#2019 Toyota 86 GT 0 60

[enginerumors]

2019 Toyota 86 Specs, Release Date And Price

2019 Toyota 86 Specs, Release Date And Price

2019 Toyota 86 Specs, Release Date And Price – Given that it was first launched in 2011, the Toyota 86 continues to be producing energy to further improve its features and make the fans of sports autos satisfied. This is certainly lastly going on after they made our minds up to make the second technology with this model for 2019. It will probably be the new 86.

2019 Toyota 86 Design Exterior

The…

[heaaaaather]

2019 Toyota 86 Specs, Rumors, Style, Interior & Price

2019 Toyota 86 Specs, Rumors, Style, Interior & Price

The 2019 Toyota 86 continues to offer top safety scores, remarkable space inside, and all-round versatility; it’s still one of the best small SUVs, and a good value for money.

2019 Toyota 86 Review & Drivetrain

The 2019 Toyota 86 isn’t close to luxurious, but it’s hard to beat for interior space to hold both people and their gear. The 2019 Toyota 86 offers a pleasantly high driving position, lots…

[headtransplant]

2019 Toyota GT-86 Interior, Exterior, Release, Price

2019 Toyota GT-86 Interior, Exterior, Release, Price

2019 Toyota GT-86 Interior, Exterior, Release, Price – Respected not simply for the elegance with the style and style or even any developments it may are making regarding efficiency. Toyota describes GT86 like a transportable auto having an excellent motor, and yes it is designed to improve these features around the rest. This 2019 Toyota GT-86 article is established on gossips and supposition!…

[smoothshift]

Ownership Review: 2019 Toyota 86 via /r/cars

Ownership Review: 2019 Toyota 86

I purchased my Toyota 86 brand new in Dec 2018 after I got fed up with my 2011 Chevy Cruze's horrible reliability and traded it in. After nearly 7 months and 12k miles, I figured I'd share my experience with it so far.

Other Cars I've Owned

2007 Honda S2000

2008 Honda S2000 CR

2009 Chevy Cobalt SS coupe

2011 Chevy Cruze Eco (yuck... It's weird that I still miss this car, even though ownership of this PoS was stressful. I just get too attached to cars that I own!)

Other Cars I Considered Buying

ND Miata: I couldn't justify owning a two-seater as my commuter.

Mustang Ecoboost: I love the Mustang, but I wanted something a bit more unique. I see Mustangs everywhere every single day. This isn't to say that the 86 is a rare car, but compared to a Mustang, it certainly is. I also decided that I wanted something lightweight, and with the Mustang Ecoboost pushing past 3500 lbs, it just wasn't for me. One more thing I considered was cost of insurance. My 86 costs me $94/month for full coverage insurance through Mercury Insurance. I was quoted $280/mo for full coverage on the Mustang Ecoboost. I didn't even bother getting quotes for the Mustang GT's insurance.

Nissan 370Z: See FD Miata. The fuel economy and curb weight were also not what I desired, although the car has plenty of power to keep a person entertained for years.

Honda S2000: 😥 I want another one so bad, but again, see FD Miata.

BMW 335i: questionable reliability, 3500+ lb curb weight, and expensive maintenance costs drew me away. With insurance also being a major factor, this car wasn't for me.

Honda Civic Type-R: none of the dealerships in SoCal would sell the car for MSRP or anywhere close to it. The cheapest markup was well over $5k. One dealership even quoted me $48k otd for a Type-R. I'm not paying luxury car prices for a Civic, no matter how great the new Type-R is.

Subaru WRX: I was willing to cave on my RWD/curb weight requirements after I test drove a 2016 WRX. I loved it. Then I saw insurance costs of over $300/mo for me (Male - age 29 - two speeding tickets from previous motorcycle ownership) and I decided against it.

Performance

If you're looking for straight line speed, well, this is /r/Cars. You guys already know better.

In my honest opinion, the 86 is as close to a modern S2000 with cargo space as you can get. RWD, <3000 lbs curb weight, built for the twistiest of twisty roads. It's not as rev-happy as an S2000, but it provides an exhilaration I haven't experienced since I sold my S2K back in Dec 2010. It took me 8 years, but I finally found a car I can adore and enjoy as much as I did the S2000 without sacrificing space for work-related and child hauling duties. Just look at my trunk. What the picture isn't showing is a full fridge worth of groceries that I packed further into the trunk.

The Twins handle like street legal go-karts. Turn the steering wheel in any direction and these cars will make you feel like you're driving on rails. It's honestly amazing. I haven't had fun like this since I sold my last sportbike in early 2018.

Styling

I live in SoCal, where it's hard to draw attention from anyone if you're not in an expensive supercar or luxury car. Even the coolest of BMW M cars and Mercedes AMGs get ignored on a daily basis.

However, I still spot people checking my car out constantly. I know some people hate the new front bumper on the 86 compared to the FR-S's front end, but I think the headlights and tail lights more than make up for it. I love the way this car looks. It just screams "Sexy" from a distance, and I constantly find myself turning around to stare at it any time I park and walk away.

The 86 looks tiny until I park next to something like a first-gen Miata, but compared to other modern cars, my 86 is definitely a small car.

Fuel Economy

I average 27 mpg on my daily commute. The highest I've averaged on a full tank was 30.8 mpg, and the lowest I've gotten so far was 25.2 mpg after a long day of hitting local canyon roads and being stuck in SoCal's typical stop-and-go traffic. I hit 300+ miles to a full tank of gas. Unfortunately, I do visit gas stations too often because I average at least 300 miles every 2.5 days! If I had to guess, I think I drive 60% highway/40% city, but as some of you know, even highway in SoCal means being stuck in traffic, so it's not the same highway mileage that a person living in a less populated area will experience.

Reliability

12k miles in, I've only needed an oil change.

I'm going to follow Toyota's recommended maintenance plan. 12k miles isn't a lot until you consider that I've put all of those miles on my car from February until now. In Dec and January, I only put 500 miles on the odometer because I had my wife's old Toyota Matrix to daily. Now I daily my 86 and I've been racking the miles up too quick for comfort.

Long Term Goals

Just as my dad has done with his first brand new vehicle purchase (a 1989 Toyota pickup that he bought in 1988), I plan to keep my car forever. I've even named her Tiana because, like the Disney character, she's my black princess (😅)!

As far as mods go, I think Toyota/Subaru engineers made the car perfect handling-wise, but the torque dip is an annoyance. I intend to get a tune and UEL header in a few months as I hear this combo gets rid of the torque dip as much as possible without going FI. I also want to lower the car just a bit to get rid of the hideous stock wheel gap. Coilovers would be nice, but I will likely just go for the TRD lowering springs since they come with a warranty and keep the amazing stock handling without requiring adjustments.

Sometime in 2020, I want to get the car wrapped to protect the paint + have a unique color.

The longest of long term plans is to supercharge it.

I don't intend to daily this car for too long. I have been looking at cheap beaters, like a Toyota Matrix XRS or older Honda Civic Si, to daily and avoid putting unnecessary miles on my baby.

Closing Thoughts

I know the Twins are one of those cars where, once you drive one, you either really love them or completely hate them. It's all dependent on how you feel about the lack of straight line thrill. I was willing to deal with the slow acceleration based on the 86's attractive appearance, comfort for a sports car, fuel efficiency, low cost of insurance, reliability and the most important factor of all: fun on twisty roads. After owning sportbikes for many years and a couple of S2000's in the past, I couldn't overlook handling. It's cool to accelerate from 0-60 in under 5 seconds, but if the car doesn't have incredible handling, I can't see myself owning it. I have driven some powerful cars, but the best handling ones are beyond my level of affordability. The 86 offers the handling I want, and though it lacks power, it will be added soon enough when I opt for a supercharger. I'm happy with my purchase.

If Toyota and Subaru make the second gen Twins just as fun to drive as the 86, maybe I'll someday own a second gen alongside Tiana, but I don't intend to let my car go for anything. This car rejuvenated my love for driving.

[candello]

2019 Mazda MX-5 Miata 0-60 Redesign, Interior Changes, Specs

New Post has been published on https://www.2020mazda.com/2019-mazda-mx-5-miata-0-60-redesign-interior-changes-specs/

2019 Mazda MX-5 Miata 0-60 Redesign, Interior Changes, Specs

2019 Mazda MX-5 Miata 0-60 Redesign, Interior Changes, Specs – Appreciate it to a helpful Mazda dealer in Canada, we currently fully grasp a acceptable much more about how precisely the innovative 2019 Mazda MX-5 Miata can make its energy, along with a number of other sections of info that can cause some buyers always keep their funds and give other individuals hurrying to the car dealership for a real 2018 model type. We received in contact with a broker intended for Mazda USA who rejected to ensure the reliability of the dripped file, but that is the element for the program in a situation similar to this.

2019 Mazda MX-5 Miata Redesign

Feature

The two massive changes exterior the powertrain: Clever Town Braking Process, which is supposed to decrease walking deaths at the expense of no matter what ingest you have within your hands or even cupholder during the time, along with lengthy-anticipated telescoping control. 2019 Mazda MX-5 Miata, the particular ND’s cockpit is firmer than that with its forerunner which means this is a big offer you for all those of all of us who tend to be on the center-to-outside varies of human being amount. There is furthermore a rearview electrical camera now when you are supporting your SCCA Nationwide Single Miata as significantly as your wheel trailers.

Exterior And Interior

The cut degrees obtainable for Miatas in Canada do not specifically complement the US-industry kinds. Their toned ranges for GX (base), GS (middle-level) and also GT are similar, however, not the same, to our Sport, Club, and even Grand Touring. About 2019 Mazda MX-5 Miata, Canada definitely will shed the GX typically and instead get a greater-loaded GS as the actual base automobile. They are going to get a new GS-P which includes all the BBS/Brembo blend as regular. Precisely what this indicates for the 50-condition marketplace is any person’s imagination. Will any of us drop Sport, making us with just Club along with Grand? Canadian smooth shirts may also receive a recommended brownish convertible leading and about three different hues of leather-based in the actual RF Grand Touring. Typically, US-market place cars have possessed much fewer coloration alternatives as compared to Canadian vehicles; there can be very little to propose that the light brown top rated may also help it become southern of the boundary.

2019 Mazda MX-5 Miata Interior

2019 Mazda MX-5 Miata Engine

Let us begin with the motor. The strength stats are remarkable- 181hp with an as-however-unspecified engine velocity along with 151 lb-ft with torque. 2019 Mazda MX-5 Miata types of are advancements of 26 horsepower and also three lb-ft correspondingly. The sole method to enhance horse energy so much without raising torque? You need to whirl the engine more robust. They provide car came set for some judgments because its 6800-rpm tough redline had been 400rpm listed here often the redline of the past-technology 2019 Mazda MX-5 Miata specs. Confident ample, the records accessible to car dealerships identifies all the “increased rev capability” involving the altered car engine.

2019 Mazda MX-5 Miata Specs

2019 Mazda MX-5 Miata Price And Release Date

Typically the 2019 Mazda MX-5 Miata is undoubtedly expected to begin manufacturing in Might 2019. We at this time estimated some release date at some time in July. The noteworthy competition consists of the actual FIAT 124 Index, Toyota 86 and also Subaru BRZ.

[canadagoosemontebello]

2019 Mazda MX-5 Miata 0-60 Redesign, Interior Changes, Specs

New Post has been published on https://www.2020mazda.com/2019-mazda-mx-5-miata-0-60-redesign-interior-changes-specs/

2019 Mazda MX-5 Miata 0-60 Redesign, Interior Changes, Specs

2019 Mazda MX-5 Miata 0-60 Redesign, Interior Changes, Specs – Appreciate it to a helpful Mazda dealer in Canada, we currently fully grasp a acceptable much more about how precisely the innovative 2019 Mazda MX-5 Miata can make its energy, along with a number of other sections of info that can cause some buyers always keep their funds and give other individuals hurrying to the car dealership for a real 2018 model type. We received in contact with a broker intended for Mazda USA who rejected to ensure the reliability of the dripped file, but that is the element for the program in a situation similar to this.

2019 Mazda MX-5 Miata Redesign

Feature

The two massive changes exterior the powertrain: Clever Town Braking Process, which is supposed to decrease walking deaths at the expense of no matter what ingest you have within your hands or even cupholder during the time, along with lengthy-anticipated telescoping control. 2019 Mazda MX-5 Miata, the particular ND’s cockpit is firmer than that with its forerunner which means this is a big offer you for all those of all of us who tend to be on the center-to-outside varies of human being amount. There is furthermore a rearview electrical camera now when you are supporting your SCCA Nationwide Single Miata as significantly as your wheel trailers.

Exterior And Interior

The cut degrees obtainable for Miatas in Canada do not specifically complement the US-industry kinds. Their toned ranges for GX (base), GS (middle-level) and also GT are similar, however, not the same, to our Sport, Club, and even Grand Touring. About 2019 Mazda MX-5 Miata, Canada definitely will shed the GX typically and instead get a greater-loaded GS as the actual base automobile. They are going to get a new GS-P which includes all the BBS/Brembo blend as regular. Precisely what this indicates for the 50-condition marketplace is any person’s imagination. Will any of us drop Sport, making us with just Club along with Grand? Canadian smooth shirts may also receive a recommended brownish convertible leading and about three different hues of leather-based in the actual RF Grand Touring. Typically, US-market place cars have possessed much fewer coloration alternatives as compared to Canadian vehicles; there can be very little to propose that the light brown top rated may also help it become southern of the boundary.

2019 Mazda MX-5 Miata Interior

2019 Mazda MX-5 Miata Engine

Let us begin with the motor. The strength stats are remarkable- 181hp with an as-however-unspecified engine velocity along with 151 lb-ft with torque. 2019 Mazda MX-5 Miata types of are advancements of 26 horsepower and also three lb-ft correspondingly. The sole method to enhance horse energy so much without raising torque? You need to whirl the engine more robust. They provide car came set for some judgments because its 6800-rpm tough redline had been 400rpm listed here often the redline of the past-technology 2019 Mazda MX-5 Miata specs. Confident ample, the records accessible to car dealerships identifies all the “increased rev capability” involving the altered car engine.

2019 Mazda MX-5 Miata Specs

2019 Mazda MX-5 Miata Price And Release Date

Typically the 2019 Mazda MX-5 Miata is undoubtedly expected to begin manufacturing in Might 2019. We at this time estimated some release date at some time in July. The noteworthy competition consists of the actual FIAT 124 Index, Toyota 86 and also Subaru BRZ.

[robertkstone]

2020 Toyota Supra Prototype Review: The Legendary Nameplate Returns

At the press briefing for the 2020 Toyota Supra preproduction drive, one of the car’s assistant chief engineers, Masayuki Kai, wondered aloud if any of the gathered journalists had driven its blood-brother 2019 BMW Z4. I raised my hand and looked around the room to find mine was the only one in the air. Suddenly, the Q&A and all eyes shifted. “What is it like?” Kai-san asked. “Different,” I replied. “Different, how?” he and his assembled team wanted to know. I was equally shocked that nobody on the Supra squad had driven the Z4, nor had any of BMW’s team driven the future Toyota. Despite the international nature of the joint project, it turns out strict German anti-trust laws forbid it—especially in light of the recent, highly publicized “Dieselgate” case. The forthcoming coupe-only two-seat Supra and the convertible-only two-seat Z4 production cars share the same hard points, wheelbase, track width, engine, transmission, differential, tires, etc. As we learned, however, the cars were developed separately and have completely different software, systems calibrations, and tuning. Now it makes perfect sense that the two would drive so differently. They really are automotive twins separated at birth. Before we get to that, though, let’s take a quick detour on the poetically circular synchronicity of Kai-san.

See the Toyota Supra NASCAR racer here.

Ohayo Gozai-tag

German diplomat and philologist Wilhelm von Humboldt once wrote, “How a person masters his fate is more important than what his fate is.” What does a 19th century German philosopher have to do with a 21st century Japanese automotive engineer, you ask? Kai-san’s parents were concert musicians who lived and performed in Germany, where Kai was born. He lived there for 10 years and so speaks German natively. His family moved back to Japan, where Kai would enter university and later earn his master’s degree in mechanical engineering. While working at Toyota, he would be given the opportunity to work for Toyota Gazoo Racing, where one of his projects was to find a solution to cool the battery pack of the Toyota hybrid World Endurance Championship (WEC) race car—yes, that eventual 2018 Le Mans–winning race car. Soon thereafter, Kai joined the Supra team and moved his family to Munich, where they have lived for the past five years. So you see, Masayuki Kai is singularly equipped to accomplish the requisite synergy and translation between BMW and Toyota. The serendipity of Kai’s fate is fascinating, to say the least. Oh, and his benchmark, standout car in terms of dynamics is the first-gen 986 Boxster. He loves how stable and adjustable it is in corners. This all bodes well for the Supra.

A90 + B58 = ???

The internal name for the 2020 Supra is A90, succeeding the previous A80 Supra that ended production in 2002, but which we last enjoyed stateside in 1998 with its twin-turbo I-6 making 320 horsepower. As all Supras have had (A40 to A80, and even the 2000 GT spiritual predecessor), the newest version is powered by an inline-six. In fact, the engine is BMW’s B58 3.0-liter twin-scroll single turbo that powers a handful of cars and SUVs. As generous as our Toyota hosts were, they would not share with us any specifications—at all. Not engine output, fuel consumption, dimensions, or pricing. Nada. As it happens, we do know much about the new BMW convertible, and the B58 engine in the Z4 M40i is rated at 382 hp and 369 lb-ft of torque in U.S. spec. Rumor has it that Toyota wasn’t given the “up, up, down, down, left, right, left, right, B, A” code to access full power. It won’t say what the final output will be other than “at least 300 horsepower.” We’ll know in December when the non-camo-clad Supra drive happens. But sadly, the Supras we drove in the hills outside Madrid and on the Jarama racing circuit didn’t feel as aggressively quick as the Z4 did. As with the BMW in Euro-spec, the B58 in the German-market Supra we drove is downrated due to an exhaust particulate filter. In the Z4, the filter chokes a significant 47 hp to result in a mere 335 hp. Perhaps that’s the difference I felt.

As with the Z4, there will not be a manual transmission with this engine (wait, what?), but the ubiquitous ZF eight-speed automatic leads to an electronically controlled clutch-pack differential. Both tuned/mapped by Toyota. The differential is two-way, meaning it’s adjustable on both the traction and drag sides and is steplessly variable from 0 to 100 percent. There’s a launch-control system, and Toyota says that Supra will run 0–60 mph in “less than 5 seconds.” We say that’s conservative and will go out on a limb and predict 4.5 seconds.

Chassis

According to Toyota, the three keys to making a pure sports car are the right combination of wheelbase, track width, and center of gravity. Although we’ve never heard it applied to cars, Toyota is very proud that the Supra’s wheelbase-to-track-width relationship comes tantalizingly close to the golden ratio (1.62). In the Supra it computes to a 1.54 ratio. Our last two Best Driver’s Car winners (Lamborghini Huracan Performante and Ferrari 488 GTB) were closer still, with a 1.59 relationship. There might be something to this. When it comes to the Supra’s center of gravity, Toyota is equally proud to point out that it’s lower than that of the Toyota GT86. That’s impressive since that car has a low-pro flat-four Subaru engine, not a tall I-6. The front strut, rear multilink suspension’s spring rates, adjustable multimode adaptive shocks, anti-roll bars, bump stops, and single-ratio electric-assist power steering were all tailored by Toyota for the Supra. We’re told these elements are still open for final calibration—and the stories they will read from the international press corps will help steer them. There are Normal, Sport, Sport Plus, and full-off modes that affect stability control, throttle tip-in, exhaust tone, gear changes, suspension damping, and steering weight. Finally, we were told the car would be “under 1,500 kilograms” (3,307 pounds) and Toyota is aiming for 50/50 weight distribution.

Track Time

As luck would have it, I was in group one at the press drive, which meant my first taste of the new Supra would be on the undulating 2.4-mile, 13-turn Jarama circuit. With a half-mile front straight and corners with names like Nuvolari, Fangio, and Ascari, it’s a tricky track. The last Formula 1 race was held there in 1981 because the runoff is negligible. OK, let’s do this. We had brave pro drivers riding shotgun to help point us to the racing line and the correct side of the track over the blind brow. The first impression was how smoothly and quietly the Supra accelerated and shifted, even in Sport mode. We’re told the U.S.-spec car will sound a bit more gnarly. Acceleration is linear without an iota of turbo lag, and this is accentuated by the buttery up- and downshifts. In Sport mode, the Z4 M40i is quicker, sharper and sportier in these respects, but that’s by design. Both cars are tuned for an effect, and the Supra simply feels more fluid, and in a good way. The first laps, I was feeling my way around and listening to the instructions. On the first flier down the straight (second lap) I pressed the brake pedal, then pressed it further, and further, and my instructor started to say, “More brakes, more brakes” with a hairpin approaching. “Wow, that’s a long pedal and not much feel or bite,” I announce. “Is this a brake-by-wire system?” I ask. He didn’t know, but the four-pot Brembo calipers with large-diameter vented steel discs aren’t the problem. Later in the pits, I learned these are pure hydraulic brakes with stock pads and DOT 4 fluid. Hmm. In the next session, I tried a different car with the same results. I’ll venture it’s the booster tuning. I’d prefer less travel and more bite sooner in the pedal stroke—like the Z4 has.

As confidence and speed increased, I probed the grip in the corners. There’s plenty available from the Michelin Pilot Super Sport tires (255/35R19 front, 275/35R19 100Y rear, same as the Z4). The turn-in characteristics are excellent, obedient, and confident. About midway ’round a slow corner, however, I find I’m dialing in more and more steering without the front tires making a noise. I didn’t overcook it, and it’s understeer, for sure—but it’s mild, not terminal. If the steering ratio were variable, not by vehicle speed, but by steering input (quicker ratio as you turn the wheel), it could address or mask the problem. That’s likely off the table since the rack must be a done deal. Perhaps looking into the front anti-roll bar diameter or spring rates, or using the differential to drag the inside wheel are still possible before final sign-off. The way the Supra exits corners is perfect. The e-diff puts power down without a fuss, and as the steering unwinds there’s an adjustable amount of slide if you want it. All things considered, there are still ways to make the Supra a better track car, but that’s not necessarily what it was engineered for.

Into the Hills

Fully 90 percent of the Supra’s development was done on public roads—hence the plethora of spy photos. It’s also the reason the car really shined on the hills outside of Madrid. Since we were again required to have a handler in the car with us, a second chase car, a GT86, was piloted solo by the second journalist until our scheduled driver swaps. After the mixed results on the track, I wasn’t ready for how well the very same cars felt on the road. That long brake pedal I experienced on the track wasn’t as big a concern in the real world. There was still mild understeer and a need to dial in a bunch of steering for tighter corners, but even at double the posted speed limits, the corners were confidently within the Supra’s ability. What’s more is that as good as the GT86 inherently is, it didn’t have a chance against the Supra. At one point, I was sandwiched between two 86s: a skilled driver ahead and a less skilled driver in tow. I could see the driver in front driving the tires off of his car, and I was just waiting, looking for a place to pass. It wasn’t just a horsepower advantage, either. The Supra had what felt like double the grip and half the body roll. I didn’t pass because if I had, I’d lose my swap partner following us.

The next revelation was how utterly quiet the Supra was on the highway. With nearly zero wind noise and barely registered tire noise, the only surfaces that upset it were exceptionally open or coarse pavement. Also, the dampers in Normal mode wiped away almost every surface irregularity. The difference between Normal and Sport modes is palpable, as it should be. This is an excellent road car.

Shrouded From View

I wish I could tell you how the interior looks, but it remained covered the entire day in black felt with flaps for critical switches. Toyota popped the rear hatch only briefly, but I saw that the largely flat cargo area connects to the rest of the cabin by an open pass-through a la Corvette, which makes the quiet ride even more remarkable. The seats were leather and well bolstered. The Supra has the same steering wheel as the Z4, and the buttons and switches I did see were the exact same as those in the Z4—all of them. What is different is the instrument panel, which isn’t standard-issue analog BMW. It’s more of a digital affair. We’re told that despite using the same iDrive-based infotainment system and display as the Z4, the graphics will be unique to the Supra. Along with the EPS fine tuning, we were told this HMI is one of the last things Toyota is still sorting out.

Final Thoughts

Even at this late stage in the car’s development, there’s still time to tune out the mid-corner understeer and brake pedal malady before the Supra goes on sale in mid-2019. Once Toyota address these slight conditions, the Supra will be ready to shame a Nissan 370Z and go toe to toe with a Porsche 718 Cayman, or heck, even the BMW Z4. Wouldn’t that be a great Head2Head for Jethro and Jonny? Whether or not the lack of power I felt, compared to the Z4, is negotiable with BMW remains a buzz-worthy rumor in the industry. Time will tell. With a ballpark price of about $60,000, the Supra will be an aspirational sports car, and as such, it had better defend that territory with legitimate performance. Oh, I nearly forgot to mention that Toyota fully tested the Supra’s ability to do donuts and drifts during its development from PerformanceJunk WP Feed 3 https://ift.tt/2I8SJd1 via IFTTT

[lettingwordsmeetheartbeats-blog]

2019 Toyota GT-86 Convertible Concept and Review

New Post has been published on http://www.autocarns.com/2019-toyota-gt-86-convertible-concept-and-review/

2019 Toyota GT-86 Convertible Concept and Review

2019 Toyota GT-86 Convertible Concept and Review – To de delight of many of you, there is a possibility that the 2019 Toyota GT-86 may have a new facelift and include much fascinating information. So right now, there are just gossips about the new car, there is still no any recognized information about that. There are a lot of rumors, speculations, and guesses about what could look like. However, every one of them is deficient, till the company is not confirming officially it is popping out. But regardless of to that particular let us see what it need to look like.

2019 Toyota GT-86 Convertible Specs

From some gossips, overall the car ought to keep the more mature form. We imagine, next to that some part of the exterior will not keep the same as in the within portion as well. We remind you, these are just speculations right now. The GT-86 is, in fact, a rear-tire-drive sports coupe. On the front side and rear fascias, there must be some changes, meaning a new fender, new fog lamps and possibly the headlamps need to acquire a new facelift as nicely. We suppose it will be designed with Directed modern technology.

As considerably for the within will show the newest high technology. Alongside that the new red upholstery was having an extremely aviation-style together with a comfy entrance chair, will provide a real pleasant drive and cosmetic sensing. Also, we assume the most recent primary safety program is not lacking.

If half of the forecasters and wondering arrived right, this car should consider looking remarkably sweet and appealing. It might have the highest represents, as well as could make a quite excellent reputation on the market.

2019 Toyota GT-86 Convertible Engine

The 2019 Toyota GT-86 Convertible could have a 2.-liter turbo four engines. Which should achieve 200 horsepower, so it should be stronger than the forerunners. It will likely be mated with a half a dozen-pace guide and automatic transmission, what is in fact not new, however, it will get some updates for sure. Acceleration is close to 7.6 secs for the -60 mph.

2019 Toyota GT-86 Convertible Price and Release Date

Given the simple fact that the appearance of the new Toyota GT-86 Convertible is now just a gossip, and a dream for the sport – coupe followers, we cannot say something for sure. However, if it can come real, perhaps it could occur in this year. Also for the price remains the same. However, if they are going to decline out to the marketplace, it is practical to become increased price evaluating it to the more mature model. So we can wait for a while. The possibly established announcement is planning to come.

[enginerumors]

2020 Toyota 86 Concept, Specs, Release Date

2020 Toyota 86 Concept, Specs, Release Date

2020 Toyota 86 Concept, Specs, Release Date– Inside the shadow in the Fuji Hill, and furthermore the steeply banked transform by way of the real NASCAR – fashion race path created in 1963, the fast circuit’s undulations, and also limited corners are merely regarding the appropriate environment to place the 2020 Toyota 86 through its paces, together with to ascertain whether or not or otherwise…

[enginerumors]

2019 Toyota GT 86 Price And Specs Review

2019 Toyota GT 86 Price And Specs Review

2019 Toyota GT 86 Price And Specs Review– The 86 is really a -door back again-to-basic principles sports motor vehicle that Toyota unveiled essentially 5 years earlier. The car is regarded as the organic means of an athletics actions auto mainly because it features a most excellent well-well balanced rear wheel travel chassis possessing an evidently aspirated engine. Regrettably, it isn’t…

[enginerumors]

2019 Toyota GT-86 Convertible Price

2019 Toyota GT-86 Convertible Price

2019 Toyota GT-86 Convertible Price – We shall evaluations 2019 Toyota GT-86where shoppers can see more information concerning specs, transmission and even safety. This Toyota GT86 is famous only by many brands, most of these such as Scion FR-S together with Subaru BRZ. It is a definite indicator that the auto is pretty excellent any time up-dates contain taken care of an easy, in addition to…

[enginerumors]

2019 Toyota 86 GT Black Edition Release Date

2019 Toyota 86 GT Black Edition Release Date

2019 Toyota 86 GT Black Edition Release Date – This 2019 Toyota 86 GTis among the many lavish searching automobiles which are getting arranged to get introduced within the vehicle industry. The car is average scaled though provides distinctive visual appeal in addition to elegance. That Toyota is creating vehicles in different kinds of designs for an extended period. The organization contains…

[enginerumors]

2019 Toyota 86 GT Supercharger Rumors

2019 Toyota 86 GT Supercharger Rumors

2019 Toyota 86 GT Supercharger Rumors – The 2019 Toyota 86 GTis undoubtedly an anomaly that attacks two times. It is really the only 2-front door design as well as the only sporting activities equipment in Toyota’s large stock portfolio. This compact coupe was developed in the joints task with Subaru (referred to as BRZ on that part in the neighborhood). The Subaru equivalent is likewise unique…

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2019 Toyota 86 GT Manual Specification

2019 Toyota 86 GT Manual Specification

2019 Toyota 86 GT Manual Specification – The manufacturer-new 2019 Toyota 86 GTis undoubtedly an anomaly which hits a second time. It is the only real 2-doorway design along with the leading sports activities unit throughout Toyota’s large stock portfolio. It lightweight coupe came to be in the joints venture using Subaru (called the BRZ with which part in the road). The particular Subaru…

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2019 Toyota 86 Coupe Specs

2019 Toyota 86 Coupe Specs

2019 Toyota 86 Coupe Specs– The principal charm of your Toyota 86 might be grippy, back-tire-generate managing that permits you to toss it sports vehicle via changes. Comfortable seating makes you stay into position to get vibrant driving a car, along with the cabin ergonomics in addition to handles operate in favor of this driver. A necessary touch-screen might be simple to work as well as will…

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2019 Toyota Corolla Hatchback First Test: Haute, Not Hot

Mention Toyota Corolla to anyone, and the first terms they’ll likely use to describe the car would be fuel efficient, affordable, and, in the case of automotive enthusiasts, a boring appliance. With the exception of the rear-drive Corolla GT-S/AE86 (the spiritual ancestor of the Toyota 86) and the Corolla XRS of the 2000s, the Corolla never got anyone’s pulse racing. Toyota aims to change that with the 2019 model, which has an eye-catching exterior highlighted by an angry-squinty front fascia and rakish side profile. We tested two 2019 Corolla hatchbacks to see how they stack up against the rest of the class.

Riding on the TNGA platform, the 2019 Corolla hatchback has improved body rigidity over its predecessor. Motor Trend testing director and figure-eight guru Kim Reynolds found the 2019 Corolla hatchback’s agility enjoyable. Although the car takes some prodding to get through a corner, Reynolds noted that the understeer isn’t excessive and it’s sensitive to steering inputs. The independent suspension setup gives the Corolla hatchback confident handling through corners. Body roll is minimal, making the car feel planted on the road.

Although the 2019 Corolla hatchback has better driving dynamics than its plodding predecessor, it’s not perfect. The car’s chassis does a good job absorbing road imperfections and potholes; however, large bumps and dips can cause the rear suspension to bounce around, especially if you hit one when taking a turn at highway speeds. Steering feel could be improved, especially at high speeds where the weight of steering feedback barely increases. Despite its improved driving experience, the 2019 Corolla hatchback isn’t on par with the Honda Civic and Mazda3, both of which offer superior handling and more driver engagement. Furthermore, the Chevrolet Cruze and Volkswagen Golf/Jetta compact cousins offer a smoother ride.

With 168 hp and 151 lb-ft of torque, the 2019 Corolla hatchback’s 2.0-liter I-4 is no powerhouse, but it’s enough to get you up a steep incline and pass slower traffic. You do need to rev the engine toward redline, as it doesn’t have much low-end torque. The standard six-speed manual has reasonable throws, gates that are easy to find, and an automatic rev-matching system that works smoothly and can be turned off with the press of a button. The clutch is light and vague, so it’ll take time to find where it engages. Road test editor Chris Walton observed that the manual clunks when shifted fast. A CVT is optional, but it features delayed responses and jerky fake shifts when left to its own devices or using the paddle shifters to manually change between 10 preset ratios. Sport mode improves throttle response, but it’s a little too touchy. The CVT provides superior fuel economy, at EPA-rated at 30/38 mpg city/highway in XSE guise or 32/42 mpg in the base SE. Opting for the manual drops those numbers to 28/37 mpg.

At the track, the manual-equipped Corolla hit 60 mph in a spritely 7.5 seconds and finished the quarter mile in 16.0 seconds at 87 mph. The CVT-equipped tester was 1.0 second slower to 60 mph, but by the quarter mile it was only 0.5 second behind at 85.4 mph. On the handling tests, the manual-equipped tester generated 0.81 g of lateral acceleration, and the CVT-equipped car produced slightly more at 0.83 g. Both cars finished the figure eight in 27.6 seconds averaging 0.62 g and 0.61 g for the manual and CVT, respectively. Stopping from 60 mph took 131 feet on the manual Corolla and 120 feet for the CVT-equipped car. Walton observed a firm brake pedal with lots of vibrations, but dive was minimal and stability was good. He suspects that the lack of initial bite is the reason for the manual model’s long stopping distance.

Inside, you’ll find soft-touch materials on the dash, upper door panels, center console, and armrests. Hard plastics are found in the rear passenger compartment and away from the touch points. The front seats offer good side and thigh support, keeping you in place on winding roads without making you feel confined on the daily commute. The front seats feel cozy because of the dash design, which pushes into occupants’ personal space. Rear seat space is only good for two passengers even on short trips due to the lack of knee- and legroom. Tire noise in our two testers was excessive due to the standard 18-inch wheels shod with Dunlop SP Sport 5000 performance-oriented all-season tires, and a fair amount of wind and road noise enters the passenger compartment at high speeds. Engine noise is minimal when you’re cruising, but it can get thrashy higher up in its rev range. If you find a competently produced interior to be acceptable, the Corolla Hatchback is fine, but if you want a bit more style and refinement you might want to compare it to the Mazda3.

Cargo space checks in at 17.8 cubic feet behind the 60/40 split-folding rear seats. Even with the rear seats folded, the 2019 Corolla hatchback doesn’t have much cargo capacity, meaning the car’s styling comes at the cost of practicality. The Hyundai Elantra GT, Kia Forte5, and Subaru Impreza offer more usable space with the rear seats up or down thanks to their squared-off openings and the lack of intrusions into the cargo area. Those competitors offer over 50.0 cubic feet of cargo space with the rear seats down and at least 20.0 cubic feet with all seats in place.

Entune 3.0 with an 8.0-inch touchscreen is standard on all 2019 Toyota Corolla hatchbacks. It now comes with Apple CarPlay but not Android Auto, meaning Android users must interact with the native system. Although the layout is straightforward, the system isn’t responsive enough regardless of whether you use the touchscreen, physical buttons, or voice commands. And the Scout GPS Link app locks you out of Bluetooth-phone voice-command functions when you have the map displayed on the touchscreen (loaded models offer an integrated navigation system). Although it’s the newest version of Toyota’s infotainment software, Entune 3.0 is still clunky, its graphics are too similar to those of the previous version, and it’s not as smooth, intuitive, or quick to respond as rival systems from Chevrolet, Hyundai/Kia, Volkswagen, and Honda.

All 2019 Toyota Corolla hatchbacks come standard with Toyota Safety Sense 2.0, which bundles together automatic emergency braking, forward collision warning, pedestrian detection, lane departure warning, adaptive cruise control, automatic high-beams, and daytime cyclist detection. Models equipped with a CVT also get lane tracing assist and an upgraded adaptive cruise control system that works at all speeds and can bring the car to a complete stop. The adaptive cruise control system works well, but it leaves a larger gap between you and the car ahead than other adaptive cruise control systems. Even if you use the closest setting, impatient drivers have room to cut into the yawning gap between you and the car ahead. And the lane departure warning can get confused if you’re in a lane that’s about to split into two directions.

Our two test XSE grade test vehicles checked in at $23,910 and $26,610 for the manual and CVT versions, respectively. That gets you a long list of standard features like LED headlights, leather upholstery, heated front seats, a 7.0-inch instrument cluster display, and 18-inch alloy wheels. Base SE models make do with 16-inch alloy wheels and cloth upholstery. Options on the XSE trim include adaptive headlights, a JBL audio system, a wireless charging pad, and integrated navigation.

With a sportier driving experience and aggressive looks, the 2019 Toyota Corolla hatchback is a step in the right direction. However, from its disconnected steering to a multimedia system that’s logically laid out but slow to respond, there’s room for improvement. Add to that a cramped interior, and what you get is a compact hatchback that sacrifices practicality—what most consumers associate with hatchbacks—in favor of looks. This Corolla is an improvement over its predecessor, but it’s merely adequate. Toyota needs better tech for Android users and a less-disconnected driving experience to appeal to modern smartphone-wielding buyers.

2019 Toyota Corolla XSE (Hatchback) (CVT) (6M) BASE PRICE $25,010 $23,910 PRICE AS TESTED $26,610 $23,910 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door hatchback Front-engine, FWD, 5-pass, 4-door hatchback ENGINE 2.0L/168-hp/151-lb-ft DOHC 16-valve I-4 2.0L/168-hp/151-lb-ft DOHC 16-valve I-4 TRANSMISSION Cont variable auto 6-speed manual CURB WEIGHT (F/R DIST) 3,089 lb (61/39%) 3,023 lb (60/40%) WHEELBASE 103.9 in 103.9 in LENGTH x WIDTH x HEIGHT 169.9 x x 69.9 x 57.1 in 169.9 x 69.9 x 57.1 in 0-60 MPH 8.5 sec 7.5 sec QUARTER MILE 16.5 sec @ 85.4 mph 16.0 sec @ 87.0 mph BRAKING, 60-0 MPH 120 ft 131 ft LATERAL ACCELERATION 0.83 g (avg) 0.81 g (avg) MT FIGURE EIGHT 27.6 sec @ 0.61 g (avg) 27.6 sec @ 0.62 g (avg) EPA CITY/HWY/COMB FUEL ECON 30/38/33 mpg  28/37/31 mpg ENERGY CONS, CITY/HWY 112/89 kW-hrs/100 miles  129/91 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.59 lb/mile  0.62 lb/mile