Honda Cars : Toyota FT-HT Concept Makes World Premiere in Shanghai | 2013 New Honda Car Reviews 0

With more than 50 vehicles on its stand at the 2013 Shanghai Auto Show, Toyota is the most active manufacturer at Asia’s most important automotive event.

Besides production cars, the Japanese company has showcased several concept vehicles, including the weird-looking Fun-Vii, but, if you ask us, there’s only one show-stopper in their lineup, and that’s the FT-HT Yuejia.

Designed specifically for the Chinese market, the FT-HT Yuejia concept sports a rather unique design, although the front fascia is somewhat similar to what we’ve seen on a few production cars as well. Developed to appeal to young Chinese consumers, the FT-HT provides cabin space for six people thanks to its three rows of two individuals seating configuration and, as you already might have guessed, it’s powered by a hybrid powertrain.

Toyota claims a production version will be built in the future, but we have enough reasons to doubt that the FT-HT will be taken to the assembly line in concept form.

Source;
http://www.autoevolution.com/news/stunning-toyota-ft-ht-concept-makes-world-premiere-in-shanghai-58322.html

Honda Cars : Autos.ca Comparison: 2013 Honda CRV VS 2013 Toyota Rav4 | 2013 New Honda Car Reviews 0

CRV dash.

Rav4 dash.

CRV rear interior.

Rav4 rear interior.

CRV rear hatch area.

Rav4 rear hatch area.

Review by Jonathan Yarkony, photos by Jeff Wilson and Jonathan Yarkony

After several months in an Autos.ca Long-Term Test, a Test Drive last year and surviving three Comparison Tests (and winning one) we are plenty familiar with Honda’s CR-V. The Toyota RAV4, on the other hand, is new to the market just this spring and both dramatically changes from the previous generation while in some ways returns to its roots.

Both are now exclusively five-seat, four-cylinder, soft-roader crossover SUVs with optional AWD, just as they were when these nameplates were launched in the mid-nineties (okay, the RAV4 had those ridiculous two-door and convertible models, but lets just conveniently ignore those for the sake of symmetry, here). Both are also built in Canada, though that was not as significant a factor in their comparison as the fact that they have consistently battled in the sales charts, fighting for compact SUV shoppers that didn’t opt for the dominant Ford Escape. While the Escape dominates the Canadian compact SUV sales charts, the CR-V topped it in the States with over 280,000 units sold, but this year is trailing both the Escape and RAV4 in Canadian and American sales.

While we aim to have a more extensive comparison with new compact crossover offerings later this summer, we felt that these two have such a similar history and approach that we wanted to see how these traditional rivals (perhaps even ‘icons’ of the crossover breed) stacked up head to head. And despite a slight mismatch in trims, we feel that the essential qualities of each vehicle were present and accounted for, enough so that a fair and relevant evaluation can be conducted even with the varied option selections offering differences in character that serve to highlight the strengths of each vehicle and brand.

Features/Value:
We were able to book an almost identically priced RAV4 during one of the last weeks of the CR-V’s residence, although they were not nearly identically equipped. Our CR-V is essentially a base model LX with one big feature, AWD, added on, taking the price to $28,140, plus a $1,640 destination fee and $100 excise tax for a grand total of $29,880.

The RAV4 we were offered came to $29,905, the difference less than the price of a family meal at Swiss Chalet. However, it arrives at that price over the base $23,790 LE FWD (score a point for Toyota for this low base price) as the $27,000 FWD XLE, $1,170 for the nav system (plus XM satellite radio and voice command), plus $1,635 destination and $100 A/C tax landing it at $29,905. For the equivalent of the CR-V’s base price ($25,990), the RAV4 can be had with AWD.

Feature for feature, Honda at least has a slight edge in base-model equipment with an LCD display screen with radio data, voice command, driver armrest (vs a shared centre console armrest in the RAV4), a compass, heated driver and passenger seats, and a back-up camera. The RAV4 has wheel covers, which the CR-V does not.

However, in this specific comparison, the RAV4 XLE FWD bumps the speaker count to six (from four), adds a sunroof, alloy wheels, dual-zone auto climate, 6.1-inch touchscreen display, heated front seats and premium cloth, cargo cover, variable intermittent wipers and a back-up camera, as well as the aforementioned nav system upgrade that also includes XM satellite radio and voice command. Without going all the way up to XLE trim, you can get the 6 speakers, 6.1-inch touchscreen display, tinted windows, cargo cover and back-up camera as a $1,000 upgrade package on the FWD or AWD LE trim.

Without question, the RAV4 provides more features at a better price.

Design
Interior design is perhaps more subjective than feature counting, but despite Toyota’s efforts to liven up their interiors, they may have missed the mark. While I do like the essence of the layered dash and leather-stitched panel, it actually hides a row of buttons under its lip that made it hard for me to locate and reach the seat-heater switch. Everything in the CR-V is easy to reach and clearly marked, although its basic features meant there was little to control relative to the RAV4’s navigation-equipped and touchscreen-controlled infotainment system.

And then there is the quality of materials.

The RAV4 interior is by no means Lexus quality, but it is clearly better than the CR-V, which is very much an economy car in its simplicity and basic materials.

The CR-V is awash in hard plastics, while the RAV4 is updated with quality materials, although they may have added one material too many in the tacky carbon-fibre-patterned shifter gate. Oh, and having a molded plastic imitation leather stitching on the steering heel hub right next to the genuinely stitched leather dash is just wrong.

My co-tester on evaluation day, Jeff Wilson, was turned off: “CR-V’s interior design is much cleaner and simpler – I greatly prefer it. By comparison, I counted at least ten different materials, colours or textures inside the wildly over-styled RAV4.”

Sometimes, simple is best.

But exterior design is not one of those times. How does the saying go? Fortune favours the bold. The RAV4’s creased and sculpted surfaces are eye-catching and it won Jeff over: “To my eye, the RAV4 is a much more attractive rig than the bulbous, awkward-looking CRV.” While I appreciate some details on the RAV4, particularly the crisp line that wraps around the front fenders, the nose seems too pointy, and the flat ‘shelf’ of the tailgate below the rear window is ungainly (though perhaps aerodynamically functional) and I see nothing to recommend it over the CR-V’s anonymous yet less fussy design. Despite my objections, I’ll concede to the majority as I have heard many others positive comments about the RAV4’s interior and exterior design.

However, one other oddity or oversight of the RAV4’s design is the placement of the tailgate handle right below the rear window – it’s just too high, which makes it harder for anyone, but especially shorter people, to lift the tailgate. Perhaps this is a product of Toyota’s recent switch to the vertical tailgate instead of the side-hinged door, but the CR-V’s handle is conveniently located at the very bottom of the tailgate just above the bumper.

A quick note about safety: The 2013 RAV4 has yet to be rated by the IIHS or NHTSA, but we expect that it will match the CR-V’s Top Safety Pick and Five Star Overall ratings.

So, the RAV4’s design seems to make a better first impression, as does interior quality, but the CR-V is quietly a very smart package without any real marks against except dullness.

Utility
These two cars are incredibly closely matched in size and interior dimensions, so it could be a wash, but it’s not. While the RAV4 is slightly larger in every exterior dimension (but within 50 mm/a couple inches in length, width and wheelbase), the CR-V makes the most of its barely smaller footprint with better interior space in most measurements except front legroom and headroom.

The one dramatic advantage for the CR-V is in rear hip room, 1,349 mm to the RAV4’s 1,242. That 107 mm (over 4 inches) makes a difference. After testing day, I set up both my car seats in each car, and asked my wife to test the middle position. While the CR-V is tight, it is tolerable for short distances. The RAV4 did not even have sufficient space for my wife to squeeze in between the two car seats, and she is smaller than most average North American teenagers. Without car seats, the RAV4 is also a bit tighter, but still functional.

This time around, I finally found a sucker, er, I mean volunteer to perform the car-seat installation test, and this is what Jeff – also the father of a toddler – found: “Slightly easier to locate the LATCH anchor points in the CR-V than in the RAV. Plus there’s no need to remove head rests for installation in the CR-V and the backrest angle lines up for a perfectly flush mount with the car seat. Also, the rear doors of the CR-V open much wider than RAV4’s. This is especially useful for loading and unloading bulky items – like toddlers or their car seats.”

Front seat comfort for parents was good in both, but I personally preferred the softer texture of the CR-V seat fabric, and Jeff points out that the well-positioned driver’s seat armrest in the CR-V makes long distance driving more relaxed and comfortable.

The cargo areas are within 100 L of each other with seats up or down, with the RAV4 slightly more accommodating, not only in measurement but also in my “Canadian dad cargo test”. In the pictures with my hockey bag and our son’s stroller, note how the stroller had room to lie flat in the RAV4, where we have to turn it on its side in the CR-V. The RAV4 also has a cargo cover for those looking to hide their goods from prying eyes, and the floor is flush with the plastic trim above the bumper, where the CR-V has a lip, making it easier to slide heavy objects into the RAV4. However, the CR-V counters with the useful ability to drop the rear seats from the back cargo area (RAV4 requires going to each rear door opening and accessing a lever at the top of the seatback to do so).

Still the RAV4’s slightly larger cargo area isn’t enough to outweigh the more accommodating and flexible CR-V interior.

Ride
With these two vehicles in our possession, we took the opportunity to get away from the urban and suburban confines of our usual test loop and headed north, aiming for cottage country. Between gas stops, a quick wash (yes, believe it or not we washed the cars, as fruitless as that was since it started snowing and kicking up slush the minute we left the car wash), and photography, we only made about halfway to our intended destination before hitting our cutoff time. Still, we meandered through the suburban outskirts of the GTA, then traversed some horribly maintained country highways, and even found a steep gravel sideroad with a fair dusting of snow.

Out here, we had a chance to pick apart the ride of these two vehicles, and this provided one of the biggest surprises. The RAV4 was rough. The suspension was simply too firm, leading to a jittery ride, and brakes that seemed a touch grabby. Yes, the steering was sharp and the responsiveness was good, but it did not come off as sporty, just rough and twitchy. It’s like Toyota has forgotten all about the gazillions of customers who have flocked to it for that pleasant, novocaine ride and aimed to please a few overeager enthusiasts. Granted, it is better overall than the previous generation, which seemed completely lost whenever making a turn, but this seems to have taken the sportiness need too far, even going so far as to offering a ‘Sport’ button to remap transmission and throttle – I doubt that will really appease all those V6 loyalists Toyota claimed with the last RAV4.

The CR-V was a complete softy and absorbed washboard roads with minimal fuss in the cabin aside from a generous serving of noise. Everywhere else, the CR-V demonstrated supreme comfort without feeling sloppy in the corners. To go back to our first Crossover Comparison Test, in which the CR-V proved victorious, “The nearly perfect ride balance between comfort and sport is unexpected in this class of vehicle and the steering wheel sends a surprising amount of feedback to the driver.” 

And when arriving at your destination, both have a reasonable turning circle (though the RAV4’s is slightly better), and both were equipped with back-up cameras in this test, with reasonable visibility out of the side windows and the same restrictive D-pillars to work around. No real advantage here.

Almost everything about driving the CR-V feels just right, while the RAV4 seems to have confused firmness with sport. And, of course, with Honda having spent its upgrade budget on AWD, it also offered superior traction in slippery conditions (hey, if the RAV4 gets points for all its features, the CR-V deserves a nod here). We don’t doubt that the RAV4 would have equaled the CR-V for traction capability if so equipped, and even in FWD configuration, still pulled away smartly after traction control took over and meted out appropriate engine and wheel braking, further convincing me I have no need for AWD. Others may feel differently. Suit yourself.

Powertrain
Now that both the RAV4 and CR-V are on an even footing offering exclusively inline-fours, we knew this powertrain category was going to be one of the most closely contested. Could the CR-V’s 2.4L 185 hp edge out the RAV4’s 2.5L I4 making 176 hp? The RAV4 answers back with 172 lb-ft of torque and a six-speed automatic transmission with manual and sport modes to the CR-V’s 163 lb-ft and five-speed automatic.

In the brute strength department, there is little question that the RAV4 feels stronger, and making its peak torque and horsepower at lower engine speeds means it has more guts just dawdling around, and its 1,560 kg in XLE FWD trim is virtually equal to the AWD CR-V (1,554 kg). However, that is about where the advantage ends.

Both buzz irritatingly when you wind them up, both lack meaningful power, and anyone looking for such power will need to step up to a competitor with a turbo-four or V6, or be prepared to be patient when accelerating. I would classify this level of power saddled with this weight as enough, just barely. Once up to speed, of course, they are entirely adequate for moving the cars along briskly, even at GTA 400-series highway speeds.

However, we were well out of the city on 60-, 70-, and 80-limit roads, and when driving varied terrain at speeds between 60 and 110 km/h, the RAV4 was consistently confused about gear would best serve. Gradual inclines at 70 resulted in double downshifts, and yet firm prods of the pedal for passing were slow to provoke a gear change. As much as having six speeds seems a good idea on paper, the Honda five-speed was the better, smoother transmission, unless you are the rare individual that actually uses the manual mode (shifter controlled) when cruising around. 

Overall, the CR-V just felt subtly better and more natural driving down the road, the engine a little more subdued and refined, the engine, transmission, suspension and all-wheel traction working together in mechanical harmony, or perhaps simply resonating with both of us.

Fuel Efficiency
But before we conclude this comparison, we must report on fuel consumption. According to the Natural Resources Canada testing method, the Toyota RAV4 FWD is capable of 8.7 L/100 km in the city, 6.4 on the highway and 7.7 combined; factor in AWD, and it climbs to 9.1/6.8/8.0. The US EPA method suggests 9.8/7.6/9.0 for FWD and 10.7/8.1/9.4 for AWD.

The Honda CR-V, on the Canadian cycle, in LX AWD trim as equipped, is estimated at 9.2/6.6/8.0, while a more efficient FWD drivetrain would earn 9.0/6.4/7.8. US estimates peg it at 10.2/7.6/9.0 for FWD and 10.7/7.8/9.4.

These are all close enough that they will amount to a hill of beans compared to how you drive your car. Driving these two cars on the same route, at essentially the same pace and swapping drivers periodically gave us readings of 9.1 L/100 km for the FWD, six-speed automatic RAV4, while the five-speed AWD CR-V narrowly beat it, coming in at 8.9 L/100 km. 

After keeping both cars for the remainder of the week and following similar use, the gap remained with the RAV4 finishing at 9.5 and the CR-V at 9.3 (as it did over the course of an entire long-term test). On paper, this is a win for the Honda, though in reality, you wouldn’t be saving enough to buy a latte at every fill-up, and both use regular gas, so no penalties there.

But don’t trust us; a quick check of Fuelly shows that 2013 CR-V owners are managing an average of 8.9, while RAV4 users are averaging 9.4 (though this is a decidedly smaller sample group).

Conclusion
We already knew the CR-V was good going into this comparison. The previous generation RAV4 offered much value, flexibility and power, but the driving experience was questionable and between quality of materials and design, left us cold.

There is no question that this new RAV4 is better in every way, except power, with standout but polarizing looks, a fascinating interior design, and even better value and efficiency than the previous generation.

Despite interior quality that needs addressing, and somewhat plain looks, the CR-V has a thoughtful and appealing interior that shows a mastery of packaging and functionality, fulfills all the necessities that people look for in this segment, offers a near-perfect compromise of on-road manners, sufficient power, and incredible ease of use. It is by no means the features or value leader, but if you’re turned off by the higher price of entry, just remember the back-up camera and heated seats – usually cost options or part of a higher priced package.

I’ll let Jeff back me up so you don’t think it’s just because I’ve spent the past three months getting used to the CR-V:

“I would happily forgo the toys and gizmos the XLE trim provides for the driving experience of the CR-V with its AWD capabilities. Under microscopic scrutiny, the sum of all the little details simply make the CR-V more practical and enjoyable to live with day to day and is my preference of the two.”

While I myself am not so quick to dismiss the value and features of the RAV4 – I would opt for the alloy wheels and upgraded stereo of the CR-V EX over the AWD LX – the ride comfort and more refined driving experience, not to mention the more practical rear seat would also have me choose the Honda CR-V for my family. I guess that makes it unanimous: Honda CR-V is back on top again.

Pricing: 2013 Toyota RAV4 XLE FWD
Base Price (XLE FWD): $27,000
Options: $1,170 (Navigation)
Freight & PDI: $1,635
A/C Tax: $100
Total: $29,905

Pricing: 2013 Honda CR-V LX AWD
Base Price (LX AWD): $28,140
Options: none
Freight & PDI: $1,640
A/C Tax: $100
Total: $29,880

Competitors
Chevrolet Equinox
Ford Escape
GMC Terrain
Hyundai Tucson
Kia Sportage
Mazda CX-5
Mitsubishi Outlander
Nissan Rogue
Subaru Forester
Volkswagen Tiguan

Source;
http://www.autos.ca/car-comparisons/comparison-test-2013-honda-cr-v-lx-awd-vs-2013-toyota-rav4-xle-fwd

Honda Cars : 2014 Toyota Corolla Car and Driver Rendering | 2013 New Honda Car Reviews 0

Well, here's another rendering, looks good with the Honda SI Burnt Orange colour....

The Toyota Corolla Furia concept shown at the Detroit Auto Show in January this year was widely considered to be a concept car of the 11th generation Toyota Corolla.

The world famous midsize sedan is perhaps the superstar of the auto industry and features at the top of the list of the world’s best selling cars in history.

However this wasn’t to be – no less than a month after the presentation of the concept, the production model’s images leaked on the internet from a private presentation. Oh yes, the design was a drastic transformation, but we failed to find strong connections between the Furia and the production car.

Car & Driver Brazil has carried a rendering of the 2014 Toyota Corolla from a different angle in a darker body color. The author describes the Corolla as being 4.62 m long (more than 8 cm than the current version), 1.81 m wide with a wheelbase of 2.70 m.

The head room has improved considerably and so has the rear seat travel experience. It features traditional analog style instruments along with a sober background lighting and trim colors.

The engine options may not differ from the current crop for the Brazilian market. The incoming model will continue with 1.8- and 2.0-liter engines. What changes, at the request of Brazilian customers, is the gearbox. Both manual and automatic gearboxes will feature six speeds.

The new Corolla debuts in mid-to-late 2013 and about six months from the international launch schedule, the car will begin retailing in overseas markets. We can expect the new Corolla to bow in India in mid-2014.

Source;
http://indianautosblog.com/2013/04/rendering-2014-toyota-corolla-71393

Honda Cars : CarScoop!: Toyota Highlander Driver Demolishes Garage, Cries "Unintended Acceleration", But Is It? | 2013 New Honda Car Reviews 0

Hmmm, not sure what to think of this one, I don't know why while shifting from D to R, they wouldn't have just put it into P or N....
Given all the attention Toyota has received for the unintended acceleration issues, it's not surprising that it's one of the first things that cross the minds of drivers whenever they're involved in a strange and usually, hard to explain, accident or incident. Sometimes they are right, but sometimes they are wrong.
 
A female driver of a relatively new Toyota Highlander posted a video of a rather bizarre incident on YouTube a couple of months back (on January 21, to be precise), though, this is the first time we've seen it, and judging from the low viewer counter, most likely the same applies to you too. 
 
Here's what the author of the video, which was captured by a security camera, stated on YouTube:
 
"Terror in our Toyota! Sure looks like the Electronic Throttle Control got stuck, huh? Another case of "UNINTENDED ACCELERATION?" She was only able to control the car with the PRNDL - 3 teenage girls in the car and just pulling into a neighbor's driveway to pick-up during carpool! This could happen to you! The car was totalled, the home has sever damage, and a car inside the home was totaled out and another damaged. Toyota's response: "...no evidence of any sort of manufacturing or design defect..." You look at this video and decide for yourself!"
 
If you ask us and without knowing if there was indeed an issue with the gas pedal or the floor mat, the woman seems like she was shifting from "Drive" to "Reverse" and back, not once, but a couple of times, instead of just placing the lever to "Park", while as one commentator on Jalopnik pointed out, from the video, it doesn't look like the brake lights went on during the episode… 

Source;
http://www.carscoops.com/2013/04/toyota-highlander-driver-demolishes.html

Honda Cars : 2014 Toyota Corolla Set for Unveiling Before 2013 Los Angeles Auto Show | 2013 New Honda Car Reviews 0

Toyota Corolla Furia Concept Picture

Just the Facts:

• The redesigned 2014 Toyota Corolla will be unveiled before the 2013 Los Angeles Auto Show.
• A Toyota spokesman told Edmunds that the Corolla will be on sale by the time of the Los Angeles show.
• Toyota is not saying where the Corolla will be unveiled, only that it will be "somewhere in the U.S."

NEW YORK — The redesigned 2014 Toyota Corolla will be unveiled before the 2013 Los Angeles Auto Show, a Toyota senior executive said on Wednesday at the NADA/J.D. Power and Associates conference in New York City.

Bob Carter, the senior vice president of automotive operations for Toyota Motor Sales U.S.A., made the remark to reporters following a keynote speech at the conference. A Toyota spokesman told Edmunds that the Corolla will be on sale by the time of the 2013 Los Angeles show.

Toyota is not saying where the Corolla will be unveiled, only that it will be "somewhere in the U.S."

"Between New York and L.A. is a big span," said Mike Michels, a Toyota spokesman in a phone conversation with Edmunds following Carter's remarks. "Sometime a production introduction doesn't fall into the auto show timeframe."

It is unlikely that the Corolla will debut at the 2013 SEMA Show.

The next-generation Toyota Corolla promises to be longer and lower than the 2013 Toyota Corolla. The redesigned Corolla was previewed in January in the form of the Toyota Corolla Furia Concept at the 2013 Detroit Auto Show.

The concept rides on a 106.3-inch wheelbase compared to a 102.4-inch wheelbase on the 2013 Corolla, with an overall length of 181.9 inches versus 180.0 inches. The concept has an overall width of 71 inches compared with 69.4 inches on the 2013 Corolla, and an overall height of 56.1 inches versus 57.7 inches.
Toyota did not provide powertrain details on the Corolla Furia Concept.

The concept is fitted with 19-inch aluminum alloy wheels and features pronounced fender flares and a blacked-out grille treatment.

The 2014 Corolla takes aim at the Chevrolet Cruze, Ford Focus, Honda Civic and Hyundai Elantra.

Edmunds says: The 2014 Toyota Corolla gets teased ahead of a debut sometime before next November.

Source;
http://www.edmunds.com/car-news/2014-toyota-corolla-set-for-unveiling-before-2013-los-angeles-auto-show.html

Honda Cars : SPYSHOTS: 2013 Toyota Vios/Corolla snapped undisguised! | 2013 New Honda Car Reviews 0

If this isn't the actual next gen Corolla, it will be a SHARP indication as to what it will indeed look like....

Reader Jeff has sent in these spyshots of the 2013 Toyota Vios, taken in an unknown location. Following the third-gen car’s introduction in Indonesia, scheduled for the second half of 2013, the Malaysian launch is expected to happen sometime late this year.

Word on the wire is that the new car could be powered by an improved version of the familiar 1.5 litre VVT-i unit. Rumour has it that a CVT is likely, but according to product planners, a four-speed auto remains a possibility.

The third-gen car wears a bold new face, inspired by the likes of the next-gen Corolla Altis and Auris hatchback. Headlamps and grille are joined in a V shape, and a gaping lower grille adds a touch of sporty presence. Those appear to be projector headlamps, too.

Round the back, the tail lamps are bigger and sharper wrap-around units, now bridged by a chrome bar across the length of the boot lid. A cleaner, more grown-up look all round than the outgoing car, we think. What do you think?

Source;
http://paultan.org/2013/03/20/spyshots-2013-toyota-vios/

Honda Cars : 2013 Geneva Motor Show: Toyota i-Road Concept Video | 2013 New Honda Car Reviews 0

Wow, is this ever cool, I'd love to take this for a spin.....

Honda Cars : CarScoop!: Toyota's Three-Wheeler EV i-ROAD Concept Officially Unveiled Ahead of Geneva Premiere | 2013 New Honda Car Reviews 0

Compact, narrow two-seaters that combine the agility of a motorcycle with the protection of the elements of a car are the new niche automotive manufacturers have discovered. After Renault’s Twizzy, Toyota today unveiled its own take in this new form of transportation in the form of the i-ROAD concept that will debut tomorrow in the 83rd Geneva Auto Show.

 

Like the Twizzy, it seats two in tandem but, unlike the Renault, it features one rear wheel instead of two, making it a three-wheeler that leans into corners like a motorbike. Toyota’s Personal Mobility Vehicle (PMV) is controlled by a conventional steering wheel and the “Active Lean” technology that automatically balances the vehicle when cornering or going over rough surfaces based on the steering angle, vehicle speed and a gyro-sensor.
 
The i-ROAD is 2,350 mm long, 1,445 mm high and rides on a 1,700 mm wheelbase. Toyota says that its 850 mm width makes it no wider than a typical motorcycle, thus offering great maneuvering in traffic, easier parking and a minimum turning circle of just three meters.
 
The Japanese carmaker’s PMV is powered by two 2kW motors mounted on the front wheels. The typical driving range is around 50 km (30 miles) and the battery can be fully charged from a domestic power source in three hours – plus, being an EV, it has zero emissions.
 
In spite of being as narrow as a motorbike, the i-ROAD requires no helmet or special skills – just a regular car license. It is designed to be fitted with a weatherproof closed body and can offer a car-like environment with features such as interior lighting, heating, an audio system and Bluetooth connectivity.

By Andrew Tsaousis

Source;
http://www.carscoops.com/2013/03/toyota-three-wheeler-ev-i-road-concept.html 

Honda Cars : Toyota FT-86 Open concept breaks cover | 2013 New Honda Car Reviews 0

C'mon Honda, let's get going on the next gen Honda Prelude!

The Toyota FT-86 Open concept, which you saw a preview sketch of earlier, has finally been unveiled in its entirety through a load of images, ahead of its Geneva show debut. The 86 convertible concept features a soft top (as yet unclear if manual or electrically operated) and 2+2 seating.

The concept’s goal is to gauge public reaction to the idea of an 86 convertible. By concept standards it actually looks pretty tame, which could mean that the production car, if it happens, won’t stray very far from this, visually at least.

Save for some high-contrast colours (coordinated by a Milan-based designer, no less), yellow-gold stitching on the floor mats and seats, and centre console-mounted gauges, the interior looks to be unchanged from the 86 coupe‘s.

Toyota hasn’t said anything yet about specifications, but the 2.0 litre flat-four is likely to stay, kicking out 200 PS and 205 Nm of torque. Like the coupe, manual and automatic transmissions should be offered.

Prototype testing is already underway, according to the company. More info to come when the wraps come off, which isn’t far away now.

Source (with more pix);
http://paultan.org/2013/03/01/toyota-ft-86-open-concept/

Honda Cars : AutoGuide: 2013 Honda FIT VS 2013 Toyota Yaris | 2013 New Honda Car Reviews 0

Comparing the smallest cars from two Japanese juggernauts

By , Feb. 27, 2013

By Stephen Elmer, Feb. 26, 2013 Photography by Stephen Elmer, Honda and Toyota
Between the Honda Fit and the Toyota Yaris exists a difference of about seven inches in total length, a significant amount, especially when it comes to sub-compacts. So in a comparison of the two it raises the question, does the Yaris make up for its lack of length with other attributes, or does the Fit’s size render it a more useful small car?

FAST FACTS

1. The Honda Fit is powered by a 1.5-liter Four-cylinder engine that makes 117 hp and 106 lb-ft of torque 2. Fuel economy is rated at 28/35/31 city/highway/combined 3. 2013 Honda Fits start at $15,425 before delivery

AN EXTRA GEAR MAKES A DIFFERENCE

Well, the storyline that exists between these two starts with the powertrains. Both cars run small four-cylinder engines, with the Fit’s plant making 117 hp at 6600 RPM and 106 lb-ft of torque at 4800 RPM, while the Yaris just lags behind with 106 hp and 103 lb-ft of torque, made at 6000 RPM and 4200 RPM. With automatic transmissions, the Fit has a one-cog advantage over the Yaris, with an old four-speed – though both are rather outdated in a world of six-speed autos. Around town the two engines feel about the same at take off, though on the highway cruising speeds the Fit has more get up and go than the Yaris.

At it’s base level the Yaris is offered with a five-speed manual, just like the Fit. With that five-speed box, the little Toyota would likely feel much more suited to the Fit power wise, especially considering it weighs in about 200 lbs. less than the Honda. The five-speed manual in the Yaris is definitely the transmission to get, as having only four speeds leads to unnatural driving feel and poor fuel economy. 

FAST FACTS

1. The Toyota Yaris is powered by a 1.5-liter Four-cylinder engine that makes 106 hp and 103 lb-ft of torque 2. Fuel economy is rated at 30/35/31 city/highway/combined 3. 2013 Toyota Yaris starts at $14,115 before delivery

AND THE FUEL ECONOMY CHAMPION IS…

With a manual transmission, the Fit gets an EPA rating of 27/33/29 city/highway/combined, while with the automatic it improves slightly to 28/35/31. The Yaris tells a different story with better numbers all around. The manual transmission is rated at 30/38/33, while the automatic edges out the Honda with 30/35/32.
In real world testing, the automatic Fit proved the EPA right, with an overall rating of 32 mpg after a week of mixed driving, while the automatic Yaris disappointed with an average 29 mpg. Again, that five-speed manual in the Yaris seems to be the ticket to better fuel economy as well, as the four-speed auto is simply dated, and in bad need of an update.

ROOM: FOR PASSENGERS AND CARGO

So the Honda Fit manages better fuel economy, a more engaging engine, and an extra seven inches that feels like a lot more, especially when you have whiny back seat passengers. Honda offers 34.5 inches of rear-seat legroom, while the Yaris stays close behind offering 33.3 inches for rear-seat passengers. While passenger room is almost equal, total storage space falls in favor of the Fit, with an expansive 57.3 cubic feet of total cargo volume available with the seats folded down.

In the Fit, you can quickly forget about the size of the vehicle, because of the clever use of space. There is flat surfaces on the dash for holding things, two center cup holders, along with small cubbies fitted for both the passenger and driver on the outside of the dash mounted vents. In the rear, the seat bottoms fold up for easy access to a flat floor, which also reveals yet another glovebox-like storage spot in the bottom of the seats.

As for interior quality, both of these subcompacts keep it simple and affordable, as both are laden with black and grey plastics, cloth seats and hard-touch surfaces, though neither one nor the other seems more lavish. Intelligent use of space in the Fit helps to make a small car feel bigger, whereas the simplicity of the Yaris keeps a small car feeling small.

As a straight no frills kind of car, the Yaris has nothing out of the ordinary when it comes to storing your items. There’s a glove box, cupholders, a small cargo spot between the front two seats, and there are door pockets; just the necessities and nothing more. So with the Fit pulling ahead in fuel economy, engine responsiveness and storage, does its plus size hinder its driving feel?

BEHIND THE WHEEL

In short, no. With a much tighter steering feel which helps the car cut in hard on turn-in, the Fit can be decent amount of fun to thrash around, where as the Yaris always feels like plain white toast bread no matter how much acceleration and driving skill you spread on it.

Of note, the Yaris (at least in base trim with the manual transmission) does offer a tighter turning circle than the Fit. Unfortunately, when fitted with larger wheels and tires in a higher-trim version that’s no longer the case.
[vs-comparsion-table]
It would seem that the Fit is the clear winner in every category, though it will hit you a little harder at the bank. Based on the fuel economy, better turning radius and more responsive engine, the base-model manual transmission equipped Yaris is the car to get, and it comes in at $14,115, more than $1,000 cheaper than the Fit’s base price of $15,425.  A top spec Yaris still saves you money, pricing out at $17,100 compared to the Fit’s top trim price of $19,790.

THE VERDICT

While the Yaris remains the budget option, the Fit is both more useful and more fun. Both vehicles have something going for them, and both come from automakers with great reputations for reliability, but at the end of the day, the Honda Fit comes out on top as the better choice despite the small premium you will pay for it.

Source;

http://www.autoguide.com/car-comparisons/2013-toyota-yaris-vs-2013-honda-fit-2453.htm

Honda Cars : 2013 Toyota Camry gains upgraded interior, new equipment | 2013 New Honda Car Reviews 0

Toyota had to do something, what with the new Honda Accord and Nissan Altima redesign's....

NEW-GENERATION TOYOTA CAMRY AND CAMRY HYBRID GAIN INTERIOR ENHANCEMENTS IN THEIR SECOND YEAR

New soft-touch material on LE and SE grades
Blind Spot Monitor adds rear cross traffic alert
Display Audio screen now standard on base models
Following the introduction of the all-new seventh-generation Toyota Camry and Camry Hybrid for 2012, these midsize sedans enter the 2013 model year gaining enhancements to interior design and comfort and safety technology. The Blind Spot Monitor system, with availability expanded to the Camry SE grade, adds a rear cross traffic alert function.

America's best-selling car for 14 of the past 15 years, the Toyota Camry introduced a bold, sophisticated new design with a more spacious interior, improved driving dynamics and an even quieter ride than before when it debuted for 2012.

The 2013 Camry Hybrid, which achieves 43 city MPG, also gains the interior enhancements of the gasoline Camry. A new soft-touch material is used on the front door panels on the Hybrid LE, as well as on the gasoline LE and SE grades, replacing harder plastic material used in the 2012 models. On LE grade models (including Hybrid), interior armrests now match interior color, replacing black. On models equipped with leather seating, the door panels feature new stitching accents.

In other changes for 2013, the Display Audio screen becomes standard for the Camry L grade and Camry Hybrid LE. The gasoline Camry is offered in entry-level L, value-driven LE, premium XLE and sporty SE grades, with a four-cylinder engine on L and LE and a choice of four-cylinder or V6 on SE and XLE. The Camry Hybrid is offered in LE and XLE grades.

Introduced in 1983, the Toyota Camry would later establish the template for the modern midsize sedan, setting benchmarks for Quality, Dependability and Reliability (QDR), along with a comfortable, quiet ride. Since that time, Toyota has sold more than 15 million Camry models worldwide.

Performance and Efficiency
The 2013 Toyota Camry offers three powertrain choices, including a 2.5-liter four-cylinder gasoline engine, a 3.5-liter V6 and the Hybrid Synergy Drive. The 2.5-liter four offers 178 horsepower and 170 lb.-ft. of peak torque and, teamed with the standard six-speed automatic transmission, returns 25 MPG city / 35 MPG highway EPA fuel economy ratings, among the highest in its class.

The 2.5-liter engine employs Dual VVT-i (Dual Variable Valve Timing-intelligent), which controls valve timing on both the intake and exhaust camshafts for optimal performance and efficiency at all engine speeds. The Acoustic Control Induction System (ACIS) helps optimize torque over a broad engine speed range.

The DOHC 3.5-liter V6, available in the SE and XLE grades, delivers 268 horsepower at 6,200 rpm and 248 lb.-ft. of peak torque at 4,700 rpm. This engine also gained enhancements in the 2012 redesign, resulting in impressive 21 MPG city / 31 MPG highway fuel economy ratings. The V6 uses chain-driven camshafts and Dual Variable Valve Timing with intelligence (Dual VVT-i).

The gas-engine LE, XLE and SE models come equipped exclusively with a six-speed automatic transmission that offers a sequential manual shift mode using the console shifter. Intelligent control adapts shifting strategy in response to driver input, with fast kick-down. The Camry SE exclusively offers "D range" sequential shifting, which allows manual shifting with the new steering wheel paddle shifters even when the console shifter is in the "D" mode. Also exclusive to the Camry SE, the automatic transmission features faster shift times when in "S" mode, along with downshift blipping control to emphasize a sense of sportiness.

Camry Hybrid Achieves 43 MPG City
The new-generation Camry Hybrid debuted a highly revised version of the brand's Hybrid Synergy Drive powertrain, including a new 2.5-liter four-cylinder engine.

The EPA-estimated 43 mpg city/39 mpg highway/41 mpg combined ratings for the 2013 Camry Hybrid represent a more-than-30 percent boost in fuel economy compared to the original Camry Hybrid. The gain was due largely to the new hybrid powertrain, but also due to lighter vehicle weight and optimized aerodynamics.

Through its unique transaxle, the Hybrid Synergy Drive system combines output from the four-cylinder engine with a small high-torque electric motor. The system produces a combined 200 horsepower and varies power between the gas engine and electric motor, or combines both, as needed.

The 2.5-liter engine, like the 2.4-liter it replaced, uses the Atkinson cycle (delayed intake-valve closing for an expansion ratio greater than compression ratio) to achieve maximum efficiency. The Variable Valve Timing with intelligence (VVT-i) system on the intake camshaft enhances torque, which is greater than with the previous engine. An electric water pump, a roller-rocker type valvetrain and a variable-output oil pump help to reduce internal friction, boosting economy.

A water-cooled exhaust gas recirculation (EGR) system helps to ensure the lowest possible emissions at all vehicle speeds and helps increase fuel efficiency. By cooling and controlling exhaust gas injected into each cylinder, the system eliminates the need to richen the air-fuel mixture to control cylinder temperatures.

The 2013 Camry Hybrid meets AT-PZEV (Advanced Technology Partial-credit Zero Emissions Vehicle) standards.

Because there are situations in which the gas engine in the Camry Hybrid shuts off, air conditioning and power steering systems are driven electrically. New efficiency measures in the Hybrid Synergy Drive system include reducing internal losses in the transaxle, improving motor-voltage control, and optimizing the regenerative braking. The proven nickel-metal-hydride battery, located in the luggage compartment behind the rear seats, features enhanced air-cooling. Its more compact size, along with moving the DC/DC converter to the engine compartment, results in a trunk that is 2.1-cubic feet larger than in the previous-generation Camry Hybrid.

Lighter overall vehicle weight also contributes to better performance and fuel economy. A 7.6-second zero-to-60 acceleration time places the Camry Hybrid between the four-cylinder and V6 models. Lower rolling resistance tires, available for the first time in 17-inch size, also help boost fuel economy.

An EV Drive mode allows the driver to operate the Camry Hybrid on the electric motor alone for up to 1.6 miles at lower speeds (below approximately 25 mph). The EV indicator illuminates when the vehicle is being propelled solely by the electric motor. A driver-selectable ECO mode optimizes throttle response and air conditioning output to prioritize maximum fuel economy.

Applying the brake in the Camry Hybrid converts the electric motor to a generator that captures the kinetic energy from the still-spinning vehicle wheels, storing it in the hybrid battery pack. Putting the shifter into "B" uses regenerative braking as a form of engine braking for enhanced control on steep descents. Hill-start assist control helps prevent the vehicle from rolling backward when starting off on an incline when the brake pedal is released.

Exclusive exterior and interior design touches and badging differentiate the 2013 Camry Hybrid from other Camry models. A Hybrid-exclusive instrument cluster with Hybrid System Indicator and fuel consumption indicator helps the driver to operate the car as economically as possible. Instantaneous fuel economy is shown with LEDs (light emitting diodes) around the outside of the average fuel economy gauge. The car's Multi-Information display graphically shows fuel economy in real time and can also show energy flow, and cruising range information.

Hybrid-exclusive trim is used on the instrument panel and door switch bases, upper console panels and shift knob. The Camry Hybrid also features its own exclusive seat fabric in ivory or light gray, and an exclusive leather and Ultrasuede® is also available. A three-dial Optitron gauge panel with chrome-accented outer rings provides a luxurious appearance.

Exterior Design
The new-generation Camry employs an elegantly simple but modern form, emphasizing a wider, lower stance than previous models. The design conveys an "architectural statement" through crisp, precise character lines, accented by dynamically shaped headlights. A strongly curved door cross-section and defined rocker panel molding (chrome accented on LE and XLE) give the Camry an expressive appearance. Fog lights are standard on the XLE and SE grades.

The Camry LE and XLE feature additional exterior chrome trim, and the SE grade has its own lower-body design and exclusive fine-mesh upper grille section. The SE also features a three-part lower grille section housing fog lamps, along with black sport trim headlamp bezels. The more prominent rocker panel moldings on the SE cleanly link to integrated front and rear underbody spoilers, emphasizing width, and the trunk lid carries an integrated spoiler.

Interior Design
While featuring nearly the same external dimensions as the previous generation, the new-generation Camry offers a more spacious interior. Toyota optimized interior elements to gain additional space and to enhance driver and passenger comfort. As one example, tilt range for the standard tilt/telescoping steering wheel was increased 33 percent over the previous-generation model. And the middle rear seat gained two inches of legroom in the redesign.

The prominently curved center cluster appears to float over the instrument panel, reducing its visual mass. Soft textures used on the upper instrument panel, upper door trim, door panels, armrests, and center console armrest contribute to refined comfort in the Camry. Stitching on the instrument panel soft padding and matching stitching-look trim elsewhere helps to create a sense of luxury. Aluminum-color and chrome trim are used judiciously.

The LE and XLE grades feature either ivory or gray seating color; the Camry SE features unique upholstery in black-on-black or black-on-gray. Seat comfort, long a Camry strong suit, received extensive attention to detail in the 2012 redesign. New seat frames, higher seat backs and longer seat cushions all combine to enhance driver and front passenger comfort. The SE's sporty front seats provide thicker, more supportive side bolsters.

The 2013 Camry offers four seat-covering materials: fabric in the LE and XLE; fabric with SofTex™ trim in the SE, standard leather trim on the XLE V6 (optional in the XLE four-cylinder), and Ultrasuede®with leather available for the SE and XLE Hybrid. Heated seats are standard on the XLE V6 and are available for SE, XLE four-cylinder and Hybrid with variable temperature control.

Two steering wheel designs, with integrated audio and Bluetooth® controls, are featured: a four-spoke for LE; a leather-wrapped four-spoke for XLE; and a sporty three-spoke, leather-wrapped wheel for the SE, which offers paddle-shift control for the six-speed automatic transmission.

Controls in the Camry impart a high-precision feel when used. The console's front section offers a 12V accessory connector and an easy-to-access USB/input jack port for connecting iPods and other media devices. A sliding rear console door, rather than the more traditional flip-up design, enables easier access from either front seat.

All grades feature a standard 60/40 split folding rear seatback to expand cargo capacity. The seats can be lowered by a remote release from the trunk area. Rear-seat side airbags are standard across the line, and an armrest with cup holders adds comfort and convenience.

Advanced Connectivity
All 2013 Camry models feature a standard Bluetooth® wireless connection for compatible hands-free phone calls, and a phone book transfer function is available. A standard USB port allows playing music and video from portable audio devices, using the vehicle sound system and available in-dash display screen, and includes full iPod® integration.

The Camry L and Camry Hybrid LE models gain the Display Audio 6.1-inch screen for 2013. On the Hybrid, the screen also displays the energy monitor and fuel consumption data. On models with the available integrated back-up camera, the display functions as the monitor. The screen also offers a new value-driven navigation system and serves as a portal for Entune®, Toyota's innovative new multimedia system. An available HD Radio system enables CD sound quality from digital FM broadcasts, and has features that maximize analog and AM broadcast sound quality. The system includes HD Radio with iTunes® tagging and SiriusXM Satellite Radio™.

The top-of-the-line audio is equipped with a new seven-inch Premium HDD Navigation system with Entune®and JBL. This system offers a new split-screen feature that allows for simultaneously displaying navigation and audio information.

Camry also offers the JBL GreenEdge™ audio system that combines an eight-channel amplifier and door-mounted acoustic lens speakers. The GreenEdge™ amplifier achieves a 66-percent reduction in overall mass and a 50-percent enhancement in sound efficiency, and the speakers produce a higher sound output with the same power or less consumption of conventional models.

Entune Multimedia System
The Camry's available Entune multimedia system leverages the user's smartphone to provide a richer in-vehicle experience with fully integrated access to navigation, entertainment and information services.

Toyota Entune offers support for engaging mobile apps, such as Bing, OpenTable, and movietickets.com, along with accessing useful travel-related services, such as live weather, traffic, fuel information (location and price), stocks, and sports. Toyota Entune brings the largest selection of music options available to a vehicle, including iHeartRadio's 750+ stations, and Pandora's personalized music service.

The audio systems combined with Entune feature a best-in-class, advanced conversational voice recognition system that helps the driver to stay focused on the road by eliminating the need to memorize thousands of voice commands. The system also allows for audio read-back and replay capabilities for text messages, with the ability to respond by pre-set "Quick Reply Messages" such as: "I'm driving and will reply later."

A Benchmark for Midsize Sedan Quietness
Long lauded as a benchmark for ride smoothness and quietness in the midsize segment, the new-generation Camry takes both attributes to an even higher level of refinement. To reduce noise throughout the entire cabin, focus was placed on suppressing noises that stand out. As powertrains have become more refined and quieter, wind noise and road noise have tended to become more noticeable to drivers and passengers. A low noise reading (in decibels) does not always equate to a subjectively quiet interior. Vehicle occupants' perception of quietness also depends on the type and frequency of the sound.

Additional insulation was placed in areas where such noticeable sounds might enter the cabin. Sound absorbing materials silence any noise that manages to penetrate the interior. In particular, engineers focused on suppressing noises that are near the frequencies of human speech to provide an environment that is more comfortable for conversation.

Measures that focus on reducing wind noise include stronger door and rocker area seals; optimized placement of sound insulating materials; foam applied in the roof, pillars and door openings; acoustic glass used for the V6 and Hybrid model's windshield, and special bracing of cowl intake louvers. The dashboard structure and assembly was thoroughly optimized to prevent noise intrusion, including the use of sandwiched sheet steel that uses asphalt foam to absorb vibration energy while increasing sound blocking effectiveness.

A dash outer silencer uses an air layer between the dash panel and sound absorbing felt. An inner silencing layer uses soft and hard felts to block a wide range of low-to-high frequencies.

Damping-coating thickness and application areas were optimized for reduced floor-panel vibration and noise penetration through the floor, and a new type of carpet also helps eliminates noise. Silencer panels installed in the rear-wheel housings, and new sound-absorbing materials added to the trunk's interior side trim further reduce road noise from the tires and wheel housings.

Exceptional Handling and Ride
A rigid body structure, revised front suspension, redesigned rear suspension and aerodynamics all help to imbue the new-generation Camry with greater straight-line stability and crisper steering response, while also enhancing overall ride comfort.

The Camry body structure uses a greater amount of high tensile steel (440 Mpa or higher) than before and even stronger high tensile strength sheet steel (590 Mpa or higher), resulting in a stronger but lighter body than the previous model. A flared design on the doors and fenders enables the use of slimmer but stronger construction. High tensile aluminum bumper supports are lighter yet stronger than before. Newly developed plastic for the bumper covers and cowl louvers reduced weight, as well.

The front-suspension towers are directly connected through the cowl to increase rigidity, and the attachment method and reinforcement braces have been strengthened. The all-new rear underbody and rear subframe increase lateral force control and torsional rigidity.

The McPherson-strut front suspension now uses inversely wound coil springs that enhance straight-line stability. Shock-absorber damping and stabilizer-bar thickness have been optimized as well. The proven dual-link rear suspension was redesigned with new geometry (increased toe-in during cornering and braking) and retuned components to enhance cornering stability.

Inspired by Formula One racing technology, the rear-combination lamps and side-view mirrors on the new Camry incorporate aero stabilizing fins that create air vortexes on the body sides to contribute to handling stability. Underbody aerodynamic elements regulate airflow under the vehicle, also contributing to ride smoothness.

The Camry SE model features specific suspension components and tuning, including exclusive steering knuckles and lighter, stiffer lower front control arms. The front and rear springs are exclusive to this model, and the shock absorbers feature internal rebound springs for greater cornering roll resistance. The rear suspension No. 1 control arm uses a pillow-ball bushing to further enhance handling agility.

Camry's electric power steering (EPS) control system regulates power-assist response based on vehicle speed and steering-input rate. The vehicle-speed sensing feature ensures light effort during low speeds, changing to moderate effort during higher speeds. A different power-assist ratio for the SE grade provides a more sporty feeling than the LE and XLE. With electric power steering, electricity is only consumed when assist is necessary, helping to improve fuel economy. Electric power steering is also more environment-friendly, as it does not require hydraulic fluid.

The LE grade features standard 16-inch wheels; the SE comes standard with five-spoke 17-inch alloy wheels, and the V6 SE offers the first 18-inch alloy wheels on a Camry. The latter feature is a unique twist-spoke design with 225/45R18 all-season tires. Camry SE models will also offer tires that have more grip. The Camry XLE comes standard with 17-inch alloy wheels featuring an elegant 10-spoke design.

Safety and Security
All 2013 Camry models are equipped with 10 standard airbags: dual-stage advanced SRS front airbags, front and rear seat-mounted side airbags, side curtain airbags and a driver's and front passenger's knee airbag.

The Camry's body structure is designed to help absorb collision-impact forces and help minimize impact deformation to the passenger cabin. High-strength steel is used for B-pillar and rocker panel reinforcements to help manage overall body deformation in the event of certain side collisions. The seat frames also are designed to help absorb side collision loads. The inner-hood structure and front-edge construction are designed to help reduce pedestrian injuries in a collision.

Toyota's Star Safety System™ includes Vehicle Stability Control (VSC), Traction Control (TRAC), Anti-lock Braking System (ABS), Electronic Brake-force Distribution (EBD) and Brake Assist. It also features the Smart Stop Technology brake-override system, and Camry is equipped with an electronic tire pressure monitoring system.

Another available safety system, Safety Connect, can access a call center with a live operator who can dispatch police and emergency vehicles. The system combines automatic collision notification and a stolen vehicle locator feature, which can track the location of the stolen vehicle via GPS and help guide police to recover it.

The available Blind Spot Monitor uses sub-millimeter wave radar to detect vehicles in the driver's blind spots. When the system detects a vehicle in the adjacent lane, it alerts the driver using indicators on the side mirrors. If the turn signal is on when the there is a vehicle in the blind spot of the driver's intended lane, the indicator on the corresponding mirror will flash. New for 2013, the system incorporates a rear cross traffic alert, which can be especially helpful when backing out of a driveway or parking slot.

In vehicles equipped with one of the display audio systems and backup camera, when the vehicle is shifted into Reverse, the audio display screen shows the image of what the camera captures, along with an overlay of positioning lines representing the parking space and distance to obstacles.

Peace of Mind Warranty Protection
Toyota's 36-month/36,000 mile basic new-vehicle warranty applies to all components other than normal wear and maintenance items. Additional 60-month warranties cover the powertrain for 60,000 miles and against corrosion with no mileage limitation. The hybrid-related components, including the HV battery, battery control module, hybrid control module and inverter with converter, are covered for eight years/100,000 miles.

The Camry will also come standard with Toyota Care, a complimentary plan covering normal factory-scheduled maintenance and 24-hour roadside assistance for two years or 25,000 miles, whichever comes first.

Honda Cars : Toyota Supra to get a turbocharged 2.5-liter hybrid engine - report - photos | 2013 New Honda Car Reviews 0

C'mon Honda, 2017 would sound like a good year to bring back the Prelude!

Toyota's highly-anticipated Supra successor is coming into focus as a new report is indicating the model will be launched by the end of 2017.

That's still several years off, but sources are indicating the model could be powered by a turbocharged 2.5-liter four-cylinder engine which is outfitted with a hybrid system. The engine could produce more than 400 bhp (298 kW), but there has also been speculation about a hybridized 3.5-liter V6.

As we have previously reported, the Supra successor is expected to go into production as a result of Toyota's tie-up with BMW. The model is slated to ride on a revised version of the GT 86 platform and have suspension tuning by BMW.

Toyota GT 86 chief engineer Tetsuya Tada has already confirmed the company wants to launch the car as soon as possible and rumors suggest we could see a concept as early as this year's Tokyo Motor Show. Little else is known about the model but it will reportedly have styling inspired by the FT-HS concept.

Source;
http://www.worldcarfans.com/113021153691/toyota-supra-to-get-a-turbocharged-25-liter-hybrid-engine

Honda Cars : Car and Driver: 2014 Toyota Tundra: Chiseled Looks, Carry-Over Engines | 2013 New Honda Car Reviews 0

By John Lamm of www.caranddriver.com

Pickup-truck buyers never had it so good. In its fancier trims, the new Ram 1500 is basically a limousine that can handle mulch. Chevrolet and GMC redid the Silverado and Sierra for 2014, bringing three new engines to the party. The bestselling pickup for almost 40 years, Ford's F-150, got a freshening for 2013 and then the blue oval popped the cork on a preview of its 2015 successor, the Atlas concept, at January’s Detroit auto show. Nissan, which has rather ignored its Titan pickup for some time, is readying a new one for 2014 or 2015. 

Now at the 2013 Chicago auto show appears the redesigned 2014 Toyota Tundra. Apparently “chiseled” was the operative word in redoing the pickup's exterior design, work charged to Toyota's design centers in Ann Arbor, Michigan, and that hotbed of pickup passion, Newport Beach, California. The reshaped exterior of the Tundra is a tip of the hat to the Detroit pickups, in that it’s more squared-off than the softer-looking outgoing truck. The hood has been raised by 1.6 inches, and the grille is wider and taller for more a bruising look. The bumpers are now constructed of three pieces both to allow for distinctive styling for the various equipment levels and to make repairs easier. 

The entire package has more presence than the Tundra it replaces, but it still looks familiar overall, an impression bolstered by the fact that this is essentially a heavy refresh. The chassis is largely unchanged, save for some suspension retuning intended to iron out the old truck's freeway hop. We have only a smattering of dimensional details for a couple of configurations, but the reworked Tundra will thus occupy basically the same amount of real estate as the one it will replace, including wheelbases, overall length, and width. Bed width from wall to wall has been reduced by 1.4 inches, however. 

There will be five trims and, as before, three cab styles. All can be had with rear- or four-wheel drive. The trim ladder starts with the base "hard-working" SR before moving to the SR5 that accounts for most Tundra sales. Those in search of a tonier Tundra will choose from the Limited, Platinum, and 1794 Edition versions. Don't strain your brain trying to pluck that number from your high-school history class, though; 1794 was the year of the founding of the ranch near San Antonio where the Tundra factory is located. How touching. Each Tundra trim will have its own distinct grille. As for cab layouts, there will be the traditional two-door Regular Cab, the four-door Double Cab, and the four-door CrewMax, which features fold-up seats for added carrying space. And, of course, there will again be the option of TRD off-road kit.

Those model names pretty well indicate by themselves what to expect from the interiors. Fundamentals for all interior levels include redone ergonomics, such as moving the center stack 2.6 inches closer to the driver and making certain that knobs are big enough to be used by gloved hands. (Most of the previous truck’s switchgear was suitably Tonka-like; a couple of smaller radio knobs have been enlarged. We’re happy about them moving closer to the pilot, though, as functions on the right side of the stack previously required quite a stretch.) The seats have been redesigned to be more comfortable—just once we’d like to see a release describe new seats as “more tortuous”—and there are plenty of storage areas for work-site and everyday detritus. Double Cabs and CrewMax models can be spec’d with a bench or individual seats up front. 

SR and SR5 versions have the most basic, workaday interiors. Limited brings leather upholstery, while Platinum is meant for what Toyota terms "personal-use truckers," who apparently need premium, diamond-stitched leather and such amenities as a 12-speaker JBL sound system, heated and ventilated front seats, and navigation. It also gets Entune, Toyota’s infotainment suite. You might call the 1794 Edition the "Howdy, Pardner" version, with its Western-themed, embossed saddle-brown leather surfaces and faux suede detailing. Plus you get all the goodies that come with the Platinum model. 

Toyota describes the new Tundra's drivetrains as "proven," which is PR-speak for “carry-over.” The trio of engines have aluminum blocks, as well as heads with two cams each. The entry engine is still the 4.0-liter V-6, rated again at 270 horsepower and 278 lb-ft of torque. It runs through a five-speed automatic, while GM and Ford offer six-speed units and Ram an eight-speed auto with their six-cylinder truck engines. (Ram will also soon offer a Hemi V-8/eight-speed combo.) There are six-speed automatics behind the two Toyota V-8s; the smaller powerplant displaces 4.6 liters and features 310 horsepower and 327 lb-ft of torque, while a 5.7-liter unit serves as the top option and serves up 381 horsepower and 401 lb-ft. If the fuel-economy numbers also carry over, we can expect 16 mpg city/20 mpg highway for the RWD 4.0, 14–15 mpg city/19–20 mpg highway from the 4.6, and 13–14/17–18 from the 5.7. 

Naturally, all Tundras will feature stability control, ABS, and, of course, Smart Stop, a genial marketing term for software that reduces engine power when both the accelerator and brake are pushed at the same time. (Yes, the latter is a concession to the unintended-acceleration conflagration of a few years ago.) All new Tundras will have a back-up camera and Bluetooth as standard, with a blind-spot monitoring system and rear cross-traffic alert on the options list for the more-expensive models. SR and SR5 models will ride on 18-inch steel wheels, while the upper grades will get 20-inch aluminum rollers. 

Don’t rush down to your Toyota dealer to buy a new Tundra quite yet, though, as they won’t be available until September. View Photo Gallery

Source;
http://www.caranddriver.com/news/2014-toyota-tundra-photos-and-info-chiseled-looks-carry-over-engines-interior-levels-page-2