February 6, 2008 – Chicago, IL – The Toyota 1/X concept vehicle made its North American debut today at the 2008 Chicago Auto Show. Developed by Toyota Motor Corporation, the Toyota 1/X compact hybrid offers a glimpse into the next era of automotive technological design. The Toyota 1/X redefines from its very roots the idea of what it means to be environmentally considerate. Pronounced 1/Xth, the name is derived from its vehicle mass, fuel consumption and emissions output, each totaling a fraction of that of other vehicles in its class.
The 1/X features an aerodynamic ultra-lightweight design that maintains the interior space of the Toyota Prius hybrid and is approximately one-third the weight of the Prius. Its low 926-pound curb weight is partially achieved through the use of a light but very strong carbon fiber reinforced plastic (CFRP) throughout the body frame.

The aerodynamic shape of the 1/X and unique cabin design result in smaller pillars, allowing passengers more visibility and helping to create a greater sense of openness and freedom with its outer surroundings for driver and passengers. The CFRP material is lighter and stronger than traditional metals, creating a shock-absorbing like structure with cross-sections that help absorb energy during an impact.

The 1/X roof is produced from a bio-plastic made from environmentally-responsible material derived from kenaf and ramie plants. The result is a roof that improves heat insulation, emits less carbon dioxide, increases the amount of light entering the cabin, and reducing noise.

On the inside, the 1/X employs four ultra-lightweight seats made of polyester fiber that is knitted three-dimensionally for added comfort. The material functions like a spring or damper that helps create a cushion-like feel for all occupants.

The ultra-lightweight stature of the 1/X also helps contribute to a fuel efficiency target that would double that of the Prius and allow the 1/X to operate with an ultra-small hybrid powertrain located under the rear seat. The system combines a home rechargeable plug-in hybrid unit with a small 500cc 0.5-liter flexible-fuel engine that is 1/4th of the total weight of the Prius powertrain. The hybrid plug-in concept is designed to accommodate a lithium-ion battery that would be rechargeable at home. The result is a vehicle with the possibility of traveling over 600 miles on a small four-gallon tank of fuel and achieving the acceleration performance that is equivalent to the Prius.

In consideration of pedestrians and oncoming traffic, the 1/X is equipped with non-glare headlights. The front of the 1/X is dominated by an LED lighting system that sweeps under and across its large front windshield. The LED system helps eliminate glare emanating from the headlights. At sunset, the entire surface of the LED system softly illuminates the entire front surface. With the headlights on, the LED system surrounds the headlights with a soft light, helping to prevent glare from striking oncoming cars and nearby pedestrians.

The light weight of the Toyota 1/X allowed designers to equip the vehicle with smaller and thinner wheels that help reduce splashing while driving in wet conditions. The tires are designed with central grooves that further help prevent water from splashing in the direction of pedestrians.

he 1/X concept is one more example of Toyota’s commitment to designing clean, safe and innovative vehicles. The Toyota 1/X concept made its world debut at the 2007 Tokyo Motor Show.

TOYOTA 1/X CONCEPT AND PRIUS SPECIFICATION COMPARISON

1/X Concept             Prius
Exterior Dimensions (inches)
Total Length                             153.5                   175.0
Total Width                        63.8              67.9
Total Height                        55.5              58.1
Wheelbase                       102.4            106.3
Weights and Capacities
Curb Weight (lbs)                926            2,890
Seating Capacity                   4            5
Powertrain
Gas Engine            0.5 liter 500 cc        1.5 liter  1,497 cc
Hybrid Battery Type        Lithium ion            Nickel Metal Hydride

The Motor Triathlon Race Car (MTRC) is a hydrogen-powered race car concept that combines influences from Toyota’s involvement in Formula One, rallying, sports car racing and other forms of motor sport.

The MTRC – which will be familiar to Sony Playstation users thanks to its inclusion in the Gran Turismo 4 game – was conceived to compete in a “triathlon” of different driving environments: an off-road course, a smooth racetrack and a narrow city street circuit.

Featuring avant-garde styling from Toyota’s ED2 Studio in France, the MTRC seats driver and passenger astern, wrapped in open-wheeler style downforce-producing bodywork.

The company’s heritage in four-wheel-drive vehicles is demonstrated by the drivetrain, in which all four wheels are powered by individual electric motors.

Penned by Toyota’s ED2 Studio in France, the open-wheeler offers seating for two — but the occupants sit line astern, rather than abreast, so conversations may have to wait until the journey is over.

The unusual hoop-shaped wing is designed to produce aerodynamic downforce, while four electric motors — each assigned to an individual wheel — provide propulsion. These motors, in turn, are powered by a fuel cell stack that produces no harmful emissions — water is the only by-product.

The vehicle uses an electronically controlled suspension system that constantly monitors the road conditions and raises the ride height and other settings accordingly, and it’s complemented by ‘Intelligent’ tyres with built-in sensors that are claimed to maximise grip on any surface.

In addition, the car features innovative ‘Mixed Reality’ whereby the driver and passengers wear a special helmet that transmits information in a similar way to a Heads Up Display (HUD).

However, while a traditional HUD conveys information such as temperature or speed, the Canon/Denso-developed Mixed Reality interacts with the car’s other systems to help the driver anticipate upcoming road conditions such as snow or ice.

A pollution-free fuel cell stack emitting only water provides electricity for the motors.

The vehicle uses an electronically controlled suspension system that constantly monitors the road conditions, raises the ride height and adjusts the settings according to its environment.

“Intelligent” tyres use built-in sensors to adapt to the road conditions and maximise grip on any surface.

In addition, the car features innovative Mixed Reality technology developed by partners Denso and Canon.

The driver and passengers wear a special helmet that transmits information in a similar way to a Heads Up Display (HUD).

However, while a traditional HUD conveys factual information such as temperature or speed, Mixed Reality interacts with the car’s other systems to help the driver anticipate upcoming road conditions such as snow or ice.

The MTRC will be amongst dozens of new concept cars and production models making their Asia-Pacific or Australian debuts when the show opens at the Sydney Exhibition Centre at Darling Harbour on October 14.

The new 2009 Toyota Matrix is bigger than the previous version, but Toyota hasn’t lost sight of this being its smallest crossover vehicle. You can carry four big people or drop three seats and slide a short board inside; four doors make loading kids, dogs and miscellaneous cargo a cinch.

All run on regular unleaded fuel and rate at least 20 mpg in the city; the 2.4-liter upgrade engine pushes 30 mpg on the highway, while the smaller engine and five-speed manual, which are as much fun to drive as the big automatics, run mid 20s in the city and low 30s highway. Given Toyota’s history we can’t imagine they will require much in the way of expensive repairs or maintenance. Engines were a weak point on the previous-generation Matrix, so the 2009 represents a big upgrade.

Check out the Matrix if you want the reliable reputation of the Corolla with less visual boredom, if you need a urban runabout that’s cheap to buy and run, or just because it’s logically all you really need in a land of average speeds hovering in the mid-30-mph range. The Matrix doesn’t stand out anywhere as much as it provides a useful, better than average package for any purpose short of pickup-sized building materials or a trip to the red carpet. In short, the new Toyota Matrix is a very sensible choice.

By price and hatchback design, the Matrix slots into multiple categories for cross-shoppers, including roomy compact cars such as the Honda Fit, Nissan Versa, Subaru Impreza, and VW Golf; small vans and crossovers such as the Honda CR-V, Kia Sportage/Hyundai Tucson, Mazda5, Nissan Rogue; and the less-easily categorized Chevrolet HHR, Dodge Caliber, Scion xD, and Suzuki SX4.

Interior
Inside, however, any relation to a Corolla vanishes at the first glimpse of the dash, the Matrix trading conservative for a more stylish look with sweeping metal-look surfaces on both sides of the instrument cluster. Two large omni-directional vents peer out the top like bug eyes and frame the gauges that include round dials for speed and engine revs and an oblong unit for ancillary information.

At this price point the materials include fabric upholstery and door panels, with plastic on trim pieces such as lower doors. It doesn’t look cheap or like this is where the money was saved, and all the switchgear has a quality feel to it. Colors carry a fire theme, with either Ash (light gray) or Charcoal (very dark gray) to choose from. A variety of storage spaces and sizes can be found within driver’s reach, and most have a nonskid, quieting rubber mat on the bottom, a big improvement over the slippery surface that came standard on the previous-generation Matrix.

Manually adjusted front buckets are well-placed for tall driver headroom and short driver visibility, and provide good support for the length of time it takes to burn a tank of gas, which is a long time. The wheel tilts and telescopes but the latter’s travel is limited and, with the clutch pedal much closer than the brake pedal, may require some minor driver adaptation.

The rear bench seat is a 60/40 split with the narrow part behind the driver where it should be, and easily folds down unless the front seat is far rearward.

Despite the loss of a half-inch in rated headroom and four inches in hip room because of measurement standards, the rear seat is generally bigger than before and we put a pair of 6-foot-3-inch riders back there with head clearance. There are three belts, used simultaneously only by kids and waif-like models, and the rear-seat floor is almost flat with only a slight rise up to the console.

The illuminated gauges are easy to see regardless of conditions, and forward viewing is good unless you need to actually see the hood to gauge where it is. Direct rear view isn’t bad either with no big central headrest in the way, but your first head turn to check a rear quarter lane change will show just how big those C-pillars are.

Three-ring climate controls deliver air where and when you want it without excessive fan noise; AC is standard. Primary operating controls are on steering column stalks, with less-frequent items like the optional stability control defeat on the dash; the shifter (automatic or manual) rides on a perch off the lower dash, while a conventional handbrake is in the console.

New for 2008 is an entry-level navigation option (S, XRS only) that does not use voice-recognition or Bluetooth. However, it does voice guidance, offers XM real-time traffic (for subscribers), a clear 7-inch screen, and the intuitive operation set by Lexus. Unfortunately, there is only so much space in the dash, so you can not get the navigation system and the high-level JBL sound system in the same car.

Matrix has nearly 20 cubic feet of cargo area behind the rear seats, with some small bins underneath the floor; if you want to hide cargo from view there’s an optional tonneau you attach at the corners. The floor (and rear seatback) has plastic runners, there are tie-down rings, and the right front-seat backrest folds flat for long items or a place to work the laptop on break.

Introduction
The 2009 Toyota Matrix is a new, second-generation design developed in tandem with the Corolla sedan. In essence, the Matrix is the wagon/hatch version of the Corolla. In fact, the company refers to it as the Toyota Corolla Matrix. With edgier styling inside and out and four versions to choose from, the Matrix makes a sensible choice for many people.

Perhaps the oldest piece of hardware on the new Matrix is the all-wheel-drive system introduced on the RAV4 for the 2006 model year. Everything else is newer, making the Matrix an all-new car. The 1.8-liter engine is new. Even better news is the high-revving version that was poorly matched to the previous-generation Matrix has been replaced by a larger 2.4-liter four-cylinder from the Camry. Gearboxes, brakes, steering and safety systems have all been redone. The body work is all new, also, though the design is an evolutionary update of the previous version.

Driving Impressions
As mentioned, two engines are available, but the 1.8-liter engine is used only in the base model. However, we found the 1.8-liter engine sportier and more enthusiastic than the 2.4-liter. It’s not as powerful, but it’s more eager and entertaining in response, more of a driver’s engine.

The smaller engine also gets significantly better mileage than the 2.4-liter, averaging 4-5 mpg higher ratings. With the four-speed automatic you’ll lose 1 mpg or so from the 1.8-liter and be pushing it fairly hard for onramps or carting a full load up a hill. We found the five-speed version is quite happy to have you beat the snot out of it and still get decent mileage. So we recommend getting the manual if you get the 1.8-liter.

The 1.8-liter engine EPA fuel economy ratings are 26/32 city/highway mpg for manual transmission models and 25/31 for the automatic transmission model powered by a 1.8-liter engine. The 1.8-liter is rated at 132 horsepower at 6000 rpm and 128 lb.-ft. of torque at 4400 rpm. This 16-valve four-cylinder engine features Dual VVT-i (Variable Valve Timing with intelligence) on both the intake and exhaust camshafts that helps it balance performance and economy.

The 2.4-liter engine comes on all other models. The 2.4 offers a choice of five-speed manual or five-speed automatic except the AWD version which only comes with a four-speed automatic. The 2.4-liter engine nets 26 hp over the 1.8 but it’s the additional 34 lb-ft of torque you’ll notice and use the most because winding it up doesn’t add a lot of speed or any pizzazz it simply adds more noise. Both engines use regular unleaded, significant given that some cars call for premium. The 2.4-liter engine with five-speed automatic transmission gets an EPA-rated 21/29 City/Highway mpg. The 2.4-liter is a 16-valve DOHC four-cylinder engine with VVT-i is rated at 158 hp at 6000 rpm and 162 lb.-ft. of torque at 4000 rpm.

The midrange power makes the 2.4-liter practical but more the non-driver’s engine as it merely goes about its business. Clutch and shifter effort from the manual transmission are relaxed, the latter giving the gear requested but not as precise as class leaders. And the automatics all behave nicely.

Regardless of drive system or engine, the Matrix comes across quite polished for an economy car, the only negative is a tendency to catch and grab on bumpy roads and surface transitions under acceleration.

The Matrix AWD is the best choice for the Snow Belt. Its four-speed automatic transmission and hardware in the electronically controlled all-wheel-drive are similar to the system used in the RAV4 (though the Matrix doesn’t get the RAV’s locked 4WD mode). Normally, the all-wheel-drive system sends all power to the front wheels, which is best for fuel economy. But when slippery conditions demand it, the AWD system automatically diverts up to 45 percent of the power to the rear wheels. There is no driver action required and you’ll never know it’s working until you see the front-drive Matrix stuck in the snow next to you while you move onward. Any dynamic change you note on test drives is more likely a result of the extra weight than the added rear drive.

That isn’t to say the all-wheel drive might handle or ride slightly better because it shares the independent rear suspension with the XRS. The IRS delivers finer control of suspension travel, and perhaps more of it, maintaining rear tire contact and a softer ride on the S-AWD.

The XRS keeps the control factor, but the ride isn’t quite as good because the 18-inch wheel/tire package has far less sidewall and because the XRS uses firmer suspension calibrations. Those 18-inch wheels also take away steering lock to a point where the wee XRS needs just a few inches less space for U-turn than an eight-passenger Sequoia. Interestingly, we found the 18-inch BFGoodrich TA KDW tires that offer such prodigious grip and account for much of the XRS better handling also run quieter than the Bridgestone Turanzas.

Disc brakes are used all ’round on all models and they come with antilock (ABS) and Brake Assist functions. The disc brakes get bigger as you move up the model line, yet all get the job done fuss-free; you’re not going to be going that fast.

If there’s a weak point in the Matrix driving it’s the electric power steering, and you can’t blame the electric steering because other cars use it with better results. Steering effort is low for parking maneuvers and gets higher with speed and cornering load as you would expect, especially on the XRS, and it goes where you point it, but it feels relatively dull and doesn’t have a lot of return-to-center force, so you may find yourself steering back to straight ahead more than you’re used to.

Lineup
The 2009 Toyota Matrix comes in three defined models, although we treat the Matrix S AWD (all-wheel drive) as a separate model.

The standard Toyota Matrix uses a 1.8-liter engine and five-speed manual gearbox and comes with cloth upholstery, air conditioning, 60/40 split-fold rear seat, AM/FM/CD stereo compatible with MP3/WMA files, input jack and XM satellite radio, tilt-and-telescoping steering wheel, Optitron (electroluminescent) gauges with tachometer, power mirrors, intermittent wipers, engine immobilizer, and cargo cover.

Options include alloy wheels, six-speaker radio upgrade, power locks/windows, keyless entry, cruise control, moonroof, lighter, an all-weather package (heated mirrors, intermittent rear wiper, rear-seat heat ducts), electronic stability control, and a four-speed automatic transmission.

Matrix S comes with the 2.4-liter engine and five-speed gearbox. Standard features include the six-speaker radio, power windows/locks, keyless entry and intermittent rear wiper plus a 115-volt AC outlet and larger rear brakes. Options include a JBL sound system or navigation with real-time traffic (you can’t have both), moonroof, rear spoiler, cruise control, electrochromic interior mirror w/compass, lighter, 17-inch alloy wheels, the all-weather package, electronic stability control and a five-speed automatic.

Matrix S AWD uses the 2.4-liter engine, a four-speed automatic and all-wheel drive; it also includes a fully independent rear suspension, larger rear brakes, and the all-weather package. Options on the all-wheel drive are similar to S, excepting the all-weather and five-speed automatic.

Matrix XRS models come with the 2.4-liter and five-speed manual, plus seat fabric upgrade, 215/45R18 tires on alloy wheels, front strut brace, electronic stability/traction control, three-spoke leather steering wheel, rear spoiler, fog lamps, and the independent rear suspension and big rear brakes. XRS options are limited to the JBL sound system or navigation, moonroof, cruise control, lighter, all-weather, and five-speed automatic transmission.

Safety features that come on all models include front airbags, front side airbags, side curtain airbags, antilock brakes with brake assist, tire pressure monitors, and daytime running lights. Electronic stability control is standard on XRS and optional on others.

2009 Toyota Matrix Specs

2009 Toyota Matrix Performance & Efficiency Standard Features

• 1,798 cc 1.8 liters in-line 4 front engine with 80.3 mm bore, 88.4 mm stroke, 10.0 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder 2ZR-FE
• Unleaded fuel 87
• Multi-point injection fuel system
• 13.2 gallon main unleaded fuel tank 11.0
• Power: 98 kW , 132 HP SAE @ 6,000 rpm; 128 ft lb , 174 Nm @ 4,400 rpm

2009 Toyota Matrix Handling, Ride & Braking Standard Features

• Four-wheel ABS
• Brake assist system
• Four disc brakes including two ventilated discs
• Electronic brake distribution
• Immobilizer
• Spacesaver steel rim internal spare wheel
• Strut front suspension independent with stabilizer bar and coil springs, torsion beam rear suspension semi-independent with stabilizer bar and coil springs

2009 Toyota Matrix Exterior & Aerodynamics Standard Features

• Body color front and rear bumpers
• Day time running lights
• Driver and passenger power body color door mirrors
• External dimensions: overall length (inches): 171.9, overall width (inches): 69.5, overall height (inches): 61.0, wheelbase (inches): 102.4, front track (inches): 59.8, rear track (inches): 59.9 and curb to curb turning circle (feet): 36.0
• Complex surface lens halogen bulb headlights
• Luxury trim alloy look on doors and alloy look on dashboard
• Mica paint
• Hinge rear window with defogger
• Tinted glass on cabin
• Weights: curb weight (lbs) 2,965
• Windshield wipers with fixed intermittent wipe

2009 Toyota Matrix Interior Standard Features

• 12v power outlet: front and 1
• Air conditioning
• Roof antenna
• Audio system with AM/FM and CD player CD player reads MP3
• Automatic drive indicator on dashboard
• Cargo area cover/rear parcel shelf
• Cargo area light
• Cargo capacity: rear seat down (cu ft): 61.5 and all seats in place (cu ft): 19.8
• Clock
• Full dashboard console, full floor console with covered storage box
• Delayed/fade courtesy lights
• Front seats cup holders fixed, rear seats cup holders pop out
• Door ajar warning
• Door pockets/bins for driver seat and passenger seat
• External temperature
• Driver front airbag with multi-stage deployment, passenger front airbag with occupant sensors and multi-stage deployment
• Bucket driver seat with height adjustment, bucket passenger seat
• Height adjustable 3-point reel front seat belts on driver seat and passenger seat with pre-tensioners
• Front seat center armrest
• Two height adjustable active head restraints on front seats, three height adjustable head restraints on rear seats
• Internal dimensions: front headroom (inches): 40.5, rear headroom (inches): 39.3, front hip room (inches): 52.3, rear hip room (inches): 43.7, front leg room (inches): 41.6, rear leg room (inches): 36.2, front shoulder room (inches): 53.3, rear shoulder room (inches): 52.6 and interior volume (cu ft): 94.2
• Low tire pressure indicator
• Power steering
• Front reading lights
• 3-point reel rear seat belts on driver side, passenger side and center side
• Three asymmetrical bench front facing rear seats with zero adjustments
• Rear view mirror
• Remote fuel filler door release
• Front and rear side curtain airbag
• Front seat back storage
• Cloth seat upholstery with additional cloth
• Seating: five seats
• Service interval indicator
• Front side airbag with occupant sensors
• Four speaker(s)
• Plastic steering wheel with tilt adjustment and telescopic adjustment
• Tachometer
• Driver and passenger vanity mirror
• Ventilation system with micro filter

The Toyota RAV4 is a compact sport-utility vehicle, the smallest of Toyota’s large family of SUVs. The RAV4 was one of the first entries in the compact SUV market, which has become more and more competitive in recent years thanks to rising fuel costs. Next to its competitors, many of which are in their first generation, today’s third-generation RAV4 benefits from years of refinement and many first-in-class features.

We have always described the Toyota RAV4 as possessing favorable on-road manners, good ergonomics and a high level of quality, even if that comes at the expense of macho styling and off-road prowess. It has the comfort and drivability of car-based architecture and benefits from fuel-efficient engines. As such, this highly evolved, well-packaged compact sport-utility vehicle is best matched to young families and urban singles in search of a compact SUV that hits that sweet spot between car-based station wagons and truck-based SUVs.

The 2009 RAV4 is a 4-door, up to 7-passenger sport-utility, available in 12 trims, ranging from the Base I4 4X2 to the Limited V6 4X4.

Upon introduction, the Base I4 4X2 is equipped with a standard 2.4-liter, I4, 166-horsepower engine that achieves 21-mpg in the city and 27-mpg on the highway. A 4-speed automatic transmission with overdrive is standard. The Limited V6 4X4 is equipped with a standard 3.5-liter, V6, 269-horsepower engine that achieves 19-mpg in the city and 26-mpg on the highway. A 5-speed automatic transmission with overdrive is standard.

Current Toyota RAV4

The current Toyota RAV4 comes in Base, Sport and Limited trims, with either a four-cylinder or a V6 engine, and either front-wheel drive or an on-road-biased all-wheel-drive system. Automatic transmissions come standard (a four-speed unit for the four-cylinder, a five-speed auto for the V6). Today’s RAV4 is close to Toyota’s midsize Highlander in length and actually has a more powerful V6. Yet thanks to its more narrow width and lighter weight, it’s easier to park and achieves superior fuel economy when comparably equipped.

The 166-horsepower, 2.4-liter four-cylinder provides surprisingly good acceleration and excellent fuel economy. With 269 hp, RAV4s equipped with the available 3.5-liter V6 are quite fast and buttery smooth. The steering is light and the brakes are strong, making the RAV4 feel effortless to drive. Maximum towing capacity for the V6 is a respectable 3,500 pounds.

Even in Base trim, the Toyota RAV4 is well equipped with power accessories, cruise control and a full suite of safety features, including stability control. Sport trim brings exterior enhancements, a sport-tuned suspension and bigger wheels. The Limited model adds numerous luxury features.

The interior has Toyota’s typical ergonomic flair, placing controls and switches right where one expects to find them. Among the RAV4’s clever features are flat-folding split second-row seats that slide both fore and aft up to 6.5 inches and recline for added comfort. The backlit, white-on-black gauges and stellar assembly quality contribute to the high-quality feel of the interior.

Among the RAV4’s options is a (kids-only) third-row seat that folds into the floor, as well as side curtain airbags, a powerful JBL audio system and, on Limited models only, leather upholstery and a rear-seat DVD entertainment system.

The current RAV4 has changed little since its debut for 2006. For 2007, front-seat side airbags and side curtain airbags became standard (they were optional in ‘06), and the optional JBL audio system received steering-wheel-mounted controls and Bluetooth connectivity.

Past Toyota RAV4 Models

The original Toyota RAV4 was introduced in 1996, at a time when the only compact SUVs were crude truck-based sport-utility vehicles that were better off-road than on. The first RAV4 was dubbed a “cute ute” in reference to its cartoonish styling, a moniker that was applied to several of the small SUVs that followed.

The first-generation RAV4 (1996-2000) was offered in two-door and four-door body styles, with a convertible version for a brief period. The first-gen RAV4 was appealing to young singles, but due to its narrow width and tight rear legroom, this cute ute was ultimately no substitute for a traditional family vehicle. Advantages included carlike handling, a low cargo floor and a large rear door that made loading cargo a breeze.

The second-generation Toyota RAV4 (2001-’05) was larger, with more expressive styling and innovative removable second-row seats that gave it truly impressive cargo-carrying capabilities. Early models had a 148-hp, 2.0-liter, four-cylinder engine that came up short versus the larger four- and six-cylinder engines offered by competitors. Toyota addressed this to some extent in 2004 by replacing the 2.0-liter with a larger 2.4-liter four-cylinder good for 160 hp. Acceleration was markedly improved, and buyers could still choose a manual or automatic transmission. Overall, we found this RAV4 to be a fun-to-drive urban runabout thanks to its precise suspension tuning and high fuel economy ratings.

Focuses on the Toyota Highlander Hybrid and Hybrid Limited. For 2007, an optional third-row seat ($540) brings occupant capacity to a total of seven. However, the third-row seat is cramped and seriously reduces cargo capacity when in use. The Toyota Highlander Hybrid is the only gas/electric hybrid SUV available with seating for seven; the luxury-oriented Lexus RX 400h, with which the Highlander shares platforms and components, lacks a third-row seat.

The federal government allows an income tax credit for buyers of gas/electric hybrid vehicles. For the Toyota Highlander Hybrid, this amounts to a $1,300 credit for models purchased through March 31, 2007. However, it’s scheduled to drop to $650 on April 1 and will be phased out entirely after Sept. 30. In some states, owners of hybrid vehicles like the Highlander Hybrid models enjoy certain privileges, like being able drive in carpool lanes without a full complement of riders.

Consumer Reports rates the Toyota Highlander as having much better than average reliability.

Unlike the Ford Escape and Mercury Mariner hybrid SUVs, which feature four-cylinder gasoline engines for maximum fuel economy, the Toyota Highlander Hybrid combines electric motors/generators and a self-recharging battery pack with a 3.3-liter V6 gasoline engine. It thus delivers the thrust of a V8 engine (zero to 60 mph in 7.3 seconds) with fuel economy that beats that of the base four-cylinder gasoline Highlander model. The electric motors afford generous low-end power for quick launches, though the transition from one power source to the other at slightly higher speeds isn’t entirely seamless. The Highlander Hybrid is rated at 32 mpg city/27 mpg highway with FWD and 31 mpg city/27 mpg highway with AWD.

Fuel economy for gas/electric hybrids is typically at its best in city driving because the electric motors work optimally at lower speeds.

The Toyota Highlander Hybrid costs about $5,000 more than similarly equipped V6 non-hybrid models. It features a continuously variable automatic transmission (which eschews traditional gears for a variable pulley system) and electric power steering, both of which improve fuel economy.

Toyota Highlander Hybrid Vehicle Summary

The base Highlander has a fuel-efficient 155-hp 2.4-liter four-cylinder engine and a four-speed automatic transmission. The other available gasoline-only powertrain is a 3.3-liter 215-hp V6 mated to a five-speed automatic. The four-cylinder is rated by the EPA at 22 mpg city/28 mpg highway, while the V6 is estimated to achieve 19 mpg city/25 mpg highway.

Highlander Sport models are new for 2007 in FWD and AWD versions. They’re dressed up with styling enhancements that include a color-keyed grille with chrome insert, fog lamps, chrome door handles, exhaust tips and license plate trim, color-keyed mudguards and five-spoke polished aluminum wheels. The AWD version includes a sport-tuned suspension for livelier handling. Inside there’s a leather-wrapped shift knob, leather-wrapped steering wheel with integrated audio controls, chrome door handles, an eight-way power driver’s seat and an AM-FM/cassette/CD audio system.

Stability control and antilock brakes with brake assist and electronic brakeforce distribution are standard across the line. As with most SUVs such as the Toyota Highlander that are based on car architecture, the AWD system lacks low-range gearing for serious off-road duty.

While the Toyota Highlander Hybrid is far from being the sleekest-looking SUV on the market, it does offer good overall performance with predictable handling and a relatively smooth ride. The vehicle’s interior is efficiently designed and offers adequate comfort in the first and second rows of seats. A third row is optional for $540, though only smaller children will find the rearmost row hospitable. As is expected in a family oriented vehicle these days, a rear-seat DVD entertainment system is available, albeit for a steep price: $1,770.
See Toyota Highlander Hybrid 360° tours

As with most car-based SUVs, towing is not the Highlander’s strong suit, with a 3,500-pound maximum rating when fitted with AWD and the proper equipment. However, it does much better in the safety department. The National Highway Traffic Safety Administration gives the Highlander five out of five stars for frontal-crash protection and four stars for rollover resistance. It has not yet been rated for side impacts.

Did You Know …

• The Highlander debuted for the 2001 model year and has since continued relatively unchanged, save for a 2004 cosmetic freshening. Hybrid and Hybrid Limited versions were added to the line in June 2005. With the RAV-4 growing in size and adding an optional third-row seat for 2006, the Highlander will likewise become a larger vehicle when it’s redesigned for the 2008 model year. Now built on the same platform as the Camry sedan, the next generation will reportedly be based on the stretched Avalon architecture.

• The Highlander name was used to “convey images of power and ruggedness,” according to Toyota. It is built at the Toyota Motor Kyushu, Inc. plant in Kyushu, Japan.

DETROIT — If you’re wondering just who the audience is for the new 2009 Venza, Toyota spells it out. The new crossover vehicle, patterned after the company’s 2005 FT-SX concept and built on the Avalon chassis, is “ideal for active boomers and young couples with small families.”

Designed and built in the U.S. and slated to hit dealers in late 2008, the five-passenger Venza will slot below the Highlander and above the RAV4 in Toyota’s growing portfolio of car-based crossovers. Toyota hasn’t announced prices, but it likely will be aimed at such mid-priced domestic models as the Ford Edge and the Chevrolet Equinox.

Toyota dropped its new Venza crossover sedan on the automotive world today, at the 2008 Detroit Auto Show. You could be excused for not knowing what a “crossover sedan” is exactly — we didn’t either. Turns out, Toyota’s definition is a vehicle that combines SUV-like utility with the driving dynamics of a sports sedan. Fair enough. In any case, the Venza was engineered in Michigan, designed in California, and will be built in Kentucky. A smart move, considering the U.S. is the Venza’s primary market.

With four doors and seating for five adults, the Toyota Venza is admittedly a pretty sleek package, considering its size. The front fascia is bold and imposing, if not the most sensual looking front end we’ve seen, but the rest of the car is fairly crisp with subtle bulges and a gently arcing roofline. Toyota says the Venza’s ride height is high for better visibility, while the overall height and ground clearance are both still less than on a typical crossover. Particular attention was paid to ease of ingress and egress, with a lower rocker design designed to aid in both areas.

Inside the Venza, an innovative 60/60 philosophy was applied to the instrumentation panel, essentially meaning that both driver and front passenger should feel that 60 percent of the panel is reachable from their seating position. The Venza’s center console extends down from the instrumentation panel in a sloping manner and incorporates a covered compartment large enough to hold a purse. An MP3 storage compartment and wire manager are also built in — important in the age of the iPod. Automatic dual-zone air conditioning, a six-disc CD player, multifunction steering wheel, multi-information display, and an electrochromic rearview mirror are all included as standard features.

Optional interior trim packages line the Venza’s cabin in leather and simulated wood, and a panoramic roof consisting of separate glass panels over both front and rear seats, will also be available. A premium JBL audio system, rear seat entertainment system, satellite radio, Smart Key System, back-up camera, power rear door, and Bluetooth connectivity beef up the option list to rival premium automakers.

The Venza’s power will be sourced from a choice of two engines; a standard 2.7-liter, four-cylinder motor with undisclosed horsepower figures, or an optional 3.5 liter V-6 with 268 horsepower and 246 lb-ft of torque available. Both engines will be mated to a six-speed automatic transmission with a manual sequential shift option, while front- and all-wheel drive will both be available on the Venza.

Toyota has also paid attention to safety concerns by featuring its STAR safety system on the Venza, incorporating anti-lock brakes, traction control, electronic brake-force distribution, brake assist, and vehicle stability control. Active head rests will also be incorporated to reduce the risk of head and neck injury in collisions, and seven airbags come standard.

The Toyota Venza is slated to hit showrooms beginning in late 2008 at an undisclosed price. When it does, it looks as if the Mazda CX-7 may finally have a little friendly competition.

The Toyota A-BAT (Advanced Breakthrough Aero Truck) interests us because it injects some much-needed new thinking into the pickup sector. The A-BAT offers substantial versatility, and yet it fights the gigantism that has become pervasive in the truck market–as evidenced by Toyota’s own Tundra. The trapezoidal styling and high beltline give the A-BAT a big-truck look, but the concept is considerably smaller than the once-compact Tacoma and is about the size of a RAV4.

“We wanted to reinvestigate the compact truck and bring it into modern times,” says Kevin Hunter, president of Toyota’s West Coast design studio. And this at a time when conventional wisdom had given up compact trucks for dead.
The A-BAT is not only RAV4-sized, it also mirrors the popular crossover in its seating position and its unibody construction. Although it features four-wheel drive, the ground clearance is modest (about the same as a Highlander), as it’s optimized for on-road use and urban environments, where today’s pickups are unwieldy.

Toyota is getting more and more mileage out of its hybrid technology, so it is perhaps not surprising to see it here. Paired with a transverse-mounted, four-cylinder engine, the hybrid system has the potential to produce a real breakthrough in pickup fuel economy, which, with a few exceptions, seldom exceeds 20 mpg.

The A-BAT’s other major innovations center around its cargo-carrying abilities. The truck features a midgate that extends the four-foot cargo box two feet into the passenger compartment. Dropping the tailgate adds another two feet of length, allowing the A-BAT to carry four-by-eight-foot building materials. Underbed storage is accessed via a drawer (an idea seen previously on the Dodge Rampage show truck). The four-seat cab features a large opening over the rear-seat area that allows tall items to poke through; and the rear seat-bottom cushions disappear backward, under the bed, rather than simply folding up.

“The truck market is ripe for a change,” claims A-BAT chief designer Ian Cartabiano. He might hear some arguments from Honda dealers, whose lots are full of unsold Ridgelines, but perhaps a less expensive, more economical, and more compact offering would find a new audience. Here’s hoping Toyota is brave enough to try.

Also making its debut in Detroit was the A-BAT concept, a vehicle which signals a return to Toyota’s compact pickup roots. The A-BAT concept uses a four-cylinder, gas-hybrid powertrain for low emissions while providing modern versatility, roominess and style.

The vehicle is designed for a buyer group whose unique combination of lifestyle activities and vehicle needs requires a compact pickup offering good fuel economy, advanced functionality, maneuverability and unique styling in a durable package suitable for an active lifestyle.
1. The A-BAT’s rear seatback can fold down, allowing the cargo bed to expand, Chevy Avalanche-style.
2. The cargo hold features pull-out storage bins in the side walls and a first-aid kit in the tailgate. Underbed storage is accessed via a rear drawer.
3. On top of the dashboard, the A-BAT has a solar panel that charges a portable battery pack. Toyota is studying this idea as a way to keep a car’s battery charged when it is parked for long periods.

Toyota Motor Sales (TMS), U.S.A., Inc., returns to its compact pickup truck roots with its latest concept vehicle A-BAT. The environmentally advanced A-BAT provides modern versatility, roominess and style in a compact pickup architecture. The A-BAT made its debut in Detroit at the 2008 North American International Auto Show today.

“Driving from beyond the suburbs to the city is a way of life for many people,” said Kevin Hunter, president, Calty Design Research, Inc. “We’ve taken Toyota’s truck heritage to a different level by envisioning a vehicle capable of
maneuvering the suburbs as well as dirt roads. This compact truck is as comfortable for long commutes as it is for road trips. It can accommodate outdoor toys and home improvement supplies. Plus, customers benefit from the hybrid powertrain’s low emissions and fuel economy.”

The A-BAT concept was developed by the TMS Advanced Product Strategy group and Calty, Toyota’s North American-based, research and design center located in Newport Beach, Calif. Together, they identified a buyer group whose unique combination of lifestyle activities and vehicle needs required a vehicle that as of now is not available in the market place. The team created a new genre of compact vehicle with good fuel economy, advanced functionality, maneuverability, unique styling within its segment, and a durable package suitable for an active lifestyle. Advanced styling was also key in making the A-BAT appropriate for today’s market.

The A-BAT concept rides on a unibody platform for car-like handling when navigating city streets and crowded parking lots, and smooth ride quality for highway trips and the everyday commute. In addition, its lightweight package coupled with Toyota’s Hybrid Synergy Drive¨ technology is designed to deliver excellent fuel economy. Translucent solar panels in the top surface of the instrument panel capture sunlight and convert it into energy, showcasing the vehicle’s “green” character. Positioned below the Toyota Tacoma, A-BAT integrates truck features with carfundamentals for an efficient and modern package.
The A-BAT’s unique aerodynamic exterior was crafted by Calty Project Chief Designer Ian Cartabiano and Creative Designer Matt Sperling. They integrated Toyota’s design philosophy, “Vibrant Clarity” into the exterior by keeping the design forward-looking, crisp and functional.

The concept’s unique look is a combination of the large body surfaces, intersecting tight surface planes, crisp lines and the trapezoidal profile. The A-BAT’s 19-inch wheels sit at the vehicle’s corners creating a tough and ready stance.
“We studied the ‘trapezoid’ silhouette from the side profile of the Toyota Prius and applied it to create an entirely new truck image,” said Sperling. He further enhanced the trapezoidal profile by placing the cab forward, and using fast angle A- and C-pillars, shortened overhangs, and a sleek front window.

“The bold grille showcases Toyota’s reverse trapezoid and T-face theme in a new way,” explained Cartabiano. “The bed is defined by the C-pillar and is clearly separated from the cab to allow it to stand out from the rest of the profile.”
“The image of a NATO all-terrain military truck inspired us to keep the occupants as far forward as possible to maximize rear bed capacity in this compact package,” stated Sperling.

The A-BAT features a four-foot bed, but has more flexibility than the standard pickup truck. A translucent roof panel slides open to allow for tall cargo in the cab. When the pass-through midgate is folded down into the cab the bed lengthens an additional two feet. An open tailgate provides an additional two-foot of bed length. The A-BAT offers customers the versatility of hauling a standard 4×8 sheet of plywood one day, then taking a family on a camping trip to the lake the next.

The bed has features perfect for work and play. These include tailgate lighting for illuminating the load in the bed, a first aid kit and flashlight integrated into the tailgate, sliding tie downs, and an AC power outlet. Items such as sports and leisure equipment can be stored in the lockable drawers in the bed walls. The concept also has additional storage that is accessible through sliding doors conveniently placed in and outside of the truck bed. For even more storage capacity the A-BAT comes with a large sliding drawer beneath the bed, accessible without opening the tailgate.
Although the A-BAT is rugged and has a spirited exterior, the interior team worked to create a modern look for the interior.

“We balanced colors and fabrics that were both bright and vibrant, but also captured an urban-rugged feel with their energetic and geometric qualities,” said Alan Schneider, Project Chief Designer.
“The inspiration behind the exposed structure on the interior was drawn from high-end mountain bike frames,” added Daryl Harris, Senior Creative Designer. “We applied lightweight construction materials, such as carbon fiber and aluminum, to the instrument panel, console and seats for increased structural rigidity while reducing mass.”

The rigid, yet sculptured alloy center console runs between the two front seats and houses a portable power pack. The battery pack offers both AC and DC for a wide variety of applications including powering tools, electrical gear while camping, a laptop computer, small appliances or assisting a vehicle jump start.
The door trim, shoulder, armrest and instrument panel pads and seat cushions are made of a tough, lightweight and comfortable material that can be selected for personalization. In addition the colors are coordinated to enhance the sleek interior environment. The center console and door pockets feature carbon fiber components to complete the durable and modern look.

The four-passenger A-BAT offers numerous seating and storage configurations. In addition to the rear seats folding down with the midgate to extend the cargo bed length, the rear seat cushions can retract beneath the cargo bed to increase rear cab cargo flexibility. A removable storage tray beneath the rear seat offers tie downs and organizing compartments to secure loose cargo.
Inside the A-BAT has a retractable portable navigation unit with a seven-inch diagonal screen and Wi-Fi internet. Other advanced features include a port for portable device assistant synchronization and a hard drive for digital music.

Both the driver and front passenger have a large multi-information display screens on the IP to view the status of their high tech gadgets and HVAC and audio settings.
The solar panels on the dash recapture energy from the sun to assist in the charging of the navigation unit, portable power pack and backlit information displays.

“This concept is the next evolution of the compact truck,” said Hunter. “We were able to create a compact truck that’s utilitarian, has an original profile compared to other pickup trucks, has a ’small, but tough’ character and is economical to operate. The A-BAT is a fun-to-drive, practical package that reflects Toyota’s environmental sustainability message.”

TOYOTA A-BAT CONCEPT PICKUP TRUCK

PRELIMINARY SPECIFICATIONS

DRIVETRAIN
Four cylinder gas engine with Toyota Hybrid Synergy Drive¨

DIMENSIONS (inches)
Overall Length: 181.3
Overall Width: 74.4
Overall Height: 64.0
Wheelbase: 112.2
Bed Length: 48.0
Bed Length with Midgate down: 72.0
Bed Length with Midgate and Tailgate down: 96.0
Wheel Size: 19-inch

Three trim levels are available: SR5, Sport Edition and Limited. Four-wheel-drive-equipped 4Runners feature Downhill Assist Control that restricts speed when going down a steep grade. Hill-start Assist Control works to keep the sport utility vehicle from rolling backward on an upgrade.

Few SUVs have the sort of name recognition that the Toyota 4Runner enjoys. Launched in 1984, the 4Runner was (and has always been) Toyota’s SUV complement to the Land Cruiser. Even though the introductory model was little more than Toyota’s compact two-door pickup with a removable top, it was rugged and tough. And over time, the 4Runner has earned its own reputation as a durable vehicle — off-road and on.

During the SUV-crazy ’90s, Toyota introduced more models into its product lineup. This allowed the company to move the 4Runner upscale in size, accoutrements and price. Still built using body-on-frame construction, however, the current Toyota 4Runner maintains the classic’s brawn, which helps to set it apart from the other midsize SUVs in its class, especially those that have moved into crossover territory.

For some buyers, this traditional SUV style might be a detriment. And some of our editors weren’t particularly enthralled with the third-generation model. Overall, though, it should be a good choice, new or used, for consumers in need of a dependable SUV that’s comfortable for everyday use while still being rugged enough for recreational duty.

The current midsize Toyota 4Runner SUV, introduced for 2003, represents the vehicle’s fourth generation. It comes in three trim levels: SR5, Sport Edition and Limited. Each trim is available with two engine options. A base 4.0-liter V6 engine puts out 236 horsepower and 266 pound-feet of torque. A more powerful 4.7-liter V8 makes 260 hp and a healthy 306 lb-ft of torque. A five-speed automatic transmission and rear-wheel drive is standard across all trims, and four-wheel drive is optional.

The Sport Edition comes with the expected roof rack, side steps and foglights, but it is much more than an appearance package. There are bigger front brakes, 17-inch alloy wheels and Toyota’s X-REAS suspension system, which reduces body roll in turns. The Limited is the top-of-the-line model, adding the usual premium features, such as leather seating, dual climate control and a CD changer. All trims get the latest electronic gadgetry. Downhill Assist Control automatically modulates the brakes and throttle to maintain smooth descents. Hill-start Assist Control helps prevent the SUV from rolling backward.

In road tests and reviews, we found the Toyota 4Runner to be surprisingly light and responsive for a truck-based SUV. It feels spirited and taut. There is minimal body lean on even the twistiest of roads. Both engines provide a good amount of hustle, and for general use most buyers should be happy with the more fuel-efficient V6. For those planning on frequent towing, the V8 is likely the better choice. Off-road, the 4Runner shines.

Shopping for a used model from the fourth generation should be straightforward, as Toyota has made only minor changes since the 2003 launch. The V8 option in earlier models (2003-’04) came with considerably less horsepower (235), while making 320 lb-ft of torque. Those early V6 models also came with a four-speed automatic transmission, as opposed to the five-speed automatic that’s currently available.

Downsides to the 4Runner are few. The most significant concern is that it provides less cargo space than most of its midsize competitors. Models with the optional third-row seat are further hampered, as the third row doesn’t fold completely flat and provides a very limited amount of legroom.

For as good as the current Toyota 4Runner is, you might be surprised to learn that the previous model was considered to be a little disappointing. Sold from 1996-2002, the third-generation 4Runner came in three trims — base, SR5 and Limited. It looked great, but had a hefty price tag. (Depreciation has neutralized some of the price premium, however, and the 4Runner still holds its value quite well, which is advantageous when it comes time to sell.)

As more carlike SUVs entered the market, the 4Runner grew old quickly, and it didn’t take long for the 4Runner’s weaknesses to show. Two engines were available, a 150-hp 2.7-liter inline-4 and a 183-hp 3.4-liter V6 engine. Neither was particularly strong for the time. Some of our editors also thought that the body was too narrow, making the cabin feel tight and claustrophobic. Even the stereo was difficult to navigate. Still, this model impressed with its off-road prowess and typically high Toyota build quality.

Prior to the third generation, the Toyota 4Runner was more rugged than urban, but it was a great value. The second-generation 4Runner, sold from 1990-’95, came in two trim levels: SR5 and SR5 V6. The SR5 was powered by a 116-hp 2.4-liter four-cylinder. The SR5 V6 came with a 150-hp 3.0-liter V6. Most models sold were four-doors, though two-door models were also offered.

EPA Fuel Economy: City: 14 – 16 Highway: 17 – 21
Available Engines: 236-hp, 4.0-liter V-6
260-hp, 4.7-liter V-8

There are two generations of the Toyota Matrix, the more recent one debuting for 2009. Both generations, however, follow a similar formula. Based on the Corolla sedan, the Matrix has enough space inside to carry items up to 8 feet long. This, along with the cargo area’s durable plastic load floor, presents the opportunity to carry varied items, from home improvement materials to large sporting goods such as bikes or a kayak. Comfortable front buckets and a roomy, well-shaped rear seat make the Matrix just as adept at transporting people.

The main downside to both Matrix generations is that they’re not particularly rewarding to drive. But for the practical-minded, this will likely be of little concern. Boasting high fuel economy, a smooth ride, a roomy cabin, available all-wheel drive and reliable Toyota genes, the Matrix is one of the best choices available — new or used — for a small wagon or hatchback.

The newest Toyota Matrix is available in three trim levels: base, S and XRS. Base models have a respectable amount of convenience and safety features as standard or optional, though the S comes with more of them as standard equipment. The XRS is the top-level trim and also boasts bigger wheels and a sport-tuned suspension.

On the base Matrix, you’ll find a 1.8-liter four-cylinder engine rated at 132 horsepower. A five-speed manual transmission is standard and a four-speed automatic is optional. The S and XRS models upgrade to a 2.4-liter engine that makes 158 hp. On the XRS and front-drive S, you can get a five-speed manual or a five-speed automatic. An all-wheel-drive version of the Matrix S is also available; it comes with a four-speed automatic only.

Compared to older Matrix models, the new one boasts a vastly better driving position, with credit going to the new telescoping steering wheel and increased seat-track travel. The controls are laid out to ergonomic near perfection. In back, the tall, deep bench is comfortable for children and adults alike, and it folds completely flat in 60/40 sections.

On the road, the base Toyota Matrix feels a bit pokey in terms of acceleration, though its engine does provide superior fuel economy. The extra torque from the 2.4-liter engine makes the driving experience more relaxed, particularly in regards to passing. Around corners, the Matrix is balanced and predictable, and overall ride quality is very comfortable. But even in XRS trim, the Matrix is still not a very exciting car to pilot, largely due to its low-feedback steering.

The first-generation Toyota Matrix was introduced for the 2003 model year. Toyota offered it in base, XR and XRS trim levels. The lower two trims came with a 130-hp, 1.8-liter engine and either a five-speed manual or four-speed automatic transmission. The XRS came with a high-winding 180-hp 1.8-liter engine and an exclusive six-speed manual transmission. In 2006, the XRS’ final year, the engine was re-rated to 164 hp due to new testing procedures, but actual performance was unchanged.

In editorial reviews, we noted that the 1.8-liter equipped Matrix offered adequate acceleration in most circumstances, but its dearth of low-end torque was apparent on uphill grades. Manual-equipped Matrix wagons tended to offer more pep than those equipped with automatic transmissions. Handling was somewhat less than engaging; still, commuters and road trippers will likely appreciate the wagon’s smooth, comfortable ride.

Inside, this Matrix charmed with its solid quality and versatility. Fit and finish was above average, and the cargo area and backside of the rear seats were finished with an easy-to-clean plastic as well as specialized cargo tracks.

If you’re interested in a used Toyota Matrix, there are a few things to keep in mind. First of all, early Matrix models were missing a couple of important safety features: side airbags and stability control. These features were added (as options) in model-year 2005. Also note that stability control was offered only on models equipped with an automatic transmission. You also might encounter all-wheel-drive versions of the Matrix or Matrix XR; they produced slightly less power and came with the automatic only. All-wheel drive was discontinued for the 2007 model year.

P215/50R17 tires on 17″ aluminum alloy wheels
Power tilt/slide moonroof with sunshade (not available with 17″ aluminum alloy wheels)
Front seat-mounted side-impact air bag Supplemental Restraint System (SRS)
DVD navigation system with premium audio and 6-disc CD changer (Toyota Matrix 2008)
New Toyota Matrix Premium AM/FM ETR/CD with 6-disc in-dash changer and 6 speakers.

Other available options for most 2008 Matrix models include an All-Weather Guard Package, windshield molding, heavy-duty heater and rear-seat heater ducts.

Toyota Matrix Specifications:

1.8L displacement double overhead cam (DOHC)
inline 4 cylinder configuration gas engine
16 valves variable valve timing
130 hp @ 6000 rpm 125 ft-lbs. @ 4200 rpm
regular unleaded fuel
DriveTrain
5-speed manual transmission front wheel drive
Suspension
front independent suspension front and rear stabilizer bar
Instrumentation
tachometer clock
display external temperature low fuel level warning
Towing and Hauling
cargo tie downs
Exterior Features
Tires and Rims
steel rims 16 x 6.5 in. rims
P205/55R16 tires all season tires
spacesaver spare tire steel spare wheel
full wheel covers
intermittent wipers rear defogger
Safety Features and Ratings
ventilated front disc / rear drum brakes front seatbelt pretensioners
rear door child safety locks child seat anchors
rear center 3-point belt 2 front headrests
2 rear headrests daytime running lights
Comfort and Convenience Features
Front Seats
5 person total seating capacity bucket front seats
cloth upholstery
Rear Seats
bench rear seat split-folding

Convenience:

power steering tilt-adjustable steering wheel
remote driver and passenger exterior mirrors front cupholders
remote trunk release front door pockets
front seatback storage cargo net
front 12v power outlet(s) front console with storage
Comfort
air conditioning interior air filtration
dual vanity mirrors cargo area light

In Car Entertainment

AM/FM in-dash single CD player stereo 4 total speakers
mast antenna.

he Toyota Hi-CT concept car is a departure from conventional cars. The Toyota Hi-CT wants to offer new ways of being “cool” and new ways of having fun.

With a beltline cinched higher than your grandpa’s waist band, the Hi-CT was officially revealed as a design concept by Toyota here at the 2007 Tokyo Motor Show. As we’ve said before, the Hi-CT concept car’s meant to continue where the Scion brand leaves off — be youth-friendly and almost over-exaggeratedly toy-like.

Much like the Suzuki X-Head, it succeeds in at least the latter. The Hi-CT also goes a step beyond the tiny motor of the automaker’s Yasui brand mating a hybrid motor to the 1.5-liter engine, then giving the whole shebang plug-in capability. Now if only it didn’t look like someone was supposed to stand on the back bumper and push it along with their feet, we could totally get behind making something like it.

Toyota says that the Hi-CT concept was inspired by the thinking and lifestyle of younger drivers.

The Toyota Hi-CT aims to offer a new “coolness” and new ways to have fun as a departure from conventional vehicles—an edgy, urban vehicle inspired by the thinking and lifestyles of youth.

- Offers a new kind of automotive “cool” and sense of enjoyment.
- Has a new look unconstrained by conventional vehicle size (length 3,330mm x width 1,695mm x height 1,780mm).
- Adopts plug-in hybrid technology, which allows it to charge from an external power source and gives it a greater driving range when running on its battery-powered motor; by placing the battery under the floor, achieves a highly efficient cabin with a higher driver position.
- Comes with an AC100V accessory socket that enables stored electricity—made possible by plug-in
hybrid technology—to be used for a variety of applications.
- Features a removable rear trunk and a deck where surfboards, bicycles and other equipment can be loaded.

You get the general idea of Toyota’s quirky Hi-CT, which the automaker describes as “an edgy, urban vehicle inspired by the thinking and lifestyles of youth.” And in a nod to the whole notion of truth in advertising, Toyota with typical understatement says the Hi-CT is “a departure from conventional vehicles.”

No kidding. The shape is boxy and the dimensions almost rectangular: 131 inches long, 67 inches wide and 70 inches tall.

More importantly, the vehicle showcases Toyota’s latest plug-in hybrid technology. The under-floor battery pack can be recharged from an external power source — household current, for instance — and the vehicle has a 100-volt accessory socket, so you can power any number of electrical/electronic gadgets while you’re parked or on the road.

Back to the shape: Toyota notes that the Hi-CT boasts a removable trunk and a deck where one can store bicycles and surfboards.

Toyota showed off its super compact, C-segment iQ to the world in Geneva today. The car was first shown in concept form at Frankfurt last year, and will be produced in late 2008.

Today Toyota unveiled its ultra-compact 3+1 seater “iQ concept” at the Frankfurt Motor Show. Toyota describes the iQ as a car with a “space efficient design for urban motoring,” yet offering premium quality features. In line with Toyota’s ‘vibrant clarity’ design philosophy, the less than three meter long eye-que has, according to Toyota executive Wahei Hirai, been designed to “reflect and enhance the lifestyle of its owners.”

Toyota claims that the iQ concept “challenges the current limitations of ultra-compact urban transport by having a versatile interior that can accommodate three adults, plus luggage space or seating for a fourth, child passenger. For full details, see press release below.

Toyota is touting the iQ as the ultimate refined mode of transportation and at less than 118 inches in length, it’s certainly small enough to be a devoted city runabout.

The iQ is called a 3+1, meaning it is capable of carrying up to three adults along with a child or luggage in comfort.

Toyota is especially proud of the six engineering innovations it utilized to maximized interior space in the iQ in addition to the long wheelbase of nearly 79 inches, which minimizes overhangs but maximizes the space between the wheels. The first includes a newly developed compact differential, alone said to be responsible for over 100mm of added length in the cabin in comparison to the B-segment Toyota Yaris. The rest includes rear-angled shocks and a flat fuel tank under the seats, a smaller heater / air conditioner unit that’s just as efficient, a center take-off steering column, an asymmetrical dashboard as well as slimmer seats claimed to contribute about 1.5 inches in length to the interior. Despite its small size, the iQ received a 5-star safety rating in Euro NCAP testing.

“We came to the conclusion that, in order to ensure a sustainable future, there was a need for a radical change in vehicle packaging. We needed to create a break-through, away

from the traditional belief that small is basic,” said Kazuo Okamoto, Executive Vice President in charge of Research and Development at Toyota.

The pushed-forward dashboard features temperature controls with an LCD display, as well as a 5.8-inch screen for satellite navigation system.

The iQ showed at Geneva sat on 16-inch wheels and powerplant choices will include two gasoline and one diesel engine. Toyota expects to sell 100,000 units of the iQ in its first year of production globally.

Toyota’s revolutionary ultra-compact IQ concept:

* The intelligent solution to urban transport
* Designed within the Vibrant Clarity philosophy
* Less than 3 metres in length

The IQ concept represents a paradigm shift in small car design, a concept car that challenges conventional thinking of automotive hierarchies: small yet spacious, premium yet small. Realized through the vision of an ultra compact, highly space efficient, environmentally friendly vehicle that maximizes the urban lifestyle of Europe’s fashionable metropolitan dwellers.

The IQ concept was created at ED2, Toyota’s advanced European design studio in the south of France, working under the Toyota design philosophy of Vibrant Clarity – design that is forward looking, intelligent and energetic while retaining a clarity of purpose and function.

Managing officer of Toyota Motor Corporation’s Design activities, Wahei Hirai, says:

“The IQ concept is designed to reflect and enhance the lifestyle of its owners. In an urban environment, people want to express themselves through dynamic and on-the-edge design, but at the same time rational factors such as size, functionality and CO_ emissions cannot be ignored. Bringing these contradictory aims together in synergy was critical to the IQ concept, and is a way of thinking we call the ‘J-factor’, a philosophy at the heart of all our activities.”

Just a palm shorter than three meters in length – at 2.98 meters precisely – the IQ concept is a radical new approach to vehicle packaging and design. It challenges the current limitations of ultra-compact urban transport by offering an interior capable of seating four or three adults and luggage space – a unique versatility within a minimal footprint.

The unveiling of the IQ concept also reinforces Toyota’s commitment to reducing vehicle emissions through vehicle concept innovation. With increasing traffic congestion in urban areas, and rising concerns about vehicle emissions, the IQ concept presents a step change in vehicle packaging and footprint, to ensure a sustainable future.

Designed for fashion and function:
ß Three elements of Vibrant Clarity
ß Dynamic and daring exterior
ß Functional and aesthetic interior
ß Edgy urban color contrast

All aspects of the IQ concept are designed to convey a confidence, and vibrancy that belies its size. All are working to give the car energy and character that will stand out and enhance its premium fashion position in the urban environment.

Within Toyota’s Vibrant Design philosophy three core design values are utilized to guide the design process:

Perfect Imbalance in its proportion
The exterior is simple and daring with a stable and robust stance enhanced by the width of the vehicle contrasting with its short length. In side profile the ultra-short overhangs and cab-forward silhouette suggest a dynamic pose but at the same time interior space is kept to a maximum. The confident character of the front juxtapositions with the small, yet strong structure give the vehicle an iconic value.

Integrated Component Architecture
Expressing the structure and construction of the vehicle is vital to keeping the design simple yet at the same time energized, it also serves to clearly express the concept of the car. The structures around the 17 inch tires form part of the minimal front and rear overhangs, a synergy that conveys both strength and agility.

In the interior the basic geometric structure of the instrument panel creates an open and wide environment. The manta-ray-styled center console, a simple yet flowing structure that envelops the instruments to create a clear and vivid focal point. The air conditioning vents are constructed from a cylindrical form clearly relating to their function. The overall impression is of components in harmony, forming a new emotional expression.

Free form Geo-metrics

The exterior surfaces of the IQ concept are almost mathematical in their cleanliness and precision, but at the same time have movement and emotion to keep the design fresh and unlikely to date. The character lines of the window opening flow smoothly and harmonize with the surfaces supporting them.

In the interior the free form lines of the manta-ray-styled center cluster are echoed in the door trim. Soft and inviting they encourage touch and contact, a combination of uncompromisable aesthetics and functionality.

Overall, the IQ concept has a ‘on-the-edge’ style ready for the streets of tomorrow’s urban environment. This sense of vibrant, urban sub-culture is carried forward by the unique exterior color; pearlescent white with flecks of purple shimmer hinting at the darker interior treatment. The senses are further stimulated by the touch of the mock snake-skin steering wheel trim, purple interior accents and purple styling themes carried over into the seats, door trims and dashboard.

Compact but not compromised

Ω Intelligent use of space
Ω Versatile 3+1 seating
Ω Fascinating blend of form and function
Ω Full safety features

The IQ concept sets out to be, and succeeds, as the world’s smallest four seat passenger concept car. At less than three meters in length (2980mm) it is 425mm shorter than the Toyota Aygo and more than 770mm shorter than the Toyota Yaris. Yet, in width and height (1680mm x 1480mm) it is comparable to Yaris – so the ultra compact exterior dimensions hide a big interior heart.

At the same time, the IQ concept is versatile and practical. It will seat four with space for three adults and a child – or the fourth seat can be utilized for luggage space. To achieve this, a radical and intelligent 3 + 1 seating concept has been applied. With a dashboard that swoops away from the front passenger, this seat has been given extra freedom of movement.

In regular use, driver and passenger sit side by side. But, to accommodate a third adult or adult and child, the front passenger seat can be moved in a more forward position allowing more room and easier access to the rear area.

In addition, extensive use of intelligent, space saving design themes and miniaturized technology helps maximize space within the passenger compartment. The ultra-compact heating and ventilation unit frees up space in the center console and allows the dashboard to adopt its unique shape.

Atop the main dashboard sits the instrument pod, dark and mysterious with the swoops and curves of a manta-ray; its tail flashing in silver-chrome trim as it reaches down to form the cleanly-styled centre console. A single central dial provides control of interior environment with temperature and ventilation displayed on the central panel, clearly placed in the driver’s eye-line.

The three-dimensional, 3-in-1 display of speed, engine rpm and fuel status is mounted above the steering column while controls for audio and navigation functions are on the steering wheel itself. In an intelligent, hi-tech solution to urban navigation, a stand-alone, head-up display of the GPS route-finder is placed within the driver’s vision but is see-through when turned off.

A panoramic glass sun-roof ensures plenty of light and adds to the sense that passengers are not confined within a conventional compartment. At night, the darkened interior is mysterious – further emphasising the high fashion sense of the concept car.

Despite its ultra-compact design, it makes no compromises on safety in the urban environment. Indeed, safety is at the core of the concept strategy. A strong passenger compartment safety cell will ensure optimal impact energy absorption.

In presenting the IQ concept, Toyota reveals an intelligent new design and technology package – a radical solution to the challenge of personal urban transport. The IQ concept represents the ultimate refined urban mode of transport offering a revolutionary package, intelligent design, and environmental friendliness.

:Source from Toyota:

Part I: Aston Martin V8 Vantage, Ferrari 360 Challenge Stradale, Ford GTX1, Lamborghini Gallardo (Spyder, Superleggera), Mercedes-AMG, McLaren Mercedes SLR, Pagani Zonda F

Part II: Lamborghini Murcielago LP640, VW Golf MKV R32, Toyota Supra, Königsegg CCX, Aston Martin V12-Models, Bugatti Veyron, Ferrari Enzo, Nissan Skyline GTR, Porsche 911 (GT3 & Turbo), Ferrari 430, Ford GT & Mustang

Part III: Audi RS4 (V8, MTM), Porsche Carrera GT (& Gemballa Mirage GT), BMW-M (M5, M3 CSL, Hartge H1, Z4M), Nissan 350Z, some others…

Part IV: BMW E92 M3, Cargraphic 911 GT3 RS, Formula 1, Ferrari FXX / F430 Scuderia, some Porsches, a lot of American Muscle, Tubi Style Murcielago & F40/F50/355/360CS, some Imports

Part V: Toyota Supras, Nissan Skylines, Mazda RX7s, SpeedArt Porsches (911, Boxster, Cayenne), Vipers, Carlsson Mercedes (SLK, SL, E), Golf R32 Turbos, M3s, Heffner Gallardo TT, WAIT FOR THE END!!!

Part VI: Caparo T1, Formula 1, Ferrari FXX, Renault Hillclimb, Maserati Tropheo, more American Muscle, loud BMW M5, Nissan 350Z, HKS Skyline, AMS Evo, tuned Carrera GT, Heffner Ford GT, Lexus LF-A, Loaded M3 CSL, LP640, Aston Martin DBS, Ferrari 599, tuned Porsches

Part VII: Audi R8LM, Audi S1 Rally Car, Nissan Skyline, Kreissig 911GT3, Kreissig Lamborghini Countach, Porsche Carrera GT, Zonda, Viper Racingcar, Lamborghini Murcielago..

Part VIII: Several Ferraris, F1, a lot of Racing Cars, Corvette C6R/C5R, Saleen S7R, V8s, Mazda 787LM, McLaren F1, Edo Maserati MC12, BMW M3 GTR, Ascari A10, Cadillac CTS-V Driftcar, RX7, Evo, 350Z, Supra, Lamborghini Gallardo & Diablo GT..

VW Glof:

Like its predecessor the Volkswagen Beetle, the Golf has proved to be influential. In continuous production since 1974, the Golf was one of the first widely successful front wheel drive hatchbacks. In the USA, the Rabbit would spark another generation of VW-alike American compacts, such as the Omni, Escort and Cavalier in the 1980s, just as the Beetle inspired Falcon and Corvair in 1960s and subcompact Vega and Pinto in the 1970s. The Golf’s performance also defined the hot hatch before youth started tuning their imports.

Replacing the Beetle was a vital goal for Volkswagen’s continued survival. By the early 1970s, the company had fallen into financial woe. The novelty of the Beetle had worn thin. Sales were in terminal decline. The front-engine, rear drive small cars like the Toyota Corolla were refined enough to woo customers away from Volkswagen’s noisy underpowered engines and dated styling. The Type 3 and Type 4 fastback and squareback failed to attract much interest, whilst the NSU-developed K70 was a failure.

The solution arrived with Auto Union. They had attracted a small following with their technologically advanced Audi front wheel drive medium sedans. Volkswagen had acquired the Ingolstadt-based company in 1964 from Daimler-Benz. Audi’s expertise in water-cooled engines and front-wheel drive would be essential in developing a new generation of Volkswagens. FWD offered more performance with lighter weight and more room in a smaller package. The Audi technology in the Golf would regain for Volkswagen the engineering lead over rear drive cars that Ferdinand Porsche had bestowed on the original Beetle over its large conventional peers. The small Golf had to succeed in replacing the high volume Volkswagen sedan. The upmarket Dasher/Passat would be VW’s first front wheel drive car, and it was relatively well received for its lower volume market. The Golf would adopt an efficient “two-box” layout with a steep hatch rather than a formal trunk, which would be later added in the Jetta. The water-cooled engine would be mounted transversely in the front. Work on the Golf began in 1969, shortly after Kurt Lotz became head of Volkswagen.

Toyota Celica:

The Toyota Celica name has been applied to a series of popular coupes made by the Japanese company Toyota. The name is ultimately derived from the Latin word coelica (IPA [selika]) meaning “heavenly” or “celestial”.[citation needed]

Throughout its life span the Celica has been powered by various four cylinder engines. The most significant change occurred in 1986, when the car’s drive layout was changed from rear wheel drive to front wheel drive. During the first three generations, American market Celicas were powered by various versions of Toyota’s R series engines. A four-wheel drive turbocharged model (designated All-trac in the US or GT-Four in Japan and Europe) was produced from 1986 to 1999. Variable Valve Timing came in late 1997 Japanese models, and became standard in all models from 2000 on. Through seven generations, the model has gone through many revisions and design forks, including the Toyota Celica Supra (later known as the Toyota Supra). The Celica was available as notchback and liftback coupes, as well as a convertible.

The FT-MV varies a bit from Toyota’s usual take on the minivan, with a more pronounced grille, more angular headlamps, bulging fender flares and a shorter hood. This appears to be a more refined version of the company’s previous minivan concept, the F3R, which was rolled out in Detroit in 2006. Toyota has released virtually no technical information about the FT-MV or its specific production plans.

But photos show such cabin touches as second-row seats with ottomans and video monitors for the rear passengers. Ambient mood lighting is used lavishly throughout the interior.

What this means to you: A little preview of a future minivan for Toyota’s home turf — but not likely something that will end up in your driveway.

Toyota will present at this year’s Tokyo Motor Shoe a new minivan concept called the Toyota FT-MV. The Toyota FT-MV aspires to be a first class, new generation mini van.

The Toyota FT-MV has a bold exterior design and includes a seconds row of seats equipped with fully automatic ottomans.

To create an elegant space the Toyota FT-MV uses a soft ambient light.

The Toyota Matrix is essentially a tall yet compact wagon, with a dash of sporty style thrown in to give this practical vehicle some “cool” factor. It’s typically been marketed toward younger car shoppers, though in actuality, buyers of all ages have been drawn to this car’s desirable mix of attributes.

There are two generations of the Toyota Matrix, the more recent one debuting for 2009. Both generations, however, follow a similar formula. Based on the Corolla sedan, the Matrix has enough space inside to carry items up to 8 feet long. This, along with the cargo area’s durable plastic load floor, presents the opportunity to carry varied items, from home improvement materials to large sporting goods such as bikes or a kayak. Comfortable front buckets and a roomy, well-shaped rear seat make the Matrix just as adept at transporting people.

The main downside to both Matrix generations is that they’re not particularly rewarding to drive. But for the practical-minded, this will likely be of little concern. Boasting high fuel economy, a smooth ride, a roomy cabin, available all-wheel drive and reliable Toyota genes, the Matrix is one of the best choices available — new or used — for a small wagon or hatchback.

The newest Toyota Matrix is available in three trim levels: base, S and XRS. Base models have a respectable amount of convenience and safety features as standard or optional, though the S comes with more of them as standard equipment. The XRS is the top-level trim and also boasts bigger wheels and a sport-tuned suspension.

On the base Matrix, you’ll find a 1.8-liter four-cylinder engine rated at 132 horsepower. A five-speed manual transmission is standard and a four-speed automatic is optional. The S and XRS models upgrade to a 2.4-liter engine that makes 158 hp. On the XRS and front-drive S, you can get a five-speed manual or a five-speed automatic. An all-wheel-drive version of the Matrix S is also available; it comes with a four-speed automatic only.

Compared to older Matrix models, the new one boasts a vastly better driving position, with credit going to the new telescoping steering wheel and increased seat-track travel. The controls are laid out to ergonomic near perfection. In back, the tall, deep bench is comfortable for children and adults alike, and it folds completely flat in 60/40 sections.

On the road, the base Toyota Matrix feels a bit pokey in terms of acceleration, though its engine does provide superior fuel economy. The extra torque from the 2.4-liter engine makes the driving experience more relaxed, particularly in regards to passing. Around corners, the Matrix is balanced and predictable, and overall ride quality is very comfortable. But even in XRS trim, the Matrix is still not a very exciting car to pilot, largely due to its low-feedback steering.

The first-generation Toyota Matrix was introduced for the 2003 model year. Toyota offered it in base, XR and XRS trim levels. The lower two trims came with a 130-hp, 1.8-liter engine and either a five-speed manual or four-speed automatic transmission. The XRS came with a high-winding 180-hp 1.8-liter engine and an exclusive six-speed manual transmission. In 2006, the XRS’ final year, the engine was re-rated to 164 hp due to new testing procedures, but actual performance was unchanged.

In editorial reviews, we noted that the 1.8-liter equipped Matrix offered adequate acceleration in most circumstances, but its dearth of low-end torque was apparent on uphill grades. Manual-equipped Matrix wagons tended to offer more pep than those equipped with automatic transmissions. Handling was somewhat less than engaging; still, commuters and road trippers will likely appreciate the wagon’s smooth, comfortable ride.

Inside, this Matrix charmed with its solid quality and versatility. Fit and finish was above average, and the cargo area and backside of the rear seats were finished with an easy-to-clean plastic as well as specialized cargo tracks.

If you’re interested in a used Toyota Matrix, there are a few things to keep in mind. First of all, early Matrix models were missing a couple of important safety features: side airbags and stability control. These features were added (as options) in model-year 2005. Also note that stability control was offered only on models equipped with an automatic transmission. You also might encounter all-wheel-drive versions of the Matrix or Matrix XR; they produced slightly less power and came with the automatic only. All-wheel drive was discontinued for the 2007 model year.

Honda Civic Tuning Show.

Nice Tuning very popular car in the world.

Yeah, it’s just a concept car, but this one might find its way onto the highway. It’s the 400hp Toyota FT-HS Hybrid Sports Concept, set to roll out on January 7 at the Detroit Auto Show. What really caught our eye was the Electric Tesla-like numbers of zero-to-60 in 4 seconds, and one big figure that’s actually smaller than expected: Toyota is shooting for the mid-$30,000 price range.

Even though we like the Toyota Prius, it is kind of dorky looking. Maybe elements of this design could be incorporated into the next Prius. This is something we could live with. Check out six more wicked pics:

The Detroit auto show is a huge theater, a Las Vegas-like stage where carmakers do their best to thrill and amaze a world audience. Toyota will step up this year and present its FT-HS Hybrid Sports Concept, a futuristic sports car that would be powered by a 400-horsepower hybrid powertrain.

Of course, the Toyota FT-HS Hybrid Sports Concept is just a concept, little more than a container for the overheated dreams of a bunch of designers at Calty Design Research, Toyota’s design studio in Newport Beach, California. In fact, what you see here is only a two-dimensional animation, a computer-generated image of the show car that Toyota will roll out at the Detroit auto show on Sunday, January 7, 2007.

Whatever, it’s enough to get us thinking about the next Toyota Supra, which the automaker feels it needs to compete with Nissan’s one-two high-performance punch of the 350Z and the coming Skyline GT-R.
Introducing a Prius on steroids
“We feel there’s a hole in our lineup,” says Kevin Hunter, the vice president of Calty Design Research. “Toyota hasn’t had a sports car since the Supra was dropped in 1997. We need some emotional punch in our lineup, a halo product.”

Toyota envisions that punch to be a rear-wheel-drive Hybrid Sports Concept (HSC) that develops 400 horsepower. “It’s a new kind of sports car for the 21st century,” adds Hunter. “Eco and emotion in a sports car concept with a performance target of 0-60 mph in about 4 seconds and a price tag in the mid-$30,000 range.”

A 3.5-liter V6 engine would deliver most of the thrust, and it doesn’t require too much brainpower to connect the dots to the DOHC 3.5-liter V6 in the Lexus GS 450h, which already makes 292 hp at 6,500 rpm. You wouldn’t have to look too far to find an electric motor to deliver the rest, because the water-cooled, 650V electric motor used in the GS 450h makes 197 hp at peak output, though this is just for seconds at a time.

The Calty designers, who have been working on the FT-HS for an entire year, are even willing to suggest that once the future arrives, a hybrid powertrain will be necessary to achieve the feeling of ultrahigh-performance that you want in a sports car. In a fuel-efficient future, a jolt of acceleration from an electric motor might become the equivalent of an injection of nitrous oxide into your gas-powered engine.

All this has overtones of ecological friendliness, of course, but as the buzz about global warming and greenhouse gases becomes a part of daily life, Calty’s designers remind us that a hybrid powertrain will have a certain quotient of respectability that you won’t find in a supercharged big-block V8. The FT-HS is even painted white because white is not only a pure motorsports color, but it’s clean which, Hunter tell us, supports the car’s hybrid message.

All favorite sport cars on the road.

Straight from Europe’s Extreme TV Gumball series delve right into the madness, fury and comedy of the Gumball Rally. This is a must see for all Gumball fans.

Also look under Street Racing Supras Nissan Mitsubishi Subaru Impreza All Wheel Drive Rally STI Eagle Talon Dodge Viper Gumball 3000 Vehicular Lunatics IMV Films Moab like nothing else Tekademics Mischief Destroy Drifting D1 Sanctioned 240sx 300zx 280zx Turbo Toyota MR2 Ford Mustang Focus GT40 Chevy Ferrari 360 Modena Porshe GT3 GT2 Carrera GT Illegal Racing Cops Drag Money Fast and Furious Boost motocycle stunting riding Wheelie stoppie busted Suzuki Yamaha dirt bike high horse power HP WHP 600+ hp Titan Motorsports John Sheperd Imports Ferrari 550LM, Porsche 911 Turbo, Range Rover, Nobel Aiya Boys Lamborghini Murcielago, Hummer H2 Stretched, Rolls Royce Phantom, Datsun 350Z 240z, Bentley Continental GT, VW Golf GTI, Range Rover Overfinch, Aston Martin DB9, Ferrari Enzo, Mercedes AMG CLK DTM, Jaguar E Type, Dodge Ram, BMW 330d Sport, Ford F150 SVT Lightning, Subaru Impreza, Mitsubishi Lancer Evo 5th gear top gear.

The minivan segment had only 500,000 first-time buyers in 2004, versus 900,000 such buyers in 1994. The average age of minivan owners has inched up to 51 years. This stagnation surprises no one who follows the automotive scene. Toyota maintains–and we agree–that minivans are still incredibly efficient and practical vehicles. The F3R is Toyota’s stab at making the minivan relevant for a new generation of consumers.

The problem, of course, is that minivans aren’t cool. Today’s young people, who were carted around in their parents’ minivans, now avoid them like the Avian Flu. The work of Calty, Toyota’s Southern California design studio, the F3R takes everything we know about minivans and turns it on its head. Exterior and packaging designer Ian Cartabiano had three main goals that he felt would distinguish the F3R from more pedestrian family haulers:
1. A very aggressive stance, with big, 22-inch wheels out at the corners.
2. A distinctive profile, with a very high nose and a wedge-shaped roof. “We didn’t want a weak, needle-nosed effect,” Cartabiano says. The inverted D-pillar is also the opposite of what you expect from a minivan.
3. A distinctive face and graphics, with a strong, T-shaped grille.

The resulting futuristic transport van has a thousand times more street cred than any minivan we’ve ever seen. The radical styling statements continue inside the F3R’s super spacious cabin, which has a nightclub-style seating pit softly illuminated by recessed lighting. Since the F3R is some 90 millimeters, or nearly four inches, wider than the current Toyota Sienna minivan, there’s lots of room here to stretch out after a day at the soccer field or during a night out on the town.

Rather than sliding doors–the death knell of the minivan–the F3R has a conventional middle door mated to a suicide-style rearmost door. Together, they create a huge opening in the side of the vehicle. Step into the airy, futuristic cabin and settle into one of the asymmetrically shaped red leather seats. Two long panorama moonroofs–something we first saw in the Nissan Quest concept several years ago–stretch the length of the cabin and let in lots of light. The instrument panel can be set either to display normal driving functions or converted to an ambient lighting panel for when the car is not in use. The floor is made of recycled rubber.

Toyota conceptualizes the F3R as having a hybrid powertrain. Although there are no plans for production, officials hint that some of the F3R’s packaging concepts likely will make it into future Toyota vehicles.

With the recent spike in gas prices, it’s not surprising that more and more people are setting their sights on fuel-efficient cars. With that in mind, here’s candid look at the Toyota Yaris model that performed well in our fuel-economy tests, but didn’t wow us otherwise, especially compared to competing “budget cars.” We tested both the two-door hatchback model and sedan version (with the automatic). They rang in at $12,569 and $15,543, respectively.

The major test-result differences we found between the lighter, manual transmission hatchback and the automatic-equipped sedan were in 0-60 mph acceleration times (hatch: 9.3 seconds, sedan: 11.4) and braking distances (hatch: 0-60 dry 163 ft, sedan: 139 ft).

The non-ABS-equipped hatchback took much longer to stop from 60 mph than the automatic, which had ABS, in both dry and wet tests. Also, at its handling limits, the hatchback is less forgiving, with a tendency to oversteer when you come off the throttle quickly. Fuel economy numbers are about the same: 34 mpg overall for the manual vs. 33 for the auto.

The rear clap section that hold the spoiler, and gives u access to the engine,came off.. i think they almost crashed.. i remember seeing this incidend on another video.

This is COOL!!!!!!!

Peogeot Rally Car 207 WRC

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Lancer Evo Rally Car.

Skoda Octavia WRC.

Peugeot 106

Peugeot 206 WRC

Seat Ibiza Rally Car.

Renault Megan Kit Car.

Skoda Fabia WRC.

Suzuki Swift Kit Car.

Toyota Corolla WRC.

Janusz Kulig (b. October 19, 1969 in Lapanach near Krakow – d. February 13, 2004 in Rzezawa near Bochnia, Poland) was a Polish rally driver. He started his career behind the wheel of a Polski Fiat 126p and during his early years in rally he also drove Toyota Corolla, Opel Kadett and Renault Clio.

He became one of the top drivers while driving Renault Megane Maxi. In this car he also won his first Polish Rally Championship title in 1997. After 2 seasons with Renault, he signed a contract with Marlboro Mobil 1 team. He changed his car to a Ford Escort WRC and in following years to a Ford Focus WRC. Those years were most successful for Kulig. He won another 2 Polish Championship titles and became well known in European and World rally. Kulig spent the 2002 and 2003 seasons competing in the European Rally Championship (2nd place in 2002) and occasional WRC events. His biggest success in WRC was 1st place in PCWRC in Sweden 2003 but after the rally he was stripped of his glory by FIA due to illegal modifications in his Mitsubishi Lancer EVO VII (the flywheel had different streak than the one approved by FIA). For the 2004 Polish Championship Season he signed a contract to drive Fiat Punto S1600.

Kulig died in an accident after his car (Fiat Stilo) collided with a train on a level crossing. The crossing barriers were not lowered. He was survived by his wife and two daughters.