5 SPEED : CAR REVIEW

Honda Civic Hybrid: Software Upgrade Fixes Battery Issue

noreply@blogger.com (Unknown) — Sun, 15 Aug 2010 03:03:00 +0000

Honda is asking Civic Hybrid owners to bring their cars back to the dealership for a software upgrade, as the hybrid system's original power management tactics might result in a battery life that's shorter than intended.

“We discovered that under certain circumstances the earlier version of the software would allow the battery to frequently reach a low state of charge condition, which, over time, can erode battery performance and life,” explained Honda spokesman Chris Martin, to Green Car Reports.

The free fix will need to be performed on about 90,000 U.S. vehicles, all Honda Civic Hybrid models from the 2006 through 2008 model years. Through a technical service bulletin (since the issue doesn't affect safety), Honda has begun notifying owners. Dealerships will upgrade the software with a revised version that, the automaker told Bloomberg, won't affect fuel economy.

The automaker provides a warranty of eight years or 100,000 miles, but through the original software the batteries might have failed earlier. Battery replacement in hybrids, including the Civic Hybrid, still costs roughly $2,500.

Martin confirmed that with the software update, the improved battery management will now be similar to that of the 2009 and 2010 Honda Civic Hybrid (as well as the Insight and CR-Z, which also employ Honda's IMA mild-hybrid system), benefiting from “refinements not available when this generation of Civic launched in 2006.”

2010 MINI Cooper

noreply@blogger.com (Unknown) — Tue, 10 Aug 2010 08:10:00 +0000

2 Introduction

The MINI Cooper provides the driving enthusiast with a combination of fun-to-drive performance, engineering and unconventional attitude.

The two-door hatchback and convertible Cooper feature a 118-hp 1.6-liter inline four-cylinder engine mated to a six-speed manual transmission or optional six-speed automatic. Standard safety equipment includes six airbags, ABS, traction control and stability control. The convertible Cooper features head/thorax side airbags and an active rollover bar. A wide variety of interior trim materials and colors are available. Features such as Xenon headlights, sport suspension, Dynamic Traction Control, power sunroof, navigation system, parking sensors, Bluetooth wireless connectivity and satellite radio are optional.

The 2010 MINI Cooper is a carryover from 2009.

2011 Nissan Leaf Review

noreply@blogger.com (Unknown) — Sun, 08 Aug 2010 17:21:00 +0000

2011 Nissan Leaf - Click above for high-res image gallery

If there's any area ripe for early-EV adoption, it's San Jose, CA. And during a quick test loop through the tight confines of Santana Row and a run through the city's suburban surrounds, it's obvious that the first mass-produced EV is officially ready for prime-time.

If you're anything like the 16,300 people who have reserved a Leaf for lease ahead of its December launch, you've already devoured all the salient details in the run-up to its release. For those of you late to the party, here's the quick and dirty version of what you get for your $32,780 – or just over $25,000 after you factor in applicable state and federal incentives.

The Leaf is a five-door, five-passenger city car fitted with a 24kW lithium-ion battery pack complete with 48 separate modules housing four cells a piece. We're pointing out the number of cells because if one fails, Nissan can replace the individual modules without having to replace the entire battery pack – further proof that the Japanese automaker is keenly aware of the issues that could plague a mass-market EV.

All those crazed electronics get routed to the front wheels through a front-mounted motor producing 107 horsepower and 208 pound-feet of torque. Top speed comes in at just under 90 mph and Nissan claims a 0-60 mph time under ten seconds. Neither figure matters much in this particular slice of the auto world, but both numbers suggest this isn't yet another four-wheeled electric toy.

What arguably matters most is range, and with the Leaf, Nissan contends the slippery hatch (.29 cD) is good for 100 miles per charge – a reasonable amount for its target demographic of urban dwellers and inner-city commuters. When the juice does run out, you can plug one of three different cables into one of two front-mounted ports: 110-, 220- or 440-volt.

The first option is available to anyone who can plug in a toaster, but it provides barely enough juice to top up the batteries after 20 hours of charge time and it doesn't do bagels.

The two other options are far more advantageous. An electrician can adapt your existing 220-volt clothes dryer outlet, thus reducing charge time to around seven hours total. The cost of the in-house charger runs around $2,200, but the Feds will take care of half that amount and Nissan will not only arrange for the installation, it'll allow you to roll the cost of the setup into your monthly payments. If you're lucky enough to live around one of the 440-volt "Quick Charge" stations, you can get up to 80 percent of the battery's capacity in around 30 minutes. Expect to see these popping up all over the U.S. – from California to New York – in the coming months and years... assuming all goes according to plan.

On the subject of cost, the aforementioned $32,780 sticker is the base price (again, not including any government rebates), but if you want the backup camera and spoiler-mounted solar panel, you can option up for the SL model at a $940 premium. The rearview camera is a reasonable accessory, much more so than the solar panel, which simply trickle charges a 12-volt battery to supply electrons to the headlights, clock and a few low-power accessories. Nissan officials admit it's more of a marketing ploy than a functional addition, but that hasn't stopped 85 percent of pre-order customers from optioning up for the SL trim. And for just under a grand to burnish your soon-to-be unassailable green halo, why not?

So, with the facts and figures out of the way, what's it like? To begin with, bigger than we expected.

On our initial approach, we thought the Leaf was sitting on a podium. Once we got a clear view, it was obvious that not only is the greenhouse expansive, but it's on the large side of the B-segment. The footprint is like any other subcompact, but the beltline rises high and there's copious quantities of glass expanding from the windshield back.

Although aerodynamic efficiency is a top priority, it's not immediately obvious that the Leaf is anything other than a standard around-town runabout. The only tell-tales are the panel up front that hides the two charging ports and the rather rotund rump that protrudes several inches past the rear wheels in a rather Gallic fashion (fitting, considering Nissan's Renault ties). The taillamps are thin and long, running from below the functional spoiler to halfway down the hatch, and a quartet of diffusers at the rear tip you off to the smooth underbody tray beneath.

The headlights are more compelling, bulging out from the fenders more than some concepts displayed on the auto show circuit every year. Predictably, they serve a functional purpose. When Nissan was testing the Leaf, they noticed a fair amount of wind noise coming off the side mirrors. And with any EV, exterior noise is amplified due to the lack of racket emanating from under-hood. So the lights were redesigned to split the air leading towards the mirrors, eliminating buffeting and drawing a clear line through the atmosphere.

However, noise had to be added back in. To assuage the fears of the sight-impaired, Nissan fitted a small speaker to the left-front side of the Leaf that emits a subtle tone up to 18 mph. After that, Nissan believes wind and tire noise will be enough to warn pedestrians of an approaching Leaf. And no, customized sounds aren't in the cards, but when you shift the drive selector into Reverse, it does emit a faint, commercial truck-like beep.

Our first stint inside was in the back seat, and after throwing our camera bag and coat into the commodious trunk (despite the fact that 900 pounds worth of batteries are mounted behind and under the rear seats), we were pleasantly surprised by the amount of space in back. Nissan claims you can fit three people in the rear, but as always, make sure the person in the middle is suitably malnourished and amiable.

Situated behind the driver, the ride was suitably smooth thanks to an independent suspension up front and a torsion beam in the rear, while 16-inch wheels wrapped in low-rolling resistance tires soaked up what little bumps were found in and around the city.

The materials inside are a few degrees better than what you'd find in an economy car of similar size, with cloth seating as the only material (dead cow wouldn't be P.C.) and a combination of plastics that ran the gamut from mildly plush to the high side of acceptable.

From behind the wheel, the seating position is surprisingly elevated, necessary to see over the acres of dash in front of you. A two-tiered instrument cluster is front-and-center, with a digital speedometer up top, flanked by a clock, exterior temperature gauge and an LCD "tree" to let you know if you're being a good boy with the electric throttle.

The second display, nestled in the traditional space behind the steering wheel, provides more information, including temperature and range, a power indicator and the normal assortment of trip and transmission information. It's relatively straight-forward, as is the navigation screen at the center of the dash that can display a myriad of power, charge and travel information. Taken as a whole, it's technofabulous, but the learning curve doesn't seem out of reach of your average iPhone user.

To get things underway, you press a small, glowing button to the right of the steering wheel, release the electronic parking brake, then move the silver, 'hockey puck' drive selector to the left and then down to select Drive. Release the brake, press the accelerator and you're whisked forward to the sound of... nothing.

As we experienced in the Tesla Roadster, this initial lack of noise is slightly unnerving at first, but as speeds increase, the sound of wind and the low rumbling of the tires take over. The steering is commuter-friendly light, slightly overboosted, but perfect for running around town.

Give the throttle a determined shove and the Leaf gets moving with authority. It's not blazing, certainly but it's adequately quick, with plenty of punch to motivate the Leaf's portly 3,700-pound curb weight. In Normal mode, throttle resistance is minimal, but switching to Eco stiffens things up to promote lighter inputs. However, if you take it to the floor, the Leaf responds with the same amount of thrust you'd get in the standard mode.

On the other hand, braking was slightly less endearing, with a wooden feel accentuated by the minimal amount of travel before things get biting. With the system set back to Normal, the regenerative brakes provide a subtle amount of "engine braking," but in Eco it becomes more pronounced, slowing the Leaf down quicker and giving the batteries a minimal jolt of energy. We were expecting something akin to what we enjoyed in the Tesla – the regenerative braking remained one of our favorite driving features – but it's decidedly less aggressive in the Leaf. And considering the application, it should be.

If there's any overarching sense from behind the wheel, it's that the Leaf is simply a car. The gadgetry is impressive, but no more so than some of the hybrid options available from Nissan's competitors. The interior is comfortable and spacious, with more than enough room for four people and their assorted trappings. Few things stand out, and that's exactly its point. Nissan isn't out to change the driving experience, it's just changing the method of motivation. And more than anything else, that's what's going to bring electric vehicles into the mainstream.

2010 Mercedes-Benz E-Class Cabriolet

noreply@blogger.com (Unknown) — Sat, 07 Aug 2010 17:43:00 +0000

2011 Mercedes-Benz E-Cabriolet

Based on the award winning E-Class Coupe, the Carbio combines sexy styling with a retractable canvas roof. Speaking of the latter, the roof was specially designed to provide “one of the quietest interiors in the segment for four-seater premium cabriolets with a fabric roof.” It’s so serene, Mercedes promises that owners will be able to a have “perfectly normal” phone conversation at speeds exceeding 125 mph.

The Cabriolet Comfort new car package includes AIRCAP® with AIRSCARF®. This patented system functions like an invisible scarf, which warms the occupants’ head and neck areas. AIRSCARF® is integrated into the backrests of the front seats and provides warm air through outlets in the head restraints.

The new car Cabriolet offers the wealth of safety innovations one would expect from a Mercedes model. Highlights of the open-top two-door model include roll-over protection, the A-pillars reinforced by two additional tubes and the plug-in B pillars. This new model is also the first Mercedes cabriolet to feature headbags.

European engine options will include the 125 kW (170 hp) E 220 CDI BlueEFFICIENCY, the 150 kW (204 hp) E 250 CDI BlueEFFICIENCY, the 170 kW (231 hp) E 350 CDI BlueEFFICIENCY, the 135 kW (184 hp) E 200 CGI BlueEFFICIENCY, the 150 kW (204 hp) E 250 CGI BlueEFFICIENCY, the 215 kW (292 hp) E 350 CGI BlueEFFICIENCY, and the 285 kW (387 hp) E 500.

In the U.S. two initial engines will be available:

* E350 Cabriolet: 268 hp / 258 lb-ft.

* E550 Cabriolet: 382 hp/ 391 lb-ft.

Glimpse for the fresh E-Class Cabrio to inaugurate arriving at dealerships this May in the U.S. (March 27th in Europe).

[View with PicLens]

2010 Volkswagen Berlin Taxi Concept

noreply@blogger.com (Unknown) — Thu, 05 Aug 2010 22:50:00 +0000

2010 Volkswagen Berlin Taxi Concept

After launced last concept car, Volkswagen Milano Taxi electric concept, now volkswagen launced another concept car, 2010 Volkswagen Berlin Taxi idea which was created as a mini city car to the needs of taxi drivers and their passengers. Volkswagen Berlin Taxi have Top run of the vehicle is 75 mph (120 km/h), and the maximum range is 186 miles (300 km) .

2010 Volkswagen Berlin Taxi Concept has a lot of innovative features, such as a forward-opening sliding door and customisable taxi touchscreens. Zero-emissions drive system and very tangible, practical benefits of a compact space wonder, it could very snappily become a highly coveted van in cities like Berlin or Milan, New York, Beijing, Cape Town, London, Moscow or Jakarta.

2010 Volkswagen Berlin Taxi Concept

For exterior concept give the sliding door extends well into the roof, so it will gives an grand opening in terms of height. Apropos: The Volkswagen Berlin Taxi concept is 1.60 metres colossal, 3.73 metres long – or more accurately short, and 1.66 metres wide. The outer roof areas are designed to be transparent (as piece of the doors in front and at the apt rear) . This unusual design feature that is characteristic of Volkswagen – together with a panoramic glass roof – will give more view of the city.

2010 Volkswagen Berlin Taxi Concept

2011 Mazda6: Better Fuel Economy, New Details

noreply@blogger.com (Unknown) — Thu, 05 Aug 2010 01:49:00 +0000

August 2nd, 2010 Mazda has released the first official information about the 2011 Mazda6 sedan, and in addition to improved fuel economy the model gets a new look, including new materials inside and new details inside and out. While engine power hasn't changed for 2011—offerings remain either the 170-horsepower, 2.5-liter four-cylinder engine or the 272-hp V-6—fuel economy has improved dramatically, likely the result of taller gearing across the lineup. The Mazda6 gains at least 1 mpg across the entire line. Four-cylinder 'i' models now get 21 mpg city, 30 highway (up from 20/29), and 'i' models with the five-speed automatic get 22/31 (21/30 last year). Mazda cautions that the new EPA figures with the four-cylinder and automatic transmission haven't yet been EPA-confirmed. With either of the engines, The Car Connection loves the way the Mazda6 drives and handles, and since its redesign for 2009 it's offered enough space for two adults in back, three in a pinch. The 2010 Mazda6 achieves one of TCC's highest Overall Ratings among mid-size sedans, with an 8.6 altogether, as we note its classy styling, strong V-6, excellent handling, and good cargo space as reasons for liking it. The only gripes were that the instruments are a little hard to read, and Bluetooth isn't offered on more of the trims. Though Mazda hasn't yet released pictures of the new Mazda6, the 2011 model will have new headlight and fog light designs, newly available silver and pearl white paint hues and, on Touring Plus and Grand Touring trims, folding side mirrors with integral turn-signal lamps. Inside, the standard cloth upholstery is new, as are stitched vinyl armrests and a new steering-wheel design, and the instrument panel gets more bright trim, likely to match that which was introduced this past year on the 2010 Mazda CX-7. For 2011, the Mazda6 is offered in four models: Sport, Touring, Touring Plus, and Grand Touring, with the base SV model dropped. In addition, the Bluetooth hands-free interface has now been included with the mid-range Touring model (addressing one of our complaints), and Mazda6 Grand Touring models get a 4.3-inch multi-information display with rearview camera system. A rearview camera and larger seven-inch touch screen now come with the nav system. [Mazda]

2010 Mazda6
Enlarge Photo

Mazda has released the first official information about the 2011 Mazda6 sedan, and in addition to improved fuel economy the model gets a new look, including new materials inside and new details inside and out. While engine power hasn't changed for 2011—offerings remain either the 170-horsepower, 2.5-liter four-cylinder engine or the 272-hp V-6—fuel economy has improved dramatically, likely the result of taller gearing across the lineup.

The Mazda6 gains at least 1 mpg across the entire line. Four-cylinder 'i' models now get 21 mpg city, 30 highway (up from 20/29), and 'i' models with the five-speed automatic get 22/31 (21/30 last year). Mazda cautions that the new EPA figures with the four-cylinder and automatic transmission haven't yet been EPA-confirmed.

With either of the engines, The Car Connection loves the way the Mazda6 drives and handles, and since its redesign for 2009 it's offered enough space for two adults in back, three in a pinch. The 2010 Mazda6 achieves one of TCC's highest Overall Ratings among mid-size sedans, with an 8.6 altogether, as we note its classy styling, strong V-6, excellent handling, and good cargo space as reasons for liking it. The only gripes were that the instruments are a little hard to read, and Bluetooth isn't offered on more of the trims.

Though Mazda hasn't yet released pictures of the new Mazda6, the 2011 model will have new headlight and fog light designs, newly available silver and pearl white paint hues and, on Touring Plus and Grand Touring trims, folding side mirrors with integral turn-signal lamps. Inside, the standard cloth upholstery is new, as are stitched vinyl armrests and a new steering-wheel design, and the instrument panel gets more bright trim, likely to match that which was introduced this past year on the 2010 Mazda CX-7.

For 2011, the Mazda6 is offered in four models: Sport, Touring, Touring Plus, and Grand Touring, with the base SV model dropped. In addition, the Bluetooth hands-free interface has now been included with the mid-range Touring model (addressing one of our complaints), and Mazda6 Grand Touring models get a 4.3-inch multi-information display with rearview camera system. A rearview camera and larger seven-inch touch screen now come with the nav system.

2011 Chevrolet Corvette Z06

noreply@blogger.com (Unknown) — Wed, 04 Aug 2010 11:15:00 +0000

2011 Chevrolet Corvette Z06

Aggressive is the best way to describe the new Z06’s design, with a wide-body, hunkered-down stance that is as functional as it is attractive.

The aerodynamics of the Z06’s exterior were shaped by the experiences of the Corvette racing program, where high-speed stability and cornering capability are paramount. While the race cars use large rear wings, the Z06’s elevated spoiler provides sufficient downforce to balance the road-worthy front splitter without adversely affecting aerodynamic drag.

The Corvette Z06’s DNA and many owners’ cars see double duty as daily drivers and weekend road course warriors. It’s what the car was designed for and, compared to other sports cars that cost up to double – or more – the Z06 offers competitive levels of performance at a lower price

On this new car, Chevrolet brings significant updates to the Z06 for 2011, with special packages and new options that enhance performance and styling, while also offering greater personalization choices.

They include:

New standard Goodyear F1 Supercar Gen 2 tires and exhaust system tuning

New Z07 Performance Package

New CFZ Carbon Fiber Package

Z06 Carbon limited-edition model

Two new exterior colors: Inferno Orange and Supersonic Blue, bringing the total to 10 exterior color choices for all models

Available contrasting-color headlamps, in Cyber Gray, Black or Blade Silver

New interior custom color stitching option, in red, blue or yellow

USB port and input jack included with the navigation radio.

According to Tadge Juechter, Corvette Chief Engineer, “For track use, the Z06 Carbon is the best balanced Corvette yet. It combines the lightweight and naturally-aspirated Z06 engine with the road-holding and braking of the ZR1. For technical tracks like Laguna Seca, the Z06 Carbon could shave up to three seconds off the Z06 lap time.”

The Z07 Performance Package brings greater handling and braking capability to the Z06, with:

Brembo ceramic brakes, with gray metallic calipers, similar to those offered on the Corvette ZR1

Magnetic Ride Control

Michelin Pilot Sport 2 tires

Twenty-spoke wheels in competition gray (19 x 10-inch front, 20 x 12-inch rear).

Available this summer, only 500 Carbon editions will be produced. Should you fail to acquire one, fear not – most of the equipment will be available on standard Z06 via the optional Z07 performance package and the CFZ Z06 carbon fiber package.

[View with PicLens]

Mitsubishi i-Miev in the city

noreply@blogger.com (Unknown) — Tue, 03 Aug 2010 02:42:00 +0000

Mitsubishi's i-Miev electric car comes to the U.S. in fall of 2011. We got an early taste of life with an electric car.

Mitsubishi i-Miev electric car (photos)

The U.S. version of the Mitsubishi i-Miev electric car won't be here until next year, but we got to spend a week with the Japanese version to test out the power train and find out what life will be like with an electric car.

First of all, being a car built for the Japanese market, the steering wheel was on the wrong side. We found that fact relatively easy to cope with in the city, but this i-Miev also lacked anything like the cabin tech we will see in the U.S. version. It had merely a simple radio and a CD player mounted in the dash.

The Mitsubishi i, on which the i-Miev is based, was designed as a city car, so we found it easy to get along with it in the dense urban area of San Francisco. It is narrower than most American cars, which made it extremely comfortable to drive in traffic, as the lanes seemed very wide.

Its minimal length proved a big bonus when looking for parking spaces, as the i-Miev fit into curb spots most cars could not. That short length also gave us room to maneuver in traffic, making it easy to jump into openings in a line of cars.

But edging through traffic wouldn't be possible if the power train wasn't up to it. Although an electric car with only 63 horsepower, the 47-kilowatt motor's 133 pound-feet of torque gave the car the push it needed to drive through the tangled traffic of the city and make quick starts off the line.

Of course, we were always conscious of the fact that the i-Miev is an electric car, with a range that can be quickly sapped by a lot of hard acceleration. This thought generally kept us at moderate speeds. But we were happy that the i-Miev had the acceleration headroom to handle any situations that cropped up.

Although ready to jump forward quickly at speeds below 50 mph, a previous excursion on the freeway had shown us the limits of the i-Miev when traveling above 60 mph.

Impressively, the i-Miev had the guts to pull some of San Francisco's hills, but after the heavy accelerator work needed, we noticed an interesting ozone smell, the result of the battery giving up a lot of its charge to reach the crest.

The car does have a shifter, but this stick would more properly be called a drive-mode selector, as it is not connected to a transmission. The i-Miev uses a single-gear reduction transmission, as the electric motor has a higher rpm range than a gas engine so does not need a variety of different gear ratios.

Along with reverse and drive, there are also Eco and engine-braking modes, the latter signified with a B. In Eco mode, acceleration is reduced, and regeneration while coasting is increased. The B mode increases regeneration, but does not limit acceleration.

The instrument cluster shows battery level and range to empty.

While driving the i-Miev, we were very conscious of its digital gauges, one showing battery level and the other showing range to empty. A center analog gauge contained blue, green, and clear areas, indicating regeneration, minimal battery usage, and power.

We found it easy to keep the car in the green area, labeled Eco on the gauge. It only entered the blue area when we let the car coast. The i-Miev does not have true regenerative braking, so we saw no additional recharge when we applied the brakes.

After spending a typical day driving around the city, the battery level stayed well above the halfway mark. This welcome observation is partly due to the fact that San Francisco measures approximately 7 miles by 7 miles, and the i-Miev has the juice to go 100 miles. Though it might take an hour to get across the city, very little juice gets consumed since most of that time is spent sitting in traffic or at stop lights.

Instead of waiting until the battery was almost dead, we recharged it whenever we could. From a 110 volt outlet, it would have taken 14 hours to completely recharge the battery, or 7 hours from a 220 volt outlet. As our driving used only a quarter or half of the charge, we never had to let it sit for the full 14 hours.

In a home-charging situation, we found that the i-Miev tripped breakers if there was much else on the circuit. We had to find a circuit with little existing load to plug in the i-Miev.

Considering the i-Miev's 100-mile range, we used an online mapping tool to look at areas within a 40 mile radius of a few downtown areas. We chose 40 miles as comfortably within the point-of-no-return range for a round trip. Of course, using a simple radius distance shows range as-the-crow-flys, and does not take into account real road mileage. But it is an interesting indication of the i-Miev's practicality.

You can check the radius for your own city with the Radius Around Point map tool.

The U.S. version of the Mitsubishi i-Miev electric car should be available at dealerships in late 2011. No pricing has been announced at this time.

Ford Fiesta is a new kind of small car

noreply@blogger.com (Unknown) — Mon, 02 Aug 2010 03:02:00 +0000

Ford intends to dominate the small car market with its new Fiesta. This European-designed car offers a lot of amenities in an economical package. Along with a smart key system, it comes with Ford's Sync, letting it easily connect with cell phones and MP3 players. We didn't expect much from the audio system, but the detail of its music reproduction surprised us.

Review: 2010 Lexus ES 350 is soft-riding royalty that's lost its crown

noreply@blogger.com (Unknown) — Sat, 31 Jul 2010 23:37:00 +0000

2010 Lexus ES 350 - Click above for high-res image gallery

The entry-level luxury sedan segment doesn't command the enthusiast attention of, say, the ultra-premium luxury sports sedan. But if you ask automakers to choose between the two, we'd wager that most would rather have a best-in-class $35,000 sedan than a world-beating $70,000 sports tourer.

The reason? Very few fortunes are made selling a few thousand highfalutin' rocket launchers, but bottom lines can easily be bolstered or crippled based on the success or failure of a plush, high-volume cruiser. Luxury marques from Acura to Volvo have experienced varied levels of success at the low end of the luxury market, but few have enjoyed the consistent sales dominance of the Lexus ES. In the past decade, Toyota has cranked out over 600,000 copies in the U.S. alone, with another 650,000 units shipped around the world. And those sales have traditionally been overwhelmingly of the retail variety with little or no incentives. Not bad for what many consider a glorified Toyota Camry.

Enthusiasts take note: Lexus didn't reach such lofty sales levels with a rear-wheel-drive architecture or pavement-punishing quantities of horsepower. The road map to success for the ES has been simple: a soft, compliant ride; a pampering interior; and unmatched quality. The fifth-generation ES350 has built nicely on those attributes with smoother power, a quieter cabin and more technology. But the competition is still striving to overtake the ES in sales, so Lexus has gone and given its top-selling sedan a mid-cycle refresh for 2010. We spent a week in a Starfire Pearl ES350 to see if it still had the goods to remain a top option in the entry-level luxury segment.

For 2010, Lexus has given the ES a bit of a rework, with a redesigned grille and lower bumper, new taillights and chrome-trimmed side moldings. On the inside, the ES received a raft of fresh standard features ranging from rain-sensing windshield wipers to rear seat-mounted side-impact airbags. On the technology front, the ES benefits from the same navigation system that resides in the dash of the new Lexus RX with upgraded VoiceBox speech recognition and Bluetooth streaming audio. These obviously aren't game-changing updates, but they're necessary to keep pace in one of the industry's most hotly contested segments.

The ES' mild exterior refresh has done little to alter our tester's overall cosmetics, but the new front fascia and taillights further differentiate the ES from the meat-and-potatoes Toyota Camry. And while the design of the ES doesn't often mingle with the words "groundbreaking," "stunning" or even "sleek," we'd counter with the claim that this sedan has somewhat successfully captured the understated elegance that many Americans look for in a entry-level premium vehicle.

The real barometer for success resides on the inside, where the ES has earned a solid reputation for its high-end luxury look and feel. Leather seating surfaces are buttery smooth and the touch points on the doors, center armrest and steering wheel are among the best you'll find in the $35,000 to $45,000 price range. The best materials were reserved for the door handles, as the supple, cushy pieces would be right at home in a Bentley or Maybach. Seats are supportive as well, and our tester arrived with heated and cooled throne to counter harsh weather during any of the four seasons, along with extended thigh support for the long-legged among us. The ES is whisper-quiet, too; a staple trait of nearly all Lexus products. That's good news unless you've got screaming children in the back seat – perhaps unlikely if you're an ES buyer. If that's the case, however, we recommend opening a window or cranking up the stereo.

Our tester rang in at $42,187 and came equipped with plenty of top-level amenities. Among the option boxes checked were navigation with backup camera ($2,465) and an ultra luxury package ($3,535), which includes a panoramic glass roof, 10-spoke 17-inch Liquid Graphite Finish alloy wheels, upgraded leather with double stitching and High Intensity Discharge headlamps. Those extras made the ES far more enjoyable on a daily basis without breaking the bank like some luxury add-on packages you'd find from the Lexus' competitors. On the down side, Lexus' new navigation system still doesn't match up to the best the market has to offer, though it is relatively easy to find one's way around its menus.

But while the ES still has a very nice interior, it's one area where this Lexus is beginning to show its age. For example, while the matte black dash still looks nice, its rubbery texture and limited give doesn't measure up to up-and-comers like the Buick LaCrosse or established competitors like the Acura TL.

The ES interior is under attack by an increasing number of competitors, but when it comes to driving, few can duplicate this sedan's supple ride. That's partly because most automakers wouldn't dare to tune their ride to "smooth as glass" mode, instead angling for more agile handling. Those marques are hoping to appeal to the under 60 crowd, but Lexus is smartly sticking to the formula that has made the ES a top seller. Don't get us wrong, though, we're not saying that this sedan has no skills. In fact, the ES has little issue dropping the accelerator to pass a portly crossover or SUV in the left lane, and not all luxury sedan buyers are looking for a BMW 3 Series beater. Unlike many well-mannered European sports sedans, the Lexus' steering is on the whipped cream side of light and doesn't have a ton of feel. On the other hand, braking is solid with adequate pedal feel. What the ES excels at is getting you to your destination in optimal comfort and with few disruptions from lousy roads. In other words, the ES is a cruiser with enough luxury and style to transport and pamper at the same time.

Any good cruiser needs a strong powertrain to provide effortless acceleration, and our tester's 3.5-liter V6 with 272-horsepower and 252 pound-feet of torque definitely fits the bill. Lexus claims a trip from zero to 60 mph takes all of 6.8 seconds, which is more than enough pull for the typical ES buyer. We have no doubt that this number is authentic, but it just never feels like you're hitting 60 that quickly. That's a good thing, though, considering the type of car buyer who tends to opt for an ES. The EPA tells us that driving the ES around town will net you about 18 miles per gallon, while highway driving will bring you up to 27 mpg. We actually scored on the high side here, with a combined 24 mpg, putting ES efficiency toward the top of the premium mid-size fuel-sipping spectrum.

Though performance-oriented luxury sleds usually get the most press, we can see why scads of upmarket sedan shoppers like the ES. Our tester proved to be a competent 'fix it and forget it' daily commuter with enough of the technology and luxury amenities that customers want. But while the ES is a very good vehicle, there are some blemishes in its armor. For starters, perusing Edmunds' sales data suggests that on average, customers pay about $4,000 under MSRP. That's not very Lexus-like, and it's perhaps indicative of the car's advancing age, refresh or no. Further, the Buick LaCrosse, the vehicle most often compared to the ES thanks to some pointed marketing by General Motors, has outsold its L-badged adversary every month in 2010 while accomplishing this feat with an average transaction price that's within $1,000 of a comparably equipped ES. The ES also failed to score a top-three slot in the 2010 J.D. Power Initial Quality Study, losing some of its once-unassailable quality luster by finishing behind the Mercedes-Benz C-Class, Acura TL and Cadillac CTS.

We still see the ES as a competent competitor in the lazy lux segment, but it's also clear that this Lexus is no longer the cream of the crop. Its cabin isn't a class leader, its exterior styling is getting stale and perceived quality has ebbed. Lucky for Lexus, though, there are still plenty of loyal ES fans that love their squishy sedans and coddling dealers. But with a recent high-profile shift in public perception, Lexus can't afford to let the ES rest on its laurels for much longer.

Filed under: Sedan, Lexus, Reviews, Luxury

Tags: 2010 es 250, 2010 es350, 2010 lexus es, 2010 lexus es 350, 2010 lexus es350, 2010Es250, 2010Es350, 2010LexusEs, 2010LexusEs350, ES, es 350, es 350 review, ES 350 road test, ES-350, es350, es350 review, es350 road test, Es350Review, Es350RoadTest, featured, lexus, lexus es, lexus es 350, lexus es 350 review, lexus es350, lexus es350 review, LexusEs, LexusEs350, LexusEs350Review, review, reviews

Review: 2010 Honda Civic Si HFP not fast, is curious

noreply@blogger.com (Unknown) — Sat, 31 Jul 2010 09:36:00 +0000

There was a time was when any serious discussion of "hot hatches" – small, lightweight economy cars pumped full of go-fast parts and body modifications of dubious taste – always included the Honda Civic Si. Back in the day, the D16Z6-engined Si would routinely do battle against the Volkswagen GTI and Nissan Sentra SE-R for import tuner supremacy. Times, however, change.

These days, the battle for hot hatch supremacy starts and essentially ends with turbocharged beasties like the Mitsubishi Evolution and Subaru WRX/STI, with a dash of MazdaSpeed3 or Mini Cooper S thrown in for flavor. The Sentra SE-R is little more than a sad shell of its former self (a fact we find odd considering just how much cache Nissan has built up for the brand with its exotic-destroying Godzilla GT-R) and the Volkswagen GTI has evolved into an entry-level Audi – lots of interior and NVH refinement, but lacking the kicked-in-the-you-know-where power necessary to keep up with the all-wheel-drive Japanese kids. But what about the Civic Si? Where does it fit into the import tuner lexicon, especially when loaded up with lots of Honda Factory Performance (HFP) parts? Make the jump as we attempt to find out.

Gallery: Review: 2010 Honda Civic Si HFP

The four-door Civic is more conservatively shaped than the two-door version, a double-wedge profile that we still find intriguing late into its life-cycle. The sedan, however, is sort of the BMW 3 Series of the small C-segment: Smartly shaped and aerodynamically efficient, but now getting on a bit. Honda has tried to address some of this lacklusterness by tricking out this particular Si with lots of HFP add-ons. While these supposed aero-mods might actually enhance performance, the front splitter seems only there to scrape up against gas station driveways.

Meanwhile, the rear wing is a total show piece, as a factory Civic Si is hardly capable of speeds where this sort of downforce is warranted. Worst of all, fart-can exhausts should never, ever come from the factory and we think this is a particularly shameful way for Honda to make $40. It's not that we find the Si HFP ugly (we think the paint scheme is great), but it's sending out the wrong sort of message, the sort that Jesse's Jetta sent out in the original Fast and the Furious movie. Almost a desperate, "Me too, me too..."

Inside is the now familiar Star Trek dashboard affair that people love or hate. We're (naturally) split. On the plus side, we really like the simplified layout where the tachometer is front and center, just like it should be in a performance-oriented car – though it does make you wonder why it occupies that place of honor in the more pedestrian Civic models that make up the overwhelming majority of sales. Still, fans of VTEC will appreciate knowing exactly when cam-phasing is set to take place.

But on the demerit side, it's easy to overlook the speedometer and the fuel gauge, two readouts most folks probably use more often than a tachometer. In fact, so hidden was the bar-graph fuel meter that we nearly ran out, inadvertently running the tank down to one bar before we rolled into a gas station on fumes. Also, the speedo is digital only. We wish there were a duplicate analog gauge, because if you turn the headlights on during the daytime, the speedometer fades to near invisibility without monkeying around with the dimmer settings. Speaking of invisible, the frustrating-to-use, aftermarket-looking navigation system is exactly that. Though, if you're into the last decade's aesthetic, we suppose it's a neat time capsule piece.

The single best part of the Si's interior is its six-speed shifter. More specifically, its silken, precise action. The shift knob itself is a HFP part, wrapped in cow and a little small for our taste. Also, the leather (or is that leather-ette?) shroud wasn't attached in our tester, and as far as we can tell, it isn't supposed to be attached. The resulting free-floating piece of material therefore feels cheap and annoying. But Honda could've covered the shifter in cactus and we really wouldn't have cared – the movement is that good. Say whatever you want about Honda's recent U.S. efforts, the one thing that's simply undeniable is how consistently wonderful their manual transmissions feel. Mazda and Porsche come close, but at the end of the day, Hondas just swap gears better than anyone else. And the clutch action is just as good.

We also liked the leather-wrapped HFP steering wheel, and in terms of the HFP seats, we were split. The material was properly racy and the bolstering good – especially the upper back-bolsters – but the seats were a little too squishy (to one of us) for true pocket rocket duty.

After giving our blue four-door Si tester the once over, and especially after looking at the headline-font-sized "VTEC/DOHC" graphics on the rear doors, a very wise lady said, "My initial reaction to lettering on the side of a car is that it's stuffing its pants." A keen observation, perhaps, especially when you look at the Civic Si's engine through 2010-eyes. Rated at 197 horsepower and 139 pound-feet of torque, the mill is a torqueless wonder. Consider the Subaru WRX for a moment, and never mind about its 265 horsepower. Even with a plastic intake manifold, the Rexer managers to lay 244 pound-feet of torque down to all four wheels. This Civic's got barely half that going to just the fronts. The good news? You need torque to have torque-steer.

There is, however, plenty of plain old steer. Honda has done a commendable job of equipping its hottest Civic with a smart suspension, one that's able to take what little power there is and make the most of it. Additionally, the age old question of "Fast car slow or slow car fast," receives a pretty good answer from the Civic Si. Compared to its competition, at least, you can essentially drive the thing flat-out at almost all times. Not only will it take you longer to get into extra-legal speeds, but when you are cooking along, you're in total control of the kitchen.

But again, cooking alone takes some effort, as just getting up to 45 mph from a standstill takes all the cam-phasing the little VTEC can muster. That said, the little motor spinning off into the stratosphere sounds wonderful. We can't tell you how many times we were startled to finagle a perfect launch, roughly slam our way through the gears through fourth only to look down in amazement that we hadn't yet cracked 50 mph. Frankly, it's sort of an odd sensation.

But back to the handling, where we need to stress one particular point. In some ways the handling is very good, meaning that when you head straight out of the box and onto your favorite road, the Civic Si will delight you. Turn-in is sharp, the steering is fairly communicative and the damping is crisp with a near-perfect amount of rebound across uneven stuff. But there's a catch: Enthusiasts out there who will appreciate the sort of sharp reflexes offered up by the Si are likely to be the exact people that can't get over the power deficit. They'll demand more power. And while we're certain the aftermarket is brimming with solutions (hi Mugen!), a large power infusion would probably upset the Civic's balance. Evil, steering wheel-ripping torque steer would doubtlessly be an issue, and any more weight over the front wheels is not what the performance doctor ordered. The 2010 Civic Si is and will remain a slow car, which is probably not what its target customer wants.

At the end of the day, the base $22,255 Civic Si is a good driver's car. But it's severely down on power to its competition and all the HFP parts don't help the equation – especially at an as-tested price of $25,165. For that kind of money, you could take your pick from an entire fleet of more capable pocket rockets. The WRX starts at $24,995, and with options and destination will cost you more than the Honda, but it's so much more car. More to the point, perhaps, a Mini Cooper S starts at $23,000 and offers as much handling with more grunt (due to its lower weight, not power).

Essentially, Honda is going after the kind of customer that likes the idea of customized and tuned cars, but one who doesn't feel like doing any work. Or market research. We're guessing there's not too many of them, which is why you don't see a Civic Si all that often, especially one loaded with HFP parts like our tester. Maybe in the next generation. Or maybe next time, Honda will finally give us Yanks the opportunity to sample the buffer Civic Type-R, the Honda us fast-driving types actually crave. Until then, with the retirement of the S2000 and the perpetual cancellation of any sort of NSX-successor, the Civic Si remains Honda's sole performance product. Not only don't we think it's good enough, we doubt Soichiro Honda, the company's founder, would either.

Gallery: Review: 2010 Honda Civic Si HFP

Filed under: Budget, Sedan, Performance, Honda, Reviews

Tags: 2010 civic si, 2010 honda civic si, 2010 Honda Civic Si HFP, 2010CivicSi, 2010HondaCivicSi, 2010HondaCivicSiHfp, civic, civic Si, civic si hfp, civic si sedan, CivicSi, CivicSiHfp, CivicSiSedan, featured, hfp, honda, honda civic si, honda civic si hfp, honda si, HondaCivicSi, HondaCivicSiHfp, HondaSi, hpf, pocket rocket, PocketRocket, review, vtec

Report: Contrary to rumors, Toyota FT-86 development on track, expected Nov. 2011

noreply@blogger.com (Unknown) — Fri, 30 Jul 2010 10:43:00 +0000

Toyota FT-86 G Sports Concept – Click above for high-res image gallery

According to Adam Zillin at 7tune, Toyota recently held at shindig in Japan for select scribes in order to get some things straight about its Toyota G's performance vehicles. Naturally, talk quickly turned to the FT-86 (or FR-S) Although it was reported two months ago that the much-anticipated sports coupe would be delayed until 2013 for design and powerplant reasons, the Toyota engineers at the event reportedly attested that "the car is on schedule" and still has a planned release date of November 2011.

Clarity on the lineup was offered as well: Three spec levels will be available with at least two engines, and the mid-range model is expected to run around 2.5 million yen ($28,500 USD). Further, it appears that a turbocharged variant will take the top slot. According to 7Tune, none of those engines will be a hybrid – that tech is being reserved for a different sporty product.

If there's any news from the event that makes us as excited as word that we might see the car next year, it's the head of the sports division saying that "because of Toyota's connection with Subaru, there was no way that the car wasn't going to be great." We hope he knows what he's talking about. Top tip, Adam!

Gallery: Toyota G Sports Series

[Source: 7Tune]

Filed under: Concept Cars, Coupe, Performance, Japan, Toyota, Rumormill

Tags: ft-86, FT86, gs, subiyota, toyobaru, toyota coupe, Toyota FR-S, toyota frs, toyota ft-86, toyota ft86, toyota gs, ToyotaCoupe, ToyotaFr-s, ToyotaFrs, ToyotaFt-86, ToyotaFt86, ToyotaGs

First Drive: 2011 Nissan Leaf doesn't change the game, just the players

noreply@blogger.com (Unknown) — Thu, 29 Jul 2010 02:08:00 +0000

2011 Nissan Leaf - Click above for high-res image gallery

We've met the Nissan Leaf before. First at its coming-out party in Japan, followed by an all-too-brief stint behind the wheel of a Versa-based prototype late last year. Now we've had a chance to sample Nissan's first foray into the world of electric vehicles in production form and the automaker picked one of its most important markets – the heart of Silicon Valley – to give us some seat time.

If there's any area ripe for early-EV adoption, it's San Jose, CA. And during a quick test loop through the tight confines of Santana Row and a run through the city's suburban surrounds, it's obvious that the first mass-produced EV is officially ready for prime-time.

Gallery: 2011 Nissan Leaf: First Drive

The first option is available to anyone who can plug in a toaster, but it provides barely enough juice to top up the batteries after 20 hours of charge time and it doesn't do bagels.

So, with the facts and figures out of the way, what's it like? To begin with, bigger than we expected.

Gallery: 2011 Nissan Leaf: First Drive

Tags: 2011 leaf, 2011 nissan leaf, 2011Leaf, 2011NissanLeaf, electric leaf, ElectricLeaf, EV, featured, first drive, FirstDrive, leaf, nissan, nissan leaf, nissan leaf first drive, nissan leaf review, nissan leaf road test, NissanLeaf, NissanLeafFirstDrive, NissanLeafReview, NissanLeafRoadTest, road test, RoadTest

Tesla Roadster Sport Signature 250 review

noreply@blogger.com (Unknown) — Wed, 28 Jul 2010 08:54:00 +0000

Last year, we had the pleasure of testing a Tesla Roadster -- the world's first electric sports car. It was terrific, but we couldn't help but wishing we could have a go in the faster, more expensive Roadster Sport. A few days ago, that wish came true.

Looks, fine

The Roadster Sport looks identical to the standard car, but that's a good thing, as both are beautiful to the point of distraction. Upon collection of our test car, we spent approximately 30 minutes talking to the marketing folks at Tesla, yupping, aahing and nodding our way through the handover process, pretending we were actually listening. Not a single word was registered -- we were far too busy gawping at the car, thinking up polite ways of shutting them up so we could grab the keys and burn rubber.

Once inside the car, it was obvious the cabin had changed since we'd last driven it. Firstly, Tesla has placed the steering wheel in the correct right-hand position, making it more suited to British roads. The company has also removed the centrally mounted joystick that selected neutral, forward or reverse gears and replaced it with a set of futuristic-looking buttons that are more coherent with the car's bleeding-edge image.

Our Signature 250-edition test vehicle -- of which only 250 will be built -- also came with £6,000-worth of optional extras including a plaque engraved with the names of all Tesla employees involved in the creation of the car, mounted on the bulkhead between the seats.

I can't see!

The Roadster Sport is somewhat impractical -- and that's being polite. Let's see. The cabin is so small, you'll touch elbows with your passenger. Getting in and out of the low bucket seats requires a bendier spine than humans are equipped with. The steering wheel obscures your vision of the speedo, so you have no idea how fast you're going. The body panel behind the windscreen obscures your blind spot completely. The top of the windscreen obscures traffic lights if you've stopped too close, and there are countless nooks and crannies down which your belongings can disappear. We learned this the hard way, as within about two minutes of driving, our mobile phone flew from its cubby hole, slid under the seat and vanished -- never to be seen again.

Go Go Gadget gadgets

Despite its quirks, this new car is actually more practical than the last. The versatile 104mm (4-inch) touchscreen display, which sat awkwardly between the door and steering wheel on the old car, now lives in the centre console. With this, you'll be able to toggle driving modes that prioritise high performance or longer battery life. The touch interface also lets you specify when the car should begin charging itself (to take advantage of cheaper night rates) and lets you calculate how much petrol you've saved by driving electric.

There are also a couple of fun features, including a G-meter that measures how much G-force you're generating during braking and acceleration. We don't advise looking at this while you're hurtling towards the horizon at full pelt.

In-car entertainment is fairly well-catered for. The Roadster's Alpine iDA-X305 stereo doesn't feature a CD player, but it'll let you enjoy digital music from an iPod or mobile phone with relative ease. Those who don't have an iPod can swap the iPod dock for a standard USB port, though there's also the option of streaming Bluetooth audio (plus hands-free Bluetooth calls) from your mobile phone to the car's excellent loudspeakers.

Hum-drum

Even if you're not playing music, there are plenty of noises inside a Tesla Roadster Sport. Its electric motor may not speak the same language as a rambunctious V12 engine, but the cockpit is awash with noises. During low-speed driving, there are whines from the motor, hums from the transmission and -- after enthusiastic blasts -- a loud drone as the cooling fans draw heat from the battery pack. During high-speed stints, the motor emits a beefy turbine-style whine that -- from inside the cabin, at least -- sounds like a jet taxiing for take-off.

Sporty spice

It feels like a jet, too. The Roadster we tested last year was capable of 0-60mph in 3.9 seconds and went on to a top speed of 125mph, but the Roadster Sport is quicker still. It uses the same AC induction engine as the standard car, but by tweaking the car's firmware, Tesla has boosted the battery output to increase torque from 370Nm to 400Nm, dropping its 0-60mph time to 3.7 seconds in the process. The Sport edition also gets adjustable suspension, so you can tweak the firmness of the ride and choose stickier tyres, making it more suited to track use.

The car's motor, though no bigger than a small dog, delivers smooth but unrelenting dollops of torque. Mash the go pedal at almost any speed and it'll pin you back into your seat like no car you've ever driven. Aston Martins, Porsches, Lamborghinis and Ferraris all feel pedestrian in comparison to this thing -- they're all incredibly fast cars, we'll concede, but none can deliver the same hair-raising, physics-defying, wet-the-bed performance you'll get from a Tesla Roadster Sport.

If we have one reservation with the car's performance, it's the brakes -- the Roadster Sport's stopping power really don't measure up to its awesome acceleration. They work pretty well in the dry, but drop anchor while traversing a bumpy road or in the wet, and you'll soil yourself as the ABS brings you to a doddering halt.

How much?!

The Roadster Sport costs a whopping £101,900 -- nearly £15,000 more than the standard car. It's difficult to justify that sort of money for a little extra performance, so we'd recommend the standard car unless you're intent on taking it round a track.

Whichever model you choose, it's worth noting that running costs are significantly lower than those of standard cars. A full recharge will cost in the region of £3 and with that you'll be able to drive an impressive 236 miles. The car is also exempt from road tax and the congestion charge, so it's ideal for people who drive thousands of miles in and out of London every year.

The Tesla Roadster Sport is undeniably a very special vehicle. It's far from perfect, but it's superb fun to drive -- particularly if you're the sort of person that likes leaving exotic supercars for dead at traffic lights. It won't suit everyone -- it's difficult to live with day-to-day and its limited range limits how far you'll be able to drive -- but for those who have the money, it's a wonderful toy.

Tesla Roadster Sport stats

Model tested: Tesla Roadster Sport Signature 250
Top speed: 125mph
Acceleration: 0-62mph in 3.7 seconds
Max power: 288bhp
Range: 236 miles
Price: £101,900

2011 Toyota Sienna

noreply@blogger.com (Unknown) — Mon, 26 Jul 2010 16:50:00 +0000

Toyota

A little bigger and a little wider than the previous generation, the 2011 Toyota Sienna is pure comfort throughout.

Style meets function with 2011 Toyota Sienna

It's tough to put swagger in a minivan. Toyota Motor Corp. has tried to claim its all-new 2011 Toyota Sienna is cool, fun and the kind of vehicle young, hip parents want in their lives. But that's simply not true. There's nothing particularly cool about a minivan. Cool is Corvette, cool is cruising to a Tigers' game on a summer night with the top down and 89X cranking on the stereo. There are no juice boxes in cool. Coolness is instantly removed when a person becomes a parent. This is a fact of life even Edna Garrett can agree with. But don't let dumb marketing get in the way of a great minivan.

The new Sienna offers parents all of the luxury amenities they could ever want. It's designed for function first but still pulls off style.
It might even make parenting a little easier -- which is the entire purpose of minivans.
Minivans in general are the single most utilitarian people hauler around. For families, it allows siblings to be separated to just out-of-arm's reach of each other and cuts down the "he's touching me" comments to a minimum. More importantly, every person in this vehicle will be comfortable.

The front row bucket seats are nicer than most people's living room furniture, and the second row captain's chairs include foot rests -- though for adults the front seats do get in the way. The third row is big enough for adults and access is easy. While some people may need the eight-passenger configuration, I prefer the seven-passenger version with the stylish second row seats. It makes getting to the third row easier and the seats were made for a long nap.
The Sienna comes with a slew of storage areas, including a 12-pack worth of cup holders on the eight-passenger model. (There are only 10 cup holders on the seven-passenger model.)
But more importantly, there's lots of space inside.

Bigger and wider

A little bigger and a little wider than the previous generation, the Sienna is pure comfort throughout. It's also stylishly designed with an asymmetrical wood trim across the center of the dash. Much of the dash has a decent grain.

Typically, wood-looking trim looks cheap if it's not at a super high gloss. But Toyota does a nice job with the trim throughout the cabin. Everything feels well made and put together smartly. The dual glove boxes mean wet naps and other need-quick items can go in the top and confiscated toys can go in the bottom.

Even the center console pulls back for passengers in the second row to reach. There's also a light in the storage compartment to make finding things much easier -- especially at night.

Plus, there's the giant entertainment system for backseat passengers. The fold-down screen can show two different pictures at the same time, allowing the teenager to swoon over "Twilight: New Moon" and the younger brother to kill vampires in Darkwatch on Xbox 360 (easily connected to the system). Both can listen to their game or movie through wireless headsets.

And with the kids quiet, parenting becomes easier.

Car-like ride

That lets the driver take a little time to appreciate the Sienna's performance.

One of the great features of minivans is the quiet, car-like ride. These were the first crossovers -- back in the '80s people thought crossovers were athletes who played baseball and football.

My test vehicle came with Toyota's venerable 3.5-liter V-6 that pushes out 265 horsepower and 245 pound-feet of torque. This is more than enough power to get this minivan up and running. It cruises around nicely on the highway, its independent front and torsion beam rear gliding over bumps.

Even with 120 inches of wheelbase, the Sienna is easy to maneuver around parking lots or tight city streets. This is a vehicle, however, that won't set any slalom records. It's big and heavy, and the body will roll through big turns. The all-wheel drive system available for the Sienna could help some of the handling problems as well as help drivers feel a little safer in inclement weather.

There is also a 2.7-liter four-cylinder model that produces 187 horsepower and 186 pound-feet of torque.

The ride position feels low when you're behind the wheel, though you still have a commanding view of the road. And while it's hard to see out the back when in reverse, Toyota offers a panoramic view with its backup camera that lets you see everything behind you.

There's a sport version of the Sienna, which feels a little insincere, as minivans remain one of the most emasculating vehicles in America next to a Smart fortwo. Face it, more sports cars have been traded in for minivans than any other vehicle, according to sad anecdotal evidence. Others have tried to toughen up their minivans, too, but it just doesn't seem to work. Attaching cool to the box doesn't make it a fridge.

Bold, aggressive exterior

That's not to take away from the exterior of the new Sienna, which is both bold and aggressive -- with the caveat that it's still a minivan. The big grille outlined by silver trim touches the headlamps that stretch around the rounded corners of the front end.

The wheels are pushed out to the edges of the Sienna to give it a stable and well-planted look. It also provides all of that great room inside -- once again allowing form and function to meld into a better vehicle.

The double-sliding second row doors, the norm on minivans, are just awesome. They can be operated with the key fob as you walk up to vehicle, as well as the liftgate, a feature people love once they use it. The doors do take a little getting used to when opening and closing because they operate on a motor, but after a few days of working them, I was accustomed to that minivan door tug.

Inside and out, the new Sienna is better than ever. For minivan customers, there's never been a better one of these boxy utilitarian vehicles that can handle soccer games, ballet lessons, trips around town and to Lowes. It's a vehicle that gets all of the chores done in as much fashion as a minivan can afford.

Nowadays, there's something to be said for that. It may not be as cool as some marketing departments portend, but cool is overrated when it comes to parenting.

Put the swagger in your kids, not your wagon, and just enjoy the ride.

The Sienna will get you there comfortably. And being there is the most important part.

2011 Toyota Sienna

Price: $25,060

Type: Seven- or eight-passenger, front-wheel or all-wheel drive minivan.

Transmission: Six-speed automatic

Engine

2.7 liter four-cylinder

3.5-liter V-6

Power

2.7 liter: 187 horsepower; 186 pound-feet torque

3.5-liter: 265 horsepower; 245 pound-feet torque

EPA gas mileage

2.7-liter (FWD): 19 mpg city / 24 mpg highway

3.5-liter (AWD): 16 mpg city / 22 mpg highway

Toyota Prius 2010 review

noreply@blogger.com (Unknown) — Sun, 25 Jul 2010 17:31:00 +0000

The Toyota Prius is loved and loathed in equal measure. To some, it is a mere gimmick that does as much to harm the environment as it does to protect it. Others believe it represents the future of motoring, boldly forging a path that other cars simply aren't equipped to follow.

Whatever your opinion, it's difficult to deny the Prius has always been a technological tour de force, but has the latest iteration evolved sufficiently to silence the brand's critics? We think so.

The good

Toyota hasn't been sitting on its laurels since the last Prius. Almost every major component inside the 2008, generation II Prius has been overhauled, rejigged or replaced, although in many cases these replacements aren't what you might expect. The 1.5-litre engine from the previous model has been ditched for a larger, more powerful 1.8-litre unit, which delivers 98bhp and 142Nm of torque. You might assume it guzzles more fuel, but its frugal Atkinson cycle combustion process actually uses less petrol -- particularly on the open road where it doesn't need to work as hard as a smaller engine to achieve the same speed.

Toyota has also overhauled its famed Hybrid Synergy Drive system. It now consists of a lighter, more powerful electrical engine, which is capable of driving the vehicle all on its own; working alongside the petrol engine to boost acceleration; or acting as a high-output generator that recovers kinetic energy and charges the battery when braking. Total power is increased by 24 per cent to 134bhp, and it certainly feels it. The new Prius strides from 0-60mph in 10.4 seconds -- half a second quicker than its predecessor. You shouldn't make the mistake of assuming it handles well -- that's not what this car is about -- but under most circumstances, it delivers a driving experience on a par with its non-hybrid rivals.

Toyota has worked magic on the car's emissions and fuel consumption. The company's official figures say the Prius achieves 72.4mpg on a combined cycle, but if driven frugally on flowing roads, you can expect to figures closer to the 100mpg mark. Over a 20km stretch averaging around 70kph, the Prius' onboard computer told us it was using just 3.3 litres of fuel per 100km -- the equivalent of 85mpg. Carbon emissions are just as miserly – the Prius now dumps just 89g/km of CO2. As this is significantly below the 100g/km threshold, the car is exempt from road tax and London's congestion charge.

The bad

The latest Prius is 70Kg heavier than its predecessor, and this is largely down to the amount of new technology inside. It sports a brand new head unit with a 7-inch touch-sensitive display that gives access to audio, satellite navigation and vehicle control features. But while the audio portion of the system has potential, it has big flaws. Tracks can be ripped from a CD to a 40Gb hard drive, though 30GB of that is reserved for satellite mapping data.

From those ripped albums, users can create custom playlists spanning tracks from multiple albums. That is a feature we've not seen in any previous in-car audio system, but it's ruined by one one major problem -- the system (in our test car, at least) wasn't capable of recognising proper track names. Every track, regardless of its title on the CD, was labelled as Track 'X', where the 'X' represented its track number on the CD. We're mystified as to why this was the case, particularly as a Gracenote logo was in evidence, normally indicating the head unit is capable of recognising CD track data, but Toyota told us that this is normall. Songs can be renamed manually, but the process is tedious – renaming an entire album, for example, could take upwards of ten minutes.

The Prius is the first commercially-available vehicle with an optional solar roof. Press the A/C button on the keyfob and it'll start an electric fan blowing air through the cabin. According to Toyota, it has the capacity to reduce cabin temperature from 80 to 45 degrees C, while reducing the need to run the petrol-guzzling air conditioning system once you've returned to the car. We're not so convinced. The solar cells only have enough juice to run for three minutes at a time, and even if it could run for longer, we're not sure how blowing hot air into an already baking cabin helps matters. In any case, it's not a feature that is as necessary in the UK as elsewhere in the world. Spend your £1,450 elsewhere.

The 2nd-generation Prius wowed us with its Intelligent Park Assist (IPA) -- a feature that allowed the car to automatically manoeuvre itself into a space, but it's somehow less compelling this time around. The feature comes as standard on the top-end T Spirit model, but is an option in the entry and mid-level T3 and T4 variants (for more details on all these models, see the www.toyota.co.uk). To use it, you simply pull alongside a vehicle, engage reverse gear, and tap to identify your space on the image displayed by the reverse parking camera.

If IPA believes it can fit in your chosen gap, it asks you to gently reduce your brake pressure as it automatically turns the steering wheel to the appropriate positions in order to complete the maneuverer. It's as impressive as it is pointless. Those who are already capable of parking will never use it, and those who struggle with parking are just as likely to struggle with IPA's clumsy interface.

The bottom line

The previous Prius was something of a gimmick -- a car politicians and actors could use to boost their public standing or flatter their own consciences. Whichever way you looked at it, there were plenty of alternative cars that were either more fuel efficient, greener, or both.

The new Prius, however, is the real deal. If driven correctly, its fuel economy remains impressive, and the fact it emits such little CO2 is a stunning achievement. It's also worth noting that despite its eco credentials, it still manages to convey the feeling that it's a proper car -- something the previous model struggled with. Rival manufacturers should take note, Toyota has set the bar high with this one.

RAV4 to be Electric with Development by Tesla & Toyota

noreply@blogger.com (Unknown) — Sat, 24 Jul 2010 17:56:00 +0000

2010 Toyota RAV4. (Courtesy of Toyota Newsroom)

Toyota Motor Corporation and Tesla Motors will begin developing an electric version of the RAV4, Toyota’s popular mid-size sport utility vehicle. The two companies signed an agreement on Friday after Elon Musk and Akio Toyoda – the CEOs of Tesla and Toyota, respectively – announced the partnership in May.

The new electric car will be the product of a Tesla generator engineered inside a Toyota RAV4 body, according to a press release issued by Telsa. The vehicle is expected to enter the market in 2012, and will be distributed and sold by Toyota.

The two companies intend to learn and benefit from each other through their cooperation, according to the release.

"Through this partnership, by working together with a venture business such as Tesla, Toyota would like to learn from the challenging spirit, quick decision-making, and flexibility that Tesla has,” Toyoda said in May press release from Toyota. “By partnering with Tesla, my hope is that all Toyota employees will recall that ‘venture business spirit,’ and take on the challenges of the future."

Over the next year, Tesla will produce several models of the new car to be approved by Toyota, according to the most recent release. Toyota’s engineers are currently testing the first model.

Toyota and Tesla are not the only motor companies that look forward to producing electric vehicles.

Honda plans to introduce an electric car, as well as a new plug-in hybrid system for its larger vehicles, Takanobu Ito, CEO of Honda Motor Company, announced in his mid-year CEO speech on Tuesday.

Subpoena for Toyota Over Defects in Steering

noreply@blogger.com (Unknown) — Sat, 24 Jul 2010 17:52:00 +0000

A federal grand jury in New York has subpoenaed Toyota Motor, seeking information on steering-related defects in its vehicles. The move could widen an investigation into the automaker’s handling of a recall in 2005.

In a short filing on Tuesday with the Tokyo Stock Exchange, Toyota said the subpoena, received by subsidiaries in the United States on June 29, had demanded documents about defects in steering relay rods in the company’s cars.

Toyota intended to “cooperate earnestly” with investigations, the filing said. Toyota had already received two subpoenas this year, one from a grand jury in February for documents related to sudden acceleration and braking and one from the Michigan attorney general in March for information on recalls.

It was not immediately clear what defects — or which models or production years — the latest subpoena concerned. Ririko Takeuchi, a spokeswoman for Toyota based in Tokyo, said the automaker was still clarifying details of the subpoena.

Earlier this year, American regulators said they were investigating a 2005 Toyota recall — for a steering-related problem in vehicles including 4Runners — in connection with a possible breach of rules for alerting the authorities about flaws.

The Transportation Department said in May that it was investigating the timing of the September 2005 recall for steering relay rod defects after an October 2004 recall in Japan for the same flaw. Under American law, carmakers have five days to report safety problems to regulators.

In 2004, Toyota told regulators that the defect was limited to vehicles in Japan and that it had not received reports of similar problems in the United States, according to the National Highway Traffic Safety Administration.

But in late 2005, Toyota told the agency that the steering relay rod defect was present in models sold in the United States, and the company recalled about 977,000 vehicles.

The automaker, based in Toyota City, Japan, has already faced a criminal investigation in Japan over its handling of faulty steering relay rods.

The latest grand jury subpoena comes as Toyota continues an internal investigation into complaints over sticking accelerator pedals and floor mats that interfere with the pedals.

Since November, Toyota has recalled about 8.5 million vehicles worldwide to resolve problems with pedals that stick or get caught under floor mats. In issuing the recalls, Toyota acknowledged the problems but said it had not conducted a thorough review of the complaints.

Honda will roll out hybrid and electric cars in 2012

noreply@blogger.com (Unknown) — Fri, 23 Jul 2010 01:49:00 +0000

Honda plans to roll out an electric car and plug-in hybrids in 2012 as it tries to catch up in the race to make battery-powered cars.

The automaker had previously been skeptical of plug-in hybrids, but now plans to launch a compact electric car and mid- and large-sized plug-in hybrids capable of up to 140 miles per gallon.

Japan's No.2 automaker was one of the world's only carmakers to offer gasoline-electric cars during the past decade, but has been looking like a laggard without a strong hybrid or firm plans to make electric-only cars.

Honda's hybrid lineup now includes the Insight and Civic compacts and the CR-Z coupe. Honda plans to sell a hybrid version of the Fit later this year. The carmaker has failed to match Toyota's success. The Prius has outsold the Insight 6-to-1 in the U.S. this year.

Global competitors from Hyundai to Volkswagen are preparing to launch hybrids that are more fuel-efficient than the Insight, while also developing battery-run cars. And Toyota plans a plug-in hybrid next year and recently partnered with California's Tesla Motors to develop electric cars. Plug-in hybrids share technology with standard hybrids, but can be recharged using a household power point.

The launch of the new vehicles is timed to meet tough regulations, including a new California law that will require 3% of a carmaker's sales in the state to be zero-emission vehicles starting in 2012.

Honda plans to start making a high-output lithium-ion battery this year through a joint venture and would also harness technology from its prototype fuel-cell car to develop its all-electric car.

Nissan is set to take the lead in mass-producing fully electric cars with lithium-ion batteries when it releases its Leaf later this year.

Toyota Corolla Ascent Sport Special Edition Announced

noreply@blogger.com (Unknown) — Thu, 22 Jul 2010 00:41:00 +0000

Last week, Toyota Corolla was announced a special edition called the Corolla Ascent Sport in Australia market, priced from $22,500 – that’s $510 more than the regular Corolla Ascent hatch, limited to 1500 hatchback units by continuing its run of limited edition models.

Toyota Corolla is an enormous seller in Australia. The new Corolla special edition is offered as a hatchback only, with the choice of manual or automatic transmission. Toyota Corolla is quite a large car in its latest format and can seat four adults in comfort, with good legroom and headroom for all. The rear floor is virtually flat all the way across so foot room is much better than average for the occupant, preferably a child, sitting in the centre-rear seat.

The limited edition model boasts $1600 worth of additional features like 16-inch ‘blade‘ alloy wheels, front and rear spoilers, front foglamps, a monochromatic LCD display, amber backlighting, joystick controller, single CD player, Bluetooth hands-free and audio streaming, and USB and 3.5mm aux connectivity, plus the obligatory ‘Sport’ badging based on the entry-level Corolla Ascent. Exterior color availability has been increased to eight colors with the addition of Tidal Blue, which was exclusive to Levin SX and ZR.

Toyota Corolla has handling that is positive, with good turn in and only moderate under steer unless you push it hard. There’s good feedback through the steering wheel and all but the most enthusiastic of drivers will appreciate the way the compromise between ride and handling has been reached. Bad bumps can catch the Corolla out from time to time but on the whole it’s capable of handling even harsh country roads.

The Toyota’s body has the frozen feel that’s roughly European in the approach it handles rough surfaces with nary the cheep or the clap. This promises even more long-term continuance than we have become in the habit of to in the Corolla for most years right away. The Corolla is a generously equipped small car and the ‘Sport’ Special Edition hatchback is a good buy with its handy 1.8-litre, 100kW/175Nm powerplant and a choice of six-speed manual or four-speed automatic, plus standard traction control and stability control.

Fuel economy is a claimed 7.3 l/100km for the four-speed automatic. With just one country jaunt and a week spent in city traffic, the test car returned 8.4 l/100km which sits well given the Corolla’s 9.4 l/100km official city consumption figure.Cruise control, sports steering wheel and gear shift and a 12v accessory power socket round out the interior features. An optional safety pack can be added for a further $500, which adds two side curtain-shield airbags and a driver’s knee airbag to the existing driver and front-passenger airbags and front-seat airbags.

Snaps of 2010 Toyota Corolla Ascent ‘Sport’ Special Edition:

Mercedes Benz SLS AMG launched in India at price of Rs. 2.5 crores

noreply@blogger.com (Unknown) — Wed, 21 Jul 2010 03:01:00 +0000

ON 16th JULY, 2010 a new model, Mercedes Benz SLS AMG was launched by Mercedes Benz in the Indian market, priced between Rs. 2 crore and Rs. 2.5 crore. Mercedes showcased the SLS AMG at 2010 Delhi Auto expo. Mercedes Benz India Managing Director and CEO Wilfried Aulbur told reporters, “We are very excited to come with SLS in India. We have started the production couple of weeks ago in Germany; there is no time lag to launch the vehicle in India”. He added, “There will be a waiting period of 6-8 months to deliver the car after booking”.

The new model SLS AMG comes with excellent features like gull-wing doors and is powered by a 6.2-litre V8 front-mid-engine develops 571 hp and 650 Nm of torque with capacity of maximum speed of 317 km per hour. It is made is of aluminum alloy that aeronautical engineers use in making of an Airbus. The car comes with attractive design, intelligent lightweight construction and superior handling dynamics, and is expected to create a sensation in the super sports car segment.
The car is an archetype of performance, passion, technology and design, according to the CEO of Mercedes-Benz India. Each Mercedes car is perfectly engineered that makes them one of the most exciting аnԁ sought аftеr brand in the world. The Mercedes-Benz India said it already has 10 bookings from Mumbai, Delhi, Ahmadabad and Pune. The SLS AMG is designed to be a modern 300SL gullwing revival. The car has a long bonnet, the passenger compartment is close to the rear axle and the rear of the car is short.
Ola Kaellenius, the CEO of Mercedes-AMG said the strong demand for the SLS AMG shows the esteem that India as a market holds for the company. Commenting on the launch, Ola Kaellenius said, “Today, India joins the elite ranks of the first few right-hand drive markets globally to launch this mean machine.”
The SLS AMG will also adapt the feature of wing doors that will swing open upwards on gas struts, not in a mix of upwards and forward like the SLR. The doors must be closed manually as AMG engineers decided against auto-closing systems because the systems would have added 90 pounds (41 kg) to the car. In case of a roll-over, the doors can be fully detached to allow the occupants to leave the vehicle. The designer is Gordon Wagener whose family once had a 300SL.

Mercedes-Benz SLS AMG Specifications & Features:

Engine:

Mixture preparation: Microprocessor-controlled fuel injection, HFM
Bore x stroke: 102.2 x 94.6 mm
Displacement: 6208 cc
Rated torque: 650 Nm at 4750 rpm
Compression ratio: 11.3: 1
No. of cylinders/arrangement: 8/V, 4 valves per cylinder
Rated power output: 571 hp (420 kW) at 6800 rpm

Power transmission:

Transmissions: AMG SPEEDSHIFT DCT 7-speed sports transmission
Drive: Standard drive
Ratios
- Final drive: 3.67
- 1st gear: 3.40
- 2nd gear: 2.19
- 3rd gear: 1.63
- 4th gear: 1.29
- 5th gear: 1.03
- 6th gear: 0.84
- 7th gear: 0.72
- Reverse: -2.79

Chassis and Suspension:

Steering: Rack-and-pinion power steering with parameter function, steering damper
Wheels: Front: 9.5 J x 19; rear: 11 J x 20
Tyres: Front: 265/35 R 19; rear: 295/30 R 20
Rear axle: Aluminium double wishbone suspension, anti-squat and anti-dive systems, coil springs, gas-filled shock absorbers, stabilizer
Braking system: Composite disc brakes, internally ventilated and perforated at the front; disc brakes, internally ventilated and perforated at the rear; electric rear parking brake; ABS; Brake Assist; 3-stage ESP®
Front axle: Aluminium double wishbone suspension, anti-dive, coil springs, gas-filled shock absorbers, stabilizer

Dimensions and Weights:

Tread front/rear: 1682/1653 mm
Overall height: 1262 mm
Turning circle: 11.9 m
Wheelbase: 2680 mm
Overall length: 4638 mm
Overall width: 1939 mm
Kerb weight acc. to DIN Kg: 1620 kg
Perm. Gross vehicle weight: 1935 kg
Tank capacity/incl. reserve: 85/14 l
Payload (basis ready-to-drive according to EC): 240 kg
Boot capacity: 176 l

Performance and Fuel Consumption:

Top speed: 200 mph / 317 km/h (electronically limited)
CO2 emissions: 314 g/km
Acceleration 0-62 mph (0-100km/h): 3.8 s
Fuel consumption NEDC comb.: 21.4 mpg

Snaps of Mercedes Benz SLS AMG:

An Electric Toyota RAV4 Compact SUV by Tesla on its Way

noreply@blogger.com (Unknown) — Mon, 19 Jul 2010 16:31:00 +0000

The leaked news that had recently hit the headlines about Tesla and Toyota coming together to bring an electric version of the Toyota RAV4, has now turned official. Under the strategic partnership of these two leading auto brands, the electric RAV4 compact sport-utility vehicle will not only be manufactured but also go on sales in 2012.

The two companies have signed an agreement to initiate the development of an electric version of the RAV4 as announced in May of this year by Elon Musk and Akio Toyoda. According to the statements from the two companies Tesla has already produced a prototype that is undergoing testing and plans to deliver more this year.

“Tesla’s goal is to produce increasingly affordable electric cars for mainstream buyers – relentlessly driving down the cost of EVs…..Tesla seeks to learn and benefit from Toyota’s engineering, manufacturing, and production expertise, while Toyota aims to learn from Tesla’s EV technology, daring spirit, quick decision-making, and flexibility, “ read the press statement.

An unnamed source also confirms to Autonews that the companies may also develop an electric Lexus RX luxury SUV in the very near future.

2010 Bentley Continental Supersports Convertible debuts at Goodwood

noreply@blogger.com (Unknown) — Sun, 18 Jul 2010 17:43:00 +0000

Bentley’s Continental Supersports Convertible made its official public driving debut at the 2010 Goodwood Festival of Speed on the weekend. With several charging runs up the famous driveway, it proved to be quite the hustler when it comes to on-track agility and overall driving performance.

Throughout the weekend, the Supersports Convertible – with its top speed of 325km/h and 0-100km/h time of 4.1 seconds – was driven by racing legend and well-known Bentley boy, Derek bell. He used his extensive knowledge of the 1.86km hill climb stint to explore and exhibit the car’s limits.

The Supersports Convertible was joined in the supercar paddock by its equally powerfully but slightly less expensive coupe stablemate – the 463kW Continental Supersports Coupe – which returned to Goodwood after making its own debut in 2009.

Whilst Bentley’s flying Supersports models raced up the hill, there was also an opportunity for spectators to catch a glimpse of the marque’s new luxury flagship, the Mulsanne, at this year’s festival.

Over 170 hours – almost half of the entire build process – goes into handcrafting the Mulsanne’s luxurious interior which combines the traditional wood veneers and leather hides Bentley is renowned for with in-car entertainment technology offering 2200 Watts worth of Naim Audio stimulation.

2011 Volkswagen Touareg

noreply@blogger.com (Unknown) — Sun, 18 Jul 2010 03:58:00 +0000

For the latter, the Touareg was always impressed us with a mountain-goat-like off-road capability and exceptional interior finish. Volkswagen Touareg and Porsche Cayenne brother served as a perfect example of synergy between VW and Porsche. Impressive, brief specifications call for a new Touareg to 600 pounds overweight to be shaved from the SUV, although we acknowledge the source of VW this target is rather optimistic, and will not stand up when it reaches the showroom Touareg.

In Europe, the current V-10 TDI will provide a way for Audi-sourced V-8 TDI with the same power-VW will not leave the diesel segment, our sources say, because adjusting the V-10 to limit future emissions is too expensive. The exterior will be a powerful evolutionary force today, and the interior will be a little more sporty in style, adding contemporary infotainment system. Do not expect too much from the Tiguan’s kitschy details to migrate to the next generation Touareg. The Touareg will be launched in Europe in April and in the U.S. in 2010.

2010 Honda Odyssey Concept

noreply@blogger.com (Unknown) — Sun, 18 Jul 2010 03:56:00 +0000

Basic dimensions Honda Odyssey Concept is 202.8 inches, 78.5 inches wide and 68.3 inches tall, with size at 118.1 inches Wheelbase. Honda Odyssey concept is projected to depart from the conventional style minivan with low and wide stance. This concept introduces a sleek and distinctive exterior style direction for the next generation of minivans and an enhanced interior space to accommodate the people and the payload. The all-new 2011 Honda Odyssey is expected to achieve EPA-estimated fuel economy rating of 19 city/28 highway miles per gallon on select models (initial estimates determined by Honda).

Honda Odyssey concept, on display at the Chicago Auto Show, set to debut in autumn 2010. The concept of Odyssey also provides enhanced aerodynamics, supported by sharp sweeping front and rear roof pillars, side mirror unique profile, chamfered top line, rear cabin pointy shape, and more sophisticated quality headlights, LED taillights and form-fit fog lamps