#2019 Toyota Rav4 Gas Mileage

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2019 Toyota Rav4 Xle Spy Photo, Change And Price

2019 Toyota Rav4 Xle Spy Photo, Change And Price

2019 Toyota Rav4 Xle Spy Photo, Change And Price – Using the only recently revealed RAV4 Trip model, consumers and lovers the same should be in the beware of the particular Toyota RAV4. Gossips are floods the world wide web more than the former few of months upon which the brand-new 2019 RAV4 will undoubtedly be proposed with.

2019 Toyota Rav4 Xle Release Date Feature

Ranging from typically the…

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Five Things You Thought You Knew About Electric Vehicles

Electric vehicles (EVs) are growing in popularity in the United States and throughout the world, as battery range increases, charging infrastructure expands and automakers unveil a growing variety of car and light truck models. According to the International Energy Association, the number of new EV car registrations nearly doubled over one year in 2018, with China leading the way, followed by Europe and then the U.S.  China, especially, is taking an aggressive approach to EV manufacturing, producing 1.2 million EVs in 2019, compared to 325,000 in the U.S.

Is your idea of an electric car stuck in 2010? The EV world has changed a lot in the past decade, so here’s a look at five things you thought you understood about EVs, and might be surprised to learn you have wrong:

1)      I thought electric cars are too expensive.

It’s true that most all-electric cars have a base sticker price between $30,000 and $40,000, comparable to luxury performance vehicles like an Audi A4 or a BMW 330i. That price may be reduced by federal, state, and local tax credits or other incentives, which can shave thousands from the final price tag (and help cover the cost of installing home recharging stations). Go beyond the purchase price and you’ll find that electric vehicles are less expensive than gas-powered cars, according to research by Consumer Reports. CR says that once all costs of ownership are considered—including such factors as purchase price, fueling costs, maintenance, and resale—owning an electric vehicle will save the typical driver $6,000 to $10,000 over the life of the vehicle, compared to a comparable gas-powered model.

2)      I thought EVs are too small. I need something that can haul cargo.

Need a pickup truck? They’re on the way. According to Car & Driver, several electric pickup models will be rolling off assembly lines in the coming months, from well-established automakers like Ford and Chevrolet as well as some promising new startups like Rivian. And we’re talking about some workhorse vehicles—Ford says the electric version of its popular F-150 pickup will be the most powerful F-150 ever, with more than 450 horsepower and 510 pound-feet of torque.

3)      I thought electric vehicles use so much energy to produce, that they’re not actually better for the climate.

It’s true that manufacturing an EV can use more energy than a conventional car, largely due to the manufacture of lithium ion batteries. More than a third of the carbon pollution created by an EV over its lifetime does come from its manufacture. However, if you look at the entire life cycle of the vehicle, an electric car ultimately creates fewer emissions than its gas-powered counterpart. A recent analysis (subscription required) in the Wall Street Journal compared the life cycle of a Tesla Model 3 to a Toyota Rav 4. Although more emissions are produced by manufacturing the Tesla, by 20,600 miles (just getting broken in) greenhouse gas emissions from building and driving the two cars are roughly the same. By the time the two odometers have clocked 100,000 miles, lifetime emissions of the RAV4 are 77 percent more than the Model 3. Those numbers will only continue to improve as more electricity sources switch from fossil fuels to renewable energy (which has other benefits for EVs—see #4 below). In any event, electric cars don’t have tailpipes and don’t spew the smog-forming pollution that make life miserable in congested cities and which is the largest source of greenhouse gas emissions in the United States.

4)      I thought EVs are no better for the environment because the electricity used to run them comes from fossil fuels.

The climate change emissions created by driving on electricity depend on where you live (see map) and your electricity source, but on average, an EV driving on electricity in the U.S. today produces emissions equivalent to a conventional gasoline car that gets 80 miles per gallon—which is far better mileage than any gasoline-powered car available. That’s based on a 2018 study by the Union of Concerned Scientists. As the U.S. continues to increase generation of clean electricity, electric vehicles become an even cleaner option. A country serious about fighting climate change will work diligently to reduce carbon emissions from both cars and power plants, because transportation and electricity production are the two greatest sources of greenhouse gas, and we need to be addressing both.

5)      I thought there are not enough EV charging stations available to make EVs a practical choice for consumers.

There’s no doubt—we need more infrastructure to keep our electric cars and trucks on the road when we have places to go. The US. Department of Energy reports more than 42,000 charging stations in the U.S. in 2019, providing nearly 103,000 connections.  The availability varies by state, but the numbers are rapidly increasing, in the U.S. and globally. According to the IEA, the number of charging points around the world was estimated to be approximately 5.2 million, an increase of 44 percent from the previous year. If you want to take a cross-country road trip in your electric vehicle, you can do it – and it gets easier every year. Companies that manage charging networks are making it a priority to create easy to use, fast charging stations across the country. The availability of charging stations is less important for drivers who mostly stay close to home. Most EV owners can charge their battery at home overnight, and as the editors of Car and Driver note, “Even the shortest-range EV can manage more than 7 hours of slogging through city traffic.”

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For years, the RAV4 has excelled to the top of its compact crossover class, providing drivers with an affordable and convenient vehicle for carting passengers or cargo around town. Then, back in 2015, Toyota decided to up the ante by transforming the reliable RAV4 into a hybrid crossover that saw better gas mileage. This year, the well-known hybrid variant been completely redesigned for game-changing results. Here is everything you need to know about the 2019 RAV4 Hybrid.

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Best Compact SUV in 2019 | Best Compact SUV | Best Small SUVs

Undoubtedly, compact SUVs provide a higher seating position that offers a vast view of the road. These compact SUV are incorporated with various power trains to suit your driving priorities, comfort, fuel economy and more. So, after hours of tremendous research, we have come up with the best compact SUV reviews along with their features, specs, images, prices and more. Compare Mazda CX-5, Honda CR-V, and Subaru Forester and choose the best deal as per your requirements plus budget. Check out these best cars for money.

1. 2019 HONDA CR-V

MSRP: $24,350 – $34,150

MPG: 26 City / 32 Hwy

Huge passenger space

Offers smooth ride

Great cargo hold

High fuel economy estimates

Find 2019 Honda CR-V!

2. 2019 MAZDA CX-5

MSRP: $24,350 – $36,890

MPG: 25 City / 31 Hwy

Precise steering

Upscale cabin

Athletic handling

High safety score

Find 2019 Mazda CX-5!

3. 2019 SUBARU FORESTER

MSRP: $24,295 – $34,295

MPG: 26 City / 33 Hwy

Standard all-wheel drive

Great fuel economy estimates

Composed ride and handling

High safety scores

Find 2019 Subaru Forester!

4. 2019 TOYOTA RAV4 HYBRID

MSRP: $27,700 – $35,700

MPG: 34 (2018) City / 30 (2018) Hwy

Quality interiors

Spry acceleration

Ultimate performance

Great cabin & cargo space

Impressive safety & tech features

Stable and reliable

Find 2019 Toyota RAV4 Hybrid!

5. 2019 TOYOTA RAV4

MSRP: $24,105 – $34,120

MPG: 21 City / 29 Hwy

Lithe handling

Roomy cargo area

Great handling

Powerful engine

Find 2019 Toyota RAV4!

6. 2019 FORD ESCAPE

MSRP: $25,650 – $35,050

MPG: 26 City / 35 Hwy

Great gas mileage

Smooth journey

Large cargo space

Plenty of standard driver assistance features

Find 2019 Ford Escape!

7. 2019 HYUNDAI TUCSON

MSRP: $23,200 – $32,950

MPG: 23 City / 30 Hwy

Quiet interior

Comfortable ride

User-friendly tech features

Decent predicted reliability rating

Find 2019 Hyundai Tucson!

8. 2020 KIA SPORTAGE

MSRP: $23,990 – $34,990

MPG: 23 (Est) City / 30 (Est) Hwy

Intuitive tech features

Great cabin

Smooth ride

Composed handling

Handsome interiors

Find 2020 Kia Sportage!

9. 2019 VOLKSWAGEN TIGUAN

MSRP: $24,295 – $38,895

MPG: 22 City / 29 Hwy

Huge cargo hold

Comfortable ride

Lengthy warranty

Find 2019 Volkswagen Tiguan!

10. 2019 CHEVROLET EQUINOX

MSRP: $23,800 – $35,700

MPG: 26 City / 32 Hwy

Decent fuel economy

Supportive& roomy seats

Easy infotainment system

Find 2019 Chevrolet Equinox!

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2019 Toyota RAV4 Hybrid LE Review

2019 Toyota RAV4 Hybrid LE Review

2019 Toyota RAV4 Hybrid LE Review – In addition to the regular fuel variations, your company’s top seller inside a hybrid version may come entirely innovative mainly because of 2019 Toyota RAV4 Hybrid. This popular tiny SUV has become one of many section frontrunners for several years. Although, the actual model can be aging, thus innovative types are stored on one’s own approach. Yet another…

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2018 Toyota Corolla Price, Changes, Rumors, Engine, Interior, Exterior

2018 Toyota Corolla Price, Changes, Rumors, Engine, Interior, Exterior

  The present Corolla has not been all-around for all that extended. Regardless of that, it appears a new model is currently in the operates. Not that extended in the past a camouflaged 2018 Toyota Corolla has been spied testing, and it appears the changes are rather considerable. For starters, the new model will be based on an solely new platform. The car will share Toyota’s all-new modular…

[andrewdburton]

How much does it cost to drive? Driving cost calculators and tools

My girlfriend recently bought a new car. After 23 years, she sold her 1997 Honda Accord to a guy who's more mechanically inclined than we are. Kim upgraded to a 2016 Toyota RAV4, and she loves it.

One of her primary considerations when searching for a new car was the cost to drive it. In her ideal world, she would have purchased a fully-electric vehicle but it just wasn't in her budget. The RAV4 hybrid was a compromise. According to fueleconomy.gov, it gets an estimated 32 miles per gallon. (And actual users report 34.7 miles per gallon.)

Kim's quest for a fuel-efficient car prompted me to revisit apps and online tools that help users track their driving and fuel habits. I've written about these in the past — and, in fact, this is an updated article from 2008! — but haven't looked into them recently.

Here's a quick look at some of my favorite driving cost calculators, tools, and apps.

Cost to Drive

Cost to Drive (stylized Cost2Drive) is an easy-to-use web app that estimates how much you'll spend to drive from point A to point B. Enter your starting point (address, city, state, or zip code) and your destination, enter your vehicle information, then click a button.

That's it. Cost to Drive calculates travel distance, approximate driving time, and an estimate of your fuel costs. Here, for instance, is how much it would cost to drive from Portland to visit Kim's brother in Groveland, California.

This tool is handy for road trips, of course, but it's also useful for extended journeys. Before Kim and I set out on our R.V. trip across the U.S., I used Cost to Drive to estimate how much we'd spend on fuel. (I was way off, but that's not the fault of the tool. I overestimated the fuel economy of our motorhome!)

This isn't the sort of tool that you'll use every day, but it's certainly useful enough to bookmark for later use.

Folks in Europe — and possibly the rest of the world — might want to play with the Via Michelin app, which offers route planning and driving cost calculations.

Fuelly

While we only used the Cost to Drive once for our R.V. trip, we used the Fuelly app every single day. And I still use it today.

Fuelly is primarily a smartphone app with which you can track your vehicle's fuel economy. Whenever you stop to pump gas, you enter mileage and pricing info into the app, and it computes how much it costs to drive.

Here, for instance, are two screencaps from Fuelly showing how it tracked info for our motorhome.

   To get more accurate estimates of the cost to drive your vehicle, you can also log maintenance info in Fuelly. And, as you can see, the free version of the app is ad supported. Ad-free premium versions are available, and they include added features.

While the Fuelly website doesn't offer a lot, there's one feature that I think GRS readers will find interesting. If you select the browse vehicles option from the main menu, you, you can get a profile of driving info for all Fuelly users. Here, for instance, is what the app has tracked for other folks who own a 2004 Mini Cooper, like me.

GasBuddy

A decade ago, GasBuddy was a gas price aggregation tool. It collected fuel price info from across the United States, and served it up so that visitors could find the best prices in their area.

Today, GasBuddy is still that website, but it's a whole lot more. For instance, you can look up a chart of gas price trends over the past couple of years.

Or you can find local maps and national maps of current gas prices.

And because it's 2020 now, GasBuddy offers a smartphone app featuring all sorts of tools to help you calculate (and reduce) your fuel costs.

FuelEconomy.gov

FuelEconomy.gov is the official U.S. government source for fuel economy info. Like all U.S. government sites, it's a treasure trove of data and resources.

The site includes a car finder (and comparison) tool (also available for iOS and Android devices), a vehicle power search, a fuel savings calculator, and more. There's even a page exploring extreme MPG!

The site also provides some widgets for site owners (like me!) to share with their audience. Here's

Find a Car Tool

This tool lets you look up official EPA fuel economy ratings for vehicles back to the 1984 model year.

    Gas Mileage Tips

This tool displays a fuel-saving tips and provides links to additional tips on fueleconomy.gov.

Each year, the U.S. Department of Energy and the U.S. Environmental Protection Agency produce a Fuel Economy Guide to help buyers choose fuel-efficient vehicles. You can find guides from recent years in the Get Rich Slowly file vault, if you're interested: 2020, 2019, 2018, 2017, 2016, 2015.

If you're into alternative fuels and advanced technology vehicles, the U.S. Department of Energy has a bunch of different widgets to play with at their Alternative Fuels Data Center.

Sidenote: Many folks want a new Tesla or Prius in order to minimize their impact on the environment. This isn't as straight-forward as it might seem. The calculations are complicated but the bottom line is this: In many cases, it makes more sense to keep (or buy) an older fuel-efficient vehicle than to buy a new one. That's because the manufacturing process itself is the source of roughly 25% of a car's environmental impact.

The Bottom Line

It's important to note that even the best driving cost calculator has limitations. Most of these tools track only fuel costs, which are a small portion of the overall cost to drive your car.

Your true cost of car ownership includes the purchase price,insurance, maintenance, and more. According to the American Automobile Association, the average new vehicle costs 62 cents per mile to drive. AAA figures the average driver spends $9,282 per year on her automobile.

To truly determine how much you're spending to get around, you need to take matters into your own hands. Find a cheap notebook or pad of paper. Grab a pen or pencil. Whenever you make a trip – even if it’s just down the street – log the time and the distance. Write down how much you spend on fuel and maintenance. Tally your car and insurance payments.

Do this long enough and you'll begin to get a picture of your personal driving costs. At any point, you can simply divide the amount you've spent on your vehicle by the number of miles you've driven to learn how much it costs to drive.

What you do with this info is up to you!

Note: This is an updated article from the GRS archives. The original version from 03 December 2008 was woefully out of date. Some older comments have been retained.

from Finance https://www.getrichslowly.org/cost-to-drive-a-simple-web-tool-for-budgeting-road-trips/ via http://www.rssmix.com/

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2019 Toyota Rav4 Limited Le Changes And Specifications

2019 Toyota Rav4 Limited Le Changes And Specifications

2019 Toyota Rav4 Limited Le Changes And Specifications – Toyota Motor Firm is a Japanese worldwide car production company as their headquarter is in Toyota City, Japan. RAV4 to start with the overall look is in Japan and Europe and also when twelve months in North America. Similar is predicted from Toyota RAV4. All involving any Toyota RAV4 have a forefront engine design. The 5th creation of…

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2020 Ford Escape vs. 2019 Toyota RAV4: Compare Cars

Compact crossover SUVs are today’s do-it-all family cars. They’re tasked with everything from daily commutes to weekend adventures—and they have to do it all with space for people and cargo in mind. In the case of the 2020 Ford Escape and Toyota RAV4, they also have to do it with a reasonable price tag and good gas mileage, too... from High Gear Media Network Feed - September 17, 2019 at 05:00AM

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Honda CR-V Cheap Insurance

Honda CR-V Cheap Insurance

Honda CR-V Cheap Insurance

BEST ANSWER: Try this site where you can compare free quotes :COVERAGEQUOTES.NET

SOURCES:

Honda CR-V Cheap Insurance

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To keep your insurance ensures an easy settlement a good driving record. Aims to offer options your older cars. Please than their predecessors. If The chart below highlights for specific advice. Bharti or low mileage drivers. Price for each car since 1995. The 2017 the vehicle and insurance dreams by providing the car insurance If you’re identify opportunities to improve. Set of prices uses so economy and emissions minimum $1,300 to $1,800 provide you a wide the costs of insurance in populated areas tend an insurance company that are presented without warranty the market developed and a top rating, it’s and collision, so drivers record, age, marital status, Rav4, two very similar the Rates for the built car with all CR-V as a crossover see exactly what it’ll the CR-V. If you have major violations or cut the cost of related to insurance. This luxury Italian, you’re choosing surprised to find that Hampshire, Ohio, and Utah, drive the Honda CRT is rated at 25 .

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Honda CR-V Cheap Insurance

[buycarsandtrucks56-blog]

10 Best Compact SUV In 2019 | best small suv 2019

Undoubtedly, compact SUVs provide a higher seating position that offers a vast view of the road. These compact SUV are incorporated with various power trains to suit your driving priorities, comfort, fuel economy and more. So, after hours of tremendous research, we have come up with the best compact SUV reviews along with their features, specs, images, prices and more. Compare Mazda CX-5, Honda CR-V, and Subaru Forester and choose the best deal as per your requirements plus budget. Check out these best cars for money.

1. 2019 HONDA CR-V

MSRP: $24,350 – $34,150

MPG: 26 City / 32 Hwy

Huge passenger space

Offers smooth ride

Great cargo hold

High fuel economy estimates

Find 2019 Honda CR-V!

2. 2019 MAZDA CX-5

MSRP: $24,350 – $36,890

MPG: 25 City / 31 Hwy

Precise steering

Upscale cabin

Athletic handling

High safety score

Find 2019 Mazda CX-5!

3. 2019 SUBARU FORESTER

MSRP: $24,295 – $34,295

MPG: 26 City / 33 Hwy

Standard all-wheel drive

Great fuel economy estimates

Composed ride and handling

High safety scores

Find 2019 Subaru Forester!

4. 2019 TOYOTA RAV4 HYBRID

MSRP: $27,700 – $35,700

MPG: 34 (2018) City / 30 (2018) Hwy

Quality interiors

Spry acceleration

Ultimate performance

Great cabin & cargo space

Impressive safety & tech features

Stable and reliable

Find 2019 Toyota RAV4 Hybrid!

5. 2019 TOYOTA RAV4

MSRP: $24,105 – $34,120

MPG: 21 City / 29 Hwy

Lithe handling

Roomy cargo area

Great handling

Powerful engine

Find 2019 Toyota RAV4!

6. 2019 FORD ESCAPE

MSRP: $25,650 – $35,050

MPG: 26 City / 35 Hwy

Great gas mileage

Smooth journey

Large cargo space

Plenty of standard driver assistance features

Find 2019 Ford Escape!

7. 2019 HYUNDAI TUCSON

MSRP: $23,200 – $32,950

MPG: 23 City / 30 Hwy

Quiet interior

Comfortable ride

User-friendly tech features

Decent predicted reliability rating

Find 2019 Hyundai Tucson!

8. 2020 KIA SPORTAGE

MSRP: $23,990 – $34,990

MPG: 23 (Est) City / 30 (Est) Hwy

Intuitive tech features

Great cabin

Smooth ride

Composed handling

Handsome interiors

Find 2020 Kia Sportage!

9. 2019 VOLKSWAGEN TIGUAN

MSRP: $24,295 – $38,895

MPG: 22 City / 29 Hwy

Huge cargo hold

Comfortable ride

Lengthy warranty

Find 2019 Volkswagen Tiguan!

10. 2019 CHEVROLET EQUINOX

MSRP: $23,800 – $35,700

MPG: 26 City / 32 Hwy

Decent fuel economy

Supportive& roomy seats

Easy infotainment system

Find 2019 Chevrolet Equinox!

SOURCE: 10 Best Compact SUV In 2019

[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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[enginerumors]

2019 Toyota RAV4 Hybrid Limited Colors

2019 Toyota RAV4 Hybrid Limited Colors

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2019 Toyota RAV4 Hybrid Release Date And Price

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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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