#2018 Sienna Hybrid Mpg

[superautoreviews]

2018 Sienna Hybrid Design, Engine And Price

New Post has been published on http://www.toyotarumors.xyz/2018-sienna-hybrid-design-engine-and-price/

2018 Sienna Hybrid Design, Engine And Price

2018 Sienna Hybrid Design, Engine And Price – Gossip has it that Toyota desires to generate the 1st run some Sienna for 2018 type time of year. Up to now, the car is identified as the one which is very useful and fruitful, even though with under impressive gas mileage. Once the system movements beautifully, the 2018 Toyota Sienna Hybrid could be your best option cash could possibly get up to now since the minivan portion is concerned. Based on unofficial sources, Sienna may perhaps provide me the drivetrains which were compelling the preferred Camry automobile.

2018 Toyota Sienna Customer feedback

Toyota wants to raise impending profits facts and also continue to keep its acknowledgment in the industry. To accomplish this, they have got established a enhance of background few designs 2018 Toyota Sienna they offer lots of focus for that external and internal capabilities. They know already these changes will probably be adequate to tempt potential customers. The brand new sort of the Design 2018 Toyota Sienna will most likely be comfy. Vendors would come with a speak to of class, anything is getting rid of in preceding styles. About the overall look, the design and design and magnificence will probably be unique and sleek barbecue grill using the mesh-like foundation. Furthermore, it may have received a bright and considerable rectangle-molded LEDs.

The size of what type and design time 2018 enhances considerably when compared to very last Sienna 2018 fashion, while the significant body weight will most likely be dealt with. Meaning that the automobile will use plenty of gentle-excess weight items to accomplish this. Speaking about from the interior segment, design x fashion will end up feature a high-level routing system, touchscreen screen technological innovation software program, dash panel, chairs, and innovator. Also, it is estimated the auto boosts automobile infotainment techniques for example stereo system and Digital video clip disc gamer.

A lot of the forecasts explained that 2018 Toyota Sienna Hues will probably be produced some enhancements and changes are interesting, but we still have to watch for affirmation from your operate. Some favorable resources displayed that Toyota can offer some improvements around the internal and external and The most crucial of those breakthroughs is actually a lighting effect than its forerunner. Also or a new vehicle is going to be handled with a brand new barbecue grill, fender, remodeled and employs by far the most modern Guided technological know-how. For this bungalow or 2018, Toyota Sienna can get new recliners with ergonomic organization workplace design, a higher-level routing system, a remodeled dashboard, and director or We wish they could work with the most up-to-date enjoyment software.

2018 Toyota Sienna Performance

Without formally authorized, could use the 2018 Sienna Hybrid petroleum-electronic approaches are the very same within the Camry Hybrid. Precisely, this Camry drivetrain along with a 2.5-liter 4-tube method and also a turbine nurtured with the lithium-ion power supply. The whole result is graded at 200 horse possible, although its electrical power is transported to the front side automobile wheels utilizing a consistently distinct mailing (CVT). Information regarding fuel consumption continue being accessible, but eco-nice Sienna is predicted to give about 40 miles per gallon. In some evaluations, the 2018 Toyota Sienna Hybrid could affect display screen room places in the next an individual fourth of 2017.

Talking about of your own motor unit system, 2018 Toyota Sienna is predicted to provide the kind of tools are much better and even more highly efficient. Although private customer feedback described at present exactly how the firm utilizes the existing engine with a bit of tube fuel. 1.4-liter produces 266 hp, we predict that Toyota will provide you with a choice of other gadgets, as an example, many yahoos and search engines in addition to boosting efficiency, Toyota utilizes a new braking device plan plus a 6-level programmed gearbox.

[lagunapeach]

2017 Toyota Premio, Price, Changes, Reviews, Performance, Release Date

2017 Toyota Premio, Price, Changes, Reviews, Performance, Release Date

2017 Toyota Premio Release Date and Pricing – Thanks for visiting our car weblog, this time all around we shall be conversing about aspects about the latest cars is originating from Toyota company. The title of a report we get is 2017 Toyota PremioRelease Date and Price. We shall be viewed as speak about details about this car, starting off with reviews, concept, redesign, rumors, exterior,…

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2018 Toyota Sienna Hybrid MPG

2018 Toyota Sienna Hybrid MPG 2018 Toyota Sienna Hybrid MPG - The Sienna interest a wide range Read more at http://toyotacamryusa.com/2017/03/2018-toyota-sienna-hybrid-mpg/

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2020 Chrysler Pacifica Review: Swallow Your Pride – This Beats an SUV

For most Americans, a minivan is the best people-hauler for the demographic called parents-with-kids-and-all-their-crap. And the 2020 Chrysler Pacifica minivan serves the demographic better than virtually every other sports utility vehicle or minivan. You can have a Pacifica sort-of-inexpensive or trimmed in leather, with or without hiding stowable second-and-third-row seats, or as a plug-in hybrid, all with third-row seats usable by adults. Come 2021, you’ll again be able to get the Pacifica with all-wheel-drive.

The Pacifica handles relatively well. The plug-in hybrid goes 32 miles on battery power and has a battery-plus-engine cruising range of 520 miles. It is roomier and lighter than a full-size SUV. On the downside, some useful driver assists are optional on the Pacifica. Pacifica’s reliability from recent years past is not on par with competing minivans, especially from Toyota and Kia.

The Pacifica is one of the few three-row vehicles comfortable in all three rows.

On the Road with Pacifica

I drove an upscale Pacifica Hybrid with a full suite of driver assists, the latest UConnect 4 infotainment system, and black leather seats with contrasting stitching. It feels roomier than a full-size SUV because it’s roughly the size of the full-size Dodge Durango SUV, 203.8 inches versus the Durango’s 201.2. With a shorter nose and without the sloping rear of some SUVs, plus a couple more inches of width than Durango, there’s a lot more room in the Pacifica for people and cargo inside.

Handling is pretty good for something that weighs a handful of pounds shy of 5,000. It gets to 60 mph in about 7.5 seconds via a 3.6-liter V6 Atkinson cycle gas engine (higher efficiency, lower peak power) and an electric motor that net 260 hp, all driving the front wheels. Once in a while during testing, the nine-speed automatic was slow to shift or thunked into the next gear. The shifter is a rotary knob on the dashboard. Most reviewers hate shifter knobs (or buttons). I say: They leave more room for cupholders and phones on the dash or console. Nobody manually shifts a minivan. This knob would work better if it was coated in grippy rubber.

The infotainment system and navigation, called UConnect and now up to version 4, continues to be one of the easier packages to comprehend. The display is 8 inches diagonal, which is good, but a 10-inch display would be nicer (likely on 2021 models).

2020 Chrysler Pacifica.

The Pacifica excels three ways:

Around town, driving is almost zero-cost because the 16-kWh battery tucked under the floor lets you cover 32 miles of commuting to work, car-pooling, and handling daily driving tasks. It will recharge overnight on 120-volt power, or in about two hours at 240 volts. Many owners won’t burn any gasoline most days of the week, although maybe you might, because there’s no button to force the Pacifica to run electric-only before going to the combustion engine. So Chrysler uses an algorithm to decide when to use what. In a week of driving, I averaged 29 mpg, close to Chrysler’s 30 mpg EPA overall rating, which is quite good for a 2.5-ton vehicle.

Second, on longer weekend or vacation trips, you get up to 520 miles of driving. You only have to fill up once a day. Yes, the kids have to go pee more often than that, but the interstate service area choreography of one parent taking the kids to the bathroom while the other heads for the fueling islands, then meeting up while the refueler parent dashes back to the restrooms, seems to save very little time.

For weekday carpooling tasks and weekend family trips, you can fit up to seven people; the middle row is always two buckets, not a bench. And everybody, in every seating position, is plenty comfortable, especially in the hybrid. The under-floor battery means there’s no space for the stowable (Stow ‘N Go) seats that fold into the floor, but those stowable seats are thinner and less comfortable. The comfier PHEV’s seats are heavy to take out, though.

The Pacifica has upscale finishes on most trim lines. The UConnect 4 center stack display is 8.4 inches.

Lots of Trim Lines

Shopping for a Chrysler Pacifica starts with “Where do I start?” There are eight Pacifica gas-engine versions, five of them called Pacifica Touring (gut none called Pacifica Car Pooling); plus six Pacifica Hybrid versions; plus more two gas-engine entry model Pacificas, only they’re called Chrysler Voyagers (explanation below). As for the hybrid models, there are three Touring models (Touring, Touring, 35th Anniversary Touring L) and three Limited models (Limited, Limited 35th Anniversary, Limited Red S). The hybrid 35th Anniversary (of the first Chrysler Corp. minivans) and S models are upholstery, badging, and paint variants. If this sounds confusing, it is, and there’s not much on the Chrysler Pacifica website that helps you see what features are on what trim lines.

The least costly hybrid, the Touring, is $41,490 including $1,495 freight. That is $6,250 more than the gas-engine Touring, but you are eligible for a $7,500 tax credit, so really it costs less. The Touring gets you power-sliding doors, heated mirrors, keyless entry/ignition, a power-adjustable driver’s seat, three-zone climate control, the 8.4-inch touchscreen, Bluetooth, Apple CarPlay, Android Auto, and USB jacks. Driver assists are blind-spot warning/rear-cross-traffic-alert (same system) and rear parking sonar. No forward-facing driver assists.

The Touring L, $45,780 including freight, may be the sweet spot: It adds leather upholstery, heated front seats, and a power liftgate. But it, too, lacks a full range of driver assists.

The Limited, $47,340, is where you can add a fuller array of driver assists. It has nicer leather, vented front seats, navigation, UConnect Theater (rear entertainment), and 20-speaker audio. For $995 you can add the Advanced Safety Tec Group: stop-and-go adaptive cruise control, advanced forward collision warning, advanced lane departure warning, parallel/perpendicular parking assist, front sonar (rear is standard) with auto-stop, and surround cameras. You can also add a $1,895 panoramic sunroof.

The top-line Hybrid Limited Red S fully optioned runs $52,000, before tax credit.

Be still my heart: the 1984 Dodge Caravan, enabler of the soccer mom demographic.  It’s also 28 inches shorter than today’s Pacifica.

The Shrinking Minivan Market

Minivans as we know them date to the 1984 Dodge Caravan and Plymouth Voyager, boxy vehicles, some with woodgrain wrap on the sides. They helped keep Chrysler Corp. alive. (The vehicles, not necessarily the woodgrain.) Sales of minivans, all brands, peaked in 2000 with 1.4 million sold, 8 percent of the year’s 17 million sales. Most had three rows of seats, and even the third row was reasonably comfortable at a time when there were far fewer SUVs. And they drove like cars at a time when SUVs didn’t.

Minivans were popular with college-educated boomer parents in the suburbs who drove their children to sports practices a lot, had similar-to-each-other buying patterns, got involved in the PTA, and tended to vote. Demographers called them soccer moms or soccer parents, which annoyed the heck out of them, more because soccer mom was too easily understood as well as misunderstood. In retaliation – “how dare these people reduce me to two words” – they switched to SUVs that were bigger, top-heavier, tipsier (until electronic stability control came along), cost you 3-5 mpg in fuel economy, and lacked room for teens in row three. Nothing like seeing six kids in shorts and cleats disembark from a GMC Yukon Denali, not a Pacifica, to prove you’re not a soccer dad or mom.

Fast forward to 2019, and sales of the five minivan models (plus leftover Chrysler Town & Countrys) amounted to just over 400,000, or 2 percent of the (again) 17 million sales of light vehicles. The best-seller Dodge Grand Caravan gets the majority of sales in fleet markets, making the Honda Odyssey and Pacifica the top two sellers to individuals.

Minivan Model 2019 Sales 2018 Sales Change Dodge Grand Caravan 122,648 151,927 -19% Honda Odyssey 99,113 106,327 -7% Chrysler Pacifica 97,705 118,322 -17% Toyota Sienna 73,585 87,671 -16% Kia Sedona 15,931 17,928 -11% Chrysler Town & Country 5 6 -17% Totals 408,987 482,181 -15%

Between 2000 and today, more than a dozen minivan brands departed the market: Buick Terraza, Chevrolet Uplander, Chevrolet Venture, Chrysler Voyager, Ford Freestar, Ford Windstar Cargo, Mazda MPV, Mercury Monterey, Nissan Quest, Oldsmobile Silhouette, Pontiac Montana, Saturn Relay, and Volkswagen Routan. The one significant entrant is the Kia Sedona in the 2015 model year.

In 2020, the aging Dodge Grand Caravan goes away this spring, to be replaced by the Chrysler Voyager, effectively an entry-level Pacifica. That will likely be the rental-fleet minivan. Insiders say the two-name strategy helps the residual value of the Pacifica. Any time more than half the sales for a model go into fleets, it depresses resale prices.

The 2020 Pacifica measures 203.8 inches long, 79.6 inches wide, and 69.9 inches high. This allows for superb cargo space: 32.3 cubic feet with all seats used, and 140.5 cubic feet with the middle and rear seats down.

Should You Buy?

If you do a lot of urban driving, you’ll likely love how much of it can be on electricity, where the cost of electricity (low) is equivalent in cost to the Pacifica getting 82 mpg on gasoline. It is roomy on legroom as well as side to side shoulder room, so you really can get three across in back.

The Pacifica scores well on IIHS safety tests: good overall on crashworthiness, and a Top Safety Pick. However, it’s light on standard driver safety assists: Blind spot warning is standard, plus government-required features such as a rear camera. If you want a fuller range of assists that help especially on long highway trips, you’ll really want one of the Limited trims and the features of the Advanced Safety Tec package.

Only when you reach the Limited are significant additional driver assists offered in an options package.

Against the competition, the same money, roughly, will get you the sensational Kia Telluride or Hyundai Palisade three-row SUVs with less space and a premium-car fit and finish. Against other SUVs, the Honda Odyssey is well-thought-out and so is the Toyota Sienna, which is the only minivan to offer all-wheel-drive. The Kia Sedona, less flashy, has rock-solid build quality and reliability on its side. Consumer Reports rates recent Sedonas at 3, 4 or 5 of 5, while the Pacifica is rated at 1 or 2 out of 5.

The Chrysler Pacifica has been out since the 2017 model year. It gets a significant refresh for the 2021 model year with all-wheel-drive offered on the gas-engine Pacifica only (Chrysler last had an AWD minivan in 2004). Chrysler could have redirected the PHEV’s electric power to the rear wheels for all-wheel-drive (as Toyota has done to create AWD on a front-drive car), but chose not to. There’s a new, version 5, of UConnect Drive by Android software. And there’ll be an additional trim line at the top end, called Pinnacle. To keep up with the competition, the 2021 Pacifica will make standard forward-collision warning, automatic emergency braking with pedestrian detection, and lane departure warning/lane-keeping assistance.

Now read:

2018 Honda Odyssey First Drive Review: Tech Makes It the Ultimate People Hauler

2020 Kia Telluride Review: The New Benchmark for Midsize SUVs

At Last: Driver-Assist Terms Will Be Common Across All Cars 

from ExtremeTechExtremeTech https://www.extremetech.com/extreme/307788-2020-chrysler-pacifica-review-swallow-your-pride-this-beats-an-suv from Blogger http://componentplanet.blogspot.com/2020/03/2020-chrysler-pacifica-review-swallow.html

[actutrends]

Comma.ai launches Comma Two, a $999 kit that imbues cars with assisted driving features

Two years ago, analysts predicted that upwards of 10 million self-driving cars would hit the road by 2020. They weren’t the only ones — in 2015 and 2016, respectively, The Guardian and Business Insider proclaimed that people would become “permanent backseat driver[s],” riding in fully autonomous cars from 2020 “without needing any interaction from [drivers].”

Fast forward to today. Despite assurances that as many as 8 million driverless cars will be added to the road in 2025, even operations like that of Alphabet’s Waymo have yet to expand beyond selected metros. The reasons are regulatory as well as technological in nature, but expense plays a role. Conservative estimates peg the cost of outfitting cars at between $100,000 to 250,000 per car.

So why not go the do-it-yourself route? That’s the question George Hotz posed five years ago — he’s the American hacker best known for developing exploits that targeted Apple’s iOS operating system and reverse-engineering Sony’s PlayStation 3. In September 2015, Hotz founded Comma.ai with the goal of developing a semi-automated system — OpenPilot — that would improve cars’ visual perception and electromechanical motor control. Unlike most full-stack solutions in testing, it’s intended to replace OEM advanced driver-assistance systems, effectively imbuing cars with self-driving capabilities.

For the first time in its history, Comma.ai has an official presence at the Consumer Electronics Show. The company this week invited members of the press (including VentureBeat) to test-drive the latest version of its system — and to show off the Comma Two.

OpenPilot

OpenPilot’s development had a bit of a rocky start. The first version’s reveal in a Bloomberg article and video prompted a cease-and-desist letter from the California Department of Motor Vehicles, which accused Comma.ai of testing a self-driving car in the state without a license. Subsequently, OpenPilot was packaged into a shippable device dubbed the Comma One, which again ran afoul of the authorities because of noncompliance with U.S. Federal Motor Vehicle Safety Standards. Under pressure from the National Highway Transportation and Safety Administration, Comma One was canceled, and Comma.ai open-sourced OpenPilot on GitHub.

Much has changed. In the roughly three years since Comma.ai made OpenPilot available to the public, over 1,500 users have racked up more than 14 million autonomous miles collectively, half of which were driven autonomously. (That’s up from 10 million miles as of May 2019.) Moreover, they’ve forked the GitHub repository over 2,300 times, adding features like automatic lane change and support for older Tesla, Chrysler, and Jeep models.

Comma Two

Comma.ai previously sold the Eon Devkit, a self-contained and windshield-mounted modified OnePlus phone. It started at $599, and once OpenPilot was installed to it, it automatically recognized car models by analyzing CAN network traffic. (The presence of certain CAN messages and their lengths is an indication of the model year, car brand, car model, and trim.) Companion devices dubbed the Panda and Giraffe plugged into cars’ OBD-II ports to track RPMs, MPG, cornering G-force, battery life, and more, and to provide access to the communication buses and enable the Eon to interface with the car.

The Comma Two replaces the Eon, but it retains all of the Eon’s features and then some. That said, it ditches the Panda for a single-cord solution, and it’s slightly pricier at $1,000 (though it’s available on a payment plan through Affirm).

The first batch of 300 units are available for purchase today. They’ll begin shipping later in the month, Hotz says.

The Comma Two is powered via OBD-C as opposed to by battery, which Hotz says was a top complaint among current Eon owners, and it has a larger mount as well as a custom fan-based hardware cooling solution. Like the Eon, which used a camera to recognize drivers’ faces and decelerate if it detected those drivers were distracted, the Comma Two performs facial recognition. In point of fact, it’s in improved in that it leverages two infrared sensors as opposed to an RGB sensor, enabling it to work during nighttime.

Other highlights include front and back cameras, as well as a fourth CAN bus to connect the OBD-II port and a low-power mode that automatically shuts off the Comma Two after three days to save car battery.

The Eon was equipped with cellular service and a SIM card supplied by Comma.ai. Data was unlimited (though capped to 512Kbps), and users could spring for Comma Prime if they so chose, a $24 per month service that enables remote access (via T-Mobile) from anywhere and online storage of 14 days’ worth of drive data (compared with the standard three days). The Comma Two also taps cellular for connectivity and plays nicely with new and existing Comma Prime subscriptions, and it comes with a year’s worth of storage.

By default, OpenPilot uploads driving data in real time from the road-facing camera, CAN, GPS, inertial measurement unit, magnetometer, thermal sensors, and operating system to Comma.ai’s servers for machine learning training and development purposes. Much of this data can be accessed locally through the Comma Connect app for iOS and Android or through Explorer, an online dashboard of recent drives from which disengagements (i.e., instances when a driver took control from OpenPilot) can be annotated to help improve the system.

From within the app, Comma Two owners can remotely wake up the Comma Two and snap a picture from either the front- or rear-facing cameras. Additionally, they’re able to switch among multiple units on the fly and to view their real-time geographic locations.

Compatibility

OpenPilot isn’t compatible with every car under the sun. It only works with these models and model years:

Acura ILX (2016-2018) and RDX (2016-2018)

Buick Regal (2018)

Chevrolet Malibu (2017)

Volt (2017-2018)

Cadillac ATS (2018) and Pacifica (2017-2018)

GMC Acadia Denali (2018)

Holden Astra (2018)

Honda Accord (2016-2019), Civic (2017-2019), Civic Hatchback (2017-2019), CR-V (2015-2019), CR-V Hybrid (2017-2019), Fit (2018), Odyssey (2018-2019), Passport (2019), Pilot (2016-2019), and Ridgeline (2017-2019)

Hyundai Elantra (2017-2019), Genesis (2018), and Santa Fe (2019)

Jeep Grand Cherokee (2016-2019)

Kia Optima (2019), Sorento (2018), and Stinger (2018)

Lexus RX Hybrid (2016-2019) and ES Hybrid (2019)

Subaru Crosstek (2018) and Impreza (2019)

Toyota Avalon (2016-2018), Camry (2018-2019), C-HR (2017-2019), Corolla (2017-2020), Corolla Hatchback (2019), Highlander (2017-2018), Highlander Hybrid (2018), Prius (2017-2019), Prius Prime (2017-2020), Rav4 (2016-2019), Rav4 Hybrid (2017-2018), and Sienna (2018)

Equally critically, OpenPilot isn’t capable of fully autonomous driving on all road types in all conditions. It can currently handle lane centering on roads without clear marking thanks to machine learning algorithms trained with user data, and it can maintain a safe follow distance and drive in stop-and-go traffic without supervision.

But it’s complicated. On all supported cars, OpenPilot’s automated lane centering and lane keep assist replace the stock systems. Only on specific supported cars does the system’s adaptive cruise control and forward collision warning slot in for default, however, and on no model does OpenPilot take over things like auto high-beam, blind spot warning, and side collision warning.

Driving experience

So how’s the driving experience with the Comma Two? “Smooth sailing” sums it up. OpenPilot indeed maintains its lane position even when the markings aren’t obvious — or aren’t visible. In a construction site with cones on either side and on an unpaved road without dividing lines, we watched OpenPilot deftly keep centered and maintain a comfortable following distance from the car in front of it.

It doesn’t much matter whether the road ahead is straight or severely curved. OpenPilot used to scrape OpenStreetMap for road curvature and traffic data, but it doesn’t any longer — now, it’s smart enough to calculate the trajectory in real time and to ensure it doesn’t speed along that trajectory too violently.

In this respect, OpenPilot is akin to Nissan’s ProPilot Assist, Volvo’s Pilot Assist, and GM’s Super Cruise, the last of which is one of the few systems that offers hands-free driving thanks to an eye-monitoring infrared camera. But in contrast to Super Cruise, which only engages on about 130,000 miles of U.S. and Canadian highway that GM has mapped, OpenPilot theoretically works anywhere there’s a discernible road.

OpenPilot can change lanes automatically, but it requires signaling from drivers before it does so — they have to first switch on a turn signal and nudge the steering wheel in the direction they’d like to go. It smoothly merging while keeping pace with the traffic ahead in our brief experience. But Hotz noted that OpenPilot won’t prevent lane changes when cars are to the immediate left or right, in the Comma Two’s blind spot.

Of course, Comma Two and OpenPilot can’t anticipate every situation. An SUV rear-ended a hatchback during our driving demo, forcing Hotz — who was behind the wheel — to tap the brake and disengage the system. And OpenPilot doesn’t handle things like red lights or stop signs — at least not yet.

Safety

Whether OpenPilot can be considered truly safe is a semantics question, in part. The driverless car industry lacks an agreed-upon metric for safety — Noah Zych, head of system safety at Uber’s Advanced Technologies Group, told Wired in an interview that miles traveled isn’t a particularly insightful measure without context like location. Derek Kan, U.S. secretary for policy at the U.S. Department of Transportation, echoed that sentiment in remarks at a conference two years ago.

Companies like Intel’s Mobileye and Nvidia have proposed mathematical models that aim to codify good habits like giving other cars the right of way. Essentially, they’re decision-making policies in a motion-planning stack that monitor unsafe actions by analyzing real-time sensor data.

Comma.ai has a safety model of its own, which Hotz said involves several forms of regression testing. Commits aren’t merged to the OpenPilot codebase before they’ve met the test suite’s muster.

This aside, Comma.ai problematically hasn’t committed to regularly publishing any sort of statistics beyond miles driven, like disengagements or accidents. California’s Department of Motor Vehicles mandates that all companies testing autonomous cars report disengagements, but because Comma.ai doesn’t have a permit to test cars, it’s exempt from this requirement.

Hotz for his part asserts that the infrared sensors in Comma Two will improve safety substantially, as will the onboarding video customers are required to watch before they launch OpenPilot for the first time. On the subject of the former, a warning appears on the Comma Two’s screen if a driver diverts their eyes from the road for four seconds, and after six seconds, OpenPilot disengages and begins to slow down. (Unclicking the driver-side seat belt or opening the car door also disengages the system.)

For what it’s worth, we encountered only one disengagement — Hotz’s stop to avoid the accident — over roughly 7 miles and 25 minutes of driving  “We pushed on nuance [with this latest version of OpenPilot],” said Hotz. “Intersections have no lane lines — it’s unclear where you should go. [OpenPilot] follows the path that the human would follow.”

Backend improvements

On the backend side of the OpenPilot equation, new is a simulation environment called the Small Offset Simulator that loads in real-world routes and simulates deviations of them. “You can’t just take a lot of data and train a model to mimic the data, because that model doesn’t realize that if it takes action, the world will change,” said Hotz. “The only way to really do that is to build a simulator.”

Using a technique called projected geometry and generative adversarial networks (GANs), or two-part AI models comprising generators that synthesize data samples and discriminators that attempt to distinguish between the synthesized samples and real data, the simulator redraws scenes meters to the left or right or with curvature and other perturbations. Hotz said that the models within the Small Offset Simulator are now training on 200,000 minutes of driving data collected by Eon users.

It’s similar — but not quite the same — as the simulation environments deployed internally by Uber, Waymo, and others. GM’s Cruise, for instance, leverages a replay approach that involves extracting real-world sensor data, playing it back against the car’s software, and comparing the performance with human-labeled ground truth data. Cruise also engages in planning simulation, which lets the company’s data scientists create up to hundreds of thousands of variations of a scenario by tweaking variables like the speed of oncoming cars and the space between them.

Future developments

Going forward, Comma.ai plans to release new hardware on roughly a yearly cadence — Hotz believes its business model of selling devices at profit and eating the cost of software development is sustainable. (Comma.ai has raised $8.1 million in venture capital to date across two funding rounds, the most recent of which closed in April 2018.) As for OpenPilot, achieving a better end-to-end driving experience remains an acute area of focus for the engineering team.

“What we want to do is move away from [lead car following] and move to an end-to-end longitudinal [model],” he said. “One of the problems we as a company have trying to convey is, when it works well, you don’t even notice it. Our company mission is to solve self-driving cars while shipping intermediaries.”

But Comma.ai isn’t discouraging rivals from cloning its hardware and piggybacking off of OpenPilot. In fact, Hotz encourages it, just as he encourages those with proprietary solutions to compete with Comma.ai.

One such challenger — former Yahoo CTO John Hayes’ Ghost Locomotion — emerged from stealth last November promising an aftermarket self-driving kit to retrofit existing cars. Another — Cambridge, U.K.-based Wayve — claims its driverless cars self-improve by learning from safety driver interventions. Mobileye doesn’t sell a consumer product, but like Comma.ai, its driverless tech leans on cameras for autonomous decision-making. And then there’s Tesla, which recently release a preview of an active guidance system (Navigate on Autopilot) that navigates a car from a highway on-ramp to off-ramp, including interchanges and making lane changes.

Hotz is unconcerned. “Mobileye is the Windows [of autonomous driving] that’s going to do Microsoft-style business development deals with big companies, Tesla’s the Mac that’s going to ship sexy hardware to consumers, and we’re the Linux,” he said. “Everybody should use us for whatever they want.”

The post Comma.ai launches Comma Two, a $999 kit that imbues cars with assisted driving features appeared first on Actu Trends.

[smoothshift]

What’s up with brands building “sporty” economy cars, but refusing to build legit performance cars? via /r/cars

What’s up with brands building “sporty” economy cars, but refusing to build legit performance cars?

This has been on my mind for a while now. Just as a side note, a lot of what I talk about here is directed at Toyota/Lexus. TLDR at the end because this is gonna be a novel.

My family recently bought a Toyota RAV4 and I have to say it's by far one of the weirdest cars we've owned in a while. Allow me to explain, for a raised, 5-seater, economical compact-crossover, it's a fine car. Where the weirdness comes in is with Toyota's "sporty intentions" with it.

First comes with the harsh ride, and my god is it awful. I've sat in Corvettes and Mustangs and this rides just barely better than those. You feel literally EVERYTHING from lane markers to small bumps (road repairs and that stuff). This thing makes sewer covers feel like a 3-inch deep pothole.

Then when you hop inside, this car has drive modes, which most cars these days have. But the weird thing is this car has a sport mode. Why the hell does a RAV4 need a sport mode? So I can cut my 0-60 time by 0.001 seconds while revving it up to 3k? Or maybe so I can take corners at 25 mph instead of 20, no wait this thing doesn't have variable suspension. Maybe it's so I can hear that beautiful 2.5L 4-cyl singing through my speakers. Jokes aside, I still haven't found out what sport mode really does besides lower my MPG as acceleration seems the same as it is in normal mode. It blows my mind that even the Sienna has a sport trim (yes, I know it has for a while).

Now that brings me to my point, again this is directed more toward Lexus and Toyota. I'm really confused as to why Toyota decides to move and even market their cars as sporty vehicles, while completely ignoring the potential they have in the actual sports car market (not to mention the performance cars in their lineup already). We have a good example of that in the RC F, power wise it's decent, however it's transmission is far too lacking. It shifts so horribly bad, it makes me feel like I'm driving a Camry SE. Funnily enough my RAV4 shifts faster (that 8-speed is pretty quick actually). Many journalists/youtubers have covered this, but the main problem with the RC F is that Toyota refuses it make it into the beast it could be. It's as if they emphasize comfort over performance (despite it being an 'F' model), but market it as a sports car.

Another example is the Lexus IS, more notably the IS 350. It still uses the SAME 3.5L V6 that the previous generation used (I believe they recently rolled out a refreshed version of it for the 2018 model year). My biggest problem is that we never got an IS F version this generation. Just give us an NA V8, dual-clutch IS F and that would sell all day. But what does Lexus give us an F version of? Their GS sedan, which probably shouldn't even exist in their lineup anymore. I have NEVER seen anyone driving around in a GS F. Why? What good does pairing SAME V8 the previous IS F used with a 4000 lb, behemoth of a sedan. What is the intention there, what audience does a car like that target? That makes me wonder why Lexus also didn’t just re-use that engine for a new IS F. Also did I mention the GS F has that same torque-converter the RC F uses?

With Toyota, they only have two performance focused vehicles. One could use a lot of improvement in every aspect (especially in the power department). As for the other, well let's just say people don't call it a Toyota. However, that's not to say that the Supra isn't a legit sports car, I won't take anything away from it. But just like everyone else I have to make mention the fact that the Supra doesn't use a Toyota engine. I'm not going to poke fun or anything as I honestly don't care, but I want to see Toyota/Lexus push out a legit sports car of their own. Something that makes me go, "hey, that could give the M4 a run for its money!" The same brand that gives almost every single of its consumer models an "SE" or "F-Sport" trim, can't even produce a sports car that comes close to the competition (excluding the Supra I guess).

I don't want a Sienna SE that I can shred back roads in, or a RX F-Sport I can run a 12 second quarter mile in. I want an honest to god, 2-door or 4-door sports sedan/coupe with healthy power, no torque converter, good driving dynamics, and NO HYBRID (don't get me started on the LC).

Now I know what you're thinking by now. I'm missing the whole point, as it's more about markets and profit. Obviously a RAV4 is going to sell far more than something like the Supra. My point isn't that Toyota should focus more on building performance vehicles. The point is that if Toyota actually put an effort into building a legit performance car, they could easily rival German sports cars. They're going to win the compact crossover segment for years to come, they’ve already been doing that. But the average person isn't walking into a Toyota dealership to buy a RAV4 because they think it's "sporty." The same reason no one buys an RC F because it's "luxurious." I don't think I'll ever understand Toyota's priorities. Quit giving us grandtourers no one besides new retirees will drive (Looking at the LC). Give enthusiasts a reason to take interest in the brand. Anytime Lexus or even the Supra for that matter comes up in a sports car conversation, it's hard not to laugh.

It’s sad that the brand that once gave us the MKIV Supra, Celica, IS F, 2000 GT and Corolla AE86 has devolved their performance brand into making the Camry look like a sports car (Quad exhausts!!!11).

Sorry I had to just get this out there. This is one of those things I just wake up in the middle of the night and think about. As a Toyota/Lexus guy, this has been annoying.

TLDR; Stop giving us sporty economy cars like the RAV4 SE and RX F-Sport that we don't need/want. Give us something that actually excites us, preferably something that doesn't have BMW written all over it.

Let me know what your thoughts are.

[robertkstone]

2018 Toyota Sienna First Test: When a Highlander Just Isn’t Big Enough

The nearly 300-hp 2018 Sienna provides a tire-spinning surprise if you give it too much gas from a stop, but the Toyota otherwise delivers what you’d expect from a minivan entering its eighth model year without a major redesign. When the Highlander isn’t big enough for your family and the Sequoia is way more money than you realized, the Sienna is ready to serve your needs. If you’re more interested in a loaded 2018 Sienna Limited than the sportier SE, does the Toyota still have what it takes to compete with updated rivals?

Step inside, and you’ll see that Toyota aces the most important test for any minivan: cabin space. There’s a ton of space in all three rows, and considering I’m about 6 feet 4 inches tall, it’s no small feat for any three-row vehicle to get a passing grade in the “sit behind myself behind myself” test. The backs of the second row seats are soft, which help make the third-row seats more comfortable when your knees touch the seat backs, and the side windows are of a decent size (which helps prevent third-row passengers from feeling too closed in).

At some point, however, you’ll stop playing with the Limited trim’s second-row captain’s chairs with reclinable footrests and actually drive the 200.6-inch family hauler. What you’ll appreciate with the 2018 Sienna Limited—but not on, say, the sporty SE—is its great ride quality. Sure, it’s a little too bouncy over freeway expansion joints, but the minivan is smooth enough everywhere else that it’s a worthy trade-off. There’s no real advantage to the slow-ratio steering, which requires too much effort to control at lower speeds. Toyota says the Sienna’s electric power steering system provides extra torque at low speeds to make it easier to turn the wheel, but we would like to see the steering updated to facilitate lower-speed maneuvers. Once you leave the parking lot, the Sienna has just as much body roll as you’d expect from a non-SE minivan, a feeling enhanced by seats that aren’t quite as comfortable as those second-row captain’s chairs.

Toyota still offers the only all-wheel-drive option in its segment, but when you pair the powerful 296-hp 3.5-liter naturally aspirated V-6 with front-wheel drive, as most buyers will, the squeal of the tires will wake the neighbors if you give it too much throttle. (More than one editor was caught off guard by this.) In fact, associate road test editor Erick Ayapana had to finesse the throttle to achieve an as-tested 0–60-mph time of 7.1 seconds. That time puts the Toyota minivan midpack against the Honda Odyssey Elite (6.9 seconds), Chrysler Pacifica (6.7 seconds for the Touring model and 7.5–7.7 seconds for Limited), and the Kia Sedona (7.8 seconds for our long-termer). As with the 2017 model, the 2018 Sienna pairs its updated V-6 to an eight-speed automatic transmission that does its job well, though we did experience a couple instances where the transmission shifted a bit more relaxedly than what we expected with a moderately forceful application of throttle.

For a minivan, the 2018 Sienna Limited performed better than testing director Kim Reynolds expected on our figure-eight course, which measures driving characteristics such as acceleration, braking, cornering, and the transitions between them. Reynolds appreciated the Sienna’s good balance on the skidpad, and like Ayapana, he complimented the car’s brakes. The 2018 Sienna turned in a figure-eight performance of 27.7 seconds at 0.60 g (average), which beats the Odysseys and Sedonas we’ve tested but falls just short of the non-hybrid Chrysler Pacificas we’ve tested. Thanks maybe to an extra 30 hp and a new transmission, the 2018 Sienna even outperforms a 2015 Sienna SE on the figure-eight course and by nearly a half second to 60 mph.

The Sienna’s safety technology has seen a serious upgrade since then. The 2018 model includes a full package of advanced safety tech as standard on every Sienna—that tech includes an automatic braking system, lane departure mitigation, and adaptive cruise control. Unfortunately, the latter system doesn’t work below about 25 mph, which means it can’t help with stop-and-go commuting as the best systems do. The 2018 Sienna’s performance in safety tests is more important than that luxury, though, and the Toyota’s safety ratings are … satisfactory. The 2018 model gets a Good rating (the highest possible) in four crashworthiness tests but only an Acceptable rating in the small-overlap front test on the driver’s side. Along with an Acceptable rating in the headlights evaluation, the Sienna didn’t qualify for a Top Safety Pick or Top Safety Pick+ rating; the Honda Odyssey, Kia Sedona, and Chrysler Pacifica are rated 2018 Top Safety Picks. The IIHS also rates ease of use with LATCH child-seat anchors and gave the Sienna an Acceptable rating—that’s even with the Sedona and better than the Pacifica but not as good as the Odyssey.

Like those three competitors, the Sienna avoided a collision in the IIHS’ 12- and 25-mph automatic brake tests. Where the Toyota excels beyond those cars is that every Sienna includes automatic emergency braking tech standard—it’s not standard on the base models of the minivans from Honda, Chrysler, and Kia. And that’s where everyone’s subjective idea of value comes into play—before considering regional incentives, the Sienna can’t compete on base price with the Kia and Chrysler. If it’s a stretch for you to consider a vehicle beyond $32,000, try the Sedona or Pacifica. The 2018 Sienna’s sweet spot in terms of trim might be the eight-passenger XLE. A $37,985 2018 Sienna XLE loses the seven-passenger interior layout, which is more desirable for easy third-row access, but it avoids the rougher ride of the SE model and has a number of useful features (such as power-sliding side doors and hands-free keyless access with push-button start) not all found on the L or LE trims.

Read more about the 2018 Toyota Sienna Limited’s interior in our interior review right here.

Our Sienna Limited tester stickered at $45,060, adding a wonderful second moonroof that brings light to the second and third rows, laminated front-row side glass (new for 2018), attractive multispoke 18-inch wheels, power-folding third-row seats that disappear into the deep cargo area if you hold a button in the tailgate for a few seconds, and the neat foldout footrests for second-row passengers. Although I appreciated those footrests and the soft perforated leather, a few drawbacks perhaps related to the Sienna’s age start to become a bit less acceptable at the $45,000 price point. At that price, for example, the power liftgate should function when you push up gently on the liftgate, and not just when you’re using your key fob or pressing a button from inside the car. Also, the helpful Apple CarPlay and Android Auto smartphone connectivity features aren’t available, and the Sienna’s 7.0-inch touchscreen isn’t as large as the largest screens available in any of its competitors. That’s not a huge deal, and neither is the fact that the Sienna doesn’t offer a tire pressure monitoring display that shows the PSI for each tire. No vehicle will offers every option you want at the price you’re willing to pay, but if I were interested in a $45,000–$50,000 minivan, I’d probably stick with a competitor to get hands-free sliding side doors (Chrysler), the awesomeness of having an integrated vacuum (Chrysler and Honda), a surround-view camera system (Kia and Chrysler), or ventilated front seats (Kia, Chrysler, and Honda). As an LE or XLE, however, the picture is a bit brighter.

The 2018 Toyota Sienna rides well over that huge pothole you didn’t see and has the interior space no similarly priced Highlander ever will. Throw in the standard-on-every-trim automatic emergency braking technology—a feature you’ll want to have but hope to never use—and the Sienna is worth greater consideration. The Toyota’s safety ratings aren’t quite as good as the Odyssey, and I personally think the Pacifica is more attractive, but the Sienna still earns its place in the Toyota lineup as a spacious alternative to less practical crossovers.

2018 Toyota Sienna Limited BASE PRICE $44,730 PRICE AS TESTED $45,060 VEHICLE LAYOUT Front-engine, FWD, 7-pass, 4-door van ENGINE 3.5L/296-hp/263-lb-ft DOHC 24-valve V-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,682 lb (57/43%) WHEELBASE 119.3 in LENGTH x WIDTH x HEIGHT 200.6 x 78.1 x 70.7 in 0-60 MPH 7.1 sec QUARTER MILE 15.4 sec @ 91.6 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.60 g (avg) EPA CITY/HWY/COMB FUEL ECON 19/27/22 mpg ENERGY CONS, CITY/HWY 177/125 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.88 lb/mile

IFTTT

[superautoreviews]

2019 Toyota Sienna SE, LE, Limited Premium

New Post has been published on https://autocartrend.com/2019-toyota-sienna-se-le-limited-premium/

2019 Toyota Sienna SE, LE, Limited Premium

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2019 Toyota Sienna SE, LE, Limited Premium – 2019 Toyota Sienna is another launch from your Japanese Vehicle business. The 2019 Toyota Sienna may come as being a successor for that Toyota Previa design. Since its inception, the Toyota Sienna has been subject to substantial innovations and adjustments to the collection it’s stressful buyers.

2019 Toyota Sienna Redesign

Exterior Redesign

2019 Toyota Sienna SE

2019 Toyota Sienna Limited Premium

2019 Toyota Sienna LE  

The brand new type of the Sienna Toyota exterior is becoming freshly developed with a great touch of elegance nonetheless within the considerably more refined way. This new product would seem distinct and easy. Its outside part is re-designed to become a trapezoidal type of inverted grille framework. The brand new automotive is going to probably be matched with a brand new listing of suspensions that may go with entirely with all the current upgraded strength instruct inside the equipment. It’s built with considerable LED headlight and time working lighting. Existence in the raised aspect implies that light in weight alloys may be working in great portions to check out the bodyweight. No significant modifications in regards to the back end section can be familiar with this new version.

Interior Changes

2019 Toyota Sienna Interior

Interior using this new model is remodeled to be far more immense and enhanced interior car technological innovation. Its seating has already been manufactured employing a high denseness and little high-quality products. The car seats involve new technologies of the inside of heating system process on the improved trim degree. It will likely be built with a condition of your earth the navigation system and top quality disturbance program with 12 loudspeakers. The latest version may even give a several freight area along with the flexible back end chairs which can be modified to supply more space.

Engine Performance

2019 Toyota Sienna Engine

Throughout the hood, it is considered that the 2019 Toyota Sienna will get its amazing power from the 3.5-liter power engine which would make around 300 hp. Far more assets promise the driver will receive a six velocity intelligent transmission system. Its several-wheel traveling variety causes it to be designed for every off off-road and also on avenues trips. The 2019 Toyota Sienna mileage amount of 20 mpg city and 25 miles per gallon freeway. There is also a great speculation that there would have been a hybrid release with this 2019 Toyota Sienna model.

2019 Toyota Sienna Price & Release Date

No particular facts have become offered about the actual release date in the Sienna vehicle. Concerning the details the Japanese business, Toyota is providing the 2018 model of Sienna minivan from your close up through the year; it gives speculations the 2019 model will probably be introduced to the buyer marketplace near to the conclusion of the season 2018. The organization way too has not yet presented a real price in the machine although its price is presumed to cover anything from $35 000 – $50 000.

[jeffrey2garner]

Dependable Drives: Ten 2014s Worth a Look

As anyone who’s shopped for a used car knows, cars retain value inconsistently. In this era of Big Data, armies of statisticians are gathering and analyzing all sorts of car numbers by maker, body style, price, location, model, and so on to see what we can learn. J.D. Power recently published its 2017 Vehicle Dependability Study, which rates both makers and models, and it shows that Lexus and Porsche had the fewest reported problems per 2014-model-year vehicle, followed by Toyota, Buick, Mercedes-Benz, Hyundai, and BMW.

Each year J.D. Power polls owners of 3-year-old cars to determine the number of problems they experienced during the previous 12 months, then ranks each maker and model by the number of problems experienced per 100 vehicles. Last year we built a list of Reliable Rides featuring 10 cars that performed well in studies based on model years 2010 through 2013, and this year we’re going to take a look at some new winners and returning champs as well as some cars that have made important changes since 2014.

We’re sure the improving quality of new cars owes some debt to the work of J.D. Power and other statisticians who’ve gathered, analyzed, and published data on important features like dependability for decades now in order to help shoppers make better decisions. We believe in the value of Big Data, of course, but we also think no one should buy any used car without taking 2 critical steps: Test-drive any car you’re considering buying, and purchase a vehicle history report for that car, too. Here are some 2014s you should consider.

In J.D. Power’s Small Car category, the Chevrolet Sonic, which debuted for the 2012 model year and has consistently been available as a sedan or hatchback, took top dependability honors. We noted the arrival of the Sonic as a worthy vehicle for anyone looking for a small American car—which at the time was a sparse category—on our blog back in 2011. That version was intended to fill the hole left by the Aveo, which never got great reviews and was retired after the 2012 model year. The ’14 Sonic got new standard and optional safety features, including a reversing camera, forward-collision warning, and lane-departure warning. CarGurus users prefer the sedan and use it primarily for commuting, although shoppers may want to note that Chevy didn’t offer 4G LTE hotspot capability in the Sonic until 2015, which commuters might want.

The Toyota Prius managed to take the top dependability mark in the Compact Car category from J.D. Power this year, beating out the tied Buick Verano and Honda Civic. The Prius was no newcomer to Power’s Dependability Study, either, having earned third place last year with the 2013 version, which earned strong reviews from Chris Wardlaw as well as CarGurus users. The Prius was basically a carryover for 2014, offering a new lane-keeping-assistance system and over 50 mpg on the highway, and the distinctively shaped Prius has always offered exceptional cargo capacity. Anyone interested in a look at the cutting edge of technology might want to check out the brand new Prius Prime plug-in hybrid, which offers a total driving range of 644 miles.

The dependability award in the Midsize Car category went to another Toyota more appreciated by practical types than by driving enthusiasts: the Toyota Camry. Our Test Drive Review gave that car a perfect 10 for Cost Effectiveness, which makes sense given all the features included and offered on the Camry at less than $30K. Its bargain starting price combined with the Camry’s exceptional value retention limits the appeal of used Camrys compared with new ones, but top-notch dependability has strong value for any shopper. Our reviewer made sure to mention that Toyota sold two slightly different Camrys in the 2014 model year, and it was the 2014.5 version, built after December 2013, that earned a Top Safety Pick rating from the IIHS. If the 2014 version of the Camry looks boring, what do you think of the 2018 version, which debuted in Detroit?

The Chevrolet Camaro took its fifth straight award in J.D. Power’s Midsize Sporty Car category. It also appeared in last year’s Reliable Rides, but since the version we covered there, the 2013, did not include the new track-ready Z/28 and its 7.0-liter V8, we thought a reappearance would be worthwhile. The Camaro got other updates for ’14, including a more aerodynamic overall look, better interior materials, and the MyLink infotainment system with available navigation. If you’re looking for something newer, the 2016 Camaro is admittedly a redesign that rides an entirely different platform, but George Kennedy liked the V6 available in non-SS trims and appreciated its head-up display.

J.D. Power’s dependability king in the Compact SUV category is the Toyota FJ Cruiser, the last version of a car that achieved a rare honor for a non-Ferrari, as we noted in a blog post a little over a year ago: At one point, FJ Cruisers cost more used than they did new. As regular readers know, we love the Jeep Wrangler, so it should be clear that we appreciate non-traditional vehicles, and the FJ is certainly that. We do have a few reviews that compare the FJ directly to the Wrangler, and while the Wrangler got higher marks for its handling, looks, and value, the FJ won for its back seat and cargo capacity. As we noted, you won’t be able to find an FJ newer than 2014, but Toyota will add TRD off-road-ish versions of the Sequoia, Tundra, and RAV4 to those lineups for 2017.

This year’s winner in J.D. Power’s midsize pickup category was the Honda Ridgeline. The 2014 Ridgeline is typical of this model in that it’s sort of a pickup (albeit without the same capacities as most full-size pickups) and sort of a crossover. Cliff Atiyeh reviewed and liked the only version more recent than J.D. Power’s award winner, which arrived for the 2017 model year, calling it an “open-face minivan.” Whether you buy a first-generation ’14 or a second-generation 2017 model year Ridgeline, both share a very distinctive feature that isn’t available on any other pickup straight from the factory: Honda’s trademark “Dual-Action Liftgate.” Able to drop open along the bottom like those on most trucks, the Ridgeline’s liftgate can also open to the side, which is how you access another distinctive and convenient feature: a drainable compartment under the floor of the bed that can hold an 82-cubic-foot cooler. This may not be the most traditional truck for a tailgate, but given that compartment and the unibody Ridgeline’s car-like ride, we’d be willing to give it a try.

The Ford F-150 was not only the best-selling vehicle of the 2014 model year, despite a sales decline from the previous year, but it was also the last version of the truck that didn’t use aluminum in its body panels. That aluminum body inspired lots of worry about durability and repairs, which probably helped Ford sell more pre-aluminum trucks in 2014. And customers apparently liked the ’14 F-150, because it took top dependability honors in this year’s Large Light Duty Pickup category. Unfortunately, we did not get an up-close look at the 2014 F-150, and as we already noted, the ’15 version got a bunch of updates and aluminum body panels to launch a new generation, but Chris Wardlaw reviewed the 2016 F-150 very positively, giving it a perfect 10 for Form and Function.

The Toyota Sienna extended its winning streak in J.D. Power’s Minivan category, having taken the #1 dependability spot every year since 2011, when the 2008 model was in consideration. Dependability is particularly important in a vehicle that will regularly carry loved ones in addition to the driver, and being based in New England, we also appreciate another feature of the Sienna that’s probably not so popular in places that don’t get snow: The Sienna is the only minivan that offers all-wheel drive (AWD). The Sienna does lack a feature shared by two competitors, one of which is very new to the market, the Honda Odyssey and Chrysler Pacifica, which used an old name on a new model when it arrived for 2017. The regular Pacifica’s look and functionality impressed George Kennedy, and we look forward to checking out the first-ever hybrid minivan.

J.D. Power’s Midsize Premium SUV category’s dependability award went to the Lexus RX. The GX won last year and was a strong second to its fleetmate, but the RX costs less and looks less stodgy. The RX has to make do with a less-powerful engine, too, but given its appeal to parents who have crowds of kids to cart around, horsepower probably shouldn’t be a primary concern. The cabin is quiet and refined, at least until you pack it with children, and it lives up to Lexus’ “premium” image. With more than 80 cubic feet of cargo space with all seats down and 3,500 pounds of towing capacity, the RX 350 also offers plenty of utility. Although it can’t keep up with the third-place finisher in its category, the Porsche Cayenne, the RX will most likely need fewer trips to the mechanic, who will work at lower hourly rates than those required for the Porsche.

Heavy-duty pickups are a mostly American business. The Big Three have dominated the Large, Heavy-Duty Pickup category in J.D. Power’s Dependability Study for years now, with the Chevrolet Silverado HD having taken the crown for the last three years straight. Those three straight victories all featured the same generation of the Silverado HD, which arrived in 2011 and featured strengthened fully boxed frames and quieter cabins in addition to stronger and cleaner engines than previous versions. The 2014 edition of the Silverado HD got another boost courtesy of a new 4.10 axle that boosted towing capacities by 4,500 pounds, an optional spray-in bedliner, and a compressed natural gas option for the 6.0-liter V8. Chevy will need to continue improving the Silverado to keep up with Ford’s Super Duty trucks, which got redesigned for 2017 and earned high marks from George Kennedy for performance and technology.

Is dependability one of the primary things you consider when shopping for a car? Do you usually buy new or used cars?

–Steve Halloran

Find Certified Pre-Owned Cars and Used Cars in your area at CarGurus.

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from The CarGurus Blog http://blog.cargurus.com/2017/02/26/most-dependable-cars-2017 via Car Gurus from Blogger http://jeffrey2garner.blogspot.com/2017/02/dependable-drives-ten-2014s-worth-look.html via IFTTT

[newcarsrelease-blog]

2018 Toyota Sienna Hybrid MPG

New Post has been published on http://toyotacamryusa.com/2017/03/2018-toyota-sienna-hybrid-mpg/

2018 Toyota Sienna Hybrid MPG

2018 Toyota Sienna Hybrid MPG

2018 Toyota Sienna Hybrid MPG – The Sienna interest a wide range of family members searching for roomy, comfortable, as well as high-quality transportation– and it does well. A 296-hp 3.5-liter V-6 coupled to an eight-speed automated drives the front or– in a segment unique– all four wheels, an incentive when the weather condition transforms unpleasant. An intercom allows front-seat occupants to resolve the 3rd row, and also a Blu-Ray entertainment display maintains the youngsters in line. Sadly, amusement isn’t on the menu for lovers.

2018 Toyota Sienna Hybrid MPG Release Date

The minivan has been the Rodney Dangerfield of the car globe for the majority of its 33-year presence. Concepts are plentiful as to why the minivan never ever obtains the respect it is worthy of despite being the world’s most functional transport appliance. Could it be because the “mini” appellation no more fits, especially for the 200-inch-long Toyota Sienna examined right here? Some blame the gliding doors. Others insist the beveled-shoebox form is sexless.

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2018 Toyota Sienna Hybrid MPG For Sale

This year marks the Toyota Sienna’s seventh and also final design year prior to a next-generation variation shows up, so the present van understandably is showing signs of age. Compared to fresher rivals, it uses fewer means for the children to stay linked, fewer clever bins, and One Hundred Percent less options for a vacuum than you’ll locate in a Honda Odyssey or a Chrysler Pacifica. And also its styling does little to camouflage its minivan-ness for those that had actually instead be seen owning anything else

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2018 Toyota Sienna Release Date

Despite fond trip-to-the-zoo memories as well as wondrous football explorations, modern moms and dads as well as youngsters have the tendency to steer clear of minivans. Sales are hardly above half exactly what they remained in 2005, in huge component because of the apparently inexorable surge of crossovers. Chevrolet, Ford, Hyundai, and Mazda all have actually deserted the group. That said, 6 brand names still fight for their share of the minivan action, currently around 600,000 sales annually.

2018 Toyota Sienna Hybrid MPG Release Date

2018 Toyota Sienna Price

A lot more unsatisfactory is the low-grade inside in this $49,049 Sienna Limited Premium front runner. The seven portions of wood-grain trim were certainly collected from plastic trees, as well as the furniture is leather leaning extremely in the plastic direction.

2018 Toyota Sienna Hybrid MPG

As always, the smart buyer has options. Pick a below-$40,000 Sienna such as the SE to enjoy Toyota’s well-earned online reputation for security and durability without the Limited Premium’s outrageous sticker. Opt for the Honda Odyssey or the newer Chrysler Pacifica. Or wait a few months to see exactly what Toyota’s U.S.-based style, design, and also producing team has contrived for the upgraded 2018 Sienna. Allow’s hope it’s a top-flight minivan worthy of dedicated adoration.

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[robertkstone]

2018 Lexus RX 350L First Test: Attempting to Stretch the RX’s Appeal

Honesty can be a beautiful thing. When you focus on what you’re good at instead of posing as something you’re not, you get a sales-success story like the Lexus RX. Since the RX became our first SUV of the Year back in 1999, Lexus has never tried to associate the model with off-road mastery or—until recently—sportiness. Thanks to that focus and a reputation for reliability, the RX has built a loyal following of buyers and has been the brand’s best-seller for more than a decade.

A slim portion of the RX’s door handles light up as you approach—a cool touch.

But even the RX has its limits—in terms of passenger hauling—so Lexus is extending the luxury crossover’s appeal with a longer three-row version. We got our hands on a 2018 Lexus RX 350L to test its performance and see how well it might meet the needs of a growing family with a Toyota Highlander and Lexus RX already in the driveway.

Our sample-size family is my sister and her husband, both of whom are partial to Toyota and Lexus vehicles. The 2018 RXL seems like a natural fit for a family with two young kids and an RX that’s starting to feel a little cramped with two car seats and kid stuff everywhere else. The relatively affordable size-up option until now was to jump up to the Lexus GX, a three-row SUV with sub-20-mpg fuel economy, an aging interior, and total cargo space that doesn’t match up to the more carlike Highlander or even the two-row RAV4.

RXL Basics

The 2018 Lexus RXL, which is 4.3 inches longer than the regular RX models, seems to be the logical next step. Lexus offers the V-6-powered 2018 RX 350L in front- and all-wheel-drive variants, and this spring the all-wheel-drive RX 450h V-6 hybrid will join the lineup. No F Sport variants will be offered in L form, but after experiencing the RX 350 F Sport’s stiff ride, that’s not really a big loss. If the idea of driving an RX with the tiny-looking base 18-inch wheels like the ones on our tester doesn’t appeal to you, flashier 20-inch wheels are available.

With a third row squeezed in the back, the second row has been raised a little to allow for more third-row foot room. It’s a nice touch, and there’s still enough second-row headroom—but nothing can disguise how cramped the third row is, even for my 3-year-old niece, who instinctively shifted her legs to the other seat after I adjusted the second-row seat in place. Folding up that second-row backrest and shifting it forward is easy enough, but there’s still not as much room to climb to the rear seat as, say, in the larger Infiniti QX60.

Find out how the Lexus RX’s Motor-Trend-tested performance has changed over the years right here.

Counterintuitively, the true value of occasional-use three-row crossovers like the RXL isn’t necessarily in those extra seats but in the extra cargo space when the third row is folded down. But if you really want everyday functionality for seven or eight people, buy a larger three-row luxury crossover or apply Lexus badges to a Toyota Sienna minivan.

Fold the RXL’s third-row seats down—give it a second—and you’ll actually have less space than you would behind the regular RX 350’s second-row seats when measured from the floor to the tonneau cover: 18.6 cubic feet in the RX 350 to the RX 350L’s 15.3 cubic feet in the same metric (those seats may fold away, but they don’t disappear, after all). Overall, the maximum amount of cargo space in the regular RX 350 is 56.3 cubic feet (with second-row seats folded), whereas Lexus says the max in the RX 350L is 58.5 cubic feet (with second- and third-row seats folded). What we’d suggest if you are seriously considering this car is to bring whatever you normally carry in the back seat of your car—maybe a stroller and a few grocery-store canvas bags—and compare the visual space from the back of a regular RX 350 to a RX 350L.

The third-row seats are fully power operated, and I don’t mean that in a good way. You have to hold down the button (there’s one located in the cargo area and another on the passenger-side door) while the seat backs fold before the entire seat will shift downward to add a tad more space. The entire process takes about 14 seconds to fold down or about 17 seconds to get them back up. Compare that to a QX60 we happened to have in the garage at the same time—that Infiniti’s third-row seats took around 7 seconds of holding a button to get them in place and only 1 second to fold them up, thanks to a latch you pull while simultaneously pushing down the seat so gravity can finish the job. Easy. That might not sound like a luxurious experience, but I’d rather fold down a seat myself in 1 second than stand behind my car for 14. The Lexus is limited here by its smaller size, but that “just right” size was part of what initially attracted my sister and her husband—who weren’t keen to drive a vehicle as big as a QX60 or Buick Enclave.

0–60 and How It Drives

Under the hood of the 2018 RX 350L is a 290-hp, 263-lb-ft version of the familiar 3.5-liter V-6 powering many Toyotas and Lexus vehicles. Those specs are down 5 hp and 4 lb-ft from the regular RX 350 as a result of the RXL’s hidden exhaust outlets, but both models use an eight-speed automatic that shifts smoothly yet—like the last RX 350 we drove—is eager to get to the highest gear, forcing kickdowns to lower gears once you decide to pass that slow-moving truck on the freeway.

Although the 2018 RXL’s quickness is completely satisfactory for what it is (there’s no RX F model, nor is Lexus planning one), it can’t keep up with most of the crossovers in its class whether you’re comparing it to two-row entries such as the Cadillac XT5 and Lincoln MKX (now called the Nautilus) or to the Acura MDX, Infiniti QX60, and some other three-row models. Our front-drive 2018 RX 350L tester accelerated from 0 to 60 mph in 7.5 seconds, 0.2 second quicker than a larger 2018 Infiniti QX60 AWD but slower than an all-wheel-drive 2017 Acura MDX (6.2 seconds), an all-wheel-drive 2018 Buick Enclave (7.0 seconds), and two 2017 Cadillac XT5s (6.4 and 6.5 seconds for FWD and AWD).

The real story here is just how much slower our front-drive 2018 RXL tester was compared to a heavier all-wheel-drive 2016 RX 350 F Sport we tested as part of a three-way comparison test in 2016. That model hit 60 in 6.8 seconds, a full 0.7 second quicker than the 2018 RX 350L we drove. Really, though, that difference won’t be surprising to anyone in a front-drive RXL riding on the base wheels and tires (ours wore efficiency-focused 235/65R18 106Y Bridgestone Ecopia H/L 422 Plus tires). Give the RX too much gas from a stop—if you’re entering a highway on-ramp or making a right turn into a gap in traffic—and the Lexus will spin its tires before you actually get moving. On the track, road test editor Chris Walton found that the RX 350L was a few tenths of a second quicker with the traction control off and noted that “the traction control does a good job finding almost all of the available grip that the front tires can provide.”

The 2018 RXL is best appreciated when you take it easy. But even on a sport-utility as unsporty as this Lexus, we hope future iterations provide better “I need to accelerate NOW” traction as well as less body roll on and off the track. On our figure-eight course (which measures driving characteristics such as acceleration, braking, cornering, and the transitions between them), the front-drive 2018 RX 350L turned in a time of 28.5 seconds at 0.60 average g. That compares to the 2016 RX 350 F Sport AWD’s 27.1 seconds at 0.63 average g and a 2017 Cadillac XT5 FWD’s 27.0 seconds at 0.65 average g.

If those performance figures would have been just as meaningful to you had I replaced the numbers with colors or pretty pictures, allow testing director Kim Reynolds to explain what this car is like on the track: “This thing is really, really sloppy, and with stability and traction control off, it keeps trying to spin its inside tire. Floaty. Power: When it works, it’s good, not great. Braking has an indistinct quality with a ton of pitch. It seesaws in the corners—hard to settle it down.”

Not many people expect an RX to drive as engagingly an Alfa Romeo Stelvio does, but a bit more body control would still be appreciated. As for the steering, its lighter effort is appropriate for a luxury crossover, and its disconnectedness is consistent with the car’s focus on luxury, as is the somewhat quiet interior. The suspension provides a comfortable ride over road imperfections, though braking performance from 60 to 0 mph is on the high side at 128 feet. For comparison, the QX60 AWD came to a stop in 122 feet, the MDX AWD stopped in 121 feet, and an XT5 FWD stopped in 128 feet.

Is It Safe?

The 2018 Lexus RX performs well in safety tests, though it’s not perfect. The Insurance Institute for Highway Safety calls the 2018 RX a 2018 Top Safety Pick. The RX missed out on the Top Safety Pick+ rating because the headlights only received an Acceptable rating, and it hasn’t been evaluated in the new passenger-side small-overlap front crash test. In every other test of passive and active safety, though, the RX did great, and it earned a Good+ rating in the IIHS’ LATCH ease of use score. In safety testing by the National Highway Traffic Safety Administration, the regular-length 2018 Lexus RX models received a five-star overall score (out of a possible five stars) for all-wheel-drive models and four stars for the front-drive RX 350 model. Lexus tells us there was just enough of a numerical difference in the rollover scores for FWD and AWD models that the RX 350 FWD ended up with a four-star overall rating.

The 2018 Lexus RXL comes standard in a seven-seat configuration, but a six-seat version with second-row captain’s chairs is also available.

At the intersection of safety and value is an emergency automatic braking system that is standard on every RX. The safety tech is bundled with a lane keeping assist system and adaptive cruise control, which might prove helpful on a road trip, but I found it applied the brakes too aggressively and left too much following distance in its closest setting to be useful in traffic the way some newer systems can be. Nevertheless, what’s important here is that the automatic braking system is standard—Lexus doesn’t make you pay for extra for it.

The most significant piece of standard equipment on a luxury vehicle like the RX is the Lexus badge and all it signifies. The RX commands more respect than Murano or Edge drivers will ever get, but the RX’s polarizing styling is also standard—the crossover’s bold side surfacing and oversized spindle-shaped grille aren’t for everyone. The easiest way to distinguish the two models, by the way, is to see whether the rear windshield has a wiper at the bottom of the glass—if it isn’t hidden, you’re looking at an RXL.

Feels So Rich In Here, But …

Inside, that stretched sheetmetal results in rear-corner blind spots that are slightly worse than they already are in the regular-length version despite the larger rear side windows. When I asked my brother-in-law about that, he said it didn’t bother him because he’d already become accustomed to the regular RX 350’s rear visibility limitations, so your feeling on this might depend on what car you’re currently driving.

Read our 2018 RX 350L interior review HERE

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2018 Toyota Sienna Release

New Post has been published on http://toyotacamryusa.com/2017/03/2018-toyota-sienna-release/

2018 Toyota Sienna Release

2018 Toyota Sienna Release

2018 Toyota Sienna Release – Are you searching for a family members hauler that gives a qualified performance, cavernous inside and a smorgasbord of next-generation attributes? Look no further than the 2018 Toyota Sienna. Ready to get to dealerships in the loss of 2017, the refreshed Toyota Sienna will certainly showcase an updated style with a bigger grille, spruced up front fascia and lower rocker panels. When the 2018 Toyota Sienna arrives in the Bangor location, it will be readily available in five trim levels L, LE, SE, XLE and Limited.

2018 Toyota Sienna Release

The Sienna 2018 still has a 3.5-liter V6, and also output remains at 296 horse power as well as 263 pound-feet of torque. It likewise rollovers its optional all-wheel-drive arrangement, as well as it’s still the only minivan in the segment to offer AWD. Chrysler has the all-new Pacifica, as well as soon, there’ll be a new Honda Odyssey on the road, too. The minivan sector is warming up, and also to make sure it doesn’t obtain left behind, Toyota gave its Sienna some love for the 2018 version year.

2018 Toyota Sienna Release Date

Nicknamed the “Swagger Wagon”, the Toyota Sienna is a family favorite that has a sports style and character that rivals can not match. With the arrival of the 2017 Toyota Sienna at Downeast Toyota, families experienced a dynamic drive at the hands of a new and better powertrain. After the launching of the refreshed 2018 Toyota Sienna at the New York International Auto Show, the Toyota Sienna will benefit from an updated design and enhanced spec sheet. Take a closer take a look at the 2018 Toyota Sienna release date and design specs at Downeast Toyota.

2018 toyota sienna interior features

2018 Toyota Sienna Engine and Features

At the heart of the 2018 Toyota Sienna awd, you will discover the fun-to-drive 296-horsepower 3.5-liter V-6 engine that is coupled with an eight-speed Direct-Shift automatic transmission. Front-wheel drive editions will make 19 mpg in the city as well as 27 mpg on the highway with the overhauled powertrain. The Toyota Sienna stays the only member of the minivan course that is available with all-wheel drive.

An upgrade in innovation assures to be an attractive attribute for the 2018 Toyota Sienna changes when it comes to car dealerships. Equipped with the next-generation Toyota Entune 3.0 multimedia interface, the Toyota Sienna will include on-board Wi-Fi Connect, Safety and security Connect as well as Dynamic Navigating. Toyota Safety and security Feeling collision-prevention systems will certainly provide an instantaneous upgrade to security as well as will be typical on all trim degrees.

2018 toyota sienna hybrid

The majority of the Sienna changes entail technology, in fact. Toyota now has five USB ports across three rows (the Pacifica packs 3 rows of USB, while Honda makes do with 2). Its back seat entertainment system currently features streaming capability for Android tools, as well as all versions grab a 4.2 inch information display screen. Alternatives consist of a surround-view camera system for the Restricted version.

2018 Toyota Sienna Release and Price

The Entune 3.0 infomercial system is standard on all trims. It provides Connected Navigating Precursor, which uses your smartphone as a navigation system. Every trim other than the base L includes a 4G LTE model with Wi-Fi connectivity, also. Move up to the top rate trim, and also Entune 3.0 adds a JBL stereo (readily available on SE and also XLE, also) as well as navigating.

2018 toyota sienna all wheel drive

From the outside, very little has actually transformed. The front end sporting activities a new bumper with a significantly bigger grille and also a nose that’s more like the new Prius and also Corolla. The mid-range Sienna SE picks up a laminated front windshield, and also top-tier Minimal versions also feature brand-new acoustic glass in the front side home windows.2018 Toyota Sienna Engine, Modern technology and Attributes. The 2018 Toyota Sienna Release ought to go to dealers this autumn, and pricing has actually not yet been announced.

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2018 Toyota Sienna Specs

New Post has been published on http://toyotacamryusa.com/2017/03/2018-toyota-sienna-specs/

2018 Toyota Sienna Specs

2018 Toyota Sienna Specs

2018 Toyota Sienna Specs – An added vehicle that will certainly include a few of the functions that would make you value the vehicle especially when seeking the very best deal. Using these attributes, you will most definitely love this vehicle following its release. Here is actually an analysis of 2018 Toyota Sienna.

2018 Toyota Sienna Specs

We comprehend, the Toyota Sienna in 2018 is expected to subsequent automobile of Toyota, which within the surface could get a redesign. It was why Toyota assumed that you simply revamping the 2018 Sienna outside all is at some point needed.

One of the most recent model of 2018 Sienna was subjected by Toyota. They have to be very active to prepare some brand-new vehicles for future such as this edition. It’ll be launched using the great redesign. The previous model was did not complete the demand around the marketplace final year as well as currently it is pointed out that Toyota will certainly do something more to revamp the outer part.

2018 Toyota Sienna Specs Review

2018 Toyota Sienna

Whilst it absolutely is clear that Toyota remains to be to launch the problem assertion in connection with 2018 Toyota Sienna Redesign, we verified which the business could have a new, revamped vehicle. Nevertheless, lots of people may ask, exactly what’s going to be the value in the modified automobile? … Which element around the new Sienna will redesign? Some details resource asserted this adjustments will likely be accessible on each outside as well as interior. Excess weight reduction becomes element making use of the redesign, Toyota could execute, although we have to not have a look at this factor.

Other sources likewise informed that we currently have selections of a brand-new grille, lights and bumpers. At the same time, for your inside, there’s most likely to be new seats, a semi-pro navigation technique, new dashboard, a trademark name new guiding wheel. Toyota Sienna 2018 model, we additionally prepare for a new audio approach and DVD player, together with new home entertainment systems.

2018 Toyota Sienna Specs Engine

2018 Toyota Sienna Hybrid Release Date

The center from the 2018 Toyota Sienna van will most likely be specific very same electric motor just like in 2015 version. It’s 3. 5-liter V-6 engine that can generate 266 hp and also 245 lb-ft including torque. It will certainly most likely be coupled with 6-speed ECT-i automated transmission. and energy will probably be moved to leading wheels as typical. Toyota Sienna 2018 attracts attention as the only minivan inside its course which will come with all-wheel-drive method. Which will certainly more affordable gas financial climate involving 21 mpg blended by two numbers, on 19 mpg combined. We anticipate by which Toyota Sienna 2018 Specs will most likely come as hybrid for your individuals purchasers that favor fuel economic situation over total performance. Maybe readily available with just 2. 5-liter 4-inline electric motor placed in addition to a high-torque energy motor. This system that we can find inside Toyota Avalon could deliver a blended 200 horse power.

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2018 Toyota Sienna Redesign Rumors

New Post has been published on http://toyotacamryusa.com/2017/03/2018-toyota-sienna-redesign-rumors/

2018 Toyota Sienna Redesign Rumors

2018 Toyota Sienna Redesign Rumors

2018 Toyota Sienna Redesign Rumors – The Toyota Sienna is due for its next redesign for the 2018 model year. However, very little is found out about the next-generation Sienna. Nevertheless, we know Toyota plans on updating the prominent minivan’s engine in 2017 to a more effective 3.5-liter V6, with a new 8-speed transmission. We likewise understand Toyota has actually been including stop-start technology on designs like the Toyota Highlander, yet it’s still unclear if the Toyota Sienna will benefit from the exact same modification.

2018 Toyota Sienna Redesign

Gas economic climate has actually been an area where Toyota is expected to earn crucial strides. 2018 Sienna Rumors have swirled suggesting the automaker would present turbocharging on the upgraded 2018 Camry. Now that this has been debunked, the odds appear to be great that Toyota will certainly stick with an upgraded version of its existing V6.

Toyota will have to aim high since Chrysler has achieved a 28 mpg highway rating with its Pacifica minivan. The Pacifica is likewise offered in a plug-in variant, making it the first-ever manufacturing hybrid minivan in the United States

It’s still unclear when Toyota Sienna intends to transition the Sienna to its modular system dubbed TNGA (Toyota New Global Architecture), which will ultimately underpin the majority of its schedule to minimize advancement prices.

2018 Toyota Sienna Review

2018 Toyota Sienna Redesign Rumors Pricing & Release Date

The 2018 Toyota Sienna is currently anticipated to begin production in October 2017. We presently estimate an on-sale date sometime in December or potentially January 2018.

Main rates is still a lengthy means off. For reference, the existing model starts at $29,750 for the base L version, climbing to as much as $47,310 for the range-topping Minimal Costs version with four-wheel drive.

2018 Toyota Sienna Redesign Rumors

Key rivals include the Honda Odyssey, Chrysler Pacifica as well as Dodge Grand Caravan. The automobile likewise takes on a series of three-row crossover lorries like the Toyota Highlander, Honda Pilot, Chevrolet Traverse. 2018 Toyota Sienna Redesign Keep tuned for updates as they appear.