Sunday, September 21, 2008
Saturday, September 20, 2008
Peugeot teases with 'Prologue…' next gen hybrid
French car maker Peugeot is revealing a "next generation hybrid" car at next month's 2008 Paris Motor Show. Judging from the photos, the 'Prologue…' is not the 'RC' coupe that Peugeot has already been teasing us with, and it's certainly not the 307-based diesel hybrid concept the firm has touted at previous shows. So what do we know?
Not a lot, yet. It produces 109g/km CO2 -- hardly spectacular even for today's tech, as the current Prius is on 104 -- and it's a 'strong hybrid'. In other words, it's capable of running solely on electric power for short distances. We also know the car's rated at 200bhp, and Peugeot claims its eco creds won't compromise decent performance.
For more on the Prologue… (yes, it has an ellipsis as part of its name), come back here on 2 October, when I'll be covering the Paris Motor Show with reams of live news and photos.
Mercedes hybrid coming June 2009
The first ever Mercedes-Benz hybrid goes on sale next summer. Business Week reports that the S400 BlueHybrid will be available from June 2009 in Europe, with the US and China following later in the year. Mercedes-Benz's press office tells me it can't confirm Britain will get the luxury car; concrete word on a UK edition is expected next month.
While greener than some of Mercedes-Benz's current top-end models, the S400 is still effectively a small tank, so it's hardly the future of sustainable transport. It really just an efficient luxury model, akin to Lexus' LS600h.
The S400 is based on a lithium battery and a 'mild' hybrid system, meaning it can't run on electric power alone. Instead, the electric motors assist the petrol engine to improve its miles per gallon.
If a UK model gets confirmed, you'll read about it here.
Ecotricity Tesla-beater promises transparent boot, 96 batteries and twin drive
A British sports car that will "crush the stereotype of electric cars" is speeding up its development. Writing on his blog today, Dale Vince of Ecotricity says his conversion of a Lotus Exige into an electric car is "close to plan and budget" and will sport a transparent boot to show the batteries and technology inside.
In a short video, his team describe the challenge of swapping a combustion engine, fuel tank and more for electric motors and batteries. The team have chosen to fit the car with two electric motors on the rear wheels, plus 96 batteries that they're hoping to site as close to the car's front as possible.
One big issue raised by the engineers is the electric management of the batteries. That chimes with what Toyota's hybrid architect Koei Saga said at the launch of the plug-in Prius last week.
Ecotricity's electric Lotus, which is currently dubbed the 'Wind Car' -- a car powered by electricity generated from wind turbines -- is a proof of concept. Vince, however, says in the video that he hopes it will spawn a limited edition run.
He previously hoped to have the car ready by summer, and has subsequently revised the deadline to Christmas.
He's also in search of a name for the car; do you SmartPlanet people have any suggestions? The best I can do is a tongue-in-cheek, Tesla-baiting 'Edison'.
Smart diesel will become UK's lowest CO2 car
It may be small, but the latest Smart ForTwo looks bound to win a big prize next year by becoming the UK's lowest emission car. While the diesel supermini has already hit German and Italian roads, February 2009 will be the first time British drivers can try the right-hand drive version. Thanks to its 88g/km CO2, they won't have to pay for vehicle excise duty either.
The latest Smart achieves its low carbon rating mainly due to its new ultra efficient motor. The car's size -- a fraction of CO2 rivals like the BlueMotion Polo and Prius -- doesn't hurt either. The other big green feature is the inclusion of a closed particulate filter to cut down on diesel air pollution.
The latest Smart achieves its low carbon rating mainly due to its new ultra efficient motor. The car's size -- a fraction of CO2 rivals like the BlueMotion Polo and Prius -- doesn't hurt either. The other big green feature is the inclusion of a closed particulate filter to cut down on diesel air pollution.
Smart's new uber eco car does have a downside: performance. With a 0-60mph of 19.8 seconds, it's much slower to accelerate than the petrol ForTwo. Of course, if you're in the market for this new Smart, you're probably already practising eco driving techniques so you'll be accelerating gently and smoothly.
Tests for journalists are starting now -- I'm hoping to trial one for SmartPlanet later this month, so watch this space. The production version's due February 2009 for £8,000. If you really can't wait, there's a left-hand drive version on eBay right now.
Chevy Volt Unveiled For Real, Inside And Out
Last week we showed you some leaked photos of the production Chevy Volt, with the good bits mostly obscured by GM execs. Yesterday, the Volt had its official coming out party, with plenty of pictures, video, and a meaty press release. Pretty much the very first paragraph of the press release is designed to explain the, shall we say, subdued production version of the Volt relative to the original concept: Because aerodynamics plays a key role in maximizing driving range, GM designers created an aerodynamically efficient design for the production vehicle. Many of the design cues from the concept vehicle endure in the production Volt, including the closed front grille, athletic stance, rear design graphics, outside rearview mirrors and more. Besides the nebulous “athletic stance,” those are all basically frills. But again, GM has a point: in this case, less exciting design = more MPG.
The big draw of the Volt is arguably the 40 miles of gas-free driving you get after charging the car’s 220 internal lithium battery cells. “The Chevrolet Volt can be plugged either into a standard household 120v outlet or use 240v for charging. The vehicle’s intelligent charging technology enables the Volt’s battery to be charged in less than three hours on a 240v outlet or about eight hours on a 120v outlet. Charge times are reduced if the battery has not been fully depleted. At a cost of about 80 cents per day (10 cents per kWh) for a full charge that will deliver up to 40 miles of electric driving, GM estimates that the Volt will be less expensive to recharge than purchasing a cup of your favorite coffee. Charging the Volt about once daily will consume less electric energy annually than the average home’s refrigerator and freezer units.” That’s not only incredibly cheap (an average driver will save about $1500 per year), but you can get a warm fuzzy feeling from charging the Volt with renewable energy. And how does the Volt handle on batts? “The Volt’s electric drive unit delivers the equivalent of 150 horsepower, 273 lb-ft. (370 Nm) of instant torque, and a top speed of 100 miles per hour. The lack of engine noise, combined with special sound-deadening materials, make the Chevrolet Volt an extremely quiet vehicle to drive.”
The interior is very iPody (although you can get it in metallic black or green in addition to white), with touch sensitive controls and two user configurable 7″ LCD screens. Here’s a walkthrough from interior designer Tim Greig:
Oh, and of course, price and availability… Production is scheduled to begin late 2010 for models in the United States. Pricing has not been announced. Call me jaded, but my guess is that we’re going to see another price hike or two before the Volt finally hits the showroom floor.
[ Chevy Volt ] VIA [ Autobloggreen ]
Unboxing: Lamborghini Reventon
this is the first of the 20 units. Yeah there were only 20 Reventons produced and each sold at $1,000,000 and they were all sold out. Just like the gadget unboxing, take a look at the pic-by-pic they unbox the Lamborghini Reventon from the container.
Fifth Gear - Nissan GT-R vs Porsche 911 Turbo
GP2 driver Bruno Senna put a comparison on the Nissan GT-R and Porsche 911 Turbo. Which do you think is faster? Find out after the break.
Fifth Gear - Dodge Challenger SRT-8
Tomford take a ride on the all-new 2008 Dodge Challenger SRT-8 and tell us his first impressions. It seems that the handling isn’t this car’s forte, but it could possibly be the “best looking car” they’ve had on the show. In this Fifth Gear segment, after the break.
[via Techeblog]
All-new 2009 Mazda6
Wow that looks great! This is the all-new 2009 Mazda6 ($19,220 and up). The new sedan sport has more aggressive styling and better fuel economy. It is powered either by a 2.5L 4-cylinder / 170hp or 3.7L V6 / 272hp. There are manual and manual-shift automatic transmissions are available and it has a push-button ignition, Bluetooth cellular integration, and touchscreen navigation system inside. The 2009 Mazda6 comes with the starting price of $19,220. Check out more pictures after the break.
[via Uncrate]
Ferrari station wagon is a crime against cars
Most of the time, if you're looking to buy a station wagon to tote the kids around to soccer practice in, you'll look at reasonable, sensible choices from regular old auto makers. If you're the Sultanate of Brunei, however, you'll look for something a bit more high-end. Like a Ferrari.
Yes, Ferrari created a custom, one-of-a-kind station wagon for the insanely rich family, putting a station wagon body on a Ferrari engine. It looks like some sort of cruel hybrid created in a lab, with the front end looking like a sports car and the back looking like a Subaru. Personally, I feel like if you've got the scratch you might as well just have a regular Ferrari for when you want to go tear it up and a sensible car for buying groceries, but that's why I'm not the Sultanate.
DoobyBrain, via New Launches
Chevy Volt battery pack could hit a snag
GM's Chevy Volt electric car is said to be on track for its late 2010 delivery date, but there might be a problem or two with the batteries. The nearly 300 lithium ion batteries will be strapped together in a tight group between the seats, and while GM engineers are confident the individual batteries work, they're not sure how long they'll last or if they'll overheat when they work together in a pack.
GM has also not decided if the batteries will be made in the U.S., or in Asia, where battery tech is more advanced, said GM chief Rick Wagoner in Washington yesterday. He was visiting the nation's capitol, seeking $25 billion in loans from the U.S. government to help his company build advanced-tech vehicles (might as well get while the getting's good, eh Rick?).
Anyway, will drivers in hot climates such as Arizona be able to buy a Volt? GM will insulate and cool the batteries, but how much power will that drain? The Volt's battery pack is a huge risk for GM, and might push the car's price to $40K and beyond. And it's not ready yet. Nevertheless, we're rooting for you, GM!
Monday, September 15, 2008
Toyota Tacoma pickup truck reviews
The Toyota Tacoma is a beefier version of a long line of Toyota pickups produced in a moderately successful attempt to crack the American market. While the most popular American vehicles are the GM and Ford pickups, Toyota's top seller remains the Camry - the best selling car in America - and it remains far below Dodge in pickup sales, a good long distance from the Big Two. That situation is bound to change - the question is how long it will take. The Tacoma is one more step towards the goal, and, like the Dakota and now the Colorado, it distinguishes itself partly by moving up from compact to mid-sized, with an optional large cab, powerful V6, and also by having very quick acceleration.
Our test vehicle was a Tacoma Access Cab, the middle of the range, with hidden "suicide doors" and flip-and-fold rear seats. Ours had the Toyota Racing Development (TRD) sport package #2, a hefty $4,565 option, with a sport-tuned suspension, 17" alloy wheels, limited slip differential, AC outlet on the bed, fog lights, hitch, oil cooler, battery upgrade, power locks, doors, and mirrors, remote, cruise, and other options and features. Our test car also had a $200 stereo upgrade, $120 bed mat (a very good investment), and $370 running boards, which some may find useful and others can do without. The base price of the 4x4 Access Cab with V6 is a reasonable $22,245, but our model ended up at a somewhat less impressive $28,038. Even without any options, the Access Cab 4x4 has four wheel antilock brakes with electronic distribution, a front passenger airbag cutoff, air conditioning, six-speaker CD player, tilt/telescoping steering wheel, and engine immobilizing. A base model Tacoma, with standard two-passenger, two-door cab, four-cylinder engine producing as much power as a V6 would a few years back (164 hp) is around $14,000, which is quite reasonable. The fours come with a five-speed stick or four-speed automatic, while the V6 is coupled to a six-speed stick or five-speed automatic (though we'd say it needs the extra gear less).
One of the features of the Tacoma that shows their attention to the American market is an engine very different from those of, say, the Hi-Lux: a 245 horsepower 4-liter V6, featuring four valves per cylinder and variable valve timing. On ours, this was coupled to a six-speed manual transmission with a stiff clutch (which is nevertheless not hard to get smooth shifts out of, despite rather large engine torque and a low first gear) and a clunky, mechanical-feeling long-throw shifter which brings home the Tacoma's truckiness. If you're into trucks, it's a fun transmission that you can still use to drive your wife or parents around, albeit with extra attention to the clutch. The V6 sounds and feels much more like an older, low-tech design, which lots of torque from idle on up for instant reactions, and gas mileage of 16 city, 20 highway - roughly in the middle of the range for pickups in its class, albeit running on premium (regular is acceptable, premium is recommended for the V6; regular is recommended for the four.)
While it's great to have acceleration on tap no matter what the engine speed is, theV6 is rather raucous, and we suspect in an American car, reviewers would be jumping over each other to call it "unrefined." It is, in short, loud. But it's also fast, with 0-60 sprints of under 8 seconds (Toyota claims 7.5 with the automatic and under 7 for an XRunner), and responsiveness right off idle even in higher gears.
The first gear is fairly low, so the engine moves quickly and loudly up to redline; sixth gear feels comfortable at a fairly low 45 mph, thanks to gobs of low-end torque, but the overall gear ratio is reasonable, with the engine running, according to our calculations, at a comfortable 2,600 rpm or so at 70 mph. At highway speeds, road and wind noise is evident, but not excessive. The stiff clutch pedal may annoy some people, and we would have preferred the long-throw six-speed shifter (four cylinders get five speeds) to have a guard against going into reverse, like the Volkswagen "left up and push" system. Fortunately, the Tacoma beeps while in reverse gear, a handy alert to know when you've gone just a little past first and are set to go in the wrong direction.
The 4x4 system, available on all engines, is controlled by a simple rotary knob that's easy to turn, with high two and four wheel drive and low four wheel drive. Stability control is optional.
Getting into the Access Cab is fairly easy for both front and rear passengers; while the floor is fairly high, it isn't excessive, and the seats are low. The front doors must be opened to get access to the rear doors, but once those are open, the entire side of the cab is exposed. (As with all such designs, sometimes a little planning or maneuvering is required when getting front and rear passengers out in a parking lot when another car is parked alongside). This setup seemed a little easier than most, and to make it even easier, you can still fold and push the front seats forward, as though there were only two doors. However, once in, passengers will find the rear seats to be somewhat disappointing, with little padding and very little seat space. Some car seats are simply to large to be used in the back, even with the LATCH system (fortunately, the front passenger seat has LATCH and the passenger side airbag can easily be shut off). While the rear seats are somewhat small, there is actually space for sitting, and with the seats folded up, fairly large amounts of cargo can be stored inside the cab, away from the elements. Generally, the Access Cab should be considered a convenience for carrying stuff, with the potential to carry people for short distances in a pinch. Children may enjoy the back seats, too.
The larger Double Cab version has four full sized doors and a three-place rear bench seat, which can hold five passengers; to compensate for the extra cab length, you can get a five foot bed (or the standard six foot bed that's available on the other Tacomas).
The interior is an interesting styling exercise. The instrument panel uses one large circle and two part-circles. deeply set back to avoid sun glare. The backlighting, which goes on as soon as the car is started whether the headlights are on or not, is an orange-amber which helps to preserve night vision; it's consistent across the interior, except for the red gauge needles. The center pod has the 120 mph speedometer, the left a tachometer, and the right temperature and gas level. Various option buttons are scattered across the dashboard; our truck didn't have enough options for us to tell if the layout was logical. The retro emergency brake seemed like an affectation - it's the pull kind, but you have to press and twist to release it - we thought the last one of these had gone away long ago. It just didn't seem to mesh well with the modern tilt-telescope steering wheel (which works by friction, so it's got a continuous range).
The headlights are unusually well focused and bright, a Toyota trademark.
While the optional CD-changer stereo in our Tacoma was surprisingly good, not just in sound quality and stereo separation but also in voice (the bass can be turned all the way down), it is an integral system and replacing it with an aftermarket unit would require serious work to the center stack. Our main gripe with the system has nothing to do with the excellent sound, but with how you adjust it: the tuning knob doubles as an audio button/knob, and there's surprisingly little resistance on the knob, so that when you press it to get bass, treble, balance, and fade controls, it's far too easy to change the radio station at the same time. Beneath the stereo is an LCD clock and the airbag status indicator, and beneath that the simple, understandable three-dial climate control (with separate buttons for turning on the air conditioner or recirculating the air). The entire center stack is done in a patterned silvery plastic with metal-colored knobs, buttons, or, in the case of the climate control, knob indicators with black knobs. The rest of the interior on our test truck was a light or dark beige or black. There are many styling elements in every part of the truck; it's not nearly as dull as, say, a full-sized Chevy truck or a Chrysler 300. There's always some detail to see.
Storage abounds, with a generously sized center console, good-sized glove compartment, overhead sunglass holder, three front cupholders (that can be used for other items), cupholders molded into the door map pockets, and even map pockets in the backs of the front seats, for the rear passengers. There's also a convenient pickup bed behind the cab, of course - on our truck, protected by a convenient rubber mat.
The pickup door is much lighter than those on most American models, and is easy to swing down and latch back up. Just inside the truck is the optional AC outlet (which can be shut off or turned on from inside the cab), providing a convenient 400 watts of 120-volt current.
With the TRD setup, cornering is, not surprisingly, very good. Bumps are definitely felt, but everything is cushioned, as one would expect from a Toyota; washboard and other nasty surfaces are still very definitely felt. The ride is on the firm side of comfortable, but it is still fairly comfortable. Acceleration is, as mentioned before, instant and quick. There's little body lean and cornering is confident and capable, but the massive hood with its huge hood scoop (almost certainly for show rather than go) doesn't help the Tacoma to feel sporty, and hard braking almost invariably resulted in squeals or wheel hop.
One of the interesting things about the auto industry is watching the trends. For years, the Dodge Dakota remained the only mid-sized truck, and it wasn't especially popular - particularly when compared with the GM and Ford full sized and compact pickups. The new Chevy Colorado and the most recent redesign of the Tacoma both return to the "old pickup feel" (along with the Nissan pickup), with clear mechanical feeling in the manual transmission, roaring engines, and lots of torque in the low revs, and both are larger than the compact trucks as defined by the S-10, Ranger, and Hi-Lux.
Of course, automatic-transmission Tacomas without the TRD package, or with the four-cylinder, will have a very different feel from our truck. Toyota's specialty, comfortable ride, is no doubt much more in evidence in the non-sport-tuned trucks, while cornering won't be as good; but it will almost certainly be good enough for most buyers. Gas mileage with the four-cylinder is better, and acceleration is still pretty good. The automatic takes off quite a bit of the Tacoma's edge, without hurting gas mileage, while the manual preserves the maximum torque-truck feeling and gives better acceleration in the bargain.
Some traditional big-three pickup buyers may be leery of moving to Toyota, even after, say, a bad experience with a Ford. But Toyota's been the standard of pickups and off-road vehicles in many other countries for years; their traditional quality and reliability are in their trucks, too. These are not "can't-take-a-beating vehicles. Chevy and Ford buyers will almost certainly find them to be tough enough, despite a gaudy-in-spots interior.
The Toyota Tacoma is different enough that we suggest you include it in your car shopping, though if you want something more refined and comfortable, the Dodge Dakota may fit the bill more (albeit without the V6's strong acceleration); also in this range is the Chevrolet Colorado. As for the Tacoma, if you just want a vehicle to carry stuff from point A to point B, or if you want more comfort, look at the four-cylinder; if you want speed and sportiness, the TRD package with the V6 (perhaps the XRunner); and if you're in the middle, the automatic V6 (sans TRD) may be nice.
Our test vehicle was a Tacoma Access Cab, the middle of the range, with hidden "suicide doors" and flip-and-fold rear seats. Ours had the Toyota Racing Development (TRD) sport package #2, a hefty $4,565 option, with a sport-tuned suspension, 17" alloy wheels, limited slip differential, AC outlet on the bed, fog lights, hitch, oil cooler, battery upgrade, power locks, doors, and mirrors, remote, cruise, and other options and features. Our test car also had a $200 stereo upgrade, $120 bed mat (a very good investment), and $370 running boards, which some may find useful and others can do without. The base price of the 4x4 Access Cab with V6 is a reasonable $22,245, but our model ended up at a somewhat less impressive $28,038. Even without any options, the Access Cab 4x4 has four wheel antilock brakes with electronic distribution, a front passenger airbag cutoff, air conditioning, six-speaker CD player, tilt/telescoping steering wheel, and engine immobilizing. A base model Tacoma, with standard two-passenger, two-door cab, four-cylinder engine producing as much power as a V6 would a few years back (164 hp) is around $14,000, which is quite reasonable. The fours come with a five-speed stick or four-speed automatic, while the V6 is coupled to a six-speed stick or five-speed automatic (though we'd say it needs the extra gear less).
One of the features of the Tacoma that shows their attention to the American market is an engine very different from those of, say, the Hi-Lux: a 245 horsepower 4-liter V6, featuring four valves per cylinder and variable valve timing. On ours, this was coupled to a six-speed manual transmission with a stiff clutch (which is nevertheless not hard to get smooth shifts out of, despite rather large engine torque and a low first gear) and a clunky, mechanical-feeling long-throw shifter which brings home the Tacoma's truckiness. If you're into trucks, it's a fun transmission that you can still use to drive your wife or parents around, albeit with extra attention to the clutch. The V6 sounds and feels much more like an older, low-tech design, which lots of torque from idle on up for instant reactions, and gas mileage of 16 city, 20 highway - roughly in the middle of the range for pickups in its class, albeit running on premium (regular is acceptable, premium is recommended for the V6; regular is recommended for the four.)
While it's great to have acceleration on tap no matter what the engine speed is, theV6 is rather raucous, and we suspect in an American car, reviewers would be jumping over each other to call it "unrefined." It is, in short, loud. But it's also fast, with 0-60 sprints of under 8 seconds (Toyota claims 7.5 with the automatic and under 7 for an XRunner), and responsiveness right off idle even in higher gears.
The first gear is fairly low, so the engine moves quickly and loudly up to redline; sixth gear feels comfortable at a fairly low 45 mph, thanks to gobs of low-end torque, but the overall gear ratio is reasonable, with the engine running, according to our calculations, at a comfortable 2,600 rpm or so at 70 mph. At highway speeds, road and wind noise is evident, but not excessive. The stiff clutch pedal may annoy some people, and we would have preferred the long-throw six-speed shifter (four cylinders get five speeds) to have a guard against going into reverse, like the Volkswagen "left up and push" system. Fortunately, the Tacoma beeps while in reverse gear, a handy alert to know when you've gone just a little past first and are set to go in the wrong direction.
The 4x4 system, available on all engines, is controlled by a simple rotary knob that's easy to turn, with high two and four wheel drive and low four wheel drive. Stability control is optional.
Getting into the Access Cab is fairly easy for both front and rear passengers; while the floor is fairly high, it isn't excessive, and the seats are low. The front doors must be opened to get access to the rear doors, but once those are open, the entire side of the cab is exposed. (As with all such designs, sometimes a little planning or maneuvering is required when getting front and rear passengers out in a parking lot when another car is parked alongside). This setup seemed a little easier than most, and to make it even easier, you can still fold and push the front seats forward, as though there were only two doors. However, once in, passengers will find the rear seats to be somewhat disappointing, with little padding and very little seat space. Some car seats are simply to large to be used in the back, even with the LATCH system (fortunately, the front passenger seat has LATCH and the passenger side airbag can easily be shut off). While the rear seats are somewhat small, there is actually space for sitting, and with the seats folded up, fairly large amounts of cargo can be stored inside the cab, away from the elements. Generally, the Access Cab should be considered a convenience for carrying stuff, with the potential to carry people for short distances in a pinch. Children may enjoy the back seats, too.
The larger Double Cab version has four full sized doors and a three-place rear bench seat, which can hold five passengers; to compensate for the extra cab length, you can get a five foot bed (or the standard six foot bed that's available on the other Tacomas).
The interior is an interesting styling exercise. The instrument panel uses one large circle and two part-circles. deeply set back to avoid sun glare. The backlighting, which goes on as soon as the car is started whether the headlights are on or not, is an orange-amber which helps to preserve night vision; it's consistent across the interior, except for the red gauge needles. The center pod has the 120 mph speedometer, the left a tachometer, and the right temperature and gas level. Various option buttons are scattered across the dashboard; our truck didn't have enough options for us to tell if the layout was logical. The retro emergency brake seemed like an affectation - it's the pull kind, but you have to press and twist to release it - we thought the last one of these had gone away long ago. It just didn't seem to mesh well with the modern tilt-telescope steering wheel (which works by friction, so it's got a continuous range).
The headlights are unusually well focused and bright, a Toyota trademark.
While the optional CD-changer stereo in our Tacoma was surprisingly good, not just in sound quality and stereo separation but also in voice (the bass can be turned all the way down), it is an integral system and replacing it with an aftermarket unit would require serious work to the center stack. Our main gripe with the system has nothing to do with the excellent sound, but with how you adjust it: the tuning knob doubles as an audio button/knob, and there's surprisingly little resistance on the knob, so that when you press it to get bass, treble, balance, and fade controls, it's far too easy to change the radio station at the same time. Beneath the stereo is an LCD clock and the airbag status indicator, and beneath that the simple, understandable three-dial climate control (with separate buttons for turning on the air conditioner or recirculating the air). The entire center stack is done in a patterned silvery plastic with metal-colored knobs, buttons, or, in the case of the climate control, knob indicators with black knobs. The rest of the interior on our test truck was a light or dark beige or black. There are many styling elements in every part of the truck; it's not nearly as dull as, say, a full-sized Chevy truck or a Chrysler 300. There's always some detail to see.
Storage abounds, with a generously sized center console, good-sized glove compartment, overhead sunglass holder, three front cupholders (that can be used for other items), cupholders molded into the door map pockets, and even map pockets in the backs of the front seats, for the rear passengers. There's also a convenient pickup bed behind the cab, of course - on our truck, protected by a convenient rubber mat.
The pickup door is much lighter than those on most American models, and is easy to swing down and latch back up. Just inside the truck is the optional AC outlet (which can be shut off or turned on from inside the cab), providing a convenient 400 watts of 120-volt current.
With the TRD setup, cornering is, not surprisingly, very good. Bumps are definitely felt, but everything is cushioned, as one would expect from a Toyota; washboard and other nasty surfaces are still very definitely felt. The ride is on the firm side of comfortable, but it is still fairly comfortable. Acceleration is, as mentioned before, instant and quick. There's little body lean and cornering is confident and capable, but the massive hood with its huge hood scoop (almost certainly for show rather than go) doesn't help the Tacoma to feel sporty, and hard braking almost invariably resulted in squeals or wheel hop.
One of the interesting things about the auto industry is watching the trends. For years, the Dodge Dakota remained the only mid-sized truck, and it wasn't especially popular - particularly when compared with the GM and Ford full sized and compact pickups. The new Chevy Colorado and the most recent redesign of the Tacoma both return to the "old pickup feel" (along with the Nissan pickup), with clear mechanical feeling in the manual transmission, roaring engines, and lots of torque in the low revs, and both are larger than the compact trucks as defined by the S-10, Ranger, and Hi-Lux.
Of course, automatic-transmission Tacomas without the TRD package, or with the four-cylinder, will have a very different feel from our truck. Toyota's specialty, comfortable ride, is no doubt much more in evidence in the non-sport-tuned trucks, while cornering won't be as good; but it will almost certainly be good enough for most buyers. Gas mileage with the four-cylinder is better, and acceleration is still pretty good. The automatic takes off quite a bit of the Tacoma's edge, without hurting gas mileage, while the manual preserves the maximum torque-truck feeling and gives better acceleration in the bargain.
Some traditional big-three pickup buyers may be leery of moving to Toyota, even after, say, a bad experience with a Ford. But Toyota's been the standard of pickups and off-road vehicles in many other countries for years; their traditional quality and reliability are in their trucks, too. These are not "can't-take-a-beating vehicles. Chevy and Ford buyers will almost certainly find them to be tough enough, despite a gaudy-in-spots interior.
The Toyota Tacoma is different enough that we suggest you include it in your car shopping, though if you want something more refined and comfortable, the Dodge Dakota may fit the bill more (albeit without the V6's strong acceleration); also in this range is the Chevrolet Colorado. As for the Tacoma, if you just want a vehicle to carry stuff from point A to point B, or if you want more comfort, look at the four-cylinder; if you want speed and sportiness, the TRD package with the V6 (perhaps the XRunner); and if you're in the middle, the automatic V6 (sans TRD) may be nice.
Fifth Gear - The Monster Smart Car
Tom Ford is taking the Smart car to off-roading, not the standard Smart but the monster truck version of the Smart. In this Fifth Gear segment after the break.
[via Techeblog]
Friday, September 12, 2008
Honda, Ford, Nissan Prep Hybrids to Hunt Prius Before Volt Unveil
DETROIT — As it becomes increasingly likely that General Motors will unveil the production version of its much-anticipated Chevy Volt here later this month, competing automakers are now codifying their plans for next-generation hybrids of their own. On the heels of a senior Ford official describing all-electric cars to PM last night as “the ultimate solution”—and confirming that its Escape hybrid was headed for production as a plug-in—Honda offered a first look this morning at its new, cheap, 40-mpg-plus Honda Insight hybrid (pictured above).
A full look at the already teased Volt should begin a cavalcade of new hybrid hype—the much-spied (and seemingly close-to-production) Insight concept will debut next month at the Paris Motor Show, likely followed by a 2010 Infiniti hybrid at a show early next year, and finally the launch of the new Toyota Prius next spring. But don’t expect radical jumps in fuel economy—even an electrified Prius is still prepping for fleet testing in Japan late next year, as hyperefficient plug-ins will arrive later. Here’s an update on four hybrids we’re watching closely as GM prepares to drop the Volt bomb.
2010 Honda Insight Hybrid
Honda will finally go toe-to-toe with the Prius when the unique-looking five-passenger hybrid that we’ve been expecting debuts next spring under the popular Insight moniker. Specific details are slim, but we know the Insight hybrid will use a powertrain similar to the Civic Hybrid, which means a 1.3-liter VTEC four-cylinder engine mated to an electric assist motor (about 115 hp total) and CVT transmission. This powertrain rarely operates in electric-only mode (only during light-load cruising), so that means a plug-in version is highly unlikely—for now. But as far as miles per gallon go, the Insight should still hit the mid- to high-40s on the EPA’s city and highway test cycles.
What’s more, the Honda powertrain has a more conventional design than Toyota’s, which means the Insight will cost far less the Prius’s $22,000 base price. Our guess is that it will be well below 20 grand and will probably be the least expensive hybrid on the market. The Insight’s five-door body is based on the FCX Clarity fuel-cell car, and if the dimensions carry over, that means a generous rear seat and lots of cargo room. Considering that the Honda Fit is already shockingly roomy for its diminutive exterior, we expect the same of the Insight. Honda will also include a dash readout that will coach pilots to drive for better fuel economy. The planned U.S. sales volume is 100,000 a year, which shouldn’t be hard to achieve.
2010 (?) Ford Escape Plug-in
If the Insight is Honda’s shot at the Prius, Ford is cooking up some pure EV competition for the extended-range Volt hybrid. Down on hydrogen-powered cars and fuel cells in particular, Ford VP for Global Product Development Derrick Kuzak hinted here last night that all-electric cars might be the company’s endgame. “We have to get beyond having two powertrains,” Kuzak said, citing weight, complexity and cost issues as reasons to eventually move beyond hybrids and plug-in hybrid electric vehicles (PHEVs). There’s already a basic electric infrastructure, he said, that can be upgraded to handle EVs a lot easier—and at a far lower cost—than setting up a hydrogen infrastructure. Down the road, Ford may not seek a 200-mi. range for such vehicles, as Kuzak insisted that 100 miles was acceptable “for most of the world”—and, it should be noted, for competitors like Nissan.
If the race to workable lithium-ion battery technology proves to have too many hurdles, Ford remains optimistic about the possibilities for cellulosic ethanol. Right now, however, the company is running a number of plug-in versions of the Ford Escape hybrid as part of a project with Southern California Edison. And without offering a specific timetable, Kuzak confirmed that Ford plans to put into general production a PHEV version, with a “general” goal of achieving Volt-level range on battery power alone—that’s to the tune of 40 miles per charge.
2010 Infiniti Hybrid
On a recent test drive in Japan, we sampled a prototype of Nissan’s first in-house designed hybrid. We noticed that the transitions from gas to electric were a bit rough—not quite production-ready. So, some fine-tuning remains. The system will debut on a 2010 Infiniti product. It works similarly to the two-mode approach used by GM and others, but Infiniti will provide a longer EV-only range and a maximum speed of 75 mph on pure electric power.
2010 Toyota Prius
The current Prius is the only hybrid that doesn’t have a conventional gasoline counterpart. It was designed as a dedicated hybrid. And even in its final year of production, it’s still a hit. The all-new Prius will arrive next spring with a larger 1.8-liter gas engine, but the rest of the hybrid system is evolutionary. Eight months after launch, Toyota will offer a plug-in hybrid Prius with a lithium-ion battery pack. And it, too, could match the Volt’s projected 40-miles-per-charge, electric-only range.
A full look at the already teased Volt should begin a cavalcade of new hybrid hype—the much-spied (and seemingly close-to-production) Insight concept will debut next month at the Paris Motor Show, likely followed by a 2010 Infiniti hybrid at a show early next year, and finally the launch of the new Toyota Prius next spring. But don’t expect radical jumps in fuel economy—even an electrified Prius is still prepping for fleet testing in Japan late next year, as hyperefficient plug-ins will arrive later. Here’s an update on four hybrids we’re watching closely as GM prepares to drop the Volt bomb.
2010 Honda Insight Hybrid
Honda will finally go toe-to-toe with the Prius when the unique-looking five-passenger hybrid that we’ve been expecting debuts next spring under the popular Insight moniker. Specific details are slim, but we know the Insight hybrid will use a powertrain similar to the Civic Hybrid, which means a 1.3-liter VTEC four-cylinder engine mated to an electric assist motor (about 115 hp total) and CVT transmission. This powertrain rarely operates in electric-only mode (only during light-load cruising), so that means a plug-in version is highly unlikely—for now. But as far as miles per gallon go, the Insight should still hit the mid- to high-40s on the EPA’s city and highway test cycles.
What’s more, the Honda powertrain has a more conventional design than Toyota’s, which means the Insight will cost far less the Prius’s $22,000 base price. Our guess is that it will be well below 20 grand and will probably be the least expensive hybrid on the market. The Insight’s five-door body is based on the FCX Clarity fuel-cell car, and if the dimensions carry over, that means a generous rear seat and lots of cargo room. Considering that the Honda Fit is already shockingly roomy for its diminutive exterior, we expect the same of the Insight. Honda will also include a dash readout that will coach pilots to drive for better fuel economy. The planned U.S. sales volume is 100,000 a year, which shouldn’t be hard to achieve.
2010 (?) Ford Escape Plug-in
If the Insight is Honda’s shot at the Prius, Ford is cooking up some pure EV competition for the extended-range Volt hybrid. Down on hydrogen-powered cars and fuel cells in particular, Ford VP for Global Product Development Derrick Kuzak hinted here last night that all-electric cars might be the company’s endgame. “We have to get beyond having two powertrains,” Kuzak said, citing weight, complexity and cost issues as reasons to eventually move beyond hybrids and plug-in hybrid electric vehicles (PHEVs). There’s already a basic electric infrastructure, he said, that can be upgraded to handle EVs a lot easier—and at a far lower cost—than setting up a hydrogen infrastructure. Down the road, Ford may not seek a 200-mi. range for such vehicles, as Kuzak insisted that 100 miles was acceptable “for most of the world”—and, it should be noted, for competitors like Nissan.
If the race to workable lithium-ion battery technology proves to have too many hurdles, Ford remains optimistic about the possibilities for cellulosic ethanol. Right now, however, the company is running a number of plug-in versions of the Ford Escape hybrid as part of a project with Southern California Edison. And without offering a specific timetable, Kuzak confirmed that Ford plans to put into general production a PHEV version, with a “general” goal of achieving Volt-level range on battery power alone—that’s to the tune of 40 miles per charge.
2010 Infiniti Hybrid
On a recent test drive in Japan, we sampled a prototype of Nissan’s first in-house designed hybrid. We noticed that the transitions from gas to electric were a bit rough—not quite production-ready. So, some fine-tuning remains. The system will debut on a 2010 Infiniti product. It works similarly to the two-mode approach used by GM and others, but Infiniti will provide a longer EV-only range and a maximum speed of 75 mph on pure electric power.
2010 Toyota Prius
The current Prius is the only hybrid that doesn’t have a conventional gasoline counterpart. It was designed as a dedicated hybrid. And even in its final year of production, it’s still a hit. The all-new Prius will arrive next spring with a larger 1.8-liter gas engine, but the rest of the hybrid system is evolutionary. Eight months after launch, Toyota will offer a plug-in hybrid Prius with a lithium-ion battery pack. And it, too, could match the Volt’s projected 40-miles-per-charge, electric-only range.
Toyota MR2 Custom In-Dash Computer Puts KITT To Shame
I don’t know what’s more surprising, how elaborate this Toyota MR2’s custom in-dash PC installation is, or the fact that the owner has actually decided to sell the car after putting so much work into it. As you can see, the standard dashboard gauges and displays in MR2Forum.de member LaroCroft’s MR2 have been completely replaced with 3 LCD displays providing access and info to almost every function you could ever need while behind the wheel. GPS (thanks to Microsoft Mappoint 2006), advanced climate control, lighting, mirrors, engine performance, fuel consumption and of course an elaborate entertainment system for playing music and movies. It’s all powered by a dual-core 2GHz PC with 1GB of RAM and can be operated by a touch screen interface, or by using a 3Dconnexion SpaceNavigator 3D Mouse which is embedded in the center console. Just keep in mind that interested buyers should have a pretty solid knowledge of electronics and programming in Visual Basic if they plan to do any further tinkering.
Thursday, September 11, 2008
Renault parades Ondelios flax car
You can eat it, buy towels and bags made from it, but did you know you can make a car from flax? Renault thinks so, as today it unveiled the Ondelio, a new eco concept car partly made from flax.
The Ondelious is a 6-seater diesel hybrid that Renault says represents the "medium term future" of motoring. It'll be on show at next month's Paris Motor Show.
Renault claims the flax bodywork is there for "for greater recyclability." Flax is certainly a renewable resource -- unlike oil-based plastic -- but I'm sceptical it has great potential for recycling in the car industry.
A more credible eco claim is the use of carbon fibre and polycarbonate in the car's bodywork, which should reduce its weight and fuel consumption (like, say, the Axon).
Renault reckons the car will manage 120g/km CO2, thanks to its aerodynamic design, light body, low resistance tyres and stop-start technology that saves fuel when you stop at lights. 120g would be pretty impressive for a car this size.
The hybrid tech inside is of the 'mild' variety, meaning it'll assist your diesel driving for fuel efficiency. You can't, however, run on 100 per cent electric alone. The lithium-ion battery recharges when you brake, and the car has electric motors front and back.
The Ondelios certainly looks nice for a concept car -- I'm a sucker for roof-hinge doors -- but the eco claims are a tad oversold. It's basically a luxury concept with decent fuel economy and okay performance of 0-60mph in 7.8 seconds.
My favourite 'eco' element is the promise of a Samsung multimedia gaming gadget for every passenger.
Maybe Renault didn't notice, but people already one iPhones and PSPs. If a son of the Ondelios ever sees the light of day, let's hope the Samsung gadgets are an optional extra.
Lexus LF-Xh hybrid concept headed for Paris
Green car fans can glimpse the next generation of Lexus' hybrid 4x4s next month at the Paris Motor Show. The Lexus LF-Xh hybrid isn't a new concept car and it's been 'hanging' in a Milan art gallery, but this is its first European motor show debut.
The car has a V6 engine and promises "excellent fuel efficiency", athough mpg and CO2 figures are still under wraps. That's about it for details, so in the meantime, cast your eyes over the pics below.
Lexus sells a range of hybrids today -- a limo and a 4x4 -- which fall in the efficient luxury car class rather than the truly low emissions camp.
Mercedes-Benz eco C-Class tells you when to shift gear
A new greener version of the Mercedes-Benz C-Class will tell drivers when to change gear to save fuel. Using a computer and display that informs drivers of the most efficient time to shift gear, the C 250 CDI BlueEFFICIENCY Prime Edition hopes to maximise mileage from its efficient diesel engine.
The C 250 will cost 40,638 Euros (£32,330) and goes head-to-head with compact executive cars such as the BMW 3 Series 318d.
Mercedes-Benz says its car will manage 138g/km CO2: not bad, but not as good as the class-leading Beamer. Performance looks respectable, with a promised 0-60mph of 7 seconds.
The car will be available this autumn in a limited 5,000 run.
Wednesday, September 10, 2008
A Solar Powered Car caught by Police, thinking that its a UFO
Marcelo da Luz has been driving his solar powered car across countries for past two years. When arrived to Alaska, somebody dialed 911 reporting for UFO sighting. Alaskan police came and pulled Marcelo for interrogation.
He was not taken to a secret bunker for experimentation as the police did not
take the matter any further.
To my surprise, this is the seventh times that this saucer-shaped solar-powered vehicle has been pulled over for the same case, UFO sighting.
[via New Launches]
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