#2019 Toyota Camry Hybrid Le Cvt

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2019 Toyota Camry Hybrid XSE

2019 Toyota Camry Hybrid XSE

2019 Toyota Camry Hybrid XSE – The brand new technology got reasonably recently, and then we are reasonably sure that 2019 Toyota Camry Hybridwill not characteristic more significant changes. The popular sedan has been around manufacturing for many years. It can be certainly one of the more renowned the middle of-dimensions sedans that one could locate all around. The brand new era emerged…

[blogueericdescarries]

Toyota Camry Hybride XLE

Le 10 juillet 2019

Si vous suivez le marché de l’automobile, vous savez déjà que la tendance est aux VUS compacts. De plus, vous avez certainement lu que les ventes des berlines, surtout les intermédiaires, sont en baisse constante. Il fut un temps où les voitures les plus vendues (outre les pick-up) étaient surtout la Toyota Camry et les Ford Fusion. Toutefois, voyant que la demande pour de tels produits était en sérieux déclin, de grands constructeurs comme FCA (Chrysler) d’abord puis Ford se sont mis à mettre en veilleuse la production des berlines (en Amérique). FCA a donc éliminé sa toute récente Chrysler 200 et sa plus petite Dodge Dart de ses lignes d’assemblage alors que Ford a déjà annoncé le retrait de ses Focus, Fusion et Taurus de ses catalogues de 2020. GM suivra sous peu en terminant la production de plusieurs véhicules semblables dont les Chevrolet Cruise, Impala et peut-être même Malibu, la Buick LaCrosse et même la Cadillac XTS (soulignons ici, encore une fois, que ces décisions ne s���appliquent qu’à la production nord-américaine). Toutefois, certains constructeurs japonais comme Nissan et surtout Toyota croient toujours qu’il y aura des acheteurs de berlines et espèrent ainsi s’approprier le marché de la berline intermédiaire. Chez Toyota, cela représente une belle occasion de faire profiter sa lignée de Camry.

Toyota nous a présenté une toute nouvelle Camry l’année dernière. Je vous en ai d’ailleurs fait l’analyse dans ce blog. C’était alors en hiver. Cette fois, je vous reviens avec la Camry mais en version Hybride. Pourquoi en version à  motorisation hybride? Parce que je crois nettement plus à cette forme de motorisation qu’à la voiture électrique. Il n’y a pas si longtemps, je vous avais décrit la Ford Fusion en version PHEV, soit une voiture hybride rechargeable (enfichable). Cette configuration permet au conducteur de parcourir une certaine distance (une trentaine de kilomètres) en configuration électrique seulement et lorsque la batterie se retrouve déchargée, l’auto se transforme en hybride qui est une combinaison du moteur thermique combiné au moteur électrique, Cette formule ne veut pas dire que le véhicule ne coûte rien en essence. Cependant, sa consommation en est fortement réduite et il devient alors plus facile de faire des pleins à 25$ ou 30 $ par semaine plutôt que 70$ ou 75 $. Ce n’est peut-être pas la solution idéale mais c’est, à mes yeux, une solution pratique à un prix plus abordable. Car une berline intermédiaire hybride, c’est moins cher qu’une voiture électrique! (Notez que ce sont les HYBRIDES RECHARGEABLES qui sont admissibles aux rabais gouvernementaux).

La Toyota Camry Hybride XLE possède une immense calandre qui fait penser à la plus grande Avalon. (Photo Éric Descarries)

Me fiant à mes expériences passées avec les Ford Fusion Hybrid et Energi, j’entrevoyais ma semaine au volant de la Camry Hybrid comme un exercice intéressant. Au départ, je dois vous spécifier que la version Hybride XLE de la Camry se présente avec une calandre différente des autres Camry. En fait, en la voyant, j’ai d’abord cru que c’était une Avalon! L’énorme calandre avec une grille horizontale peut surprendre à prime abord. Elle peut même paraître un peu grotesque, voire même caricaturale. Toutefois, on finit par s’y habituer au point où je la préfère à l’avant de la Camry courante qui met trop en évidence le logo de la marque. Le reste de l’auto demeure une berline effilée aux lignes modernes mais sobres. Toutefois, le toit est un peu bas ce qui demande aux occupants de baisser la tête pour grimper à bord (plusieurs personnes âgées me donnent cette raison pour justifier leur choix d’un VUS aux portières plus hautes!). L’arrière de la voiture est aussi bien profilé (on reconnaît le déflecteur sur le capot du coffre de la version XLE) mais, on aime ou on n’aime pas, c’est selon le goût de chacun. À vous donc de décider.

Malgré sa ligne fuyante, la Camry a des portières arrière qui permettent un accès facile. (Photo Éric Descarries)

Vu que cette Camry qui me fut prêtée par Toyota Canada était une version XLE relativement élaborée de plus de 40 000 $, on pouvait s’attendre à un intérieur plutôt somptueux. Toutefois, en ouvrant la portière, je me suis retrouvé dans un environnement chic mais sobre. Il n’y avait aucune ornementation kitsch ou superflue. La sellerie noire était élégante mais pas éclatante. On voit sur les photos que la broderie en pointe de diamant se marie bien avec la finition générale de l’habitacle. Le tableau de bord est, lui aussi, d’un dessin assez modeste, discret. L’instrumentation avec messagerie au centre est bien lisible alors que le grand écran central illustre bien les informations de la radio et de la navigation (qui a été facilement consultable).  Bel ajout, on peut maintenant combiner son téléphone Apple avec le tableau de bord de la Camry grâce à la connexion Apple CarPlay (mais pas Android Auto). Il faut mentionner le volant, assez fin et surtout pas trop embarrassé de commandes redondantes.

Le tableau de bord est d’un dessin sobre mais il est bien aménagé. (Photo Éric Descarries)

Le design des sièges est agréable à l’œil. (Photo Éric Descarries)

La console entre les sièges d’avant (confortables avec beaucoup d’espace) contient non seulement le levier de changement de vitesses mais aussi des commandes permettant au conducteur de passer du mode «Normal» au mode «Eco» qui enlève un peu de puissance mais qui aide à une meilleure économie de carburant. Le mode «Sport» change le passage des rapports et donne un peu plus de piquant aux performances de l’auto. Il y a aussi d’autres commandes dont une qui dit «EV» et qui permettra au conducteur de se déplacer en mode électrique seulement mais qu’à très basse vitesse (comme lorsqu’on cherche une place de stationnement dans un centre commercial, par exemple). Les places arrière sont généreuses aussi avec beaucoup de débattement pour les jambes. Et même avec le toit ouvrant, il y a suffisamment de place pour la tête…à moins d’être un géant! Et malgré le toit fuyant, on réussit à se glisser facilement sur la banquette arrière.

Les places arrière sont généreuses. (Photo Éric Descarries)

Si l’on parle du coffre, c’est ici que la Camry Hybride gagne des points face à sa concurrence. Les ingénieurs de Toyota ont su placer les batteries de façon à ce que le plancher du coffre soit relativement plat. Et si le besoin de plus d’espace utile se fait sentir, il n’y a qu’à abaisser les dossiers de la banquette arrière (ce qui ne se fait pas chez plusieurs concurrentes!) et voilà, le tour est joué!

Le coffre présente de bonnes dimensions. (Photo Éric Descarries)

Malgré que ce soit une voiture hybride, il est possible de rabattre le dossier des sièges arrière pour agrandir le coffre. (Photo Éric Descarries)

Décrire les éléments techniques de la Camry Hybride demande un peu plus de détails. Le moteur de la berline est un quatre cylindres de 2,5 litres qui fait 176 chevaux. Mais, combiné au moteur électrique, la puissance totale passe à 208 chevaux. La seule boîte de vitesses disponible est une automatique à variation continue (CVT) qui envoie la puissance aux roues avant. Notons que la nouvelle plateforme introduite l’année dernière possède une suspension plus évoluée (bras multiples à l’arrière)  qui permet une meilleure tenue de route malgré le poids plus élevé de cette Camry. Blâmez les batteries au nickel-métal hybride. Les versions LE ont droit aux batteries lithium-ion qui sont plus coûteuses mais qui retiennent mieux la charge. La direction est assistée électrique.

Tous les éléments techniques sont cachés par des couvercles de plastique. (Photo Éric Descaries)

Sur la route

Avant d’attaquer la route, il faut se rendre compte qu’il ne s’agit pas ici d’une voiture de course ou même d’une voiture de sport. Toutefois, la grande berline de Toyota est vraiment destinée aux longs trajets. Les sièges sont assez confortables (ceux d’avant sont chauffants mais sur le modèle d’essai, ils n’étaient pas ventilés ce qui aurait été apprécié en route vers les Cantons de l’Est!). Les accélérations ne sont pas foudroyantes mais je dirais qu’elles sont bien à la hauteur de la situation, tout comme les reprises d’ailleurs. L’auto ne souffre pas de son poids élevé au point de vue des performances. Cependant, la tenue de route tient plus de la berline très confortable et malgré un comportement respectable, il ne faut pas s’attendre à suivre une Porsche à vive allure sur une route sinueuse. La direction est tendre mais relativement précise alors que le freinage pourrait surprendre les non-initiés quand celui-ci décide de récupérer de l’énergie pour les batteries. En passant, cette XLE avait un affichage de la vitesse par réflexion dans le pare-brise (HUD) que j’aime beaucoup. Si vous êtes partis pour un long voyage, activez le régulateur de vitesse et appréciez le paysage (car la visibilité y est aussi très bonne). La douceur de roulement et le silence dans l’habitacle y est appréciable. Seul remarque à mentionner, les pneus qui équipent cette auto, des Hankook Kinergy, sont créés pour des voitures électriques et hybrides. Ils produisent moins de résistance au roulement ce qui est bon pour l’économie d’essence mais qui leur enlève un peu d’adhérence sur la route. En d’autres mots, ce ne sont pas des pneus de performance et ils peuvent être même un peu glissants sur le pavé mouillé.

En situation urbaine, la Camry en surprendra plus d’un. Ses déplacements à basse vitesse peuvent se faire qu’en mode électrique seulement (comme mentionné plus haut) ce qui économise le carburant. De plus, la boîte de vitesses CVT ne m’a pas agacé. Elle a fonctionné comme une boîte auto régulière (ou du moins, c’est ainsi que je l’ai perçu!). Le fonctionnement hybride pourrait être un peu différent en hiver mais cet essai s’étant déroulé en pleine canicule, j‘ai au moins eu le plaisir de profiter du climatiseur!

Évidemment, c’est la consommation qui devrait être mise en vedette ici. Selon mes calculs à la pompe, cette Camry XLE Hybride aurait eu une consommation moyenne de 5,02 litres aux 100 km (pour des déplacements urbains et autoroutiers dépassant un total de 500 kilomètres). Je suis un grand «fan» des voitures hybrides (et même des VUS, VUM et des pick-up), plus que des véhicules tout électriques. Le choix d’une auto hybride me paraît très logique surtout que l’autonomie d’une telle voiture peut varier entre 800 à 900 kilomètres (ça, c’est un aller-retour de Laval à Ogunquit avec le même réservoir). La Camry Hybride ne connaît pas tant de concurrentes (du moins dans ces dimensions et configurations), la plus intéressante que je verrais étant la Ford Fusion Hybride ou Energi ou encore la Honda Accord Hybride. Quant à la peur de la batterie, jusqu’ici, il semble que les propriétaires des plus anciennes Prius (qui ont plus de dix ans) n’aient pas encore connu de difficulté. En ce qui a trait au prix, la Camry Hybride XLE n’en affiche qu’un seul : 40 790 $. Ajoutez-y les 100 $ de la (toujours aussi stupide) taxe d’accise pour le climatiseur, les 20,70 $ de frais de gestion environnementale des pneus, le 1$ des frais pour les filtres, les 10 $ des frais de COCVA et les 1745 $ de frais de transport et de préparation et la facture finale sera de 42 666,70 $ (plus taxes, bien entendu!).

Éventuellement, il se pourrait que plusieurs automobilistes reviennent de leur VUS à de grandes berlines. À ces gens, je leur suggérerais de considérer la Camry Hybride. Ce serait, à mes yeux, un des meilleurs choix!    

[southcoasttoyota-blog1]

[jonathanbelloblog]

2020 Toyota Corolla Sedan: It’s Much Better!

SAVANNAH, Georgia—One argument for replacing the long-in-the-tooth Toyota Corolla with an all-new model is that this compact sedan is such an icon for the brand. More than 46 million have been sold globally since production began at Japan’s Takaoka plant in 1966, easily topping the Ford Model T and the original Volkswagen Beetle. Then there are the years and millions of dollars spent developing the new, 53-city-mpg hybrid model that would have helped the model glide through the Obama administration’s now-cancelled Corporate Average Fuel Economy standard of 2025. And of course there’s the hope that the 2020 Toyota Corolla will scoop up those first-car purchases left on the table by the departures of the Chevrolet Cruze and Ford Focus.

Arguments against? The production capacity at the plants that build the hybrid (Takaoka) and the vast majority of North American models (Blue Springs, Mississippi) would be better utilized assembling more RAV4s, which has become the bestselling non-pickup in America. At least Toyota plans to shift Corolla production from Blue Springs to a new Alabama joint-venture factory with Mazda in 2021, freeing up capacity for more RAV4s in Mississippi.

In case first-time buyers about to enter the new-car market are ready to turn this SUV trend around, though, Toyota is ready with a compact sedan that’s once again competitive in its rapidly shrinking segment.

The Basics

Indeed, the 2020 Toyota Corolla is a vast improvement, though it remains a conservative counterattack against its biggest rival, the Honda Civic, and the ambitious new Mazda 3. The new lineup is split into “sporty” and mainstream trim levels, with the SE and XSE covering the former and the L, LE, and XLE making up the latter. There’s also the LE hybrid. The new car rides on Toyota’s TNGA platform and is claimed to be 60 percent stiffer in torsional rigidity.

For ’20, the Corolla switches from a torsion-beam rear axle to a multilink setup, and the chassis also takes advantage of Active Cornering Assist, Toyota’s marketing name for brake-based torque-vectoring that will slow an inside wheel to mitigate understeer. The non-sporty versions are powered by the familiar 1.8-liter 2ZR-FAE inline four-cylinder engine, upgraded by 7 horses to 139. It makes 126 lb-ft of torque. The SE and XSE scorch the pavement with the 169-hp, 151-lb-ft 2.0-liter M20A-FKS four. The hybrid combines a 1.8-liter 2ZR-FXE with an electric motor for a total of 121 total horsepower and 105 lb-ft.

The mainstreamers and the hybrid get a standard continuously variable transmission tuned for, well, mainstream driving, while the SE and XSE’s CVT incorporates a physical first gear that upshifts to the transmission’s belt to offer improved off-the-line response. The SE is the only Corolla to offer a manual, in this case a six-speed unit with rev-matching and hill-hold features. While the take rate for the six-speed manual transmission is about 10 percent on the Corolla SE and XSE hatchbacks, which launched for the 2019 model year, Toyota expects just five percent of buyers to shift for themselves in the Corolla sedan.

The Equipment

SE and XSE also add smoked LED taillamps, dual chrome-tipped exhaust, color-key sideview mirrors with turn-signal repeaters, sport mesh gray metallic grille and 18-inch machined alloy wheels with P225/40R-18 tires, which were Yokohama Avids, in the case of our test car. Toyota’s spec sheet notes that SE, XSE and XLE also add variable intermittent windshield wipers, which seems like something that should be standard across the Corolla board. But Toyota clearly has been counting pennies on the sedan’s development, with the popular LE model starting at just $20,880 and the LE Hybrid at $23,880.

There’s Apple Car Play and Amazon Alexa capability, but no Android for Auto. Safety Sense 2.0 includes a pre-collision system with pedestrian detection, bicycle detection in daylight, full-speed range dynamic radar and lane-departure alert with steering assist.

The Driving

We started out in an XSE. The roads leading out of charming, historic Savannah aren’t conducive to wringing out anything, even a small car with little power, though we were able to determine on the few curves that the XSE is taut and nimble, with decent compliance at turn-in and fairly minimal understeer (which may or may not have become moderate had we been on a more challenging road). The steering, despite the fact that the electronic power assist remains on the column and not the rack, is excellent. It transmits all kinds of road feel, although there’s also a lot of road noise coming in through the Yokohama Avid 225/40R-18s.

The XSE’s two-tone, faux-leather sport seats are handsome and more comfortable, with more bolstering, than those in the “L” models. (The SE gets the same basic seats with cloth upholstery.) The XSE comes with paddle shifters, with nine steps in the CVT-plus-first-gear transmission, though we mostly saved self-shifting for the SE manual. Sport mode affects the throttle response and turns the digital speedometer graphic from blue to red, though there was minimal seat-of-the-pants difference. The CVT doesn’t hold a “gear” and “upshifts” automatically at the redline even when using the paddles.

The XSE’s 2.0-liter is the standard engine in the hatchback and provides the same smooth power here, although the shift from first gear to the CVT’s belt was fairly noticeable under heavy throttle. In truth, this 169-horse engine should be the entry-level powerplant in this car from Toyota, a company which continues to eschew the turbocharging that is now ubiquitous.

A Corolla XLE with Dunlop Enasave 205/55R-16s that we drove next was much quieter, and the road feel still was good, though the low-rolling-resistance tires added a bit of twichiness, requiring regular steering corrections that we didn’t need to make in the XSE. The 139-hp 1.8-liter doesn’t feel that much down on the 2.0-liter four until you try full-throttle acceleration. While up front the seats are heated and feature eight-way power on the driver’s side, if you’re thinking of it as an analog to, say, the Civic’s semi-premium Touring model, you’ll come away disappointed. In reality, the XLE is slightly less expensive than the top-trim sporty model.

All the Corollas we drove had cheery, pleasant interiors, although there’s a bit of inconsistency shown in stuff like the dashboard stitching on the XSE, which is blue on the black upper portion of the two-tone dash and cream-colored on the cream-colored portion of the dash. The rear seat is capacious enough for a compact, with good outward visibility, although the bottom cushion is situated high to afford better legroom at the expense of headroom.

The driver’s version is the 2020 Toyota Corolla SE. It’s available with the CVT, though only the six-speed-manual version comes with a standard moonroof and proximity entry and ignition; it’s priced $700 higher as a result. And in a nod to purists, the SE manual has real gauges with actual needles, not the digital readouts of other models we drove.

The manual is a bit notchy, but it’s easy to use and has a nice, progressive clutch; it’s perfectly fine if you’re not spoiled by Miata or Honda stick-shifts. The iMT—for “intelligent manual transmission”—button turns on the rev-matching downshift function.

We also were able to sample the gas/electric Corolla, which the automaker positions as an affordable conventional hybrid that offers exceptional fuel mileage and a sticker price south of $25,000. It’s a Toyota hybrid, so the transitions between full battery power and the ignition of the 121-hp 1.8-liter four are fairly smooth. It’s still the sort of car you won’t feel compelled to drive quickly or fast, and sitting as it will in showrooms with hybrid versions of the Camry, Avalon, RAV4, and Highlander—to say nothing of the Prius, which also has a Prime plug-in variant—continues the normalization of the powertrain type that the automaker helped popularize.

The Takeaway

In fact, with so many hybrids, it’s probably time to make the Prius Prime the base version of that car. And we’ll repeat our opinion that the 2.0-liter engine ought to be the engine across the conventional Corolla lineup. When each is equipped with the CVT, it beats the 1.8-liter’s fuel economy both in the city and on the highway, which means the old 1.8 is just there to keep the price down. Does Toyota really need a base model that begins just above $20,000 at the sacrifice of fuel efficiency? Perhaps fleet buyers will be charmed by that one.

But the rest of the lineup should charm plenty of civilian buyers. The 2020 Corolla is a competent, good-looking compact that, should its reputation hold, will pay off with years of virtually trouble-free driving. The new sedan isn’t as expressive or as much fun to drive as the Honda Civic or the new Mazda 3, but in most every other way it’s in the hunt, and the hatchback model broadens the lineup and offers enough fun and style to interest enthusiasts. In any case, every vehicle that Toyota sells that’s a Corolla instead of an SUV is a net positive in our book.

2020 Toyota Corolla Sedan Specifications

ON SALE Now BASE PRICE $20,430–$26,380 ENGINES 1.8L DOHC 16-valve inline-4, 139 hp @ 6,100 rpm, 126 lb-ft @ 3,900 rpm; 2.0L DOHC 16-valve inline-4, 169 hp @ 6,600 rpm, 151 lb-ft @ 4,400 rpm; 1.8L DOHC 16-valve inline-4 with electric motor, 121 hp @ 5,200 rpm, 105 lb-ft @ 3,000 rpm TRANSMISSIONS 6-speed manual, continuously variable automatic LAYOUT 4-door, 5-passenger, front-engine, FWD sedan EPA MILEAGE 29–31/36–40 mpg (city/hwy, nonhybrid), 53/52 mpg (city/hwy, hybrid) L x W x H 182.3 x 70.1 x 56.5 in WHEELBASE 106.3 in WEIGHT 2,950–3,100 lb

IFTTT

[eddiejpoplar]

2020 Toyota Corolla Sedan: It’s Much Better!

SAVANNAH, Georgia—One argument for replacing the long-in-the-tooth Toyota Corolla with an all-new model is that this compact sedan is such an icon for the brand. More than 46 million have been sold globally since production began at Japan’s Takaoka plant in 1966, easily topping the Ford Model T and the original Volkswagen Beetle. Then there are the years and millions of dollars spent developing the new, 53-city-mpg hybrid model that would have helped the model glide through the Obama administration’s now-cancelled Corporate Average Fuel Economy standard of 2025. And of course there’s the hope that the 2020 Toyota Corolla will scoop up those first-car purchases left on the table by the departures of the Chevrolet Cruze and Ford Focus.

Arguments against? The production capacity at the plants that build the hybrid (Takaoka) and the vast majority of North American models (Blue Springs, Mississippi) would be better utilized assembling more RAV4s, which has become the bestselling non-pickup in America. At least Toyota plans to shift Corolla production from Blue Springs to a new Alabama joint-venture factory with Mazda in 2021, freeing up capacity for more RAV4s in Mississippi.

In case first-time buyers about to enter the new-car market are ready to turn this SUV trend around, though, Toyota is ready with a compact sedan that’s once again competitive in its rapidly shrinking segment.

The Basics

Indeed, the 2020 Toyota Corolla is a vast improvement, though it remains a conservative counterattack against its biggest rival, the Honda Civic, and the ambitious new Mazda 3. The new lineup is split into “sporty” and mainstream trim levels, with the SE and XSE covering the former and the L, LE, and XLE making up the latter. There’s also the LE hybrid. The new car rides on Toyota’s TNGA platform and is claimed to be 60 percent stiffer in torsional rigidity.

For ’20, the Corolla switches from a torsion-beam rear axle to a multilink setup, and the chassis also takes advantage of Active Cornering Assist, Toyota’s marketing name for brake-based torque-vectoring that will slow an inside wheel to mitigate understeer. The non-sporty versions are powered by the familiar 1.8-liter 2ZR-FAE inline four-cylinder engine, upgraded by 7 horses to 139. It makes 126 lb-ft of torque. The SE and XSE scorch the pavement with the 169-hp, 151-lb-ft 2.0-liter M20A-FKS four. The hybrid combines a 1.8-liter 2ZR-FXE with an electric motor for a total of 121 total horsepower and 105 lb-ft.

The mainstreamers and the hybrid get a standard continuously variable transmission tuned for, well, mainstream driving, while the SE and XSE’s CVT incorporates a physical first gear that upshifts to the transmission’s belt to offer improved off-the-line response. The SE is the only Corolla to offer a manual, in this case a six-speed unit with rev-matching and hill-hold features. While the take rate for the six-speed manual transmission is about 10 percent on the Corolla SE and XSE hatchbacks, which launched for the 2019 model year, Toyota expects just five percent of buyers to shift for themselves in the Corolla sedan.

The Equipment

SE and XSE also add smoked LED taillamps, dual chrome-tipped exhaust, color-key sideview mirrors with turn-signal repeaters, sport mesh gray metallic grille and 18-inch machined alloy wheels with P225/40R-18 tires, which were Yokohama Avids, in the case of our test car. Toyota’s spec sheet notes that SE, XSE and XLE also add variable intermittent windshield wipers, which seems like something that should be standard across the Corolla board. But Toyota clearly has been counting pennies on the sedan’s development, with the popular LE model starting at just $20,880 and the LE Hybrid at $23,880.

There’s Apple Car Play and Amazon Alexa capability, but no Android for Auto. Safety Sense 2.0 includes a pre-collision system with pedestrian detection, bicycle detection in daylight, full-speed range dynamic radar and lane-departure alert with steering assist.

The Driving

We started out in an XSE. The roads leading out of charming, historic Savannah aren’t conducive to wringing out anything, even a small car with little power, though we were able to determine on the few curves that the XSE is taut and nimble, with decent compliance at turn-in and fairly minimal understeer (which may or may not have become moderate had we been on a more challenging road). The steering, despite the fact that the electronic power assist remains on the column and not the rack, is excellent. It transmits all kinds of road feel, although there’s also a lot of road noise coming in through the Yokohama Avid 225/40R-18s.

The XSE’s two-tone, faux-leather sport seats are handsome and more comfortable, with more bolstering, than those in the “L” models. (The SE gets the same basic seats with cloth upholstery.) The XSE comes with paddle shifters, with nine steps in the CVT-plus-first-gear transmission, though we mostly saved self-shifting for the SE manual. Sport mode affects the throttle response and turns the digital speedometer graphic from blue to red, though there was minimal seat-of-the-pants difference. The CVT doesn’t hold a “gear” and “upshifts” automatically at the redline even when using the paddles.

The XSE’s 2.0-liter is the standard engine in the hatchback and provides the same smooth power here, although the shift from first gear to the CVT’s belt was fairly noticeable under heavy throttle. In truth, this 169-horse engine should be the entry-level powerplant in this car from Toyota, a company which continues to eschew the turbocharging that is now ubiquitous.

A Corolla XLE with Dunlop Enasave 205/55R-16s that we drove next was much quieter, and the road feel still was good, though the low-rolling-resistance tires added a bit of twichiness, requiring regular steering corrections that we didn’t need to make in the XSE. The 139-hp 1.8-liter doesn’t feel that much down on the 2.0-liter four until you try full-throttle acceleration. While up front the seats are heated and feature eight-way power on the driver’s side, if you’re thinking of it as an analog to, say, the Civic’s semi-premium Touring model, you’ll come away disappointed. In reality, the XLE is slightly less expensive than the top-trim sporty model.

All the Corollas we drove had cheery, pleasant interiors, although there’s a bit of inconsistency shown in stuff like the dashboard stitching on the XSE, which is blue on the black upper portion of the two-tone dash and cream-colored on the cream-colored portion of the dash. The rear seat is capacious enough for a compact, with good outward visibility, although the bottom cushion is situated high to afford better legroom at the expense of headroom.

The driver’s version is the 2020 Toyota Corolla SE. It’s available with the CVT, though only the six-speed-manual version comes with a standard moonroof and proximity entry and ignition; it’s priced $700 higher as a result. And in a nod to purists, the SE manual has real gauges with actual needles, not the digital readouts of other models we drove.

The manual is a bit notchy, but it’s easy to use and has a nice, progressive clutch; it’s perfectly fine if you’re not spoiled by Miata or Honda stick-shifts. The iMT—for “intelligent manual transmission”—button turns on the rev-matching downshift function.

We also were able to sample the gas/electric Corolla, which the automaker positions as an affordable conventional hybrid that offers exceptional fuel mileage and a sticker price south of $25,000. It’s a Toyota hybrid, so the transitions between full battery power and the ignition of the 121-hp 1.8-liter four are fairly smooth. It’s still the sort of car you won’t feel compelled to drive quickly or fast, and sitting as it will in showrooms with hybrid versions of the Camry, Avalon, RAV4, and Highlander—to say nothing of the Prius, which also has a Prime plug-in variant—continues the normalization of the powertrain type that the automaker helped popularize.

The Takeaway

In fact, with so many hybrids, it’s probably time to make the Prius Prime the base version of that car. And we’ll repeat our opinion that the 2.0-liter engine ought to be the engine across the conventional Corolla lineup. When each is equipped with the CVT, it beats the 1.8-liter’s fuel economy both in the city and on the highway, which means the old 1.8 is just there to keep the price down. Does Toyota really need a base model that begins just above $20,000 at the sacrifice of fuel efficiency? Perhaps fleet buyers will be charmed by that one.

But the rest of the lineup should charm plenty of civilian buyers. The 2020 Corolla is a competent, good-looking compact that, should its reputation hold, will pay off with years of virtually trouble-free driving. The new sedan isn’t as expressive or as much fun to drive as the Honda Civic or the new Mazda 3, but in most every other way it’s in the hunt, and the hatchback model broadens the lineup and offers enough fun and style to interest enthusiasts. In any case, every vehicle that Toyota sells that’s a Corolla instead of an SUV is a net positive in our book.

2020 Toyota Corolla Sedan Specifications

ON SALE Now BASE PRICE $20,430–$26,380 ENGINES 1.8L DOHC 16-valve inline-4, 139 hp @ 6,100 rpm, 126 lb-ft @ 3,900 rpm; 2.0L DOHC 16-valve inline-4, 169 hp @ 6,600 rpm, 151 lb-ft @ 4,400 rpm; 1.8L DOHC 16-valve inline-4 with electric motor, 121 hp @ 5,200 rpm, 105 lb-ft @ 3,000 rpm TRANSMISSIONS 6-speed manual, continuously variable automatic LAYOUT 4-door, 5-passenger, front-engine, FWD sedan EPA MILEAGE 29–31/36–40 mpg (city/hwy, nonhybrid), 53/52 mpg (city/hwy, hybrid) L x W x H 182.3 x 70.1 x 56.5 in WHEELBASE 106.3 in WEIGHT 2,950–3,100 lb

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[jesusvasser]

2020 Toyota Corolla Sedan: It’s Much Better!

SAVANNAH, Georgia—One argument for replacing the long-in-the-tooth Toyota Corolla with an all-new model is that this compact sedan is such an icon for the brand. More than 46 million have been sold globally since production began at Japan’s Takaoka plant in 1966, easily topping the Ford Model T and the original Volkswagen Beetle. Then there are the years and millions of dollars spent developing the new, 53-city-mpg hybrid model that would have helped the model glide through the Obama administration’s now-cancelled Corporate Average Fuel Economy standard of 2025. And of course there’s the hope that the 2020 Toyota Corolla will scoop up those first-car purchases left on the table by the departures of the Chevrolet Cruze and Ford Focus.

Arguments against? The production capacity at the plants that build the hybrid (Takaoka) and the vast majority of North American models (Blue Springs, Mississippi) would be better utilized assembling more RAV4s, which has become the bestselling non-pickup in America. At least Toyota plans to shift Corolla production from Blue Springs to a new Alabama joint-venture factory with Mazda in 2021, freeing up capacity for more RAV4s in Mississippi.

In case first-time buyers about to enter the new-car market are ready to turn this SUV trend around, though, Toyota is ready with a compact sedan that’s once again competitive in its rapidly shrinking segment.

The Basics

Indeed, the 2020 Toyota Corolla is a vast improvement, though it remains a conservative counterattack against its biggest rival, the Honda Civic, and the ambitious new Mazda 3. The new lineup is split into “sporty” and mainstream trim levels, with the SE and XSE covering the former and the L, LE, and XLE making up the latter. There’s also the LE hybrid. The new car rides on Toyota’s TNGA platform and is claimed to be 60 percent stiffer in torsional rigidity.

For ’20, the Corolla switches from a torsion-beam rear axle to a multilink setup, and the chassis also takes advantage of Active Cornering Assist, Toyota’s marketing name for brake-based torque-vectoring that will slow an inside wheel to mitigate understeer. The non-sporty versions are powered by the familiar 1.8-liter 2ZR-FAE inline four-cylinder engine, upgraded by 7 horses to 139. It makes 126 lb-ft of torque. The SE and XSE scorch the pavement with the 169-hp, 151-lb-ft 2.0-liter M20A-FKS four. The hybrid combines a 1.8-liter 2ZR-FXE with an electric motor for a total of 121 total horsepower and 105 lb-ft.

The mainstreamers and the hybrid get a standard continuously variable transmission tuned for, well, mainstream driving, while the SE and XSE’s CVT incorporates a physical first gear that upshifts to the transmission’s belt to offer improved off-the-line response. The SE is the only Corolla to offer a manual, in this case a six-speed unit with rev-matching and hill-hold features. While the take rate for the six-speed manual transmission is about 10 percent on the Corolla SE and XSE hatchbacks, which launched for the 2019 model year, Toyota expects just five percent of buyers to shift for themselves in the Corolla sedan.

The Equipment

SE and XSE also add smoked LED taillamps, dual chrome-tipped exhaust, color-key sideview mirrors with turn-signal repeaters, sport mesh gray metallic grille and 18-inch machined alloy wheels with P225/40R-18 tires, which were Yokohama Avids, in the case of our test car. Toyota’s spec sheet notes that SE, XSE and XLE also add variable intermittent windshield wipers, which seems like something that should be standard across the Corolla board. But Toyota clearly has been counting pennies on the sedan’s development, with the popular LE model starting at just $20,880 and the LE Hybrid at $23,880.

There’s Apple Car Play and Amazon Alexa capability, but no Android for Auto. Safety Sense 2.0 includes a pre-collision system with pedestrian detection, bicycle detection in daylight, full-speed range dynamic radar and lane-departure alert with steering assist.

The Driving

We started out in an XSE. The roads leading out of charming, historic Savannah aren’t conducive to wringing out anything, even a small car with little power, though we were able to determine on the few curves that the XSE is taut and nimble, with decent compliance at turn-in and fairly minimal understeer (which may or may not have become moderate had we been on a more challenging road). The steering, despite the fact that the electronic power assist remains on the column and not the rack, is excellent. It transmits all kinds of road feel, although there’s also a lot of road noise coming in through the Yokohama Avid 225/40R-18s.

The XSE’s two-tone, faux-leather sport seats are handsome and more comfortable, with more bolstering, than those in the “L” models. (The SE gets the same basic seats with cloth upholstery.) The XSE comes with paddle shifters, with nine steps in the CVT-plus-first-gear transmission, though we mostly saved self-shifting for the SE manual. Sport mode affects the throttle response and turns the digital speedometer graphic from blue to red, though there was minimal seat-of-the-pants difference. The CVT doesn’t hold a “gear” and “upshifts” automatically at the redline even when using the paddles.

The XSE’s 2.0-liter is the standard engine in the hatchback and provides the same smooth power here, although the shift from first gear to the CVT’s belt was fairly noticeable under heavy throttle. In truth, this 169-horse engine should be the entry-level powerplant in this car from Toyota, a company which continues to eschew the turbocharging that is now ubiquitous.

A Corolla XLE with Dunlop Enasave 205/55R-16s that we drove next was much quieter, and the road feel still was good, though the low-rolling-resistance tires added a bit of twichiness, requiring regular steering corrections that we didn’t need to make in the XSE. The 139-hp 1.8-liter doesn’t feel that much down on the 2.0-liter four until you try full-throttle acceleration. While up front the seats are heated and feature eight-way power on the driver’s side, if you’re thinking of it as an analog to, say, the Civic’s semi-premium Touring model, you’ll come away disappointed. In reality, the XLE is slightly less expensive than the top-trim sporty model.

All the Corollas we drove had cheery, pleasant interiors, although there’s a bit of inconsistency shown in stuff like the dashboard stitching on the XSE, which is blue on the black upper portion of the two-tone dash and cream-colored on the cream-colored portion of the dash. The rear seat is capacious enough for a compact, with good outward visibility, although the bottom cushion is situated high to afford better legroom at the expense of headroom.

The driver’s version is the 2020 Toyota Corolla SE. It’s available with the CVT, though only the six-speed-manual version comes with a standard moonroof and proximity entry and ignition; it’s priced $700 higher as a result. And in a nod to purists, the SE manual has real gauges with actual needles, not the digital readouts of other models we drove.

The manual is a bit notchy, but it’s easy to use and has a nice, progressive clutch; it’s perfectly fine if you’re not spoiled by Miata or Honda stick-shifts. The iMT—for “intelligent manual transmission”—button turns on the rev-matching downshift function.

We also were able to sample the gas/electric Corolla, which the automaker positions as an affordable conventional hybrid that offers exceptional fuel mileage and a sticker price south of $25,000. It’s a Toyota hybrid, so the transitions between full battery power and the ignition of the 121-hp 1.8-liter four are fairly smooth. It’s still the sort of car you won’t feel compelled to drive quickly or fast, and sitting as it will in showrooms with hybrid versions of the Camry, Avalon, RAV4, and Highlander—to say nothing of the Prius, which also has a Prime plug-in variant—continues the normalization of the powertrain type that the automaker helped popularize.

The Takeaway

In fact, with so many hybrids, it’s probably time to make the Prius Prime the base version of that car. And we’ll repeat our opinion that the 2.0-liter engine ought to be the engine across the conventional Corolla lineup. When each is equipped with the CVT, it beats the 1.8-liter’s fuel economy both in the city and on the highway, which means the old 1.8 is just there to keep the price down. Does Toyota really need a base model that begins just above $20,000 at the sacrifice of fuel efficiency? Perhaps fleet buyers will be charmed by that one.

But the rest of the lineup should charm plenty of civilian buyers. The 2020 Corolla is a competent, good-looking compact that, should its reputation hold, will pay off with years of virtually trouble-free driving. The new sedan isn’t as expressive or as much fun to drive as the Honda Civic or the new Mazda 3, but in most every other way it’s in the hunt, and the hatchback model broadens the lineup and offers enough fun and style to interest enthusiasts. In any case, every vehicle that Toyota sells that’s a Corolla instead of an SUV is a net positive in our book.

2020 Toyota Corolla Sedan Specifications

ON SALE Now BASE PRICE $20,430–$26,380 ENGINES 1.8L DOHC 16-valve inline-4, 139 hp @ 6,100 rpm, 126 lb-ft @ 3,900 rpm; 2.0L DOHC 16-valve inline-4, 169 hp @ 6,600 rpm, 151 lb-ft @ 4,400 rpm; 1.8L DOHC 16-valve inline-4 with electric motor, 121 hp @ 5,200 rpm, 105 lb-ft @ 3,000 rpm TRANSMISSIONS 6-speed manual, continuously variable automatic LAYOUT 4-door, 5-passenger, front-engine, FWD sedan EPA MILEAGE 29–31/36–40 mpg (city/hwy, nonhybrid), 53/52 mpg (city/hwy, hybrid) L x W x H 182.3 x 70.1 x 56.5 in WHEELBASE 106.3 in WEIGHT 2,950–3,100 lb

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[robertkstone]

2019 Lexus ES First Drive: First Foray Into F Sport

Should Motor Trend sell puppies? Should Ferrari make an SUV? Should the ES be offered as a performance sedan?

On that last point, Lexus thinks so, so the automaker has added an F Sport variant for the first time as part of its 2019 ES lineup. It’s taken seven generations to move the midsize sedan this deep into the sporty space. Lexus wants to broaden the customer base for its best-selling sedan and thinks adding an F Sport will attract customers 10 years younger than the average ES buyer.

Lexus executives aren’t worried about a sporty ES encroaching into GS territory. As they see it, they’re providing more choice by taking the ES (Executive Sedan) known for luxury, quiet, and comfort and pumping up the driving dynamics. It’s part of a larger initiative to make the Lexus brand more dynamic, led by the LC coupe with its virtuous exhaust notes.

This is chapter three of the evolution of Lexus, and designers were given freedom to create new silhouettes. So we headed to Nashville for our first time behind the wheel of the new ES, which is longer, lower, and wider than before. The styling is bolder, following the lead of the LC and LS. LED taillights wrap around the cab and contribute to the wider, more planted stance punctuated by chrome exhaust tips.

Lexus design chief Koichi Suga describes it as the most aggressive change for ES to date. He points to the side profile with its low hoodline and long shoulder line designed to address the criticism that the previous generation was boring.

The 2019 ES goes on sale in September with pricing expected to start about $39,000 for the ES 350 and a premium of about $2,700 or less for the ES 300h hybrid.

It will be offered in three flavors in the U.S. The ES 350 and new F Sport have a 3.5-liter V-6 that gets 302 hp (up 34) and 267 lb-ft of torque (up 19). The engine has the D-4S fuel-injection system, which offers both direct and port injection. To transfer the power, the six-speed automatic transmission has been replaced with an eight-speed. Fuel efficiency is expected to be 22/33/26 mpg city/highway/combined.

The ES 300h has the same hybrid system as the Camry but with a different gear ratio. It’s a different system from the one in the LS and LC, however. The fourth-generation hybrid system has a new 2.5-liter four-cylinder direct-injection engine that runs on the Atkinson cycle and comes paired to an electric motor and a new, shorter transaxle. The nickel–metal hydride battery moves from the trunk to under the back seat. Lexus expects the system to generate 215 hp and get 44 combined mpg, making it the most efficient luxury vehicle without a plug.

The new system and CVT in the hybrid do a better job of avoiding the rubber-band feel when the engine is revving up but not moving forward. Acceleration feels more natural, and a three-layer inner dash silencer squelches any whine. Slip the car into Sport mode to boost torque at lower speeds, and use the paddles to make the gearing choices yourself—the uninformed might mistake it for the 350.

Engineers also did a good job making the brakes feel natural, more so than in the Camry. A new Auto Glide Control system puts the hybrid in coast mode for a smoother deceleration when you let your foot off the accelerator. It removes some of the braking angst that the extra drag of regenerative brakes can cause.

Europe will get the hybrid only—it’s the first time the ES will be sold in Europe at all. The crucial Chinese market will get a hybrid as well as the ES 200 and ES 250 with a 2.0-liter and 2.5-liter four-cylinder engine, respectively.

There are no current plans to offer a four-cylinder in the U.S., or a plug-in hybrid or pure electric ES or even all-wheel drive, which has never been offered on an ES. But the umbrella TNGA platform has the capability and flexibility should the muckety-mucks decide the demand is there. Lexus hasn’t closed the door on an F Sport hybrid in the future, either.

The game changer is Toyota’s new global architecture and the rigid GA-K front-wheel-drive chassis that underpins the ES as well as the Toyota Avalon and Camry. Lexus made many modifications, including 65 feet of adhesives for rigidity that you won’t find in the Camry, as well as laser screw welds. The larger, rear-drive LS and LC are on the GA-L platform.

In an unusual internal move, the engineers of the LC, LS, and ES drove all three vehicles to ensure they performed the same, presenting a united front for the brand. That meant tweaking the front-drive ES’ steering so that on turn-in there’s a moment when it almost feels like you’re driving a rear-drive car.

The platform allowed the EX to extend the wheelbase 2.0 inches and total length by 2.6 inches for best-in-class rear legroom, which is a key attribute for the Chinese market. The car is also 1.8 inches wider. It rides on standard 17-inch wheels with a choice of two optional 18-inchers—one of those two is noise reducing.

The car has an aluminum hood and front bumpers to shave weight. But with additional technology and sound-absorbing material covering 93 percent of the floor pan, the overall weight of the top trim level is about 35 pounds heavier than the outgoing model.

The ES F Sport adopts elements from other vehicles in the Lexus stable, including the LS F Sport’s jet black mesh grille, 19-inch wheels similar to those on the LC and LS, the steering wheel from the LS, and the seat design from the LC. It’s also decked out with a standard trunklid spoiler, contrasting red stitching, and aluminum pedals. Of its eight colors, two are only for the F Sport, and buyers can also choose a red interior. In the F Sport, Lexus replaces Sport drive mode with Sport S and adds Sport S+ and Custom; these adjust the throttle, transmission, steering, and adaptive dampers.

The first regular ES 350 we tried had a mostly black interior that could have used more contrast to pop. The ride was smooth, which we expect from Lexus, but it’s good to see that the company isn’t taking it for granted or phoning it in. Even when we switched to the F Sport, acceleration was quite orderly, no snarling engine or frenetic power. There was more kick, but it was certainly not a bad boy, and the differences between the sport modes was subtle.

We were anxious to test the suspension, which uses MacPherson struts in front and a multilink setup in the rear with an integrated trailing arm and new Dynamic Control shocks.

Lexus says the ES has the world’s first swing-valve shock absorber, which is like a mini shock inside the shock with a second piston to sop up the little bumps on a relatively smooth and flat surface where there is not much shock travel. Hit a big bump, and the bigger piston does its job. It was a last-minute addition to the car; engineers decided last summer to put it on the ES, and it got some quick testing in Arizona before a quick decision to greenlight it and get it ready for production.

The Ultra Luxury package adds a performance damper. And F Sport buyers can opt for the Adaptive Variable Suspension from the LC coupe.

There is no bad choice. All performed well at absorbing bumps, big and small, and the adjustable dampers kept the car steady even in harder cornering. We were pleased that the F Sport did not share the stiff and rigid ride we’ve experienced with some F Sports in the past. Maybe the marriage of ES comfort and F Sport does find a sweet spot.

The electric power steering, now mounted on the steering rack, was a joy to drive. It was responsive without being too heavy or flighty.

Lexus Safety System+ 2.0 is standard and includes the usual suspects: all-speed radar cruise control, which comes to a complete stop; lane tracing assist, which follows the car ahead when there are no lane markings to read; steering assist when the car leaves the lane; road sign assist, which reads traffic signs; a sonar system for parking assistance; and cross-traffic alert. Cameras provide a panoramic or bird’s-eye view of the parked car.

Designers went for a cool and elegant cockpit centered around the driver, much like the LS and LC. There are LED lights throughout the cabin, and the F Sport has a new metal trim called Hadori aluminum, reminiscent of the ancient sword polishing process, that creates a wave pattern throughout the cabin. Some surfaces could be softer, though.

ES engineers were obsessed with a quiet cabin. At one point in development, it was deemed too quiet, which can cause carsickness and feel unnatural, so the engineers put more some noise back in. All the variants we drove proved they did their job well. The hybrid, however, was almost too quiet. We found the Avalon Touring, by contrast, to let in too much tire and road noise.

The ES becomes the first Lexus to offer Apple CarPlay—still no Android Auto—and Amazon Alexa is in place to accept voice commands. CarPlay will be available at launch with the larger 12.3-inch nav screen; if your car has the standard 8.0-inch screen, CarPlay will be available after October 1. The 10-speaker Pioneer system can be upgraded to the 17-speaker Mark Levinson audio system—the sound is exceptional. The wireless charger works for both Apple and Android phones, and the car has Wi-Fi.

A 10.2-inch head-up display screen offers a lot of real estate to display speed, fuel level, shifts, navigation, speed limits, and warnings when you stray out of the lane. Lexus says the entire cockpit was designed to make it easier to see and reach all controls with minimal effort and reduced eye movement.

And although the profile is more coupelike, rear-passenger headroom is increased by positioning the seats lower. It also has more cargo room, and a hands-free trunk—it opens with a kick of your foot—is available.

Two new colors join the ES lineup: Moonbeam Beige Metallic and Sunlit Green. The F Sport gets Ultra Sonic Blue Mica 2.0 and Ultra White as its exclusive color options.

The ES, which dates back to 1989, is the car that helped launch the Lexus brand. It has sold more than 2.1 million since, including more than 1 million in the U.S. This latest generation will be sold in 90 countries, including Japan and Europe for the first time. And although buyers continue to flock to utility vehicles, Lexus feels there will continue to be a market for sedans, often as the vehicle sitting beside an SUV in the driveway, marketing chief Cooper Ericksen said.

Ericksen expects the new ES to sell 50,000 a year in the U.S., of which 25 percent will be F Sport and 15 percent will be hybrids, compared with only 10 percent now.

Most of the cars for the North American market will come from the Georgetown, Kentucky, plant, but all hybrids will come from the Kyushu plant in Japan. And if Georgetown cannot meet demand, additional gasoline engine versions can be shipped from Japan, as well.

The ES faces tough competition from the Mercedes-Benz C-Class, Audi A4, BMW 3 Series, and Acura TLX. But the brand is convinced its foray into sporty will pay dividends. And no, Motor Trend has no plans to sell puppies.

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[enginerumors]

2019 Toyota Camry Hybrid LE 4DR Sedan

2019 Toyota Camry Hybrid LE 4DR Sedan

2019 Toyota Camry Hybrid LE 4DR Sedan – The newest technology emerged just recently so that we are confident that 2019 Toyota Camry Hybridwill not function more significant changes. The popular sedan has been around generation for several years. It can be undoubtedly one of the more popular the middle of-sizing sedans that one could get close to. The latest age group emerged only recently because…

[enginerumors]

2019 Toyota Camry Hybrid SE Sedan

2019 Toyota Camry Hybrid SE Sedan

2019 Toyota Camry Hybrid SE Sedan– The actual Toyota Camry will be all-new about 2019, ushering in the eighth technology as well as 35th season around. Due to its most recent take action, Toyota’s legendary midsize sedan provides reinvented alone utilizing striking innovative seems plus sporting methods. The second narrows and also nullifies the enjoyment-to-push gap once was around involving the…

[jonathanbelloblog]

2019 Toyota RAV4 Is All About Risk and Reward

CARMEL-BY-THE-SEA, California — A niche vehicle at its inception 25 years ago but now practically an entire industry unto itself, the Toyota RAV4’s 2019 redesign sees it take a dramatic turn for the rugged. But rather than being a wanton risk, the change enhances the RAV4’s stature as Toyota’s bestseller and the truck/utility market’s top non-pickup.

The 2019 lineup incorporates nine trim levels—five with the gas-only powertrain and four with the gas-electric hybrid one—and all now share a platform with the Camry and Avalon rather than the Corolla, as in the past. The new RAV4 is a bit wider and offers up to 8.6 inches of ground clearance, but the roofline is slightly lower. The chassis is claimed to be 57 percent more rigid yet lighter than before, and it accommodates wheels up to 19 inches in diameter on the top-of-the-line Limited. The RAV4 has a new 2.5-liter inline four-cylinder gasoline engine and eight-speed automatic transmission, and the all-wheel-drive setup now has available torque-vectoring and rear driveline disconnect.

The thoroughly revised hybrid uses a version of the four-cylinder but routes its power instead through a continuously variable transmission and a unique, electric-assist all-wheel-drive system. Body designers received a green light and, evidently, a set of sushi knives, so the outgoing model’s squinty and somewhat dorky face has been supplanted by a craggy and puckered countenance that suggests that, after years of pursuit, Prospector Pete finally got a smooch from Madame Kitty. LED forward lighting is standard across the board to illuminate the way from your favorite trail back to civilization after a day’s paddle-bike-climb. The scalloped and sculpted sides challenge one’s eye; overall, we see a strong resemblance to other Toyota trucks, especially the Tacoma and 4Runner, and the design holds together pretty well.

Compared with the outgoing model, the new interior offers better outward visibility, a wider center console with side-by-side cupholders, and more backseat legroom. Options such as a panoramic sunroof, digital rearview mirror, eight-inch info screen, and wireless phone charging highlight the features list. The crystal-clear radiance of the optional 11-speaker JBL audio is a shock in a vehicle that costs from $26,545 to $36,745—it’s better than the system we have at home. When the RAV4 is equipped with Remote Connect, you can use a smartwatch app or Amazon Alexa’s Toyota skill to warm up the engine or find out how much fuel is in the tank.

Safety is a primary consideration for RAV4 buyers—and there were about 408,000 of them in 2017, or basically the population of Tulsa—and thus active safety features have increased. Toyota Safety Sense 2.0 is standard even in the entry-level LE and includes pre-collision sensors that, among other things, can detect bicyclists in the daytime (no word as to whether unicyclists will also be spared). The adaptive cruise control is good from a stop all the way to 110 mph, the lane-departure alert with steering assist now can read roads’ crumbly edges, and the RAV4 will also peruse road signs for you and send alerts if necessary. Passive safety includes eight airbags and a trial subscription to Safety Connect for emergencies. Trailer sway control helps, well, control trailer sway, with the Adventure model able to tow up to 3,500 pounds. (The other gas models are capped at 1,500 pounds, the hybrid at 1,750.)

Under the hood, the 2.5-liter four-cylinder meets the battle call readily but is a tad reedy under acceleration. The engine and other components are arranged to look respectable and smart, like a good review of municipal officials. Is this powerplant sophisticated? The 16 variable-action inlet and outlet valves are schooled to jump back and forth between beats as varied as disco, AC/DC, and techno. The high compression ratio of 13.0:1 (14.0: 1 in the hybrid) is like living on Bolivia’s Altiplano and never having a headache while running a marathon. This paragon of a four-banger eschews turbocharging but, in nonhybrid versions, still makes 203 horsepower and 184 pound-feet of torque while running on 87-octane fuel. The hybrid’s version of the four is rated for 176 horses and 163 pound-feet, but electric assist pushes total horsepower to 219 and allows the gas-electric XSE to dash from 0 to 60 mph in 7.8 seconds, according to Toyota. The automaker says 8.3 seconds is the best a gas-only RAV4 can do. The hybrid’s electric-drive components are more fit and efficient than ever, and its nickel-metal-hydride battery slots neatly under the backseat. The AWD-only 2019 hybrid can achieve an estimated 39 combined mpg—up 7 mpg from the 2018 model.

As mentioned, gas models get an eight-speed automatic transmission, a big upgrade with a wider ratio spread than the previous six-speed. In our driving, it operated invisibly. The hybrid’s continuously variable transmission is responsible for the same old counterintuitive engine mooing under acceleration. Indeed, our enthusiasm lags when a CVT is involved, even as Toyota is attempting to sell the XSE hybrid on its performance—it also has a sport-tuned suspension, they say. “Our goal is to broaden the appeal of the hybrids,” said Lisa Materazzo, Toyota Motor North America vice president, who expects the take rate to jump from 10 to 25 percent.

Our favorite of the bunch was the Adventure, the only gas model not available with front-wheel drive. We sampled a one of those in the alluring Lunar Rock gray with Ice Edge white roof, and the experience and color combo brought to mind a fun time we had years ago with an FJ Cruiser. Today’s two-toner has a skid plate and black slotted wheels with discreet machine finishing—quite easy to touch up after rubbing against rocks—and the Adventure also features the latest AWD driveline with torque-vectoring that funnels power to the wheel or wheels that have traction. We careened around a course at Carmel Valley Ranch, where Toyota hosted this preview, and found ourselves marveling at its tenacity and ability. And it could do even better, we suspect, with rubber more aggressive than the Yokohama Avids fitted to the vehicle we drove.

On the road, every iteration of the new RAV4 impressed with high levels of composure, substantiality, and refinement. The interior is quite serene, although some trim in the Adventure rattled over Carmel Valley Road’s indifferent pavement. The seating position and comfort are tremendous, as is the control layout. USB points abound, and the trim is imaginative and vibrant. We didn’t see our test cars after the wine was poured at dinner, so we can only transmit rumors of excellent nighttime ambience and the digital mirror’s backlighting.

The RAV4 was introduced in Europe and Japan in 1994 and came to North America in 1995. How well we remember our Four Seasons test of that first RAV4. I personally drove it thousands of miles in 1996 and 1997, including a sortie from Automobile’s former home of Ann Arbor, Michigan, to Tacoma, Washington, and back, to interview Richard Griot, founder of the Griot’s Garage catalog. Montana had no posted speed limits back then, and the RAV proved its cheek and contributed to my hearing loss by achieving 90 mph. (The cassette of Nirvana’s Nevermind didn’t help). Everybody at the magazine loved it; none had an idea it would lead a gargantuan category in the United States, selling roughly 14,000 fewer units in 2017 than Audi, Volvo, and Jaguar Land Rover combined.

Now turning 25 years old, this pioneer of compact crossovers has completed its MBA and hasn’t lived with its parents in years. For my own college frat brother who asks what to do when trading in his Honda CR-V next year, the answer is, “Yes, turn your pointy head toward the RAV4.” Moms, dads, doctors, retirees, adventurers, humanities majors, human-resources managers, acolytes, activists, zealots, and zombies will like this vehicle. Sales are going to grow, maybe because the category is expanding but also because the 2019 RAV4 is so appealing, especially compared to baby Jeeps and dowdy Subarus. Toyota’s risky redesign is rousing, and the rewards will be large.

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[jesusvasser]

2019 Toyota RAV4 Is All About Risk and Reward

CARMEL-BY-THE-SEA, California — A niche vehicle at its inception 25 years ago but now practically an entire industry unto itself, the Toyota RAV4’s 2019 redesign sees it take a dramatic turn for the rugged. But rather than being a wanton risk, the change enhances the RAV4’s stature as Toyota’s bestseller and the truck/utility market’s top non-pickup.

The 2019 lineup incorporates nine trim levels—five with the gas-only powertrain and four with the gas-electric hybrid one—and all now share a platform with the Camry and Avalon rather than the Corolla, as in the past. The new RAV4 is a bit wider and offers up to 8.6 inches of ground clearance, but the roofline is slightly lower. The chassis is claimed to be 57 percent more rigid yet lighter than before, and it accommodates wheels up to 19 inches in diameter on the top-of-the-line Limited. The RAV4 has a new 2.5-liter inline four-cylinder gasoline engine and eight-speed automatic transmission, and the all-wheel-drive setup now has available torque-vectoring and rear driveline disconnect.

The thoroughly revised hybrid uses a version of the four-cylinder but routes its power instead through a continuously variable transmission and a unique, electric-assist all-wheel-drive system. Body designers received a green light and, evidently, a set of sushi knives, so the outgoing model’s squinty and somewhat dorky face has been supplanted by a craggy and puckered countenance that suggests that, after years of pursuit, Prospector Pete finally got a smooch from Madame Kitty. LED forward lighting is standard across the board to illuminate the way from your favorite trail back to civilization after a day’s paddle-bike-climb. The scalloped and sculpted sides challenge one’s eye; overall, we see a strong resemblance to other Toyota trucks, especially the Tacoma and 4Runner, and the design holds together pretty well.

Compared with the outgoing model, the new interior offers better outward visibility, a wider center console with side-by-side cupholders, and more backseat legroom. Options such as a panoramic sunroof, digital rearview mirror, eight-inch info screen, and wireless phone charging highlight the features list. The crystal-clear radiance of the optional 11-speaker JBL audio is a shock in a vehicle that costs from $26,545 to $36,745—it’s better than the system we have at home. When the RAV4 is equipped with Remote Connect, you can use a smartwatch app or Amazon Alexa’s Toyota skill to warm up the engine or find out how much fuel is in the tank.

Safety is a primary consideration for RAV4 buyers—and there were about 408,000 of them in 2017, or basically the population of Tulsa—and thus active safety features have increased. Toyota Safety Sense 2.0 is standard even in the entry-level LE and includes pre-collision sensors that, among other things, can detect bicyclists in the daytime (no word as to whether unicyclists will also be spared). The adaptive cruise control is good from a stop all the way to 110 mph, the lane-departure alert with steering assist now can read roads’ crumbly edges, and the RAV4 will also peruse road signs for you and send alerts if necessary. Passive safety includes eight airbags and a trial subscription to Safety Connect for emergencies. Trailer sway control helps, well, control trailer sway, with the Adventure model able to tow up to 3,500 pounds. (The other gas models are capped at 1,500 pounds, the hybrid at 1,750.)

Under the hood, the 2.5-liter four-cylinder meets the battle call readily but is a tad reedy under acceleration. The engine and other components are arranged to look respectable and smart, like a good review of municipal officials. Is this powerplant sophisticated? The 16 variable-action inlet and outlet valves are schooled to jump back and forth between beats as varied as disco, AC/DC, and techno. The high compression ratio of 13.0:1 (14.0: 1 in the hybrid) is like living on Bolivia’s Altiplano and never having a headache while running a marathon. This paragon of a four-banger eschews turbocharging but, in nonhybrid versions, still makes 203 horsepower and 184 pound-feet of torque while running on 87-octane fuel. The hybrid’s version of the four is rated for 176 horses and 163 pound-feet, but electric assist pushes total horsepower to 219 and allows the gas-electric XSE to dash from 0 to 60 mph in 7.8 seconds, according to Toyota. The automaker says 8.3 seconds is the best a gas-only RAV4 can do. The hybrid’s electric-drive components are more fit and efficient than ever, and its nickel-metal-hydride battery slots neatly under the backseat. The AWD-only 2019 hybrid can achieve an estimated 39 combined mpg—up 7 mpg from the 2018 model.

As mentioned, gas models get an eight-speed automatic transmission, a big upgrade with a wider ratio spread than the previous six-speed. In our driving, it operated invisibly. The hybrid’s continuously variable transmission is responsible for the same old counterintuitive engine mooing under acceleration. Indeed, our enthusiasm lags when a CVT is involved, even as Toyota is attempting to sell the XSE hybrid on its performance—it also has a sport-tuned suspension, they say. “Our goal is to broaden the appeal of the hybrids,” said Lisa Materazzo, Toyota Motor North America vice president, who expects the take rate to jump from 10 to 25 percent.

Our favorite of the bunch was the Adventure, the only gas model not available with front-wheel drive. We sampled a one of those in the alluring Lunar Rock gray with Ice Edge white roof, and the experience and color combo brought to mind a fun time we had years ago with an FJ Cruiser. Today’s two-toner has a skid plate and black slotted wheels with discreet machine finishing—quite easy to touch up after rubbing against rocks—and the Adventure also features the latest AWD driveline with torque-vectoring that funnels power to the wheel or wheels that have traction. We careened around a course at Carmel Valley Ranch, where Toyota hosted this preview, and found ourselves marveling at its tenacity and ability. And it could do even better, we suspect, with rubber more aggressive than the Yokohama Avids fitted to the vehicle we drove.

On the road, every iteration of the new RAV4 impressed with high levels of composure, substantiality, and refinement. The interior is quite serene, although some trim in the Adventure rattled over Carmel Valley Road’s indifferent pavement. The seating position and comfort are tremendous, as is the control layout. USB points abound, and the trim is imaginative and vibrant. We didn’t see our test cars after the wine was poured at dinner, so we can only transmit rumors of excellent nighttime ambience and the digital mirror’s backlighting.

The RAV4 was introduced in Europe and Japan in 1994 and came to North America in 1995. How well we remember our Four Seasons test of that first RAV4. I personally drove it thousands of miles in 1996 and 1997, including a sortie from Automobile’s former home of Ann Arbor, Michigan, to Tacoma, Washington, and back, to interview Richard Griot, founder of the Griot’s Garage catalog. Montana had no posted speed limits back then, and the RAV proved its cheek and contributed to my hearing loss by achieving 90 mph. (The cassette of Nirvana’s Nevermind didn’t help). Everybody at the magazine loved it; none had an idea it would lead a gargantuan category in the United States, selling roughly 14,000 fewer units in 2017 than Audi, Volvo, and Jaguar Land Rover combined.

Now turning 25 years old, this pioneer of compact crossovers has completed its MBA and hasn’t lived with its parents in years. For my own college frat brother who asks what to do when trading in his Honda CR-V next year, the answer is, “Yes, turn your pointy head toward the RAV4.” Moms, dads, doctors, retirees, adventurers, humanities majors, human-resources managers, acolytes, activists, zealots, and zombies will like this vehicle. Sales are going to grow, maybe because the category is expanding but also because the 2019 RAV4 is so appealing, especially compared to baby Jeeps and dowdy Subarus. Toyota’s risky redesign is rousing, and the rewards will be large.

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