning circle and super-light electric steering. However, enthusiasts looking for fun behind the wheel will be hugely disappointed with the steering which is totally devoid of feel. With plenty of turns lock to lock, it’s quite slow and there’s a dead zone around the straight-ahead position which makes you feel disconnected from the road. That’s quite a shame since the steering wheel itself is the sportiest bit of the car.

The talking point of the Etios is its very aggressive price. The base J model has breached the Rs 5 lakh barrier
(Rs 4.96 lakh ex-showroom Delhi) to cause a flutter in the market. However, the base model doesn’t have power steering (a must-have item today) and hence it’s the G version (with power steering) at Rs 5.44 lakh that’s really the starting point. That too is a very keen price which puts the Etios smack in the heart of the entry mid-size segment. On closer examination, you can see where Toyota has saved costs and the main criticism, apart from the disappointing style, is the obvious cost cutting in many areas.

However, as a form of affordable transport for the family, the Etios hits the nail on the head. It is phenomenally practical thanks to its unmatched space, superb comfort and terrific fuel efficiency. Also, the light controls and sprightly performance make it effortless to drive. It may not excite you but the Etios comes across as a car you can completely trust. Like any other Toyota. 

In sharp contrast to the Etios’ bland exteriors is its unconventional dashboard. The instrument panel is not where you expect it to be, the central console with two vertically stacked centre vents is like nothing we’ve seen before (the lower one can be aimed at the rear seat). The flat-bottomed steering wheel (and the massive glovebox are unique as well. The odd placement of the various bits does take some getting used to, but once you get accustomed to the new layout, the change is actually quite welcome. Surprisingly, for all the chop and change, the functionality of the cabin is brilliant. The chunky steering with its dimple finish (only available on the VXi model) feels terrific and the white semi-circular speedo and tachometer are quite distinctive, especially when lit up at night.


However, there are plenty of low-rent bits as well. The dashboard plastics don’t have a quality feel, the air-con controls look like they have been lifted from an old Maruti and the cable-type headlamp height adjuster looks even worse. Then, the carpets are very basic and the sun visors look cheap too. Why Toyota has painted many bits in Bangkok-red lipstick is anybody’s guess. It looks too loud and out of place and is at odds with the conservative nature of this car.


The Etios’ trump card is space. The front and rear seats are both big and wide, offering excellent back and thigh support. There is plenty of leg- and headroom around as well. The Etios is almost as wide as a Camry, so sitting three abreast at the rear is quite comfy. And making life easy for the middle passenger is the flat floor and well designed backrest. However, what these seats lack is good lateral support and passengers do slide around a bit on the flat surfaces if you corner the Etios vigorously. There are no proper headrests in the rear and no central armrest but even so the large area the seats offer, the perfect backrest angle and the ‘hip’ point translate into a very comfortable sitting posture.


It’s not just passenger space that’s class-leading. Storage space is phenomenal too. Apart from the massive cooled glovebox, there are lots of useful cubbyholes, generous door pockets and seven bottle-holders! To top it off is a 595-litre boot which can easily swallow the luggage of five passengers on a long holiday. This is one area Toyota has not stinted on.


Car Toyota Innova Review

Welcome to the land of the international car market. Welcome to the Toyota Innova, available worldwide under the imv platform, this new entrant in the Indian market, is also a new entrant in the world market. Cars such as the fortuner, Hilux also share the same bloodline, the IMV platform. Toyota has gone about their plan by making sure that components are either localized or manufactured in large numbers, both of which result in increased profits without any compromise on quality. Thus making sure that the product remains worthy of the Toyota brand. A brand associated with cars that are well worthy of outliving their owners. Not many cars of recent times have enjoyed the anticipation that the Innova has. It has replaced one of the best selling cars in the country. As a matter of fact, Innova seems to be the face of an all new mini van market, while also making sure that SUV, Taxi and sedan buyers take a close look

Coming to the car in question here, the Toyota Innova belongs to a breed of cars hardly seen in the market. The Innova is the fifth generation of the Toyota Kijang, while the outgoing model, the Qualis is two generations behind. It wishes to combine qualities like space and ruggedness associated with SUV's along with comfort and handling normally seen in high priced cars. An ambitious project, considering the fact that the Innova is here to replace the Qualis, a car that showed Indian manufacturers that quality works, even in a segment where most of the cars sold are used as taxis. Now that Toyota has decided to completely let go of the Qualis, we must have quite a car on our hands.

The fact that the Innova is 2 generations ahead of the Quails can easily made out at first glance. The Innovas contemporary design emphasizes the fact that it is designed to cater to the world market. The Innova doesn't feel like a compromise at all, it doesn't feel like those split personalities we encounter so often with cars in India. The clear ideas that emerged during the IMV project seems to have taken excellent shape, wheel arches are flared, but not pronounced enough to bother you, the car is high enough to dispatch of any speed bumps it might encounter, but well sprung enough that it could attack corners.

The Innova rides on a rigid tubular section chassis. It uses double wishbones with coil springs up front and the rear uses a non-independent suspension, with four links and a lateral rod with coil springs. The Innova is not available with a four-wheel drive option; need not be missed unless you wish to go for some serious off-roading. 15" tires add much character to the car and the wheel-well relationship couldn't have been better, not in India it couldn’t.

The real surprise though, is not outside. It’s the interiors of this new Toyota that will surprise you the most, Quality and feel never seen in its category. The interiors are essentially walnut finish and the seats are fabric the seats feel especially comfortable thanks to the good lumbar and under thigh support. A very thoughtful feature is the adjustable seat at the back, which can move back and forth. This feature can maximize rear seat space, especially if you are regularly driven around. Pockets integrated into the seats form perfect recesses for the seat belts and their clips to be tucked away. The Plastics used are of very high quality and will most definitely keep rattles at bay. The stereo is placed high for easy access and readability, an important safety feature skipped in most cars. Innovation seems to be the idea behind the entire design and engineering process.

The Innova is currently available with two engine options, The 2.0 litre 4-cylinder fuel injected petrol engine, featuring the VVT-i technology, in order to boost mileage and the more popular engine option, the 2.5 litres 4 cylinder turbocharged common rail direct injection diesel. Both mated to 5-speed manual transmission. We feature only details of the diesel engined version here, as the petrol version is yet to be tested.

 The D4D motor was very impressive in terms of acceleration from standstill as well as roll-on, even when the temperature needle had barely started moving. Something that is still alien in most Indian diesels. If there was one word I can use to describe this diesel, its 'responsive'. Power is easily harnessed, and unlike other common rail diesels, the engine has lots of rev-range. The engine seems very relaxed and composed even at speeds just above 1300rpm and the torque seems relentless, all the way to 4500rpm, beyond which you do get a feeling of driving a diesel. Noise and vibrations associated with diesels seem to be from a bygone era, as far as this engine is concerned. Even low speed rattle, commonly associate diesel engines doesn’t enter into the passenger cabin.

 The transmission is very well designed and is very capable of using the power of this diesel quite well. The gearshift is surprisingly short throw and the positioning of the shifter couldn't have been better. This car is capable of cruising with much composure, even at speeds exceeding 120Kph. The torquey engine also means that you need not shift too many times during your city runs.

 Let me be very frank with you, I was unable to spend enough time with the Innova to really dig deep and see what this car is really made of, but during the short drive i was able to get, I was really blown away. This car really makes you believe that you will never go wrong with a Toyota.

Toyota Corolla 1.8 Review

Another big success for Toyota. The Corolla sold here is the version sold in South-East Asia, not the ultra-complex European version; the car has an extremely strong brand image, and a superb reputation for reliability and service back-up.


The Corolla, with its conservative but well balanced proportions, appeals to less adventurous customers. However, details like the striking headlights, the pronounced nose and smart alloys give it a touch of class. The Corolla also gives the impression that it is larger than it actually is (always a good thing) and also hides its space-efficient, mildly cab-forward stance quite nicely.

A point in its favour is that it cannot be mistaken for anything other than a Toyota, which goes well with its strong badge. The Corolla is the longest car in its segment, but not surprisingly, also the lightest. One drawback in the tinny build, which does not feel up to the standards one expects from Toyota, and feels considerably poorer than its rivals.

The Corolla uses MacPherson struts in front, and a non-independent torsion-bar set-up at the rear; ride height has been cranked up considerably to guard against the Himalayan speedbreakers that dot our roads.

The Corolla's interiors are light, airy and pretty well equipped as well. The in-dash six-CD changer (on the top version) works well and the electronically controlled air-con is brilliant as well. Unfortunately, the interiors, although pleasant, don't have the rich feel of some rivals.

However, when it comes to seat comfort, the Corolla is the car to beat. It has a hugely comfortable back seat, an important consideration if you are chauffeur-driven and most owners of these cars will be. The front seats are large and supportive too and the overall interior space is extremely generous.


The Corolla has the best petrol engine in the class, and by a big margin. Toyota's variable valve timing motor or VVT-i has more teeth than a Great White shark, especially at the lofty end of the powerband. Throttle responses are immediate and the engine delivers its torque in an even manner and, most importantly, is as enthusiastic as a puppy. As a result, it is happy pottering around in traffic or burning up the track. Because it only has to pull a kerb weight of 1160kg, it squeezes out 100 kilometres in a class-topping 9.07 seconds! Squash the throttle for 21.8 seconds and you'll be doing 150kph, the motor snarling in anger towards the top of the powerband. Overtaking as a result is pure joy, the power delivered after a quick downshift sends you rocketing into the distance with a firm shove in the back. It is an audible engine though, and it gets boomy and raucous at high revs; plus, the manual gearbox is notchy.

The Corolla also has an automatic variant, which works well, particularly in the city, and is a boon for those who prefer to drive themselves. Fuel economy is good, with the manual variant returning 8.2kpl in the city and 13.6kpl on the highway; the auto, not surprisingly, isn't great, and gives only 7.7kpl in the city and 11.2kpl on the highway. Agile, ever-willing to turn and light-footed, the Corolla darts from corner to corner with a great deal of enthusiasm. The steering is quick and the Corolla follows the lead of the front wheels quite gamely. The raised, stiff suspension however means ride quality suffers a lot, particularly in the city. The only car riding on tube-type tyres in its class, the Corolla thuds through potholes and there is a fair amount of ‘torque steer’ on uneven surfaces. It’s a nervous highway car, and difficult to drive at the speeds it is capable of as it suffers from typical Japanese ‘lightness’ at high speeds.


The Corolla is an extremely easy car to like: with its blend of performance and fuel economy, pin-sharp handling and pleasant looks inside and out, it’s easy to see why it has sold so well. The Corolla isn’t without its faults though: it’s expensive, it doesn’t have the kind of build or interior quality that you would expect in this class, and the ride is quite choppy. Still, if the badge and the car’s strengths attract you, there’s the flawless reliability and Toyota’s rock-solid service back-up to help firm up your decision – it’s not the best car in the class, but it is very hard to go wrong with.

Toyota Land Cruiser Review

Toyota admits that this is the most recognisable model in its line-up.It commands even more hushed respect than the Pajero, especially among the Bollywood community, and its finally here, ready to trample its super-SUV rivals.

We have been offered the smaller and newer of the two Land Cruisers — a genuine off-roader, with old-world body-on-frame construction, switchable four-wheel drive and a pair of huge engines. There’s an excellent diesel on its way, but for now, Toyota has launched only a massive 4.0-litre V6 petrol, which has a fearsome 235bhp and 36.9kgm of pull

What you notice first is the Prado's size: it looms menacingly over everything else on the road. The big, toothy grille, subtle-but-evident body armour and the sheer volume of the car are enough to scare off all other road users. The downside is that the Prado feels cumbersome through traffic and nerve-racking to park, accentuated by the wide turning circle.

The cabin, too, is excellent, with the kind of ambience you'd expect from a luxury car. The huge dashboard, large Multiple Information Display and chunky fittings feel very reassuring, and the seats are wide and comfortable. Also, very little noise filters through, and it's very well kitted, with a full range of airbags, dual-zone climate control and heated, powered seats. Third-row comfort isn’t great, though. Thankfully, everything is perfectly bolted down and made of top-quality material.

The real ace in the Prado's deck is the engine: it is massively powerful, and creamy-smooth at the same time. The power delivery, through a four-speed automatic, is linear and the engine very responsive; there is so much power in reserve that you'll probably never use more than 20 percent of it during normal driving. However, fuel economy is dismal.

The air-suspension has variable ride height for off-roading, and two settings — Comfort and Sport. Switch between from the soft, quiet Comfort mode to Sport, and you feel the difference immediately, the ride getting firmer, body roll getting better contained. Other gizmos include Hill Descent Control and Downhill Assist Control, which shows how serious it is about mud plugging.

The full Comfort setting is very soft; it's cloud-smooth on good tarmac, but show it ripply concrete and it gets wobbly. Potholes are simply squashed under the mass, but speedbreakers can be jarring, particularly at the rear. The ‘Sport’ setting, though, irons out this final niggle.

We can’t help liking the Prado — a big, powerful and luxurious SUV is always hard to resist — and that’s what Toyota is hoping too. Unfortunately, its on-road abilities don’t match those of the Pajero and forthcoming Mercedes M-class, and the petrol, though excellent, may turn off some buyers. Then there’s the price: Rs 40 lakh. Sure, it’s super-reliable, an ultra-famous brand and backed by great service, but is the price just a bit too steep?

February 24, 2011

Toyota Camry Review

The Toyota Camry is the most popular midsize car sold in America. It does everything very well and is known for its quality, reliability and resale value. It's comfortable, easy to operate and an easy car to live with in a hectic world. It's pleasant to drive in all circumstances.

Camry seats five in comfort yet it's relatively compact and easy to park. It's smooth and quiet, but it can accelerate with vigor. Its cabin is attractive, functional and refined, while its styling is aerodynamic and shows vitality.

Models range from the well-equipped base Camry to the near-luxury Camry XLE. In between are the popular LE, a modest step up from the base and available with the V6, and the SE, decked out with suspension, tires and trim to please the sporty crowd. All Camry models offer good EPA mileage ratings and low emissions in their respective categories.

The Camry Hybrid offers the best fuel economy, featuring a hybrid gasoline/electric powertrain with an efficient continuously variable transmission. The Hybrid is a good performer and one of the most fuel-efficient mid-size vehicles anywhere.

 The Camry comes standard with a new 2.5-liter four-cylinder engine. Equipped with Variable Valve Timing with Intelligence (VVT-i), the new engine is rated at 169 horsepower for the Camry, LE and XLE trim levels and 179 hp for the sporty SE. Those are substantial increases over last year's 158 horsepower. The four-cylinder can be matched with either a six-speed manual or a six-speed automatic transmission. The new 2.5-liter four-cylinder promises more ease when driving away from stoplights, running with freeway traffic and climbing hills.

Camry V6 models get a 268-horspower 3.5-liter engine and a six-speed automatic with manual shift feature.

The Camry gets a new grille and front bumper, an enlarged lower intake opening, larger headlamps and restyled taillamps. The base and LE trim levels have restyled steel wheel covers; the XLE has new 10-spoke 16-inch alloy wheels, while the SE gets new 17-inch alloys. The Camry Hybrid has a unique grille, a distinct front bumper, a wider lower intake opening, restyled fog lamps and 16-inch alloy wheels.

The Camry models come standard with Vehicle Stability Control with traction control. Automatic up/down windows on all four doors is standard across the line, and the Hybrid has a new meter cluster and a new seating fabric that is part silk protein and part synthetic fiber and is claimed to be exceptionally gentle to the touch.

Since its debut in the United States well over two decades ago, the Camry has earned a reputation for smart design, pleasing function, great build quality and long-term durability. It's not all hype. The Toyota Camry remains the benchmark by which its competitors are judged.

February 22, 2011

Toyota Sienna Review

Minivans have always been superior as people movers. They're easier to park and drive than SUVs, have a low step-in height for easy access, plus comfortable seating and cushy ride characteristics.

The 2011 Toyota Sienna, now in its fifth generation, has been designed for those reasons since the beginning. But for 2011, as transportation needs change, so does the Sienna.

The all-new 2011 Sienna is still very much a transportation solution for moving up to eight people. But it is now more versatile, with more flexible interior configurations, and available in a broader range of models. There are models aimed at practical transportation, models driven by luxury tastes, and even a sport model, the SE, that drives and handles more like a sports sedan.

Interior seating arrangements have been completely redesigned and can now be re-arranged more easily to carry passengers, haul cargo, or any mix of both.

Visually, the 2011 Sienna looks less like a minivan than previous generations, with lower, longer lines, and a wider stance. Toyota designers have altered the profile and stance to make the Sienna more appealing. The 2011 Sienna is based on the same platform as the prior generation, with the same wheelbase, but it has more interior room.

The 2011 Sienna is available in five grades, with seating configurations for seven or eight. Sienna is available with the 2.7-liter four-cylinder engine; higher grades are all V6-powered. Front-wheel drive is standard. All-wheel drive is available with the V6.

We found the four-cylinder a good choice. It gets a couple miles to the gallon better fuel economy and works nearly as well for everyday driving. The Sienna SE handles quite well and will be appreciated by more aggressive drivers. The SE sits lower, on a sport-tuned suspension and steering system for quicker feedback and better handling. At the other end of the spectrum is the Limited model, which glides along nice and easy, and it has steering assist that makes it easier to park.

The Toyota Sienna is made in America, designed in California, developed at Toyota's technical center in Ann Arbor, Michigan, and assembled in Indiana. It will be sold only in North America and Puerto Rico

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