e Toyota Highlander Hybrid base grade offers a new Leather Package that includes leather-trimmed front seats with front seat heaters, leather-trimmed steering wheel and shift knob, power moonroof, auto-dimming rearview mirror with compass, plus an engine immobilizer with security alarm. The optional navigation system is now available for the SE grade (previously only on Limited), while the Limited gains standard automatic climate control for the rear and offers a new perforated leather. The Toyota Highlander Hybrid Base grade gains standard easy-clean fabric seating, along with an eight-way power driver’s seat, the Tech Audio, the third-row seat and manual rear climate control.

The Toyota Highlander Hybrid model’s Hybrid Synergy Drive features a new, more powerful 3.5-liter V6 for 2011, replacing the previous 3.3-liter V6. The system pairs the gasoline V6 engine with a high-torque electric drive motor-generator for total system output of 280 net horsepower. A second rear-mounted motor provides automatic on-demand four-wheel drive traction. The 2011 Highlander Hybrid receives EPA estimated fuel economy ratings of 28 MPG city and 28 MPG highway.

The 4WD Toyota Highlander Hybrid uniquely generates rear-wheel power with a separate electric motor (MGR) that provides additional drive torque on demand. Thus, the Toyota Highlander Hybrid 4WD-i system does not require power-transfer gearing or a driveshaft from the front. The system electronically varies front and rear torque distribution depending on traction conditions.

Activating an EV mode switch located on the front center console allows the driver to operate strictly in electric-mode under certain conditions for a limited distance at low speeds, or in some stop-and-go driving conditions. A new ECON drive mode switch activates a throttle control program that reduces the throttle response during acceleration, enhancing fuel economy. The Hybrid System Indicator in the instrument gauge panel provides the driver with a guideline to

spacious and smart, the new Verso-S showcases excellent efficiency in space management. It combines highly competitive interior space with the shortest overall length – just 3,990 mm – of any in the European B-segment. Within a long, 2,550 mm wheelbase, the new Toyota Verso-S’s wide opening front and rear doors give access to a spacious, practical and flexible interior. The interior design focuses not only on ergonomic excellence, but also on the high perceived quality and vstomers with a comprehensive multimedia interface. At launch, it will incorporate AM/FM radio, a CD/MP3 player, Bluetooth mobile phone connectivity, a USB port for the connection of portable music players and the facility to display iPod album cover art, and a rear parking camera.

A simple, three grade strategy offers customers comprehensive equipment specifications throughout the Toyota Verso-S range. Even entry grade models feature seven airbags, electric front windows, power steering, a 4 speaker radio/CD/MP3 player with USB port, VSC, ABS, EBD and BA active safety systems, LED interior lighting and the remote rear seat fold flat system fitted as standard.

The Toyota Verso-S will be available with a choice of 15″ wheel caps or 16″ alloys, and 9 exterior colours, including a new Satin Blue metallic finish. Interior trim options include a choice of black or beige colour schemes with fabric upholstery and high quality black leather on high grade models.

The new Toyota Verso-S is available with either a 1.33 litre Dupetrol engine turbodiesel. Both engines are mated, as standard, to 6-speed manual transmissions. The 1.33 litre petrol engine may be equipped with an optional, Multidrive S, continuously variable transmission which features a 7-speed, sequential paddle shift mode. Boisual and tactile appeal demanded by increasingly discerning B-segment customer

r looks come from a totally redesigned front end that incorporates a larger air intake with visible intercooler, as well as a vented bonnet. At the rear, a large carbon-fibre wing, diffuser and oversized twin exhausts contribute to the edgier styling. The Toyota FT-86G Sports Concept sits on low-profile Bridgestone 1rubber  at the front and at the rear, while Recaro sports seats complete theconversion of the dynamic four-seater.

The concept retains classic sports-car underpinnings with a front-mounted-litre engin now boosted with a turbo – drivingThe Toyota FT-86G Sports Concept named is derived from th86 Corolla  small, light-weight, rear-wheel drive coupe from the 1980s that has achieved cult status. TheG”suffix signifies a sports conversion that has stretched the original by 30mm, widened it by 20mm and lowered it by 30mm90mm

chieves its performance credentials by dropping in a completely stock, current-generation TundrV8 engine into the unmodified engine bay along with a six-speed automatic transmission. A Toyota Racing DevelopmentSupercharger Kit was added, bringing the SAE certified power stats to 4 horsepower andlb.stock Tundra rear axle, with a 4.3 ratio and 10.5-inch ring gear, was narrowed a total of 5.7 inches to Tacoma rear-track width). A TRD prototype mechanical limited slip differential, designed by Eaton, was added to maximize traction. The truck rides on current generation Tacoma 15-inch styled steel wheels that were modified to 10-inches wide in the rear and wrapped by -inch Goodyear Eagle Dragway Specials. The front wheels are 4.5-inches wide and mounted to 28×4.5×15-inch Goodyear Eagle Front Runners.

The Tacoma X-Runner RTR was lowered approximately 4.5 inches from stock X-Runner height, and a custom exhaust system was fabricated to include two TRD perforated-chamber mufflers with a 3.5-inch pipe. The only body modification to the X-Runner RTR was the relocation of the exhaust outlet from behind the passenger-side rear wheel to underneath the cab to help maximize rear-suspension compression, which is common in hard launches. The brakes were left untouched from the stock Tacoma X-Runner braking system, and vehicle traction aids are still functional, including ABS, Vehicle Stability Control and traction control.

The exterior body panels of the Tacoma X-Runner remain untouched. A silver and red paint scheme applied by Five-Axis was inspired by classic low cost but ready-to-race sports cars, including the late 1960s Dan Gurney Cougar XR7-G. The number “95″ on the doors signifies the first model year the Tacoma nameplate was sold in the U.S. The Tundra i-Force engine badge was painted on the front fenders to signify the upgraded power plant and is in the same location it would be found on the current Tundra. In classic hot rod style, the hood is adorned with “504 HP” graphics signifying the SAE verified horsepower. Also on the hood, and unique to this build, is a TRD Supercharger graphic featuring a tornado, signifying the forced induction. The side rocker panels feature the-Runner logo.

Inside, all non-essential equipment was removed to make the vehicle as light as possible, including the audio head unit, speakers, air conditioner, power windows, front fog lamps, windshield water bottle, and rear seats. The stock front seats remain but are covered with classic Toyota fabric trim found on 1980s era vehicles. Added interior features include a custom TRD steering wheel, Tundra stock accelerator and brake pedals, and a sorque. The truck runs on premium gas rather than race fue

a compact exterior yet spacious interior, the Toyota Prius V will feature over 50-percent more interior cargo space than the current Prius. The exterior styling is sleek, rounded and bold, with an extended roofline that allows the vehicle to retain the triangular silhouette symbolic of Prius. The trapezoidal-shaped front features sharp-edged headlamps, wind-slipping aero corners for improved aerodynamics and an enlarged under grille, which all help create a unique design evolving from the current Prius. Toyota Prius V’s rear styling is highlighted by a refined backdoor panel, intricatlso available, and a Toyota-first, is a resin Panoramic View moonroof with power retractable sun shades that provides an open atmosphere in the cabin with a 40-percent reduction in weight as compared to conventional glass roofs of the same size, and excellent heat insulation performance.

Like the current generation Prius, the Toyota Prius V is a showcase of technology that will include many of the same standard features. Four driving modes (Normal, Power, Eco and EV) satisfy a variety of road conditions and driver preferences. A Smart Key System with Push Button Start, an electronic shift lever, Hill Start Assist Control and a back-up camera are standard. Available options include energy-efficient LED headlamps, Dynamic Radar Cruise Control with ollision System ( and Advanced Parking Guidance System.

A new evolution in hybrid vehicles with excellent cargo space and Prius’ heritage of environmental performance and fuel econome combination taillights and a specially designed roof spoiler that improves ai

s released a special 10th Anniversary edition of its Toyota Prius hybrid model, the Prius GeneratioToyota Prius X comes with a new front, rear and side skirts, 17-inch smoked-finish alloys and dark-tinted privacy glass plus the black leather upholstery embossed with the 10th anniversary logo, complete the list of upgrades over the stann other respects, Prius 10th Anniversary shares the same equipment specification as the top-of-the-range T Spirit model, so comes equipped with satellite navigation (with integrated sound library), rear parking monitor, Bluetooth, Intelligent Park Assist, cruise control,rain-sensing wipers and head

are to be built, making this the most exclusive production Prius yet. White Pearl or Astral Black exterior paint finishes are available, and the on-the-road price is £26,150*, Orders are being taken now, with first deliveries to customers this wintdard top-of-the-range T Spirit model upon which it is based.

Racing tuned by Racing Concept is the latest interpretation of Toyota’s smallest model by its motor sport competition partner. It’s a stand-out model, with its deep front air dam, huge lower air intake and racing wheels, but it is not just about looks: fitted with a tuned- supercharged engine and a roll-cage, it’s cut out for track action.

It has a strong heritage too: Gazoo’s previous iQ concept car was given a limited production run in Japan that sold out immediately in

G Sports (G’s) have also contributed to the Toyota presentation with Sports Concept versions of both Prius and Yaris, with TRD adding an Auris GT Concept. As well as the cars, Toyota is hosting interactive events at the show, including forums with engineers and racing drivers and virtual driving competitions in Metapolis, an on-line community created by Gazoo Racing.

mall in size but big in attitude, a pumped-up, track-ready interpretation of the super-smart iQ city car leads a posse of tuned and tweaked Toyota concept and production cars at the Tokyo Auto Salon. The world’s largest annual aftermarket parts show, taking place (14 to 16 January) gives
leading tuning firms and custom car specialists the chance to demonstrate their engineering and design skills, from mild sports accoutrements to the wilder fringes of auto design.

current generation truck was launched for the 2009 model year it raised the bar for the segment in many ways – features such as standard trailer brake control, unrivaled towing capacity, plus software stuff like SYNC and Ford Work Solutions, ushered in the next generation of full-size, half-ton pickup. Yet, along with the improvements to the frame, suspension, cab, box and steering, there was one aspect that perhaps lagged behind – powertrains. As launched, the 2009 F-150 was only available with two engines, the venerable 4.6 and 5.4-liter V8s. They were decent enough, but at the time represented part of the F-150’s past, not its future. Now, for 2011, it has become apparent they were little more than a stopgap with the Blue Oval having now introduced four new engines, each coupled with a six-sperhaps not surprising, and given the impending 35 mpg Corporate Average Fuel Economy standards, a V6 engine returns as the base motor in the F-150 for the first time since the 2008 model year. But it’s no hoary old pushrod engine; instead it’s a thoroughly modern 3.7-liter all-aluminum dual overhead cam piece – and what a motor it is! Featuring twin independent variable valve timing on both the intake and exhaust camshafts, it’s rated at 302 horsepower at 6500 rpm and 278 ft-lbs of torque; the latter coming in at 4000 revs per minute. Whereas previous six-cylinder engines in the F-150 were considered little more than an afterthought and generally resulted in a pickup that was underpowered, the 3.7 is quite the opposite. In fact, combined with the six-speed transmission’s gearing calibration, it’s actually quite the performer. During a roughly 1/8th mile dragstrip test, in a Super Cab F-150 equipped with this motor/trans combination, we were able to blast through the traps in around 9-10 seconds and on the first/second upshift, the thing almost bounced off the rev limiter. It’s also more than an adequate for towing – Ford rates at a maximum capacity of 6,100 lbs, which means yanking a pair of snowmobiles or jet skis behind it, or even a collector car or horse box shouldn’t pose a problem. The step up engine in the 2011 F-150 is the new 5.0-liter V8 and marks the first time an engine of this hallowed displacement has called the F-150 home since 1996. However, it’s a far cry from the old 302 Windsor engine, instead being a state-of-the-art, high performance piece that debuted in the 2011 Mustang GT. For truck use it’s been modified somewhat, sporting traditional exhaust manifolds instead of headers and a different state of tune – but it still incorporates all the goodies like six-bearing main caps, oil jets for the pistons to reduce friction and free breathing cylinder heads with twin variable valve timing. In truck tune, it’s rated at 360 horsepower at 5500 rpm and 380 ft-lbs of torque at 4250. It’s a highly polished piece, with smooth, progressive power delivery almost right through the rev range. It’s also got one of the most fantastic exhaust notes of any modern pickup and it’s a harmonious match with the six-speed automatic transmission – shifts are crisp and precise and unlike the old 4.6 or 5.4 this is one engine that never feels like it’s running out of breath. A 10,000-lb. tow capacity rating is simply the icing on theeed automatic trhaps the most significant engine in the 2011 F-150 is Ford’s 3.5-liter ‘EcoBoost’ twin-turbo V6. It’s already been employed in various Ford/Lincoln passenger cars and crossover utilities, but this marks it’s first application in a traditional rear-wheel drive format. Rated at 365 horsepower and a whopping 420 ft-lbs of torque, it’s been conceived to combine the best attributes of power one expects in a modern pickup, with significant gains in fuel economy. It’s tuned slightly differently than in the passenger cars, but nevertheless, 90 percent of peak torque is available at as little as 1700 rpm and despite the considerable gies are the big thing for 2011, there are other changes as well. On all F-150s, except those powered by 6.2-liter engines, Ford has adopted electric power assisted steering or ePAS. Instead of using a conventional hydraulic pump to boost the steering at all times, it relies on an electric motor and software based tuning, considerably reducing parasitic loss. The result is said to be around a four-percent increase in fuel economy, since ePAS is an on-demand system. It’s also specifically tuned for each configuration of F-150, designed to deliver maximum feel and maneuverability, whether turning at slow speeds in parking lots or out on the open road. It’s also speed sensitive and is designed to help correct irregularities on the road, such as crosswinds, camber changes or bumps. Compared to some electric systems we’ve tried in passenger cars and SUVs, it feels smooth and responsive, further enhancing the F-150s directiorth of the F-150, it’s still a veritable hot rod engine. It’s got no problem chirping the tires in first through fourth and reminds us of the old F-150 supercharged Lightning with a tune and a pulley swap. During timed acceleration runs, it blasted through our 1/8th drag strip in under eight seconds and because the torque spread is across such a wide rpm range, (all the way up to 5000 rpm - peak is at 2500), despite its displacement, it’s a great tow engine. We hitched an EcoBoost F-150 to a 6,700-lb trailer and it had now problem traversing hills or accelerating up steep freeway on ramps. Because turbo engines are still often equated with spotty reliability, Ford has gone to great lengths to ensure the 3.5 EcoBoost is as durable as they come – including tests that comprise 150,000 miles of severe duty use and 13,000 hours in the dyno lab (including extended runs at full throttle and extreme temperatures). Features such as a die-cast block and oil pan, six-bolt main bearing caps, pistons with steel ring carriers and direct actinatures for the 2011 models include the addition of off-road packages to the XLT and Lariat trim levels, with specific off-road shock tuning, skid plates and an electronically locking rear differential, plus there’s the high-zoot Lariat Limited. Offered in just a single exterior color, White Platinum tri-coat, it sports a unique grille, powered retractable running boards, chrome tie down hooks, monster 22-inch chrome wheels and a specifically tuned suspension. The FX2 and FX4 packages also share a greater commonality – now sporting the same grilles, standard 18-inch wheels, body colored mirrors and door handles. Additional equipment includes a standard, factory installed remote start, larger 4.2-inch center stack screen and bigger rear view mirror back up camera display. Plus there’s a 110-volt power outlet, express up/down front dooricing or fuel economy ratings for the 2011 F-150, although it does say the new truck will be priced competitively, (possibly slight less than the equivalent 2010s) and deliver up to 20 percent better fuel mileage. If Ford delivers then we can unequivocally say 2011 F-150 has raised the bar in the segment once again. The performance from all four engines is outstanding; particularly the two V6s, while the V8s are strong both on acceleration and charisma. Based on our observations, fuel economy is also rather impressive too, especially as some rivals (notably Ram) frequently struggle to reach an average of 20 plus miles per gallon in regular driving. Combined with improvements in steering response, transmission shifting feel, a high payload and towing capacity, plus a trim level and features to suit nearly every budget, Ford’s latest F-150 has enough tricks up it’s sleeve that the competition will face a tough time mat windows and a three-point seat belt g mechanical bucket valvetrain, were all conceived for optimum durability. It’s also the only V6 engine in a truck that’s rated at a maximum 11,300-lb towing capacity and can achieve decent fuel economy, though don’t expect more than 25 miles per gallon average under normal driving conditions – less if hauling a load or towing. The final engine in the 2011 F-150 roster is Ford’s 6.2-liter V8. Used in the Raptor and higher end F-150s like the new Lariat Limited, Platinum and Harley Davidson editions, it is unlike the others in that it’s a single overhead cam design. But it’s still the most powerful in the lineup – rated at 411 horsepower and 434 ft-lbs of torque. Like the others, it’s coupled to a six-speed automatic transmission with a manual shift feature that uses buttons mounted on the handle and delivers strong, satisfyransmis

irst Corvette arrived on the scene in 1953, the same year I did, so I’m old enough to have seen every model of Corvette actually driving on the road, even if those early year models were few and far between sightings. But every American boy of a certain age grew up with the Corvette being a magical nameplate and the iconic American sports car.  Those early ‘Vettes have become highly desirable, and much sought after. I, on the other hand, well – not so much.

I have never owned a Corvette, but I’ve driven every generation of the car. And while I’ve enjoyed some more than others, every minute spent in a Corvette has been special.  And after a week with the 2011 Grand Sport Coupe, I can say that this ise Grand Sport name was first introduced in 1962, when Zora Arkus-Duntov, the father of the Corvette, took a handful of cars and specially prepared them to beat the Shelby Cobra on the racetrack. It again appeared in 1996, when 1,000 specially-badged cars were sold to commemorate the final production of the 4th generation model. This year, instead of the Grand Sport being a low volume model, Chevy has decided to slot it in between the base car and the Z06, and expect it to account for half of the total production of coupe models and up to 70 percent of convertible models.

The Grand Sport replaces last year’s Z51 mechanical package. With the GS, you get stiffer springs and dampers, larger brakes and anti-roll bars, unique wheels with larger tires (275/35/18s in front and 325/30/19s in back) and body styling add-ons such as a front air inlet, bulging fenders with hash mark stripes, and rear brake-cooling ducts, which are more than just eye candy - as they reduce aerodynamic lift by 50 percent.

Despite all these Z06-syle add-ons, power comes from the base 430-hp LS3 V8 and can be routed through either an automatic or manual six-speed transmission. An optional dual-mode exhaust system (which my test car came equipped with) raises the output to 436-hp and sounds absolutely phenomenal during quick acceleration, and has a nice low burbling grumble at e test car was equipped with a slick shifting 6-speed manual transmission, and to help the driver control those 436 horses and pavement ripping 434 ft-lbs of torque, the Grand Sport comes with electronic launch control. Just cycle to the appropriate stability control mode, shift to first gear, floor the throttle, and wait for the revs to settle. Then drop the clutch as fast as you can, and you get a smooth launch every time.

And that controlled launch will get you to 60 mph in a heartbeat, and pin your shoulders back against the two-toned perforated heated seats until you mind cries uncle and you let off the accelerator. It’s an experience you’ll never tire of.

Should you happen to spot a squad car up ahead on the side of the road while you’ve got the boil on, those huge vented brakes will chop your speed in half before you can pucker your lips to whistle as you gently slide by Officer Friendly. And all thader track and new tires doesn’t just make for a better cornering car, but a faster one too. Thanks to all that extra grip the GS can hit 60 mph in roughly 4.0 seconds.

What is really impressive, however, is how comfortable and docile the Grand Sport can be driven. Sure, it’s stiffer than the base model, and the ride is always firm, but it’s never jarring or harsh. And the whole chassis feels solid and taut, with nary a squeak or rattle to mar the experience.
One area that begs for more improvement is the interior. It has definitely improved with this generation, and it looks good to the eye, especially with the two-tone leather seats as part of the Heritage Package (an $1,195 option), but it doesn’t feel as good as it should.  There is still too much hard plastic, and it doesn’t fit with a car in this price range.  Another $1,500 or so allocated to the interior appointments would go a long way, and  that amount added to the sticker price wouldn’t dampen sales.

Still, the interior has a full complement of amenities, such as an auto dimming rear view mirror with compass, heads-up display, 6-way power
Arguably the ont explosive power will stillidle. still an extra-ordinary automobile.

Newer Posts »