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Found 457 results

  1. The Toyota Yaris and Yaris Hatchback will be no more in the U.S. come the end of June. That's according to a leaked memo posted to Reddit and found by CarBuzz. Sent to "All Southeast Toyota Dealers and General Managers" by Toyota, the memo says the Yaris will "cease production" at the end of June. "The Yaris sedan and Yaris Hatchback will not be available for model year 2021. Model year 2020 will be the last year for Yaris. June 2020 will be the last month of production for the Yaris sedan and Yaris Hatchback for the US," wrote Christine N. Henley, Toyota North America's Western Communications Manager in the memo. Toyota confirmed the memo, and gave Car and Driver this statement; "The entry-subcompact segment has new regulations that require additional homologation. Those regulations, coupled with declining sales in the segment, are some of the reasons behind the decision." (Author's Note: We're wondering what Toyota means by the statement we bolded here, and we'll update if we get some sort of clarification. -WM). The declining sales makes sense as Toyota only moved 21,917 Yaris models in 2019, down 5,293 units when compared to 2018. To give more perspective, the Corolla moved 304,850 units last year. So if you're interested an affordable Toyota, we would hurry down to your nearest dealer ASAP. Source: CarBuzz, Car and Driver View full article
  2. The Toyota Yaris and Yaris Hatchback will be no more in the U.S. come the end of June. That's according to a leaked memo posted to Reddit and found by CarBuzz. Sent to "All Southeast Toyota Dealers and General Managers" by Toyota, the memo says the Yaris will "cease production" at the end of June. "The Yaris sedan and Yaris Hatchback will not be available for model year 2021. Model year 2020 will be the last year for Yaris. June 2020 will be the last month of production for the Yaris sedan and Yaris Hatchback for the US," wrote Christine N. Henley, Toyota North America's Western Communications Manager in the memo. Toyota confirmed the memo, and gave Car and Driver this statement; "The entry-subcompact segment has new regulations that require additional homologation. Those regulations, coupled with declining sales in the segment, are some of the reasons behind the decision." (Author's Note: We're wondering what Toyota means by the statement we bolded here, and we'll update if we get some sort of clarification. -WM). The declining sales makes sense as Toyota only moved 21,917 Yaris models in 2019, down 5,293 units when compared to 2018. To give more perspective, the Corolla moved 304,850 units last year. So if you're interested an affordable Toyota, we would hurry down to your nearest dealer ASAP. Source: CarBuzz, Car and Driver
  3. The landscape of midsize sedans was much different ten to fifteen years ago. All of them offered the choice of a four-cylinder and V6 engine. Today, it is a completely different story as most automakers that still offer a midsize sedan have dropped their V6 engines in favor of turbo-fours. But Toyota is bucking the trend by sticking with the V6 in the Camry. It seemed like a good time to ask whether or not there is a place for a V6 in the midsize class. The V6 in question is a 3.5L used in many Toyota and Lexus vehicles. In the Camry, output is rated at 301 horsepower and 267 pound-feet of torque. An eight-speed automatic routes power to the front wheels. This V6 is one of my favorites due to its combination of excellent acceleration off the line and smoothness that turbo-fours can only dream of. One gotcha you need to keep in mind that torque steer will pop up if you decide to mash on the accelerator. The eight-speed automatic is very smooth and quick to upshift but hesitates to downshift when you need more speed. This is likely due to programming in the transmission to improve fuel economy. EPA fuel economy figures for the Camry XLE V6 are 22 City/33 Highway/26 Combined. My average for the week landed around 24 on a 60/40 mix of highway and city driving. The XSE and TRD V6s see a slight dip in fuel economy due to their performance ambitions. While the XLE can’t fully match the athleticism of the XSE I drove last year, it still can hold its own in the bends. The XLE has the added benefit of providing a smoother ride, as most bumps and road imperfections become mere ripples. Disappointingly, there is a fair amount of road and wind noise comes inside when driving on the freeway. A key difference between the XLE and the XSE I drove last year is the front end treatment. There is a larger lower grille and a different top grille design. I find this design to be a bit much and may scare a lot of people away. On the other hand, the new front does give Camry some needed presence on the road - something that couldn’t be said for previous-generation models. The XLE is surprisingly luxurious with quilted luxury upholstery for the seats and stitching on the dash. Although, a Mazda6 Signature is slightly more premium in terms of offering more luxurious trim pieces, whereas the Camry XLE uses a lot of piano black trim. Comfort is one area that the Camry XLE excels in. The seats are quite cushy and offer plenty of support, no matter the distance of any trip. The back seat offers plenty of head and legroom. The Entune system may not have the sharp and modern graphics as some competitors, but it does have a simple interface and the ability to use either Apple CarPlay or Android Auto. The XLE starts at $29,455 for the base four-cylinder, while the V6 will set you back $34,580. With a few options, my test XLE V6 carried an as-tested price of $37,824. That’s slightly more expensive than a Mazda6 Signature which offers a slightly more premium interior and better driving dynamics. But the Camry can counter with the smooth performance of the V6, comfortable ride, and its long-standing reputation for reliability. I came away really impressed with the Camry XLE, but also wondering how much longer Toyota will hold out. Despite all of the positives, the V6 is a very expensive proposition and most buyers will likely be happy with the four-cylinder. If I was to buy one, I would likely go for an XLE minus the options. Disclaimer: Toyota provided the Camry, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: Camry Trim: XLE V6 Engine: 3.5L DOHC D-4S Dual-Injection w/Dual VVT-i V6 Driveline: Front-Wheel Drive, Eight-Speed Automatic Horsepower @ RPM: 301 @ 6,600 Torque @ RPM: 267 @ 4,700 Fuel Economy: City/Highway/Combined - 22/33/26 Curb Weight: 3,549 lbs Location of Manufacture: Georgetown, KY Base Price: $34,050 As Tested Price: $37,824 (Includes $920.00 Destination Charge) Options: Driver Assist Package - $1,550.00 Navigation Package - $1,040.00 Carpet/Trunk Mat Set - $264.00 View full article
  4. The landscape of midsize sedans was much different ten to fifteen years ago. All of them offered the choice of a four-cylinder and V6 engine. Today, it is a completely different story as most automakers that still offer a midsize sedan have dropped their V6 engines in favor of turbo-fours. But Toyota is bucking the trend by sticking with the V6 in the Camry. It seemed like a good time to ask whether or not there is a place for a V6 in the midsize class. The V6 in question is a 3.5L used in many Toyota and Lexus vehicles. In the Camry, output is rated at 301 horsepower and 267 pound-feet of torque. An eight-speed automatic routes power to the front wheels. This V6 is one of my favorites due to its combination of excellent acceleration off the line and smoothness that turbo-fours can only dream of. One gotcha you need to keep in mind that torque steer will pop up if you decide to mash on the accelerator. The eight-speed automatic is very smooth and quick to upshift but hesitates to downshift when you need more speed. This is likely due to programming in the transmission to improve fuel economy. EPA fuel economy figures for the Camry XLE V6 are 22 City/33 Highway/26 Combined. My average for the week landed around 24 on a 60/40 mix of highway and city driving. The XSE and TRD V6s see a slight dip in fuel economy due to their performance ambitions. While the XLE can’t fully match the athleticism of the XSE I drove last year, it still can hold its own in the bends. The XLE has the added benefit of providing a smoother ride, as most bumps and road imperfections become mere ripples. Disappointingly, there is a fair amount of road and wind noise comes inside when driving on the freeway. A key difference between the XLE and the XSE I drove last year is the front end treatment. There is a larger lower grille and a different top grille design. I find this design to be a bit much and may scare a lot of people away. On the other hand, the new front does give Camry some needed presence on the road - something that couldn’t be said for previous-generation models. The XLE is surprisingly luxurious with quilted luxury upholstery for the seats and stitching on the dash. Although, a Mazda6 Signature is slightly more premium in terms of offering more luxurious trim pieces, whereas the Camry XLE uses a lot of piano black trim. Comfort is one area that the Camry XLE excels in. The seats are quite cushy and offer plenty of support, no matter the distance of any trip. The back seat offers plenty of head and legroom. The Entune system may not have the sharp and modern graphics as some competitors, but it does have a simple interface and the ability to use either Apple CarPlay or Android Auto. The XLE starts at $29,455 for the base four-cylinder, while the V6 will set you back $34,580. With a few options, my test XLE V6 carried an as-tested price of $37,824. That’s slightly more expensive than a Mazda6 Signature which offers a slightly more premium interior and better driving dynamics. But the Camry can counter with the smooth performance of the V6, comfortable ride, and its long-standing reputation for reliability. I came away really impressed with the Camry XLE, but also wondering how much longer Toyota will hold out. Despite all of the positives, the V6 is a very expensive proposition and most buyers will likely be happy with the four-cylinder. If I was to buy one, I would likely go for an XLE minus the options. Disclaimer: Toyota provided the Camry, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: Camry Trim: XLE V6 Engine: 3.5L DOHC D-4S Dual-Injection w/Dual VVT-i V6 Driveline: Front-Wheel Drive, Eight-Speed Automatic Horsepower @ RPM: 301 @ 6,600 Torque @ RPM: 267 @ 4,700 Fuel Economy: City/Highway/Combined - 22/33/26 Curb Weight: 3,549 lbs Location of Manufacture: Georgetown, KY Base Price: $34,050 As Tested Price: $37,824 (Includes $920.00 Destination Charge) Options: Driver Assist Package - $1,550.00 Navigation Package - $1,040.00 Carpet/Trunk Mat Set - $264.00
  5. The redesigned Corolla Hatchback brought back something that was missing in the Corolla for a number of years; being somewhat interesting. With more expressive styling and a new platform that improves driving dynamics, the model has started to shed its image of being bland. But would this continue with the redesigned Corolla sedan? To find out, I spent a week in the top-line Corolla XSE. The basic profile is unchanged from the previous Corolla sedan, but Toyota has done their best to make look a bit more exciting. On the XSE, this means a different front clip from other Corollas with the emblem moved to towards the cutline of the hood, a larger lower grille, and deep cuts for the bumper. The distinctive fang headlights are carried over from other Corollas. Around back, not much has changed aside from a new rear diffuser. The updated look does make the Corolla sedan have presence, but I prefer the hatchback in terms of overall looks. One item that is shared between the sedan and hatchback is the dashboard. As I noted in my Corolla Hatchback review, the dash features a layered design, faux stitching, and infotainment screen mounted on top - measuring either seven or eight inches depending on the trim. I like that Toyota is taking chances with the design, but also retaining the excellent ergonomics it’s known for. My particular tester came with the larger eight-inch featuring the newest version of Entune. While I wish Toyota had done more to make the interface look more modern and feature colors that weren’t various shades of grey. But I cannot deny Toyota builds a system that anyone can quickly grasp thanks to the simple interface design, physical shortcut buttons to various features, and Apple CarPlay compatibility. Those with Android smartphones are left out in the cold. Those sitting up front will have no complaints about space, seat adjustment, or comfort. In the back, legroom is about average for the class. But headroom for taller passengers comes up a bit short, especially when you have the optional moonroof. Three powertrains are available in the Corolla; a 1.8L four in the L, LE, and XLE; 2.0L four for the SE and XSE; and a hybrid for the LE Hybrid. The 2.0L produces 169 horsepower and 151 pound-feet. The XSE only gets a CVT transmission, while the SE has the choice between the CVT and a six-speed manual. Performance is the same as with the Corolla SE I drove last year; decent around town and leaving stoplights, but really struggles when trying to get to higher speeds. A fair amount of engine noise does make it way inside when driving on the highway. EPA fuel economy figures for the Corolla XSE are 31 City/38 City/34 Highway - lower than the Corolla SE hatchback (32/41/35). My average for the week landed around 33.4 mpg on a 60/40 mix of highway and city driving. Handling is an improvement over the old Corolla as it feels slightly more lively with better control of body motions. But it cannot match the nimbleness of the hatchback. This likely comes down to the Corolla Hatchback being sold in the European market where a sportier ride is desired. The sedan sold in the U.S. is more attuned to providing a smooth ride. The Corolla XSE for the most part is able to smooth over most bumps and imperfections, but the 18-inch wheels does mean some bumps do make their way inside. Road and wind noise is kept to acceptable levels. There is one area that the Corolla XSE falters, value for money. With an as-tested price of $28,794, that puts you in the range of a well-equipped Mazda3 that not only offers more power, but has an interior that the Corolla cannot match. For only a couple grand less, a Kia Forte EX offers more equipment and a slightly larger back seat. Toyota has improved the Corolla sedan to a point where most of the blandness doesn’t exist. I would have liked to seen Toyota take some of the handling magic used on the hatchback and place it into the sedan. But Toyota knows most buyers don’t really care about this. By taking the strengths and wrapping it up in a package that stands out, it will mean more people may check out the Corolla. But I would recommend sticking with one of the lower trims as they offer a slightly better bang your for your buck. Disclaimer: Toyota Provided the Corolla, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: Corolla Trim: XSE Engine: 2.0L DOHC 16-Valve, Dual VVT-i Driveline: Front-Wheel Drive, CVT Horsepower @ RPM: 169 @ 6,600 Torque @ RPM: 151 @ 4,400 Fuel Economy: City/Highway/Combined - 31/38/34 Curb Weight: 3,150 lbs Location of Manufacture: Toyota, Aichi, Japan Base Price: $25,450 As Tested Price: $28,794 (Includes $930.00 Destination Charge) Options: Premium Audio with Dynamic Navigation and JBL w/Clari-Fi - $1,715.00 Adaptive Front Lighting System - $450.00 Cargo Mat Package - $249.00 View full article
  6. The redesigned Corolla Hatchback brought back something that was missing in the Corolla for a number of years; being somewhat interesting. With more expressive styling and a new platform that improves driving dynamics, the model has started to shed its image of being bland. But would this continue with the redesigned Corolla sedan? To find out, I spent a week in the top-line Corolla XSE. The basic profile is unchanged from the previous Corolla sedan, but Toyota has done their best to make look a bit more exciting. On the XSE, this means a different front clip from other Corollas with the emblem moved to towards the cutline of the hood, a larger lower grille, and deep cuts for the bumper. The distinctive fang headlights are carried over from other Corollas. Around back, not much has changed aside from a new rear diffuser. The updated look does make the Corolla sedan have presence, but I prefer the hatchback in terms of overall looks. One item that is shared between the sedan and hatchback is the dashboard. As I noted in my Corolla Hatchback review, the dash features a layered design, faux stitching, and infotainment screen mounted on top - measuring either seven or eight inches depending on the trim. I like that Toyota is taking chances with the design, but also retaining the excellent ergonomics it’s known for. My particular tester came with the larger eight-inch featuring the newest version of Entune. While I wish Toyota had done more to make the interface look more modern and feature colors that weren’t various shades of grey. But I cannot deny Toyota builds a system that anyone can quickly grasp thanks to the simple interface design, physical shortcut buttons to various features, and Apple CarPlay compatibility. Those with Android smartphones are left out in the cold. Those sitting up front will have no complaints about space, seat adjustment, or comfort. In the back, legroom is about average for the class. But headroom for taller passengers comes up a bit short, especially when you have the optional moonroof. Three powertrains are available in the Corolla; a 1.8L four in the L, LE, and XLE; 2.0L four for the SE and XSE; and a hybrid for the LE Hybrid. The 2.0L produces 169 horsepower and 151 pound-feet. The XSE only gets a CVT transmission, while the SE has the choice between the CVT and a six-speed manual. Performance is the same as with the Corolla SE I drove last year; decent around town and leaving stoplights, but really struggles when trying to get to higher speeds. A fair amount of engine noise does make it way inside when driving on the highway. EPA fuel economy figures for the Corolla XSE are 31 City/38 City/34 Highway - lower than the Corolla SE hatchback (32/41/35). My average for the week landed around 33.4 mpg on a 60/40 mix of highway and city driving. Handling is an improvement over the old Corolla as it feels slightly more lively with better control of body motions. But it cannot match the nimbleness of the hatchback. This likely comes down to the Corolla Hatchback being sold in the European market where a sportier ride is desired. The sedan sold in the U.S. is more attuned to providing a smooth ride. The Corolla XSE for the most part is able to smooth over most bumps and imperfections, but the 18-inch wheels does mean some bumps do make their way inside. Road and wind noise is kept to acceptable levels. There is one area that the Corolla XSE falters, value for money. With an as-tested price of $28,794, that puts you in the range of a well-equipped Mazda3 that not only offers more power, but has an interior that the Corolla cannot match. For only a couple grand less, a Kia Forte EX offers more equipment and a slightly larger back seat. Toyota has improved the Corolla sedan to a point where most of the blandness doesn’t exist. I would have liked to seen Toyota take some of the handling magic used on the hatchback and place it into the sedan. But Toyota knows most buyers don’t really care about this. By taking the strengths and wrapping it up in a package that stands out, it will mean more people may check out the Corolla. But I would recommend sticking with one of the lower trims as they offer a slightly better bang your for your buck. Disclaimer: Toyota Provided the Corolla, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: Corolla Trim: XSE Engine: 2.0L DOHC 16-Valve, Dual VVT-i Driveline: Front-Wheel Drive, CVT Horsepower @ RPM: 169 @ 6,600 Torque @ RPM: 151 @ 4,400 Fuel Economy: City/Highway/Combined - 31/38/34 Curb Weight: 3,150 lbs Location of Manufacture: Toyota, Aichi, Japan Base Price: $25,450 As Tested Price: $28,794 (Includes $930.00 Destination Charge) Options: Premium Audio with Dynamic Navigation and JBL w/Clari-Fi - $1,715.00 Adaptive Front Lighting System - $450.00 Cargo Mat Package - $249.00
  7. According to the Rumorpile, Toyota is working on bringing back the Venza, a car that went out of production after 2015. The original Venza did not sell very well, partially due to its wagon-like shape and also relatively high pricing. It also lacked any off-road pretense that typically comes with a crossover. The problem for Toyota is that there is a large Venza sized gap in their SUV lineup between the RAV-4 and Highlander. This time around, the Venza would ditch the wagon looks and instead be a true crossover along the lines of the Chevrolet Trailblazer, Honda Passport, and Ford Edge. There is a possibility that the Venza would come in only hybrid form using the same 2.5-liter setup with rear electric motor that the Highlander uses. If the rumors prove true, you could see a new Venza hit the auto show circuit as early as 2021.
  8. According to the Rumorpile, Toyota is working on bringing back the Venza, a car that went out of production after 2015. The original Venza did not sell very well, partially due to its wagon-like shape and also relatively high pricing. It also lacked any off-road pretense that typically comes with a crossover. The problem for Toyota is that there is a large Venza sized gap in their SUV lineup between the RAV-4 and Highlander. This time around, the Venza would ditch the wagon looks and instead be a true crossover along the lines of the Chevrolet Trailblazer, Honda Passport, and Ford Edge. There is a possibility that the Venza would come in only hybrid form using the same 2.5-liter setup with rear electric motor that the Highlander uses. If the rumors prove true, you could see a new Venza hit the auto show circuit as early as 2021. View full article
  9. My wheels for the week are a 2020 Toyota Corolla XLE sedan. This one is well equipped with Toyota Safety Sense now standard, Toyota Entune with Apple CarPlay, Adaptive lighting system with automatic high beams, headed seats, and a JBL Premium audio system. It is rated for 29 city / 37 highway and we'll be putting that highway number to the test. We will be taking the Corolla to Northern Virginia for the weekend to visit family for the holidays. The XLE differs from the 2019 Corolla SE hatchback that @William Maley recently tested in that it has the 1.8 liter engine instead of the 2.0 liter. This engine puts out 139 horsepower at 6100 RPM and 126 lb-ft of torque at 3900 rpm. About a 30 horsepower deficit compared to the SE. In my initial drive, I found the car to be snappy around town, but things got a little raucous when I went to merge onto the highway. Though it is a CVT, it has a fixed first gear. The fixed first gear does take away from the rubber band feeling most CVTs have. I took the Corolla on a set of twisty roads that I take all test vehicles on and the sedan, while no sports car, felt firmly planted and predictable around the curves. One thing that is surprising is the sticker price; $28,084 for a Corolla without even the biggest engine seems quite steep. So while I'm loading up the trunk with Christmas cheer, fire off any questions you have about the 2020 Toyota Corolla XLE.
  10. My wheels for the week are a 2020 Toyota Corolla XLE sedan. This one is well equipped with Toyota Safety Sense now standard, Toyota Entune with Apple CarPlay, Adaptive lighting system with automatic high beams, headed seats, and a JBL Premium audio system. It is rated for 29 city / 37 highway and we'll be putting that highway number to the test. We will be taking the Corolla to Northern Virginia for the weekend to visit family for the holidays. The XLE differs from the 2019 Corolla SE hatchback that @William Maley recently tested in that it has the 1.8 liter engine instead of the 2.0 liter. This engine puts out 139 horsepower at 6100 RPM and 126 lb-ft of torque at 3900 rpm. About a 30 horsepower deficit compared to the SE. In my initial drive, I found the car to be snappy around town, but things got a little raucous when I went to merge onto the highway. Though it is a CVT, it has a fixed first gear. The fixed first gear does take away from the rubber band feeling most CVTs have. I took the Corolla on a set of twisty roads that I take all test vehicles on and the sedan, while no sports car, felt firmly planted and predictable around the curves. One thing that is surprising is the sticker price; $28,084 for a Corolla without even the biggest engine seems quite steep. So while I'm loading up the trunk with Christmas cheer, fire off any questions you have about the 2020 Toyota Corolla XLE. View full article
  11. The Toyota Corolla for the past couple of decades has been the poster child of the vehicle that just existed. All it was built to do was go from point a to b without any sort of enthusiasm. But Toyota is wanting to change that with the redesign of Corolla, starting with the new Corolla Hatchback. Has it worked? The Corolla Hatchback falls in line with recent Toyota models with a shouty design. A sloping front end features massive lower grille, slim daytime running lights, and headlights that looked to be chiseled in. My SE tester lacked the 18-inch alloy wheels and a huge rear wing that is standard on the XSE. But the smaller wheels and wing provide a much cleaner look. The interior looks more expressive with a layered dashboard design and faux stitching around both the dash and transmission. In traditional Toyota fashion, controls for the various functions are within easy reach. An eight-inch screen mounted high on the dash is standard on Corolla Hatchbacks and comes with the latest version of Entune. As I have noted in other 2019 Toyotas, the updated Entune is noticeably quicker when switching between various functions. Also appreciated is the integration with Apple CarPlay which gives a driver another choice for infotainment. Those with Android phones will need to get their hands on the 2020 model. What I do wish is that Toyota had made the interface slightly more modern and added other colors that weren’t 50 shades of grey. If you find yourself riding in the Corolla Hatchback, be sure to nab the front seat. Those sitting in the back will find space for their legs to be quite small. This isn’t helped with the narrow rear door openings. At least no one will have any complaints with the headroom as the hatchback has plenty of it. It gets even worse when you open up the rear tailgate and you’re presented with a minuscule 17.8 cubic feet of space behind the rear seats. The new Mazda3 offers more space at 20.1. Power comes from a new 2.0L four-cylinder producing 168 horsepower and 151 pounds-feet of torque, a noticeable increase from the outgoing Corolla iM - 137 HP and 126 lb-ft. This has moved overall performance impressions from poor to adequate as the hatchback is noticeably quicker around town. Country and highway driving are still a weak point as you’ll need to jam the gas to get any real movement from the engine. I would like to see either Toyota introduce a small turbo engine or figure out how to have torque readily available at a lower rpm. My test vehicle was fitted with an optional CVT; a six-speed manual is standard. This CVT is different from others as Toyota fitted a fixed first gear ratio that it uses when leaving a stop. This reduces the rubber-band-type delay when accelerating and makes it feel more like a conventional automatic. EPA fuel economy figures for the Corolla Hatchback with the CVT are 32 City/42 Highway/36 Combined. My average for the week landed around 36.1 mpg. One area that the Corolla Hatchback’s predecessor impressed me was the handling. It felt planted and had surprising reflexes when going through a bend, but the rubbery steering did let it down. The Corolla Hatchback carries this torch as it feels even sharper with less body roll and a nimble feel. Steering is improved as well with a more natural feel when turning. I’ll still put the last-generation Mazda3 and Volkswagen Golf as the best-handling models in the class, but Corolla Hatchback isn’t too far behind. Despite its sporting intentions, the Corolla Hatchback coped very well on Detroit’s shambolic roads with most bumps and ruts being smoothed over. Part of this comes down to the SE having 16-inch wheels, allowing for more sidewall. Road noise is kept out, but there is a fair amount of wind noise that enters when driving on the freeway. Toyota pulled most of the stops out when working on the Corolla Hatchback and their efforts have paid off. It is the best looking Corolla in quite some time, offers surprising handling characteristics, and comes well equipped for the money. The SE begins at $21,090 and that includes adaptive cruise control, pre-collision system with pedestrian detection, eight-inch touchscreen, and LED lighting. Where the Corolla Hatchback loses ground is rear-seat space and cargo room which trails competitors by a significant amount. That’s the make or break decision as to whether you should or shouldn’t consider one. Nevertheless, Toyota has done the seemingly impossible: Made the Corolla interesting. Disclaimer: Toyota Provided the Corolla Hatchback, Insurance, and One Tank of Gas Year: 2019 Make: Toyota Model: Corolla Hatchback Trim: SE Engine: 2.0L DOHC 16-Valve D4S Four-Cylinder Driveline: Front-Wheel Drive, CVT Horsepower @ RPM: 168 @ 6,600 Torque @ RPM: 151 @ 4,800 Fuel Economy: City/Highway/Combined - 32/42/36 Curb Weight: 3,060 lbs Location of Manufacture: Toyota, Aichi, Japan Base Price: $21,090 As Tested Price: $23,639.00 (Includes $920.00 Destination Charge) Options: SE Preferred Package - $1,400.00 Carpet Mat Package - $229.00 View full article
  12. The Toyota Corolla for the past couple of decades has been the poster child of the vehicle that just existed. All it was built to do was go from point a to b without any sort of enthusiasm. But Toyota is wanting to change that with the redesign of Corolla, starting with the new Corolla Hatchback. Has it worked? The Corolla Hatchback falls in line with recent Toyota models with a shouty design. A sloping front end features massive lower grille, slim daytime running lights, and headlights that looked to be chiseled in. My SE tester lacked the 18-inch alloy wheels and a huge rear wing that is standard on the XSE. But the smaller wheels and wing provide a much cleaner look. The interior looks more expressive with a layered dashboard design and faux stitching around both the dash and transmission. In traditional Toyota fashion, controls for the various functions are within easy reach. An eight-inch screen mounted high on the dash is standard on Corolla Hatchbacks and comes with the latest version of Entune. As I have noted in other 2019 Toyotas, the updated Entune is noticeably quicker when switching between various functions. Also appreciated is the integration with Apple CarPlay which gives a driver another choice for infotainment. Those with Android phones will need to get their hands on the 2020 model. What I do wish is that Toyota had made the interface slightly more modern and added other colors that weren’t 50 shades of grey. If you find yourself riding in the Corolla Hatchback, be sure to nab the front seat. Those sitting in the back will find space for their legs to be quite small. This isn’t helped with the narrow rear door openings. At least no one will have any complaints with the headroom as the hatchback has plenty of it. It gets even worse when you open up the rear tailgate and you’re presented with a minuscule 17.8 cubic feet of space behind the rear seats. The new Mazda3 offers more space at 20.1. Power comes from a new 2.0L four-cylinder producing 168 horsepower and 151 pounds-feet of torque, a noticeable increase from the outgoing Corolla iM - 137 HP and 126 lb-ft. This has moved overall performance impressions from poor to adequate as the hatchback is noticeably quicker around town. Country and highway driving are still a weak point as you’ll need to jam the gas to get any real movement from the engine. I would like to see either Toyota introduce a small turbo engine or figure out how to have torque readily available at a lower rpm. My test vehicle was fitted with an optional CVT; a six-speed manual is standard. This CVT is different from others as Toyota fitted a fixed first gear ratio that it uses when leaving a stop. This reduces the rubber-band-type delay when accelerating and makes it feel more like a conventional automatic. EPA fuel economy figures for the Corolla Hatchback with the CVT are 32 City/42 Highway/36 Combined. My average for the week landed around 36.1 mpg. One area that the Corolla Hatchback’s predecessor impressed me was the handling. It felt planted and had surprising reflexes when going through a bend, but the rubbery steering did let it down. The Corolla Hatchback carries this torch as it feels even sharper with less body roll and a nimble feel. Steering is improved as well with a more natural feel when turning. I’ll still put the last-generation Mazda3 and Volkswagen Golf as the best-handling models in the class, but Corolla Hatchback isn’t too far behind. Despite its sporting intentions, the Corolla Hatchback coped very well on Detroit’s shambolic roads with most bumps and ruts being smoothed over. Part of this comes down to the SE having 16-inch wheels, allowing for more sidewall. Road noise is kept out, but there is a fair amount of wind noise that enters when driving on the freeway. Toyota pulled most of the stops out when working on the Corolla Hatchback and their efforts have paid off. It is the best looking Corolla in quite some time, offers surprising handling characteristics, and comes well equipped for the money. The SE begins at $21,090 and that includes adaptive cruise control, pre-collision system with pedestrian detection, eight-inch touchscreen, and LED lighting. Where the Corolla Hatchback loses ground is rear-seat space and cargo room which trails competitors by a significant amount. That’s the make or break decision as to whether you should or shouldn’t consider one. Nevertheless, Toyota has done the seemingly impossible: Made the Corolla interesting. Disclaimer: Toyota Provided the Corolla Hatchback, Insurance, and One Tank of Gas Year: 2019 Make: Toyota Model: Corolla Hatchback Trim: SE Engine: 2.0L DOHC 16-Valve D4S Four-Cylinder Driveline: Front-Wheel Drive, CVT Horsepower @ RPM: 168 @ 6,600 Torque @ RPM: 151 @ 4,800 Fuel Economy: City/Highway/Combined - 32/42/36 Curb Weight: 3,060 lbs Location of Manufacture: Toyota, Aichi, Japan Base Price: $21,090 As Tested Price: $23,639.00 (Includes $920.00 Destination Charge) Options: SE Preferred Package - $1,400.00 Carpet Mat Package - $229.00
  13. Los Angeles - Toyota Debuted today the Toyota RAV-4 Prime, a plug-in version of their RAV-4 hybrid. The RAV-4 Prime ups the ante with a big bump to the horsepower figure, 302 horses combined between the gasoline engine and electric motors. The gives the RAV-4 Prime a projected 0-60 of 5.8 seconds, the second fastest 0-60 in the Toyota lineup, while also delivering 90 MPGe. The RAV-4 Prime is capable of driving up to 39 miles in EV mode, making it the highest range PHEV SUV on the market. In building the Prime, Toyota added a new higher capacity lithium-ion battery and a booster converter. That, combined with more powerful motor/generators give the electric side of the hybrid system an 83 horsepower boost. The engine is a variant of the 2.5 liter Atkinson-cycle gasoline unit found in the standard RAV-4 Hybrid and it produces the same 176 horsepower. The larger battery is mounted under the floor so there is no compromise on interior space and it adds to a level of stability by giving the RAV-4 Prime a lower center of gravity. RAV-4 Prime's electric on-demand all-wheel drive system is the same setup as found in the RAV-4. Rear mounted electric motors power the rear wheels on demand, including heavy acceleration situations. The AWD system also works to reduce understeer during cornering for better handling performance. Starting with the 2020 model year, every Toyota Hybrid Battery Warranty has been increased from 8 years or 100,000 miles to 10 years from original date of first use, or 150,000 miles, whichever comes first. Available in SE and XSE grades, the RAV-4 Prime will be available mid-summer 2020 as a 2021 model year.
  14. Los Angeles - Toyota Debuted today the Toyota RAV-4 Prime, a plug-in version of their RAV-4 hybrid. The RAV-4 Prime ups the ante with a big bump to the horsepower figure, 302 horses combined between the gasoline engine and electric motors. The gives the RAV-4 Prime a projected 0-60 of 5.8 seconds, the second fastest 0-60 in the Toyota lineup, while also delivering 90 MPGe. The RAV-4 Prime is capable of driving up to 39 miles in EV mode, making it the highest range PHEV SUV on the market. In building the Prime, Toyota added a new higher capacity lithium-ion battery and a booster converter. That, combined with more powerful motor/generators give the electric side of the hybrid system an 83 horsepower boost. The engine is a variant of the 2.5 liter Atkinson-cycle gasoline unit found in the standard RAV-4 Hybrid and it produces the same 176 horsepower. The larger battery is mounted under the floor so there is no compromise on interior space and it adds to a level of stability by giving the RAV-4 Prime a lower center of gravity. RAV-4 Prime's electric on-demand all-wheel drive system is the same setup as found in the RAV-4. Rear mounted electric motors power the rear wheels on demand, including heavy acceleration situations. The AWD system also works to reduce understeer during cornering for better handling performance. Starting with the 2020 model year, every Toyota Hybrid Battery Warranty has been increased from 8 years or 100,000 miles to 10 years from original date of first use, or 150,000 miles, whichever comes first. Available in SE and XSE grades, the RAV-4 Prime will be available mid-summer 2020 as a 2021 model year. View full article
  15. Toyota announced today that the Toyota Avalon and Camry would be getting an all-wheel drive option. It's the first time the Camry has offered all-wheel drive since 1991 and the first ever for Avalon. AWD will be available as a standalone option on Camry LE, XLE, SE, and XSE trims and on the Avalon XLE and Limited trims. In both models, the car is powered by a 202 horsepower 2.5-liter 4-cylinder and an 8-speed automatic. Camry XSE AWD and both Avalon AWD trims get 205hp with their dual exhaust. The AWD system is borrowed from the Toyota RAV-4 and is called Dynamic Torque Control AWD. It is designed to help with traction in slippery weather but not drag down fuel economy when the weather is clear. The AWD system can direct up to 50 percent of the torque to the rear wheels. When AWD isn't needed, the system can disengage the drive shaft from the differential to lessen the drag on fuel efficiency. Neither of these cars was originally planned to have AWD, but given the flexibility of the TNGA architecture they and the RAV4 all ride on, Toyota's R&D department in Saline Michigan was able to modify the cars for this new option. The body of the Camry and Avalon was combined with the drivetrain of the RAV-4. Floor structure modifications were required, plus the use of an electronic parking brake. The gas tank was modified, and despite of the addition of a rear differential, the trunk floor height remains the same. The addition of AWD adds 165lbs to the Camry while the Avalon's weight remains the about the same as the FWD V6 model. Camry AWD will be arriving for model year 2020, while Avalon AWD arrives in 2021.
  16. Toyota announced today that the Toyota Avalon and Camry would be getting an all-wheel drive option. It's the first time the Camry has offered all-wheel drive since 1991 and the first ever for Avalon. AWD will be available as a standalone option on Camry LE, XLE, SE, and XSE trims and on the Avalon XLE and Limited trims. In both models, the car is powered by a 202 horsepower 2.5-liter 4-cylinder and an 8-speed automatic. Camry XSE AWD and both Avalon AWD trims get 205hp with their dual exhaust. The AWD system is borrowed from the Toyota RAV-4 and is called Dynamic Torque Control AWD. It is designed to help with traction in slippery weather but not drag down fuel economy when the weather is clear. The AWD system can direct up to 50 percent of the torque to the rear wheels. When AWD isn't needed, the system can disengage the drive shaft from the differential to lessen the drag on fuel efficiency. Neither of these cars was originally planned to have AWD, but given the flexibility of the TNGA architecture they and the RAV4 all ride on, Toyota's R&D department in Saline Michigan was able to modify the cars for this new option. The body of the Camry and Avalon was combined with the drivetrain of the RAV-4. Floor structure modifications were required, plus the use of an electronic parking brake. The gas tank was modified, and despite of the addition of a rear differential, the trunk floor height remains the same. The addition of AWD adds 165lbs to the Camry while the Avalon's weight remains the about the same as the FWD V6 model. Camry AWD will be arriving for model year 2020, while Avalon AWD arrives in 2021. View full article
  17. The current generation Toyota Mirai has never been a "looker". It seemed like some sort of Prius with a glandular problem. Toyota hopes to change that and make the fuel cell vehicle sexy with the new 2021 Toyota Mirai Sedan Concept. The new concept sits on a rear-wheel drive platform and sports an new, more powerful fuel cell powertrain. Toyota claims a 30-percent increase in driving range with increased hydrogen capacity. Most importantly thought, Toyota un-weirded the Mirai so that it now looks like something that might sit in a Lexus showroom rather than Toyota. The next generation Toyota Mirai will go on sale in late 2020.
  18. The current generation Toyota Mirai has never been a "looker". It seemed like some sort of Prius with a glandular problem. Toyota hopes to change that and make the fuel cell vehicle sexy with the new 2021 Toyota Mirai Sedan Concept. The new concept sits on a rear-wheel drive platform and sports an new, more powerful fuel cell powertrain. Toyota claims a 30-percent increase in driving range with increased hydrogen capacity. Most importantly thought, Toyota un-weirded the Mirai so that it now looks like something that might sit in a Lexus showroom rather than Toyota. The next generation Toyota Mirai will go on sale in late 2020. View full article
  19. Toyota has announced that they will be bringing a new Toyota RAV4 Hybrid to the Los Angeles Auto Show this year. The difference for this hybrid is that it will be a plug-in and it will also be more powerful. Toyota promises "spirited acceleration" in their press release. As we get closer to the show, we'll get more details on range, power, battery size, etc. The RAV4 is already the best selling crossover in the segment and that could mean that the RAV4 PHEV could end up being the most popular PHEV for sale. Globally that title currently belongs to the Mitsubishi Outlander PHEV. Toyota has twice previously made full EV versions of the RAV4, but limited their sales primarily to California where they enjoyed limited success as "compliance vehicles" with 1,484 sold of the first generation and 2,600 copies of the 3rd generation. There was no second generation RAV4 EV.
  20. Toyota has announced that they will be bringing a new Toyota RAV4 Hybrid to the Los Angeles Auto Show this year. The difference for this hybrid is that it will be a plug-in and it will also be more powerful. Toyota promises "spirited acceleration" in their press release. As we get closer to the show, we'll get more details on range, power, battery size, etc. The RAV4 is already the best selling crossover in the segment and that could mean that the RAV4 PHEV could end up being the most popular PHEV for sale. Globally that title currently belongs to the Mitsubishi Outlander PHEV. Toyota has twice previously made full EV versions of the RAV4, but limited their sales primarily to California where they enjoyed limited success as "compliance vehicles" with 1,484 sold of the first generation and 2,600 copies of the 3rd generation. There was no second generation RAV4 EV. View full article
  21. Toyota has released an update to its funky little crossover/hatchback, the C-HR. The changes are slight and include a (slightly) revised front fascia, new wheels, two new colors, Android Auto and Apple Car play standard, and on the Limited trim, an adaptive front lighting system and 8-way power seats. The C-HR already comes with Toyota Safety Sense - P, a suite of safety technologies that include a multi-feature advanced active safety suite that bundles Pre-Collision System with Pedestrian Detection, Lane Departure Alert with Steering Assist, Automatic High Beams, and Full-Speed Range Dynamic Radar Cruise Control. The C-HR is powered by a 2.0-liter 4-cylinder producing 144 horsepower at 6,100 rpm and 139 pound-feet of torque at 3,900 rpm. A CVT puts the power to the wheels, though in sport mode it simulates a 7-speed automatic. The C-HR has a EPA-estimated MPG of 27 city / 31 highway / 29 combined.
  22. Toyota has released an update to its funky little crossover/hatchback, the C-HR. The changes are slight and include a (slightly) revised front fascia, new wheels, two new colors, Android Auto and Apple Car play standard, and on the Limited trim, an adaptive front lighting system and 8-way power seats. The C-HR already comes with Toyota Safety Sense - P, a suite of safety technologies that include a multi-feature advanced active safety suite that bundles Pre-Collision System with Pedestrian Detection, Lane Departure Alert with Steering Assist, Automatic High Beams, and Full-Speed Range Dynamic Radar Cruise Control. The C-HR is powered by a 2.0-liter 4-cylinder producing 144 horsepower at 6,100 rpm and 139 pound-feet of torque at 3,900 rpm. A CVT puts the power to the wheels, though in sport mode it simulates a 7-speed automatic. The C-HR has a EPA-estimated MPG of 27 city / 31 highway / 29 combined. View full article

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