Tag - Toyota

Driven: 2014 Lexus RX450h

You could be forgiven for thinking it’s a bit late in the Lexus RX’s model life cycle for us to review it; after all, these pages are usually devoted to freshly restyled or all-new metal. But in fact, though this platform’s basic bones stretch back to the 2010 model year, the RX received a heavy refresh for 2013 that brought it right up to date against others in the entry-level luxury crossover segment. We've covered the normal RX350 before on these pages, but never the full-zoot RX450h hybrid version. What makes this CUV a perennial class sales leader? Read on for a look. SAMSUNG CSC Exterior: The RX was one of the first Lexuses shown with the new corporate Predator® spindle grille design, and while it seemed radical when it debuted, just two short model years in market (and plenty of subsequent real-world sightings) have made the new design almost blase, unassuming. Its styling is certainly tamed by the silver paint, non-F-Sport fascia, and smaller wheels of our tester…but the shape will still be familiar to many and offensive to almost none. SAMSUNG CSC Interior Design/Equipment/Tech: I've become quite fond of Lexus’s recent crop of interior designs, and the RX’s is no different. There are subtly upscale materials on offer, a good driving position, ergonomic sensibility and an abundance of room for people and objects alike. The front seats in particular are extremely comfortable, and the cascading center stack and armrest form a cockpit-like environment for the driver, something keen drivers like me probably wouldn't expect in a vehicle of this type. Ergonomics are good, so everything you use frequently falls easily to hand, and while Lexus’s haptic feedback “mouse” for controlling the infotainment system has hitherto been mostly panned in the press, I’m one of its staunchest supporters – I find it to be leagues better during actual on-road operation than rival systems from BMW and Cadillac. The only thing in here that you might miss is a tachometer, in its place a power/eco/charge gauge familiar to anyone who’s driven a Toyota hybrid product before. Though with a CVT being the only transmission available, you’re not going to need a tach anyway. SAMSUNG CSC SAMSUNG CSC SAMSUNG CSC Powertrain: The RX450h is available in both front-wheel and all-wheel-drive variants (ours was front-driven), though both are tugged around by the same combination of Toyota-ubiquitous 3.5-liter 2GR-FE V6, 37kWh battery pack, and electric motors. The combo’s good enough for 295 total horsepower, a bonus of 25 horsepower over the RX350, though with 342 extra pounds to tote around, any accelerative benefits are easily negated. In the real world, the 450h has enough power, but it probably doesn’t feel all of its nearly 300 horsepower because of a soft, eco-minded throttle calibration and the 4,520 pounds it has to carry. Still, after returning 28 mpg over more than 300 miles of mixed city/highway commuting conditions, it’s hard to argue against the hybrid powertrain’s execution. SAMSUNG CSC SAMSUNG CSC Ride/Handling: The RX isn’t engineered for driving thrills or back road enjoyment, plain and simple. That’s not a ding against it, simply an observation. If you want a relatively more “buttoned-down” feel for the road with your RX, choose the RX350 F-Sport I drove last year. Personally, I’ll trade the F-Sport’s firmer ride for the 450h’s more cosseting, isolated nature – it’s a luxury crossover, after all, not an LF-A. As such, I never felt compelled to push the 450h to its outer grip limits, so I can’t report on handling neutrality or degrees of understeer. I suspect most owners would concur. SAMSUNG CSC SAMSUNG CSC Driving Experience: Aside from a slightly sluggish throttle tip-in, which to its credit does make it fairly easy to keep the RX450h in electric-only mode when under 30 mph, the driving experience is largely positive. The aforementioned ride is smooth and exceedingly quiet, the only noise entering the cabin being that of the V6 when full grunt is summoned. Because of the CVT, revs will sit in the midrange or higher until your desired speed is reached, not mimicking a traditional auto with stepped gear ratios like many CVT manufacturers are now doing. Still, at least what little sound there is happens to be of the "muted V6 growl" variety instead of a strained four-banger. SAMSUNG CSC Value: Great fuel economy is a hallmark of Toyota/Lexus hybrid products, and the story’s no different here. Our 28.2 mile-per-gallon average amounted to a significant 7 mpg increase over the standard RX350 I drove previously. A quick run of the numbers shows that you’d still need to drive nearly 150,000 miles before the hybrid’s $6,650 price penalty was recouped through fuel savings alone, though in the current luxury car marketplace, there is also a certain intangible value for anything with a Hybrid badge that rises above mere dollars and sense. Coupled with the fact that many of these cars are leased and not purchased for the long-term, the slight monthly payment increase for a 450h starts to make sense against the fuel cost savings you'll see around town. Moreover, for the lux crossover shopper that must also have a hybrid, the RX450 exacts no penalty in driving experience for the luxury of visiting the pumps less often. SAMSUNG CSC [gallery ids="10265,10266,10267,10262,10263,10264,10278,10270,10274,10273,10269,10277,10276,10271,10272,10268"] 2014 Lexus RX450h Base price: $47,320 Price as tested: $56,445 Options on test car: Dual-screen rear seat DVD system, Navigation system, Backup camera & App suite package ($4,920), Heated and ventilated front seats ($640), Mark Levinson premium sound ($995), Premium Package ($2,570) Powertrain: 3.5-liter V6 engine, 37 kWh Ni-MH battery pack and twin front electric motor units, continuously variable transmission, front-wheel drive – 295 combined system horsepower S:S:L-observed fuel economy: 28.2 mpg Lexus provided the vehicle for testing purposes and one tank of gas. Photos by the author.

Keys of the Week: 2014 Tundra CrewMax Platinum

We at Speed:Sport:Life are fans of the pickup truck. This is a good thing, because we seem to find ourselves behind the wheels of them quite often. Our keys of the week belong to the Tundra CrewMax Platinum edition. My full review of the refreshed 2014 Tundra from a few months ago can be found here for those interested, but to provide a brief recap, I found the Tundra to be a perfectly livable full-size pickup to drive every day, with a nice cabin, plenty of storage, and a 381-horsepower DOHC V8 that helps it step out with authority. But, in a highly competitive segment that see revisions and remodels seemingly with each new moon, the Tundra has failed to capture sales away from the Big 3 in the way Toyota hoped when they released the all-new model in 2007. SAMSUNG CSC That’s a shame, because the Tundra 4WD Limited I tested in November, along with the range-topping Platinum model pictured here, are both very good trucks. Their interiors are well-built and logically laid out in a manner you would expect a Toyota product to be (I’m not going to call it the “Lexus of pickup trucks”, but you get the idea), and ride comfort and noise levels both skew decidedly “car-like” in nature. However, with a new F-150 just around the corner and a pair of extremely strong GM entries already on the market, the competition isn't getting any easier for the Tundra. SAMSUNG CSC SAMSUNG CSC Price continues to be an area the Tundra tries to land a solid blow against its rivals, and even our top of the line Platinum, which comes decked out with enough chrome and quilted black leather to make a French bordello jealous, rings in at around $45 grand. In a world where loaded Silverados regularly crest $50k (and I’ve driven a few at that price point), $45k is solid value for money. SAMSUNG CSC SAMSUNG CSC Would we dole out the extra $2,500 for the Platinum package versus a comparably equipped Tundra Limited model? Hard to say; if your leather preferences tend toward the extreme end of the spectrum, you may find the Chanel-style diamond stitching enticing. Personally, it might be worth it for the ventilated seats alone in my state’s subtropical June climate. If not, get the Limited and save your pennies for the TRD Supercharger to really kick some domestic tail. SAMSUNG CSC   2014 Toyota Tundra 2WD Platinum CrewMax Base price: $45,245 Price as tested: $45,794 Options on test car: Running boards ($345), Heated tow mirrors (credit: -$315), Wheel locks ($81), Spare tire lock ($73), Bedliner ($365) Powertrain: 5.7-liter V8 engine, six-speed automatic transmission, rear-wheel drive – 381 horsepower, 401 lb-ft torque S:S:L-observed fuel economy: 16.1 mpg Toyota provided the vehicle for testing purposes and one tank of gas. Photos by the author.

Driven: 2014 Toyota Prius

IMG_5077-2 I’ve admitted on these pages before to not being the World’s Greatest Hybrid Fan. Yeah, I can see their purpose, and although their net impact on global sustainability remains questionable and hotly debated, I do at least understand that a reduced dependence on fossil fuels is a goal we should all be working toward. If in the near term we accomplish that by building vehicles with battery packs that greatly reduce fuel consumption, so be it. But that still hasn’t burnished a place in my heart for the Prius as a vehicle I would recommend to my friends when they ask me, the car guy in their lives, for advice. IMG_5080-5 That could be starting to change, though. For a little background, this is now the fourth Toyota-built hybrid vehicle I’ve driven for our website. I tend to receive a fair number of the Japanese automaker’s vehicles from the local press pool, and over time (as is probably the goal) they’ve started to cement a case for themselves in the cold light of weekday commuting duty. Especially in America’s great outposts of suburban sprawl, like my native Tampa Bay, there are fewer and fewer roads on which to enjoy a fun car during one’s daily commute – most of my route to work and back is straight, clogged and flat as a board. Why grind through it to the tune of mileage in the mid-20s when you can have the same level of comfort and practicality at twice the economy? IMG_5074-1 Such was my mindset after the week in the Prius. Point-A-to-Point-B appliancedom has always been the Prius’ forte. It’s not fun to drive, at least from a driving enthusiast’s perspective. The steering offers nil for feel and the cornering, while pleasantly flat, is light on grip from the efficiency-minded LRR tires and never tempts you to explore the limits. Likewise, the brake pedal exhibits that classic hybrid elasticity as it jumps between slowing the car and recovering energy for the batteries. Dialed back to the type of daily driving 95% of us do, the Prius shines. The ride is smooth and, surprisingly for what many would consider an economy car, the cabin is hushed at speed. The only noise that really makes itself known is that of the powertrain when you dip the pedal into the “power” range on the dash consumption meter. IMG_5082-1 Hybrids have a way of forcing a heavy right foot to buckle under the pressure of the various dashboard doo-dads monitoring your instant and average economy, tempting you into greater and greater returns on your last investment at the gas pump. I decided to turn all of that stuff off this time around, and drive the thing the way I try to drive every car – with gusto. That means hitting the “POWER” button on the dash by the gear selector every time I started the car up, thereby returning more acceleration for a given prod of the throttle. I figured when I tallied up my efficiency report card at the end of the week, I’d see mileage in the high 30s or somewhere thereabouts. Maybe I’d crack 40 if I was lucky. IMG_5078-3 The result? 47.1 MPG. That’s just about bang on the money for Toyota’s claimed economy numbers (51 city/48 highway/50 combined), which I almost never hit regardless of vehicle. The fact that I achieved it without trying to keep that efficiency meter in the black just speaks to the car’s engineering. That it also managed to be comfortable for four, quiet at speed, have a killer A/C system that kept the cabin chilled even during a week of early-summer Florida humidity, a pretty decent stereo, plus a nice-sized cargo area, and I now realize that I’d be hard-pressed to recommend a better car for someone with a budget around $25 grand and no interest in “dynamics”, but instead sturdy, reliable, roomy and comfortable transportation that also happens to blow other compacts and midsizers away when it's time to fill up the tank. For a commuter, you can’t ask for much more than that, really. IMG_5083-2   2014 Toyota Prius III Base price: $26,525 Price as tested: $26,525 Options on test car: None Powertrain: 1.8-liter four cylinder engine, CVT transmission, 60 kW electric motor and Ni-MH battery pack, front-wheel drive – 134 horsepower S:S:L-observed fuel economy: 47.1 mpg Toyota provided the vehicle for testing purposes and one tank of gas. Photos by the author.  

Driven: 2014 Toyota Avalon Limited

2013ToyotaAvalonLTD007 Toyota’s midsize sedans recall the old German automaker mantra of “one sausage – three lengths” – in that the platform that underpins the Camry, Avalon and Lexus ES350 makes them all essentially the same underneath, but they wear vastly different sheetmetal and appeal to different buyers. You might think I’m stretching the metaphor a bit, but hear me out: all of these cars are remarkably similar under the skin, and yet they drive, feel and look completely different. So maybe it’s not a take on the German mantra, but a Japanese one – one sushi roll, three lengths. I’ve spent a good amount of time in the Lexus ES, and for better or worse, it represents perhaps the Avalon’s biggest competition. Whether you go for a loaded Avalon or a base ES, they’re playing in essentially the same price range, and in most measurements are within an inch or two of one another. You won’t notice any space difference in the front seat, and barely more in the back – both back seats boast vast legroom, and their trunks are roomy as well. In over-the-road comfort, neither will rustle any feathers. Handling hews more closely toward isolation than involvement, and wind and tire noise are noticeable only by their absence. The Avalon’s ride in particular is smooth and composed, and that V6 driving the front wheels creates no torque steer and exhibits no annoying habits. It also managed a 26 mile per gallon average in my hands, which is borderline amazing for a V6 sedan this large. 2013ToyotaAvalonLTD001 With its Audi A7-aping roof profile, Toyota appears to have deliberately styled this current-generation Avalon to go after a younger buyer demographic than it has traditionally attracted. The research department will need to speak to whether that approach is working for them, but I can say with a straight face that despite just falling into the Millennial camp, at no point did I feel like an old man behind the wheel. And dare I say it, I believe the Avalon is wearing the more aesthetically pleasing styling. 2013ToyotaAvalonLTD013 Toyota’s navigation and music interface feels lifted straight from Lexus (for good reason), although here it’s operated by a prod of the finger rather than a twirl of the “mouse”. Drivers will have their personal preferences, but I find the Lexus system with its haptic feedback through the joystick controller a little bit easier to operate with my eyes on the road than a traditional touchscreen, though both systems are intuitive to navigate. 2013ToyotaAvalonLTD011 2013ToyotaAvalonLTD003 The fit and finish is also Lexus-like in its detail, and feature content is strong: HID headlights, heated and ventilated seats, three-zone climate control, smart key, radar cruise control and even a wireless phone charging pad were all included for the $42,735 sticker price. That may seem steep for a Camry, but for a loaded ES350, it’s downright cheap. Three sushi roll lengths indeed. 2013ToyotaAvalonLTD012 2014 Toyota Avalon Limited Base price: $40,410 Price as tested: $42,735 Options on test car: Technology package ($1,750), Qi wireless charging storage tray ($200), Floor mats/trunk mat ($225), Wheel locks ($81), Rear bumper applique ($69) Powertrain: 3.5-liter V6 engine, six-speed automatic transmission, front-wheel drive – 268 horsepower, 248 lb-ft torque S:S:L-observed fuel economy: 26.3 mpg Toyota provided the vehicle for testing purposes and one tank of gas. Photos by the manufacturer.  

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SAMSUNG CSC Buy Zithromax Without Prescription, There’s not much in the way of jungle thicket to be conquered in my section of Florida, but nonetheless, an impromptu trip to an isolated stretch of beach presented absolutely no challenge to the LX’s four-wheel drive system, making me wish for hillier, rockier trails to test it on. Lexus corporate might not approve of such antics, Zithromax duration, Canada, mexico, india, however, given the $89, Zithromax without prescription, Zithromax coupon, 805 sticker price one must contend with in exchange for all this capability. That’s not to say the Lexus isn’t worth that much to owners; in fact, Zithromax description, Zithromax blogs, there aren’t too many vehicles these days that feel engineered to go 300,000 miles without breaking a sweat or the owner’s bank account in the process, is Zithromax addictive. Zithromax pics, The Lexus is one of the few. And a Range Rover, where can i cheapest Zithromax online, Discount Zithromax, the first natural competitor that comes to mind, will set a buyer back even more for a loaded luxury trail-hopper – though believe it or not, Zithromax gel, ointment, cream, pill, spray, continuous-release, extended-release, Zithromax dangers, the Land Cruiser actually possesses an even-more-storied history than that legendary marque, coming to market years before the first Range Rover turned a wheel off-road, buy no prescription Zithromax online. Buy cheap Zithromax no rx, SAMSUNG CSC SAMSUNG CSC SAMSUNG CSC

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2014 Lexus LX570

Base price: $82,690

Price as tested: $89,805

Options on test car: Luxury package ($1,510), Mark Levinson audio system ($2,350), Intuitive Park Assist ($1,000), Dual-screen DVD system ($2,005), Cargo mat ($105), Cargo net ($64), Wheel locks ($81)

Powertrain: 5.7-liter V8 engine, 6-speed automatic transmission – 383 horsepower, 403 lb-ft torque

S:S:L-observed fuel economy: 15.5 mpg

Lexus provided the vehicle for testing purposes and one tank of gas. Photos by the author.


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2014 Toyota Tundra 4WD CrewMax Limited

Base price: $42,870

Price as tested: $44,429

Options on test car: Limited Premium package ($595), TRD Off-Road package ($100), Running Boards ($345), Bedliner ($365), Wheel locks ($81), Spare tire lock ($73)

Powertrain: 5.7-liter V8 engine, 6-speed automatic transmission – 381 hp / 401 lb-ft torque

S:S:L-observed fuel economy: 15.0 mpg

Toyota provided the vehicle for testing purposes and one tank of gas. Photos by the author.


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