2011 Toyota Venza

Specifications prices Modifications and Image 2011 Toyota Venza
It's a wagon. It's a crossover. It has cartoony 19-inch dubs, yet has a ride your grandmother would like and a name she'd confuse with a drug she saw advertised during Jeopardy! The 2011 Toyota Venza is a strange creation, one rife with contradictions and difficult to properly define. There is one thing we're sure of, though; it makes a great family vehicle.
The Venza has the basic body dimensions and interior space of a midsize crossover SUV -- think Ford Edge or Nissan Murano -- but with one significant exception: The Venza is nearly 4 inches shorter in height than its rivals, and technically this puts it in the same camp as a wagon, not a crossover. Its wagon-style dimensions also make the Venza feel more like a car from behind the wheel compared to Toyota crossovers like the Highlander and RAV4, although we certainly wouldn't call it athletic. Instead, like other Toyotas, the Venza puts an emphasis on comfort and ease of driving.
The Venza's strange body style isn't the only thing that stands out, however. Unlike with most midsize crossovers, the Venza features a four-cylinder base engine. This provides sufficient power, but given that the bigger V6 achieves similar fuel economy, it would be foolhardy to not at least consider shelling out a few more bucks for the big engine. This is one of the best -- and possibly the top -- V6s in the crossover class. If that weren't incentive enough, going with the V6 gets you even bigger, 20-inch wheels.
In the front cabin, the Venza is filled with a variety of innovative storage solutions. By placing the shift lever up high on the center console, space opens up for several storage bins. You don't get the same sort of versatility in back as you would in the more utilitarian RAV4, though. The Venza's rear seat doesn't slide, it's not split three ways and there's no option for a third row. The backseat does recline, but that's common among its competitors.
That might be nitpicking, as would complaining that interior-materials quality doesn't quite live up to the standards of the class best. Certainly, the 2011 Toyota Venza is a strong contender whether you're in the market for a wagon like the Subaru Outback or a midsize crossover like the Edge, Murano and Chevy Equinox. The Venza is also a more likable and stylish choice than the similarly conceived Honda Accord Crosstour. When a vehicle is such an indefinable oddity, it's bound to draw comparisons to such a diverse range of vehicles, but against them all, the Toyota Venza stands tall on its big wheels.

 INTERIOR

The Venza's two rows of seats can be finished in cloth or leather. The 60/40-split rear bench seat features reclining backrests, and the sections can be folded using levers in the cargo area. Interior features include:

• Standard dual-zone automatic air conditioning
• Standard six-CD changer
• Standard cruise control
• Standard tilt/telescoping multifunction steering wheel
• Optional navigation system
• Optional backseat entertainment system

 

EXTERIOR

Despite its practical hatchback body style, the Venza manages to look rather stylish in person. Credit the car's proportions and interesting rear styling, which features swoopy taillights. The front of the Venza is defined by a large grille that could easily be at home on an SUV. Exterior features include:

• 19-inch wheels standard
• 20-inch wheels optional
• Optional two-piece glass roof
• Optional power liftgate

 

 ENGINE

The 2011 Toyota Venza gets the electronic brake override but is otherwise a mechanical rerun of the 2010 Venza.

About 50 percent of Venzas are ordered with the four-cylinder engine, a 2.7-liter that continues rated at 182 horsepower and 182 pound-feet of torque (consider torque the secret sauce of acceleration and horsepower the prime ingredient in momentum). Availability of a four-cylinder engine in a midsize crossover is a relatively recent development, though it’s becoming a trend as automakers seek to maximize fuel economy. The leading edge of the trend is turbocharged four-cylinder engines of around 2.0-liters. They provide the gas mileage of a four-cylinder with the power of a small V-6 – though at an initial purchase price equivalent to that of a V-6. Venza’s four-cylinder relies on a relatively large displacement to furnish power and torque in the upper range for non-turbo engines its size. 
The 2011 Toyota Venza’s available V-6 is a 3.5-liter again rated at 268 horsepower and 248 pound-feet of torque; both are fine numbers for engines this size.
Both Venza engines again mate with one transmission, a fully contemporary six-speed automatic. The gear lever sprouts from the dashboard just right of the steering wheel and can be moved within a separate gate for manual-type shifting. That gives the driver additional control to, for example, harness engine braking in hilly terrain or sharpen throttle response in urban freeway traffic.
Venzas with either engine are available with front-wheel or extra-cost all-wheel-drive (AWD). Venza isn’t intended for off-roading, so the AWD’s main role is to automatically redistribute power front-to-rear to maintain traction on slippery road surfaces. An antiskid system, also known as stability control, is standard and is designed to prevent sideways slides. An optional towing package allows Venza to trailer up to 3,500 pounds, same as most light-duty SUVs.
Venza is by no means a small or lightweight wagon, but the four-cylinder is surprisingly game, furnishing good go around town and adequate punch for hills and highways. The V-6 provides fine all-around performance and is in fact sufficiently muscular that you’ll find AWD a useful antidote to the torque-steer veering that afflicts powerful front-drive vehicles during rapid acceleration from low speeds.
Venzas with the four-cylinder engine come with 19-inch alloy wheels and those with the V-6 have 20s; this was the first Toyota of any sort with wheels that large. In either form, the 2011 Venza corners with reasonable poise. Its steering can feel annoyingly slow, numb, and unnatural in turns, though, oddly, these negatives seem to affect V-6 models more than four-cylinder versions. Sadly, the big wheels and tires that help give Venza its street cred detract from the ride quality, no matter the engine. Nasty bumps thump, sharp tar strips jar, and road noise infiltrates the cabin.
As for Venza’s connection to the sudden-acceleration controversy, model-year 2009 and 2010 Venzas were among Toyotas recalled for a replacement driver-side floormat that wouldn’t interfere with the gas pedal. Venza was not among Toyotas sited for a sticking gas pedal. The automaker did, however, include 2009-2010 Venzas among its first cars recalled to retrofit an electronic system that enables brake-pedal application to override the accelerator.
All model-year 2011 Venzas have the brake-override system and it’s bundled with several other features as part of a marketing effort Toyota calls the Star Safety System. Star Safety  also includes the antiskid system as well as traction control for better grip off the line, antilock brakes for more secure stops, and brake assist that automatically applies full stopping power in emergencies even if the driver fails to apply full bake-pedal pressure.

 SAFETY
Every 2011 Toyota Venza comes standard with four-wheel antilock disc brakes, stability and traction control, front-seat side airbags, side curtain airbags, a driver knee airbag and front-seat active head restraints. In Edmunds brake testing, the Venza came to a stop from 60 mph in 122 feet regardless of engine.
The Venza has not been rated using the government's new, more strenuous 2011 crash-testing procedures. Its 2010 rating (which isn't comparable to 2011 ratings) was a perfect five stars in all frontal- and side-impact tests. The Insurance Institute for Highway Safety gave the Venza its highest rating of "Good" in the frontal-offset, side and roof strength tests.
reference:www.edmunds.com,iguida.com,www.cars.com

2011 Toyota Sienna

Specifications prices Modifications and Image  2011 Toyota Sienna
Despite the popularity of crossover SUVs, the minivan remains the king of family vehicles. Let's face it: The minivan's boxy shape is the best for maximizing passenger and cargo space within a given footprint, and its dual sliding rear doors make entry and exit super-easy. And to spark more interest in this function-over-form segment, there's the redesigned 2011 Toyota Sienna.

The newest Sienna is virtually the same size as the outgoing version, and as before it can seat seven or eight passengers and has available all-wheel drive -- a Sienna exclusive. But there are a number of significant changes for 2011. Among them are the debut of a four-cylinder engine, a new six-speed automatic transmission, available recliner-style seating for the second row and a new split-screen video monitor for the rear seat entertainment system.

Those on a tighter budget who are also looking for max fuel economy may want to consider the new four-cylinder base and LE trims. On the other side of the spectrum is the new Sienna SE, which comes with a sport-tuned suspension as well as styling tweaks that include lower skirting and a larger lower grille. What hasn't changed much is the Sienna's basic and likable character, which means a smooth, quiet ride, easy handling, comfortable seating and plenty of family-friendly features. And based on its strong record, we assume the Sienna will likely provide many miles of low-maintenance and trouble-free transportation.

Still, the Sienna has its age-old rival, the Honda Odyssey, vying for minivan supremacy. Previously, the Honda had the advantage in driving enjoyment with its superior steering feel and relatively agile handling, making it the choice for driving enthusiasts in need of practical family wheels. Now, however, Toyota offers the Sienna SE to appeal to that same consumer. The Sienna also has a quieter ride and continues to offer the option of all-wheel drive. The latter is an exclusive option for the 2011 Toyota Sienna, and gives it added appeal to those who live in inclement climates.

Another consideration is the value-packed Kia Sedona, which may not offer quite the same refinement in the cabin, but boasts solid performance and plenty of features for quite a bit less than the two stalwarts. Though the Chrysler-derived minivans (Grand Caravan, Town & Country and VW Routan) offer attractive styling and features, their build-quality problems and an antiquated base engine prevent us from recommending them. This sets the minivan market as a three-horse race. The Toyota is certainly the newest and has a lot going for it, but you'll also want to check out the Honda and Kia to determine which minivan best suits your needs.

INTERIOR
It also includes premium leather seating surfaces (power-adjustable and heated in front, with driver's memory), woodgrain and leather-wrapped steering wheel (tilt/telescopic with audio controls), and a dual-panel moonroof, bathing the spacious interior in abundant natural light.
A sliding centre console with storage and multiple cupholders can be shared between front and second-row passengers. And also at the XLE level are the aforementioned second-row reclining captains chairs, with pull-out footrests.
These loungers set the stage for my seven-year-old son and I to sit parked in our driveway watching Spiderman 3 on the 16.4-inch widescreen.
 This DVD entertainment package, available in Limited trim, came with a couple of wireless headphones and jacks for conventional headphones in the third row, but the sound from the premium 10-speaker JBL audio system was so good, we chose not to use them.
With this system, you can even hook up an external DVD and watch two separate movies in split screen mode. Great for keeping two kids entertained on your next road trip.
When you're not doing home theatre, the second-row seats can also be removed to maximize cargo space. Drop the 60/40 third-row seats flat into the floor, and you now have roughly four feet by eight feet of space and 4.25 cubic metres of capacity.
Still, there's plenty of cargo room even with all the seats in place. With the reclineable third row up, there's a deep well in back and enough space for five golf bags or four large suitcases.
In addition to the features above, the XLE trim level includes backup camera, clearance and back-up sensor, rear window sunshades, USB port with iPod connectivity, Bluetooth, dual power-sliding doors, power rear door and more.

EXTERIOR
With obvious similarities to the FT-MV concept shown at the 2007 Tokyo auto show — the acronym stood, perhaps more obviously, for "Future Toyota Minivan" — the Sienna looks handsome. We've had a little more than a year to absorb the Camry-based Venza's left-field face. The Sienna's face has the same elements, but there's more canvas to paint them on, so they don't seem quite so overbearing. Short front overhangs, a tasteful rear spoiler — included standard — and wraparound taillights complete the look. As minivans go, it's handsome.

Taller and wider than its predecessor — but not nearly as long — the Sienna measures a couple inches shy of the Honda Odyssey and Chrysler's minivan twins, the Dodge Grand Caravan and Chrysler Town & Country. The Sienna's 36.9-foot turning circle nearly ties Honda (36.7 feet) and beats Chrysler vans' 39.1-foot circles.

Base, LE and XLE models carry 17-inch alloy wheels. XLE and all-wheel-drive models have 18-inchers; the SE comes with 19s, among a number of other changes.

ENGINE
On most trims, Toyota's 3.5-liter V-6, a staple from last year's Sienna and a number of other models, is back in the saddle. Alas, it works through an oafish six-speed automatic that prefers to reach 5th or 6th gear as soon as possible and, when called upon to downshift, hunts indecisively for the right gear. The outgoing Sienna's five-speed automatic felt far more responsive. However, Toyota's V-6 is a workhorse, and once the transmission fetches the right gear, it delivers confident thrust and a throaty, satisfying exhaust note. (Yes, even minivans can have cool exhaust notes.) All told, the Sienna's V-6 feels beefier than the Odyssey's V-6, and perhaps even a tick gutsier than the Grand Caravan's 4.0-liter V-6.

I did not sample a Sienna with all-wheel drive. It adds 205 pounds, which shouldn't sap too much of the V-6's gusto. Toyota's 2.7-liter four-cylinder, of recent Venza and Highlander vintage, comes standard on front-wheel-drive base and LE models. It's matched to a six-speed auto. At the L.A. Auto Show, where the Sienna was introduced, I puzzled over the wisdom of offering a four-cylinder on a large minivan. Color me convinced. Pushed hard, the four-cylinder emits a coarse roar compared with the V-6's refined growl, but it's capable enough, moving the Sienna smartly around town.

The drivetrain doesn't run out of steam until the highway, where 60-70 mph passing feels a bit lethargic, and the transmission gets stage fright trying to pick the right gear. Of course, I drove the four-cylinder with only one other person in the car — the Sienna's chief engineer, Kazuo Mori — and it's possible that a full load of passengers could prove to be too much. If you're shopping the four-cylinder, rope a few family members to come along and see how it does.

SAFETY
Antilock disc brakes, stability control, traction control, a windshield de-icer and a full complement of airbags (including driver knee, front-seat side and full-length side curtain) are standard on all 2011 Toyota Sienna models. The LE adds a rearview camera (with the monitor integrated into the rearview mirror).

The Limited also comes with front and rear park assist; it's optional on the XLE. If you opt for the navigation system, you'll also get a wider-range (180-degree) rearview camera that uses the large screen of the nav system as the monitor. At the test track, a Sienna Limited stopped from 60 mph in 127 feet -- about average for the minivan segment -- with a solid, confident brake pedal feel.

In the government's new, more strenuous crash testing for 2011, the Sienna earned an overall rating of four stars out of a possible five, with three stars for overall frontal crash protection and five stars for overall side crash protection. In tests by the Insurance Institute for Highway Safety, the Sienna earned a top score of "Good" for its performance in frontal-offset, side-impact and roof-strength impacts.
reference:www.carguidecanada.ca,www.cars.com,www.edmunds.com

2011 Toyota Sequoia

Specifications prices Modifications and Image 2011 Toyota Sequoia
The 2011 Toyota Sequoia marks the 10th year of production for this perennial overachiever. Ever since its last redesign three years ago, the Sequoia's generous helpings of torque, interior volume and civilized road manners have kept it a top choice among full-size SUVs.

Thanks to its available 5.7-liter V8, the 2011 Sequoia is one of the quickest SUVs in its class. In our testing, a Sequoia Limited 4WD hustled its nearly 6,000-pound frame to 60 mph in 6.7 seconds. There's plenty of towing capacity, too, with up to 7,400 pounds available when properly equipped. Its 4.6-liter base V8, introduced last year and standard on the SR5, is no slouch either, with its 310 horsepower and 327 pound-feet of torque.

The Sequoia's chassis balances a comfortable highway ride with adequate off-road agility. An independent rear suspension, a relatively tight 39-foot turning circle and 10 inches of ground clearance make the Sequoia at home on trails, in the Costco parking lot and on the urban expressway. A rear air suspension is also available on the Platinum model.

Growing families will also appreciate the Sequoia's versatile second-row seats, available as either a 40/20/40-split bench or captain's chairs. These seats feature plenty of fore-aft adjustment, optimizing legroom or cargo room as needs dictate. Unlike GM's full-size SUVs, the Sequoia's independent rear suspension allows the roomy 60/40-split third-row seat to fold flat. Stowing the second- and third-row seats opens up a cavernous 121 cubic feet of cargo space for more serious hauling, facilitated by a power liftgate that is now standard on the Limited.

If you're not in need of the Sequoia's massive towing and hauling abilities, however, a large crossover SUV like the GMC Acadia (or its Buick Enclave/Chevy Traverse relatives), Ford Flex or Mazda CX-9 would be a better choice. These crossovers offer competitive passenger and cargo space with lower price tags, better handling and superior fuel economy. The 2011 Infiniti QX56 is a very appealing new entry among Herculean full-size SUVs, yet the 2011 Toyota Sequoia still is among the best in its class.

INTERIOR
The Toyota Sequoia cabin is built for passenger comfort, with generous legroom and headroom. Seating is designed for long days of driving, with a comfortable, broad driver's seat with power lumbar support. The seats have soft, wide bolsters…easy to climb over getting in and out, and the kind of adjustability that allows a driver to shift around during long drives. The SR5's cloth and Platinum's perforated leather each offer three colors, the Limited's leather two.

The Sequoia revels in bigness. The interior is conspicuously wide and offers ample legroom and shoulder room. The dash is simple and focused, with two central gauges, speedometer and tachometer, flanked by fuel, temperature and voltage gauges. Bright rings accent the instrumentation.

A very large rectangular shifter dominates the metallic center strip area, and behind it is a wide central console designed to hold 12 CDs or four DVD cases. The four-spoke steering wheel contains controls for AC, Bluetooth-capable phones and audio functions (varies by grader). The steering column tilts and telescopes; electrically and memory-linked on Platinum.

Switches and dials are used to control windows and the HVAC system. The HVAC system is designed to define and maintain three different climate zones, two in the front, and one in the back. We think Toyota does a good job when it comes to switch feel and operational consistency of dials and other touch points.

Two overhead compartments are suitable for sunglasses, and the control strip has sunroof controls. An electrochromic rear view mirror is standard except on SR5, and the mirror contains built-in garage door opener buttons operating on three different frequencies. IF you choose a backup camera without navigation the image is displayed in the mirror.

The sun visors are huge, and they slide on their hangers, providing effective shade for driver and passenger all day long. On the A-pillar are hefty grab handles, with grips big enough to support body weight as you swing into the seat.

The interior is notable for thoughtful features that increase utility, such as a compass, map light, automatic up-and-down jam protection for front power windows, and back door power window. There are eight cup holders, eight bottle holders, console surfaces, everything you would want for eating in the Sequoia while putting away the miles. And then, there's lots of door pocket space for trash.

Second-row seating carries two or three people; it's roomy but not as stretch-out as some other large utilities. The split bench arrangement reclines and slides fore-n-aft, and arguably makes the most sense for a truck like this. Either way, access to the third row is good enough for anyone that fits back there, and that includes adults.

The Sequoia is especially designed to make the third-row passenger seats more comfortable, and more useful, more like real seating for adults. To that end, the third-row seats have almost as much leg room as the second-row seats but lose three inches of headroom. For comparison a 1.4-inch-longer Ford Expedition offers at least two inches more legroom and more headroom in the back two rows. However, for those who often make use of the third row, the Sequoia's standard interior layout is better than many SUVs we've seen, in which the third-row seats constitute emergency seating for smaller people only. Those who do not need eight-passenger capacity can configure the Sequoia with captain's chairs in the second row, which shifts the priority to second-row passenger comfort.

The Sequoia is one of the very few SUVs with a retractable rear hatch window. It also has a closed, removable ashtray that is dish-washable, and a cigarette lighter up front.

Last but not least, the Sequoia has ample cargo room behind the third row, and even more if you fold it down. It offers 120 cubic feet behind the front seats, 67 behind the second row, and 19 behind the third row. The Expedition has roughly the same behind the third row but less otherwise; if you need considerably more you'll be checking into Expedition EL and the Chevy Suburban. When Sequoia's third row is folded flat, large baggage or cargo can be loaded without removing the seat. It is a well-organized cargo area, even having tow hooks that can hang grocery bags. The seat folds flat manually in SR5's, and upgrades to a power folding feature in Limited and Platinum models.

EXTERIOR
The Toyota Sequoia is long and wide, with a long wheelbase, and is designed to look tall and oversized, so as to project strength from a distance. It's every inch a full-size SUV. The Sequoia shares design features with the Tundra pickup from the front bumper to the B-pillar, along with numerous drive train components.

The low windshield angle accentuates bulk below the hood line, and large high-mounted headlamps add an alert look to a cabin-forward design. Exterior mirrors are large, because they have to be for towing, but careful smoothing has reduced wind noise, as does the use of partially hidden wipers that likewise must be very large to sweep the windshield. The design has a drag coefficient (Cd) of 0.36, respectable for a full-size truck, but remember that aerodynamic resistance is Cd times frontal area, so keeping highway speeds moderate will pay off in less fuel consumption for this big box.

From the side, large, strong-looking door handles are apparent, the kind you'd appreciate if you wear gloves. All the roof pillars are big as well, and the flare in the bodywork to cover the rear tires makes the area between the wheels look smaller than it is. The rear doors open wide, for easy child seat and passenger access. Parking sensors and a pair of rear camera display choices enable easier parking and the ability to avoid people or toys lurking in the driveway.

The receiver hitch is well incorporated in the rear bumper, and the bumper has decent low-slip top for loading the roof rack. To avoid damage from shop[ping carts or narrow tree-lined forest trails the taillights are up high and the rear reflectors are inset in the bumper where they get dirty quickly.

ENGINE
The large V8 engine provides 381 horsepower and 401 pound-feet of torque. This engine, which is ULEV-II compliant, uses four valves per cylinder and Dual Variable Valve Timing. The exhaust system, constructed of stainless steel, uses a valve in the main muffler to alter exhaust flow, reduce exhaust noise and improve performance.

As a result, the Sequoia has a gross combined weight rating of 17,280 lbs. In addition to the available 5.7-liter V8 engine, the 4.7-liter iForce V8 has been replaced with a more powerful 4.6-liter iForce V8 to come standard.

An electronically controlled five-speed automatic ECT (Electronically Controlled Transmission) is mated to the standard 4.6-liter V8, while a new six-speed ECT automatic is part of the powertrain package when the available with the 5.7-liter V8.

The truck's new platform features independent suspension at both front and rear, improving ride comfort and handling.

Sequoia is equipped with Toyota's STAR Safety System, which includes VSC (Vehicle Stability Control), and TRAC (Traction Control) (2WD models) or A-TRAC (Active-Traction Control) (4WD models), ABS (antilock braking) with EBD (electronic brake force distribution) and Brake Assist.

SAFETY
Standard safety equipment for all 2011 Toyota Sequoias includes antilock disc brakes, stability control, front-seat side airbags, front knee airbags and three-row side curtain airbags. Front and rear parking sensors are standard on the Sequoia Platinum and Limited, as is a back-up camera (optional on the SR5).

Driving Impressions

For a large SUV, the 2011 Toyota Sequoia's pleasant driving experience will likely win you over. The 5.7-liter V8's abundance of low-end torque makes passing maneuvers effortless, and the six-speed automatic is always on point with gear selection, even when towing. Even the 4.6-liter V8 pulls hard, particularly if you won't be maxing out your SUV's payload and towing capacities on a regular basis.

Ride comfort ranges from smooth and composed in an SR5 to downright plush in a Sequoia Platinum with the adaptive dampers. Around corners, the suspension does a fine job of managing 3 tons of SUV, though the numb steering adds to the overall sense of heft.
reference:www.edmunds.com,autos.aol.com,www.leftlanenews.com

2011 Toyota RAV4

Specifications prices Modifications and Image 2011 Toyota RAV4
With so many compact crossover SUVs on the market today, it's hard to remember which brand created the idea of a small, car-based SUV. Yet it was Toyota with its then-diminutive Celica-based RAV4 that created the segment some 15 years ago, beating the rival Honda CR-V to the punch.

Of course, using the words "small" or "compact" is a bit of a stretch today, as the 2011 Toyota RAV4 is closer to a midsize crossover in terms of exterior dimensions. But Toyota has found a way to offer all that space (with seating for up to seven) while still providing impressive fuel efficiency. Indeed, today's bigger RAV4 powered by its available 269-horsepower V6 actually surpasses the fuel-economy rating of the original RAV4 with its 120-hp four-cylinder -- it delivers 1 mpg more in EPA-rated combined driving.

One of the RAV4's strengths is its ability to effortlessly make the transition from an accommodating family runabout to a pack mule. There are useful storage spaces throughout the interior and the rear seats flip down to create a cargo hold more capacious than even the midsize Ford Edge. Passenger space is also pretty good, with an optional third-row seat capable of accommodating a pair of kids. Add in the aforementioned powerful yet thrifty V6 and you can see why the RAV4 has been a favorite of Edmunds over the past few years.

That said, the RAV4 is one of the older designs in the compact crossover segment. The Chevy Equinox has a more upscale look and feel as well as a roomier backseat, while the Honda CR-V is a bit nicer inside the cabin and more responsive to driver commands as well. The Kia Sorento is also more engaging when you're behind the wheel, while the Subaru Forester is notable for its available turbocharged punch. Still, the veteran 2011 Toyota RAV4 is so well rounded that you'd be remiss if you didn't have it on your test-drive list.

INTERIOR
The biggest issue with the interior is that it looks and feels like it hasn't been updated in about 10 years. It's worth mentioning for two reasons: One, you'll likely spend more time looking at the interior than anything else, and two, if you're cross-shopping the RAV4 with other compact SUVs, most competitors' interiors are newer (or at least look newer).

It's not that the interior is a bad design, the problem is just its age. The big standouts are the three dials that control the climate system, which are easy to understand but look outdated — not to mention they feel really cheap when you turn them. That same sense carries over to the navigation system buttons, the steering-wheel audio controls and so on. Other competitors do a much better job at this sort of thing. (To get a sense of how the RAV4 stacks up against its competitors, check out the results of our $29,000 SUV Shootout.)

Toyota's optional navigation system is not as good as the best systems out there. It's slower to react than any system I've used. If I drove past the exit I was directed to take, it took a long time for the system to realize I wasn't where it thought I should be. Also, at one point the system told me to get off Interstate 94 … then get back onto Interstate 94. At no point did it indicate it had recalculated my route for any reason; it just seemed to hiccup. Combined with the slowness, that means it's just too easy to go astray with this system.

On top of that, the navigation touch-screen didn't respond well to my touch; I had to almost smash the screen to get the system to acknowledge me. That's one of those things that makes you wonder at times if the system is working or, more to the point, if it's worth the money you shelled out for it.

Finally, I can say without hesitation that the RAV4 has the worst-sounding audio system of any car I've tested. There was no amount of fiddling I could do to make it sound anything like it should have. Our test model also didn't have a USB input for MP3 players — another feature that's becoming common among competitors.

Those shortcomings are a real shame, because they drag down an interior that's ergonomically very good. Everything is laid out logically, the controls are where you expect them to be and — most important — they actually work the way you expect them to work. That's great for cutting down on distractions.

EXTERIOR
It's that lack of distraction that helps make the RAV4 such a solid performer on long trips. Case in point: After finishing a triathlon and settling in for what I expected to be an hour-long stint of driving, I stopped for the first time three hours later, and only then because I needed to get gas. The RAV4 is just that comfortable.

A big part of that is the RAV4's ride. It does a nice job of absorbing bumps and potholes, without making a ton of noise while doing so. Despite the degree of isolation from the road that creates, you're not left with a floating sensation; you feel connected to the road, and that helps you feel secure when, say, accelerating on a highway on-ramp. Some competing crossovers have a much firmer ride, transmitting every road imperfection into the cabin with a jolt and a bang. (One caveat: I tested a RAV4 Sport. Other Cars.com editors have tested different versions of the SUV and say the Sport rides better than other trims, so pay attention to which model you take on your test drive.)

Visibility is excellent in the RAV4, and that's another area where it has an edge over the competition. More cars are switching to a laid-back windshield, so the pillars that support the glass originate farther forward from the hood, limiting visibility. The RAV4 has thin pillars that stand more upright, so it's easy to see what's going on around you. The same thing holds true for side and rear visibility.

When you combine the RAV4's comfort and visibility with things like climate controls that don't make you think about how to make the cabin colder or warmer, you have a car that's not tiring to drive.

ENGINE
It has an impressive powertrain lineup, along with all the other makings for a good performance package—at least compared to other tall crossover wagons and SUVs. A 179-horsepower, 2.5-liter four-cylinder engine was introduced last year, while a 269-hp, 3.5-liter V-6 remains optional; as such, it's the most powerful vehicle in its class. There's no manual gearbox to be had; V-6 RAV4 models have a five-speed automatic, while four-cylinder models make do just fine with a four-speed auto. In either case, the RAV4 is offered with either front- or four-wheel drive. The four-cylinder base engine has enough power to keep most drivers happy; it's smooth and responsive, with enough for all but the heaviest loads or toughest mountain grades. The larger engine gives the RAV4 the ability to sprint with hot-rod-like authority or pull off astonishingly quick passes. All the while, the RAV4 handles surprisingly well for such a tall, soft-riding vehicle. The optional AWD system uses electronic control to send power rearward when slippage in front is detected, and offers a true 50/50 fixed power split with a 4WD Lock mode.

SAFETY
Antilock disc brakes, stability control, traction control, whiplash-reducing front headrests, front-seat side airbags and full-length side curtain airbags are standard on every 2011 Toyota RAV4. Vehicles equipped with the V6 and/or the optional third-row seats also come with hill-start assist and hill-descent control.

In crash tests conducted by the National Highway Traffic Safety Administration, the RAV4 earns a final rating of three stars, with three stars for overall front crash protection and four stars for overall side-impact protection. The RAV4 also performs well in Insurance Institute for Highway Safety tests, earning the top rating of "Good" in both the frontal-offset and side-impact crash tests. It achieves the second-best rating of "Acceptable" in the roof strength test.
reference:www.thecarconnection.com,www.edmunds.com,www.cars.com

2011 Toyota Prius

 

Specifications prices Modifications and Image 2011 Toyota Prius
You could be forgiven for thinking the 2011 Toyota Prius has a big target painted on its side. After all, people like to gun for you when you're on top, and the Prius has been the king of the green car sales charts for years now. This year, in particular, there are many new choices for a fuel-efficient car. The question then becomes: Can the Prius keep its mojo going?

The good news for Toyota is that the Prius itself is better than ever. Last year, Toyota engineers reduced the car's aerodynamic drag, and the overall look is now sleeker and sportier. Under the hood, a larger gas engine and stronger electric motor combine for more power and better fuel economy -- the Prius has a combined EPA fuel economy estimate of 50 mpg, the best of any conventional hybrid vehicle. The newest Prius also has revised suspension tuning and improved electric steering to help make it more agile than before.

The 2011 Prius can also seemingly transform from a versatile utility hatchback to a small, hyper-efficient luxury sedan depending on how you equip it. On the higher trim levels, you'll find high-end appointments like heated leather seats, a solar-powered sunroof (it ventilates the interior when parked), a navigation system, adaptive cruise control (it matches your speed to the car ahead), a pre-collision system (tightens seatbelts and applies the brakes if a crash is unavoidable) and a lane-departure warning system. There's even an automated parallel-parking system to help you squeeze into tight downtown parking spaces.

There are some downsides to this latest Prius, however. Most concern the interior, such as too many cheap-feeling plastics, an awkward driving position and the lack of an iPod adapter on most models. If these attributes bother you, you'll certainly want to look around. Honda's Insight, also new last year, is the Prius' most direct competitor. It's less expensive and drives a bit more like a regular car, but it's not as fuel-efficient, it has a smaller backseat and it can seem too noisy and budget-oriented.

You might also check some of the top hybrid sedans, with the Ford Fusion Hybrid being our favorite. It doesn't have the top fuel economy of the Prius, but it looks like a normal sedan and drives with more vigor. The all-new Hyundai Sonata and Kia Optima Hybrid are also worth looking at.

Then there are the two hyped green cars this year, the Chevrolet Volt and Nissan Leaf. The Leaf is 100-percent electrically powered, but its limited range and charging options mean it will be a niche choice. The Volt is probably more appealing -- it's basically a plug-in hybrid, giving it theoretically way better fuel economy than the Prius -- but it's also considerably more expensive. Toyota is also set to offer a plug-in version of the Prius to counter the Volt.

In sum, we think the 2011 Prius deserves to keep its status as the best all-around hybrid. With strong fuel economy, hatchback utility, a reasonable price and a feature list that can range from economy to luxury, the Prius earns its painted bulls-eye.

INTERIOR
The interior is where the Prius earns its stripes. Specifically, its midsize volume makes the car's mileage all the more impressive, and the hatchback design makes none of the sacrifices of hybrid sedans — the most notable of which is incomplete or absent folding rear seats. The backseat offers adults plenty of room, and parents will want to check out MotherProof's Car Seat Check to see how various child-safety seats fit the Prius. (Anyone who wants almost 60 percent more cargo volume than the Prius should check out the 2012 Toyota Prius V review.)

Though it turns off some shoppers, the high-mounted, center-biased instrument panel is fine by me. If there's a problem with it, it's the low-resolution, monochrome nature of the displays. The Volt and hybrid versions of the Ford Fusion, Hyundai Sonata and Kia Optima have high-res color LCDs. The Leaf and Honda hybrids don't have full LCD instrument panels, but at least they incorporate more color.

Storage space is generous, with dual glove compartments, a roomy bin under the armrest and an area to stash a purse under the frontmost section of the center console. Regrettably, this is also the location of the optional heated-seat buttons, out of reach and easily blocked by the aforementioned purse. They're also fully on or off — no gradations available.

Perhaps the worst ergonomic foible is the shifter, which bears little resemblance to the conventional type and, more important, degrades its function. The springy thing pops back to center after you select your direction, and you have to seek out an indicator on the instrument panel to know if it worked. Oh, sure, it beeps at you as long as you remain in Reverse, which would make some sense if it did so outside the car, as the Leaf's does. What's it for? To indicate the car's in Reverse? Then how does it indicate you're in Drive or any other setting that doesn't beep?

The Volt's conventional approach proves that the shifter never had to be reimagined in the first place. Enough already.

EXTERIOR
The 2011 Toyota Prius styling is unchanged. It remains a highly aerodynamic five-passenger car with a low hood, radically swept-back windshield, arching roofline, and tall tail.

Prius has compact-car exterior dimensions but enough interior room to qualify as a midsize car under federal standards. Its high ceiling creates large doorways and chair-like seating with plenty of head room. Wide front buckets accommodate those who shop the big-and-tall store, though only the optional leather seats, with their adjustable lumbar bolstering, provide good lower-back support. Rear seaters have generous knee and toe space, but the bench isn’t quite wide enough to hold three adults in comfort.

All dashboard gauges are digital and are mounted centrally atop the instrument panel rather than in front of the driver; it takes some getting used to.

The hatchback opening is large and folding the rear seatbacks creates a flat, carpeted surface. But the load floor is rather high, so cargo volume is less than in most similarly sized hatchbacks. A small bin beneath the cargo floor compensates some. Small-items interior storage isn’t generous; only the front doors have map pockets, for example, and they’re really just cup holders.

ENGINE
The 2011 Toyota Prius is powered by a 1.8-liter four-cylinder engine combined with a pair of electric motor/generators; they send their power through a specialized continuously variable transmission (CVT). The result is total output of 134 horsepower.

In track testing, we clocked the Prius from zero to 60 mph in 10.1 seconds, which is about average for a hybrid vehicle. The most important number, however, is fuel economy. The EPA estimates the 2011 Prius will return a very impressive 51 mpg city/48 highway and 50 mpg combined.

The gas engine is a 1.8-liter four-cylinder. Two small electric motors are powered by nickel-metal hydride batteries. Combined output is 134 horsepower. Prius uses a continuously variable transmission, which acts like an automatic transmission but employs infinite ratios rather than preset gearing. Hybrid Synergy Drive uses the engine and regenerative braking to recharge itself; there’s no plug-in capability. With the batteries sufficiently charged, the system can further save gas by automatically shutting off the engine and restarting it while the car is stopped.

Dashboard buttons allow the driver to activate three power modes: EV-Drive to tap battery power alone at low speeds for about a mile; Power for sportier throttle response; and Eco for best mileage. Despite slightly languid acceleration off the line, Prius easily keeps up with fast-moving traffic. Highway-speed passing maneuvers are stress-free, though EV-Drive and Eco modes put a real damper on performance.

Prius has a nose-heavy handling balance and a numb, disassociated feel to its electric steering. Both are drawbacks to competent cornering; even straight-line tracking seems compromised by the steering’s artificiality. Engine start-stop is unobtrusive, ride quality is good, and noise well-muffled. Burnishing the point that this is no ordinary car is the unorthodox view through the radically raked windshield and over the long dashboard top. To the rear, the hatchback’s combination of angled and vertical glass panels proves obstructing.  

SAFETY
The Prius received top scores of Good in the Insurance Institute for Highway Safety's front- , side- and rear-impact crash tests. Models manufactured after December 2010 also scored Good in roof-strength tests, a measure of rollover protection. It also received the National Highway Traffic Safety Administration's top score of five stars overall.

Standard safety equipment includes antilock four-wheel disc brakes and an electronic stability system with traction control. The Four and Five trim levels are eligible for Safety Connect with Mayday, Toyota's version of OnStar, which can contact authorities in the event of a collision or other emergency. The Five trim offers an optional collision-warning system and lane departure warning.
reference:iguida.com,www.edmunds.com,www.cars.com

2011 Toyota Matrix

Specifications prices Modifications and Image 2011 Toyota Matrix
There have been a number of tweener cars that have hit the market within the past few years. That's not to say they're Justin Bieber enthusiasts with their fingers and eyes glued to a smartphone. These are cars that don't easily fall to definition, existing somewhere between a hatchback, a wagon and a crossover. The Toyota Matrix was one of the very first of these 'tween cars and continues to be one of the more desirable.

The 2011 Toyota Matrix stacks up against a rather odd clique of 'tweens. The Chevy HHR looks like a miniaturized version of a Truman-era Suburban; the Kia Soul looks like a roller skate; the Nissan Cube is, well, you know, a cube; and the Scion xB is styled after a box. It's truly a segment that caters to those with quirky design tastes. Yet it also boasts entries with an impressive amount of cargo and passenger space relative to their exterior footprints, so there's a practical side to them as well. For consumers more interested in practicality than attitude, the Matrix should have definite appeal with its more conventional styling.

Another benefit is that the Matrix boasts rock-solid mechanicals from the Toyota Corolla. With the available 2.4-liter four-cylinder engine, acceleration is brisk for this class, and the Matrix is also available with all-wheel drive. Unfortunately, neither the 2.4-liter engine nor the base 1.8-liter is especially fuel-efficient given their output.

Of course, since the 2011 Toyota Matrix is a 'tween, there are more vehicles to consider than just its oddball brethren. Among hatchbacks, there's the versatile Honda Fit, the upscale Mazda 3 and the dynamic Nissan Juke. The VW Jetta Sportwagen is a top wagon alternative. Then there are several inexpensive compact crossovers like the Hyundai Tucson and Kia Sportage. But for those who like the idea of a car that does a little bit of everything well (without looking weird while doing it), the Toyota Matrix is an excellent choice.

 INTERIOR
The 2011 Toyota Matrix would catch the competition and gain credibility with younger buyers by finally incorporating USB iPod connectivity instead of just an auxiliary jack. Matrix is otherwise pretty up to date. It’s available with Bluetooth phone linking and a navigation system with real-time traffic information. The 2011 Matrix should also continue to offer a fine JBL sound system, satellite radio, a leather-wrapped steering wheel with audio controls, and remote keyless entry. In addition to antiskid control, standard safety equipment will again include four-wheel antilock disc brakes and head protecting curtain side airbags. Among convenience features again included with every 2011 Matrix will be air conditioning, power mirrors, a tilt/telescope steering wheel, height-adjustable driver’s seat, and a front-center armrest/storage console. Toyota could up the comfort ante by making the 2011 Matrix available with leather upholstery as an alternative to cloth. Utility is already a high point. Every Matrix has a 70/30 split rear seatback that folds to form a flat load surface while opening 61.5 cubic feet of cargo volume, a figure that nips at the heels of compact SUVs.

The Matrix S offers an S Sport Package with 17-inch alloy wheels, front and rear underbody spoilers, color keyed rear spoiler and a unique S badge. The Premium Package offers a power tilt/slide moonroof with sliding sunshade, AM/FM CD player with MP3/WMA playback capability, six speakers, XM radio, auxiliary audio jack, USB port with iPod connectivity, CD text display function, auto sound leveling and hands-free phone capability and music streaming via Bluetooth wireless technology.

EXTERIOR
The 2011 Toyota Matrix will likely receive slight modifications to its grille and front fascia, minor changes to its taillamps, and perhaps new wheel designs. . Revisions to passenger-compartment textures and graphics would be welcome, too. Otherwise, this 2011 Toyota will retain the shape and size the second-generation Matrix sported when it debuted as a 2009 model. That means a slightly disheveled collection of arcs and angles on a vehicle that’s taller than the typical compact car but not as long overall. Matrix’s shape translates to great head room and lots of cargo space, though rear-seat knee clearance is modest. Newer arrivals to the category of hard-to-define mobility boxes tend to be less lengthy still, and taller, too. These include the Kia Soul, Nissan Cube, and, from Toyota’s own youth brand, the Scion xB. Matrix’s competitive set, however, is broad enough to include compact four-door hatchbacks like the Mazda 3 and true compact wagons, like the Hyundai Elantra Touring. None of these rivals offers AWD, though. Just 10 percent of Matrix buyers choose it over the standard front-wheel-drive, but having AWD available does qualify Matrix as a sensible on-road alternative to bulkier compact SUVs. One competitor the 2011 Matrix won’t have to contend with is the very vehicle more like it than any other: the Pontiac Vibe. A Matrix with different (and nicer-looking) sheet metal, the Vibe has been discontinued along with the Pontiac brand.

ENGINE
The 2011 Matrix will be available in two trim levels, base and sport-minded “S,” with each featuring its own four-cylinder engine. The base model comes with a 1.8-liter four-cylinder that produces 132 horsepower at 6,000 rom and 128 lb-ft of torque at 4,000 rpm. This engine will be mated to either the standard five-speed manual, or a four-speed automatic transmission.

The Matrix base model has an EPA-estimated fuel economy rating of 25 mpg city and 32 mpg highway with the five-speed manual transmission, or 26 mpg city and 32 mpg highway for the 1.8-liter paired with the four-speed automatic transmission.

Matrix S
Should buyers step up to the Matrix S, they will start off with a 2.4-liter four-cylinder engine that is rated at 158 horsepower at 6,000 rom and 162 lb-ft of torque at 4,000 rpm. While the S still comes standard with a five-speed manual, those seeking an automatic will gain an extra cog over the 1.8-liter model as the S features a five-speed automatic transmission in front-wheel drive form.

Matrix S also has available all-wheel drive, but if one opts for the benefits of AWD, Toyota switches the five-speed automatic for a four-speed automatic transmission. Toyota says the Matrix S AWD does allow for a “sport” mode on the transmission that will suggest to the transmission that it hold its gears longer for a more engaging experience.

The Matrix S powered by the 2.4-liter engine with five-speed manual transmission achieves an EPA-estimated 21 mpg city and 28 mpg highway. With the five-speed automatic transmission, it earns 21 mpg city and 29 mpg highway. The Matrix S AWD with the four-speed automatic achieves 20 mpg city and 26 mpg highway.

 SAFETY
The 2011 Toyota Matrix comes standard with stability and traction control, antilock disc brakes, brake assist, active front head restraints, front side airbags and side curtain airbags.

The Matrix has not been rated using the government's new, more strenuous 2011 crash-testing procedures. Its 2010 ratings (which aren't comparable to 2011 tests) saw it earning a perfect five stars for frontal and front-seat side impacts, dropping to four stars for rear-seat side impacts. The Insurance Institute for Highway Safety awarded the Matrix its highest rating of "Good" in both frontal-offset and side-impact crash testing.
reference:www.leftlanenews.com,iguida.com,www.edmunds.com

2011 Toyota Land Cruiser

Specifications prices Modifications and Image 2011 Toyota Land Cruiser
The 2011 Toyota Land Cruiser is an icon for Toyota, but it's also like a misfit at a high school dance. At a time when every manufacturer is trying to create a light-duty carlike crossover, the Land Cruiser continues to stay true to its 53-year history in America as a tough, all-terrain sport-utility vehicle. But to blend into the dance of stylish crossovers in the marketplace, the Land Cruiser has packaged its go-anywhere capability within a well-appointed shell.

At the heart of this full-size SUV is a 5.7-liter V8 that pumps out 381 horsepower and 401 pound-feet of torque and it's been specifically designed to allow the Land Cruiser to either scramble up a craggy peak. Full-time four-wheel drive with low-range gearing further enhances the Land Cruiser's off-road capability, as does its "Crawl Control," a three-speed hill ascent and descent mode in which the throttle and brake are electronically manipulated to maintain a constant, controllable speed over challenging terrain, freeing the driver to concentrate on the obstacles ahead.

Both on- and off-road abilities are enhanced with Toyota's Kinetic Dynamic Suspension System (KDSS), which automatically controls the front and rear antiroll bars depending on the driving conditions. Basically, this allows for more body control while cornering on pavement, a smoother ride on the highway and greater wheel articulation (travel) when navigating an off-road trail.

As a large SUV, the 2011 Toyota Land Cruiser is a strong choice in the segment. True, it is quite expensive compared to most other large SUVs. But when looking at other direct competitors -- the Range Rover and Mercedes-Benz GL-Class, for instance -- you'll likely find each falls well short on capability or value for the dollar. At the same time, the Land Rover LR4 offers similar capabilities but is notably cheaper.

INTERIOR
Land Cruiser owners will feel perfectly at home, yet there is a modern, technical feel to the cabin that integrates features that have trickled down from the Lexus LX 470. The overall sense is of conservative design tastes, with all features smoothly integrated, prioritizing value and quality over style. Every aspect of the interior reinforces a sense of security.

Much of this feeling exists on an unconscious level, generated by an unusually quiet cabin, a distinct lack of clutter, and the characteristic scent of leather. While the interior is not opulent in design, there is nothing cheap or garish about it. Attention to detail can be seen in the stitching on the leather and the tight seams between the components of the dash and console.

Front-row seats are medium-firm, supportive and highly adjustable. The driver's seat has 10-way adjustability with power lumbar support, and the steering wheel itself has power tilt and telescopic adjustments with generous range. The front cabin is spacious enough, with ample legroom and headroom for all but the tallest drivers. Between the seats is a roomy center console, which has two levels inside. The Upgrade Package converts the center console into an air-conditioned cooler box.

Chrome-accented Optitron style gauges are mounted in a deeply shaded instrument pod, flanked by a multi-information display and shift-position indicator. Subdued gray leather trim with slim silver accents and wood grain moldings are used throughout the cabin.

Second-row seating is comfortable and well appointed.

Third-row legroom and headroom is at a premium, however, so these seats are best occupied by smaller people. Access to the third row, via a tumble-forward passenger-side seat, is not easy for adults.

Most of the time, it's likely that the third-row seats will be folded sideways and stowed on their mounts to allow for cargo. It's an arrangement that looks makeshift, but works quite well in practice. The mounting setup holds the seats tightly, braced with straps so they don't vibrate, and with the seats stowed quite a bit of room becomes available. If you really need all the room back there, you can remove the rear row altogether. While the Land Cruiser is not as spacious as, say, a Suburban, it is versatile enough to accommodate 81 cubic feet of cargo.

The air conditioning system supplies four climate-control zones with 28 vents located throughout the cabin. First- and second-row passengers have individual controls, so they can stay comfortable if one side of the vehicle is exposed to the sun. The fan has seven speeds.

The JBL audio system does not produce perfect surround sound but, with 14 speakers, it fills the cabin well. The head unit is a Pioneer item, and the system is MP3 and WMA compatible. With the optional navigation system, which we had on our test unit, the audio system is controlled via the eight-inch navigation touch screen. We're familiar with the way the audio and HVAC controls work with Toyota navigation systems but, even if we weren't, the touch-screen arrangement seems reasonably intuitive. Almost every menu is accessible with one or two touches and there are no joy-stick controls that require push-and-turn sequences. Our only beef with the navigation system is that Toyota does not permit changing a route or any other input while the vehicle is being driven; you have to pull over, bring it to a stop and put the gear selector in Park. The optional nine-inch LCD rear-seat entertainment system plays DVDs and has audio/video jacks for video games.

Keyless entry, a feature we have come to like, is available with either of the two available options packages. With the Bluetooth key fob anywhere on your person, doors click open at a touch of the handle.

EXTERIOR
The Toyota Land Cruiser, with its upright bodywork and wide, flat hood, is unmistakably linked to the historic Land Cruiser line. The exterior design has the traditional distinct flare on the front fenders, horizontal four-slotted grille and rear liftgate. In front are compound headlamps, and LED tail lights are another contemporary touch.

The effect is to stay with the Land Cruiser lineage. There is no bling factor in the Land Cruiser design, which is solid, stable and grounded in every sense of the word. It is designed to be impressive more for what it is, than how it looks.

The Land Cruiser is the result of efforts to reduce wind noise and clean up the coefficient of drag. The wipers use an aero blade design for quiet operation, sweep a large area, and retract low on the windshield to reduce wind noise. The mirrors are shaped and mounted so as to keep whistle to a minimum, and the tow hitch has a cover to clean up the rear bumper. Overall, it has a modern appearance, yet it is unmistakably a Land Cruiser.

ENGINE
The Land Cruiser is intended to be off-road-capable. The rear suspension is multilink, but the rear axle is solid, which has off-road advantages but can be a detriment to ride and handling on pavement. The Land Cruiser has a Low gear in its transfer case, along with an adaptive suspension and a feature called Crawl Control that manages the throttle while the driver steers over obstacles. Mechanical features include:

    *5.7-liter V-8 makes 381 horsepower and 401 pounds-feet of torque
    *Six-speed automatic transmission
    *Full-time four-wheel drive
    *8,200-pound towing capacity

SAFETY
Standard safety features include antilock disc brakes (with brake assist and multi-terrain programming), stability control, front and second-row side airbags, front knee airbags, full-length side curtain airbags and active front head restraints.

The 2011 Toyota Land Cruiser also receives Toyota's Safety Connect telematics system, which is similar to GM's OnStar, notifying emergency responders if the airbags deploy or if a severe rear-end collision is detected.

The optional advanced seatbelt system (which is included with the Upgrade package) will tighten the front seatbelts when the brakes are suddenly applied or when tire slippage is detected by the stability control system. And as with all of Toyota's 2011 models, the Land Cruiser also has the company's "Smart Stop," a throttle override/brake enhancement system.
reference:www.cars.com,www.edmunds.com,autos.aol.com

2011 Toyota Highlander

 Specifications prices Modifications and Image 2011 Toyota Highlander
When it debuted 10 years ago, the Toyota Highlander blazed the trail for midsize crossover SUVs. At the time, we wondered whether people would like this "Camry wagon" (the Highlander typically has had a lot of Camry in its DNA) or continue to stick with truck-based SUVs. Well, the last decade has pretty much proven that refined carlike crossovers have prevailed.

Thanks to a quiet, fairly roomy cabin, a V6 engine that is both smooth and comfortable and a reputation for reliability, the Highlander has remained one of the most popular midsize crossovers. A refresh for the 2011 Highlander brings updated styling and additional standard features. A new third-row seat has a 50/50-split folding design that makes it easier to configure the vehicle for passenger use or cargo hauling.

Otherwise, the 2011 Toyota Highlander stays the course. This means a smooth, quiet ride and comfortable seating for up to seven passengers (though the third row is a bit tight compared with some of the Highlander's competition). The Highlander also boasts a 40/20/40-split second-row seat with a removable center seat that allows walk-through access to the third row, not to mention the comfort of captain's chairs with fold-down armrests in the second row.

While the midsize 2011 Toyota Highlander has a lot going for it, this crossover faces some stiff competition. The larger crossovers from General Motors -- the Buick Enclave, Chevrolet Traverse and GMC Acadia -- offer more cavernous interiors with seating for up to eight passengers. The Ford Flex and Mazda CX-9 also have their own distinct advantages, as do the totally redesigned Dodge Durango and Ford Explorer. We suggest checking out these models, but in general we still believe the Highlander hits the sweet spot between passenger-car comfort and SUV-style utility.

INTERIOR
Interior style is well refined and smart, granting a comfortable cabin with many convenient features. Interior materials, as before, remain high quality.

The big news inside is third row seating is now standard and, thankfully, the previous seat has been discarded. Instead of a one-piece design, the new third row seat is split 50/50, allowing four passengers in the vehicle when one half of the second and third seats are folded to accommodate long objects. Access to the third-row is made easy with the walk-in lever placed at an easy to reach position at the bottom of the passenger-side second-row seat.

The Highlander Hybrid offers a wonderful 40/20/40-split second-row bench seat. It reclines, slides fore and aft and the center section can be removed and stowed away, leaving an open center aisle. This configuration results in a pair of second row captain’s chairs with fold-down armrests, much like those found in many minivans.

In terms of cargo, this SUV provides 10.3 cubic feet of space when the third row is in use, just over 42 cubic feet of space behind the second row when the third row is folded. With all rear seats stowed away, the Highlander Hybrid allows for a voluminous 94 cubic feet of storage area.

What’s the driving experience in this new hybrid? In one of the first reviews of the vehicle, Edmunds.com says, “With the same tires and suspension underneath, the 2011 Highlander Hybrid drives about the same as before. We observed the same impeccably smooth and quiet ride, reasonable coordination and modest limits as before.”

The Highlander Hybrid is available in both base and Limited trim levels. Base models come well equipped with seven-passenger seating, air-conditioning with rear climate control, a tilt/telescoping steering wheel and eight-way power driver’s seat. The standard CD audio system includes XM Radio, MP3/WMA capabilities along with Ipod connectivity and Bluetooth wireless technology. There’s also a center screen in the dash to display various bits of vehicle information as well as to provide the image captured by the car’s back-up camera. A navigation system is optional for the first time on the base model.

The Limited model adds leather interior with a 10-way power driver’s seat and four-way power front passenger seat that are both heated, power moonroof and three-zone climate control. DVD entertainment and navigation systems are optional.

There is a gaggle of electronic active safety features: electronic stability control, traction control, and four-wheel anti-lock disk brakes with brake force distribution and brake assist. Occupant safety is delivered by seven airbags including dual-front, front side, side curtain, and one at the driver's knee. The National Highway Traffic Safety Administration has not tested the 2011 Highlander.

EXTERIOR
In terms of design and style, the 2011 Highlander’s updates include an all-new hood, fenders and front fascia. The hybrid model is differentiated from the gasoline model by its own unique grille and bumper design. It shares the new fenders and hood with the gas Highlander but features color-keyed rocker panels with chrome accents, plus vertically stacked fog lamps. The projector beam headlights and redesigned taillights feature blue lens covers.

The hybrid model has about one inch less ground clearance than the standard all-wheel drive Highlander SUV, making entry and exit more like a minivan. Base models are equipped with 17-inch alloy wheels, while the Limited trim brings 19-inch alloy wheels and a power rear liftgate.

Even with the styling changes, the Highlander won't turn many heads, but then again, it's not supposed to. But the looks continue to boast a wide appeal that is popular with families, weekend roadtrippers, and diehard urbanites.

ENGINE
The Hybrid Synergy Drive powertrain is shared with the much fancier Lexus RX 450h. It’s made up of a 3.5-liter V-6 engine mated to Toyota’s electronic continuously variable transmission, which contains two electric motor-generators. They both recharge the nickel-metal-hydride battery pack and supplement engine torque in powering the front wheels.

Combined output of the engine and motors is a substantial 280 horsepower. The standard all-wheel-drive is provided by a third electric motor driving the rear wheels, though it’s for light-duty use only (unlike the fully mechanical all-wheel-drive in the 2011 Ford Escape Hybrid).

The 2011 Toyota Highlander Hybrid is EPA-rated at 28 mpg city, 28 mpg highway, for a combined overall rating of 28 mpg. That’s good gas mileage for a large crossover like this one, and upwards of 25 percent more fuel-efficient than the 22-mpg combined rating for the four-cylinder, front-wheel-drive gasoline Highlander. And if's a huge improvement on the dismal 19 mpg of the comparable V-6 version with all-wheel-drive.

The improvement from fitting the hybrid system, however, doesn’t seem as great as in smaller Toyota products, because the overall miles per gallon are lower. That simply reflects the fact that it takes more energy to push this large, heavy vehicle through the air.

Other advantages to the Highlander Hybrid include stellar safety ratings and equipment, including a “Top Safety Pick” from the Insurance Institute for Highway Safety (IIHS). There’s also a substantial list of standard equipment even before you start ticking boxes on the options list. Two trim levels—base and the top-of-the-line Limited—are offered on the Highander Hybrid, plus an options list including various sound systems, a power moonroof, a navigation system, a power tailgate, and various other luxury and convenience items.

SAFETY
The Highlander comes with a long list of standard safety features including antilock disc brakes, stability control and hill-start assist. All-wheel-drive models also come with hill-descent control, which electronically intervenes with the antilock brakes to control speed on steep, slick surfaces like snow-covered driveways.

The Highlander's cabin is fitted with a total of seven airbags, including side-impact airbags for front seat passengers, side curtain airbags that cover all three rows of seats and a driver-side knee airbag. Whiplash-reducing active front head restraints are also standard.

In government crash tests, the Highlander earned five stars (the highest possible) for the driver and four stars for the front passenger in frontal impacts, and five stars for side impacts. In tests conducted by the Insurance Institute for Highway Safety, the Highlander received "Good" ratings (the highest possible) in both frontal-offset and side impact tests.
reference:www.greencarreports.com,www.hybridcars.com,www.edmunds.com