2014 Honda Crosstour – Review

The Honda Crosstour is no Accord Wagon, and it should be. Instead, it’s fairly invisible on the market, where its hatchback body style doesn’t look as neat as the Accord sedan on which it used to be based, or as practical as a true wagon.

There’s no longer much of anything in common between the Crosstour and the Accord, and that’s the hatchback’s loss. In sum, the Crosstour is a huskier Accord relative, with more sluggish handling.

At least at first look, the Crosstour teases a lot more utility and versatility than Accord sedans. Even if you’re not a convert to the Crosstour’s pumped-up-hatch styling ethos, it offers some key elements of crossover appeal. One is that it rides a couple of inches higher than the Accord sedan and is around four inches taller altogether—which makes getting in and out easier. In front there’s loads of space and headroom, as you might expect, but in back the downward slope of its roofline, as well as the fact that it curves inward, makes headroom a potential issue for taller riders. The cargo situation is disappointing, too, as the strut towers infringe on cargo space (there’s not much space between them), although the seatbacks flip forward. One handy feature, though, is that there’s a large stowage area (large enough for a laptop bag or briefcase) underneath the cargo floor, and the lid can be reversed to an easy-wipe material, for muddy gear.
The Crosstour retains four-cylinder and V-6 engines, and you’ll probably be fine with the adequate performance of the base 192-horsepower four and five-speed automatic transmission. The V-6 models get Honda’s new Earth Dreams 3.5-liter V-6, rated at 278 horsepower and 252 pound-feet of torque, connected to a six-speed automatic with steering wheel-mounted paddle shifters. While the Accord sedan has been ushered over to a front-strut layout—more tunable for ride and handling, Honda says—the Crosstour maintains the double-wishbone layout that for a longtime was a point of pride for Honda enthusiasts. Handling is further aided by front and rear stabilizer bars along with a front strut tower bar, and the steering is hydraulic-assist—standing apart from the electric-assist systems that have been introduced across the new Accord lineup.

Fuel economy has improved across the board, too, with four-cylinder models offering up to 22 mpg city and 31 highway, while the V-6 now gets up to 20/29 mpg. All-wheel-drive models drop 1 or 2 mpg versus those numbers.

That’s all fine and good, but the wake-up call still comes in the realization that the Crosstour is something more than just a five-door Accord, and that it neither drives better than the Accord sedan nor has other attributes (like more ground clearance) to make up for it. The Crosstour drives like an especially heavy, somewhat taller, and less nimble version of the Accord. It weighs about 300 to 500 pounds more, across the board, than a comparable Accord sedan; but even not knowing that you’ll be surprised to find that especially at lower speeds the Accord sedan’s nimble feel is simply missing here.

The most recent update to the Crosstour, in 2013, makes one thing evident: Honda’s clearly making an effort to cast it as more of a crossover in design. It’s a profile that’s proven to be a tough sell. The rounded roofline and five-door-hatchback design of the Crosstour can make it appear a bit hump-backed from some angles, although the front is recognizably Honda and tweaked this year (with a new slotted look in front for more visual width) to keep in pace with the look of the latest Accord sedan. Finally, Honda’s added more cladding, down at the doorsills and around the wheelwells—cluttering the look, if you ask us. In short, it still looks like an overgrown hatchback rather than a true crossover or SUV. Inside, the 2013 gets various materials upgrades, again to correspond to those used in the Accord sedan.

The NHTSA hasn’t rated the Crosstour, but the IIHS gives it a “good” score in available tests–it hasn’t been subjected to the new small-overlap test. Its safety-feature set has been enhanced to include available Lane Departure Warning (LDW) and Forward Collision Warning (FCW). It also offers Honda’s LaneWatch blind-spot display, which when you click the turn signal on shows you a wide-angle view alongside the vehicle. Honda also re-shaped the rear headrests for better visibility.

Honda lowered prices marginally last year, and improved content. The Crosstour EX now has standard automatic air conditioning with filtration, Bluetooth connectivity, a USB audio interface, steering wheel-mounted controls, along with an auto dimming rearview mirror. Top shelf EX-L V-6 models add dual-zone automatic climate control, heated leather-trimmed seats, leather-wrapped steering wheel and gearshift knob, along with HondaLink with Aha capability, Pandora, and Internet radio capability. The system also rolls in the Pandora interface and voice-to-text SMS texting feature (Android and BlackBerry only), with pre-programmed responses.

The Honda Crosstour is no Accord Wagon, and it should be. Instead, it’s fairly invisible on the market, where its hatchback body style doesn’t look as neat as the Accord sedan on which it used to be based, or as practical as a true wagon.

There’s no longer much of anything in common between the Crosstour and the Accord, and that’s the hatchback’s loss. In sum, the Crosstour is a huskier Accord relative, with more sluggish handling.

At least at first look, the Crosstour teases a lot more utility and versatility than Accord sedans. Even if you’re not a convert to the Crosstour’s pumped-up-hatch styling ethos, it offers some key elements of crossover appeal. One is that it rides a couple of inches higher than the Accord sedan and is around four inches taller altogether—which makes getting in and out easier. In front there’s loads of space and headroom, as you might expect, but in back the downward slope of its roofline, as well as the fact that it curves inward, makes headroom a potential issue for taller riders. The cargo situation is disappointing, too, as the strut towers infringe on cargo space (there’s not much space between them), although the seatbacks flip forward. One handy feature, though, is that there’s a large stowage area (large enough for a laptop bag or briefcase) underneath the cargo floor, and the lid can be reversed to an easy-wipe material, for muddy gear.
The Crosstour retains four-cylinder and V-6 engines, and you’ll probably be fine with the adequate performance of the base 192-horsepower four and five-speed automatic transmission. The V-6 models get Honda’s new Earth Dreams 3.5-liter V-6, rated at 278 horsepower and 252 pound-feet of torque, connected to a six-speed automatic with steering wheel-mounted paddle shifters. While the Accord sedan has been ushered over to a front-strut layout—more tunable for ride and handling, Honda says—the Crosstour maintains the double-wishbone layout that for a longtime was a point of pride for Honda enthusiasts. Handling is further aided by front and rear stabilizer bars along with a front strut tower bar, and the steering is hydraulic-assist—standing apart from the electric-assist systems that have been introduced across the new Accord lineup.

Fuel economy has improved across the board, too, with four-cylinder models offering up to 22 mpg city and 31 highway, while the V-6 now gets up to 20/29 mpg. All-wheel-drive models drop 1 or 2 mpg versus those numbers.

That’s all fine and good, but the wake-up call still comes in the realization that the Crosstour is something more than just a five-door Accord, and that it neither drives better than the Accord sedan nor has other attributes (like more ground clearance) to make up for it. The Crosstour drives like an especially heavy, somewhat taller, and less nimble version of the Accord. It weighs about 300 to 500 pounds more, across the board, than a comparable Accord sedan; but even not knowing that you’ll be surprised to find that especially at lower speeds the Accord sedan’s nimble feel is simply missing here.

The most recent update to the Crosstour, in 2013, makes one thing evident: Honda’s clearly making an effort to cast it as more of a crossover in design. It’s a profile that’s proven to be a tough sell. The rounded roofline and five-door-hatchback design of the Crosstour can make it appear a bit hump-backed from some angles, although the front is recognizably Honda and tweaked this year (with a new slotted look in front for more visual width) to keep in pace with the look of the latest Accord sedan. Finally, Honda’s added more cladding, down at the doorsills and around the wheelwells—cluttering the look, if you ask us. In short, it still looks like an overgrown hatchback rather than a true crossover or SUV. Inside, the 2013 gets various materials upgrades, again to correspond to those used in the Accord sedan.

The NHTSA hasn’t rated the Crosstour, but the IIHS gives it a “good” score in available tests–it hasn’t been subjected to the new small-overlap test. Its safety-feature set has been enhanced to include available Lane Departure Warning (LDW) and Forward Collision Warning (FCW). It also offers Honda’s LaneWatch blind-spot display, which when you click the turn signal on shows you a wide-angle view alongside the vehicle. Honda also re-shaped the rear headrests for better visibility.

Honda lowered prices marginally last year, and improved content. The Crosstour EX now has standard automatic air conditioning with filtration, Bluetooth connectivity, a USB audio interface, steering wheel-mounted controls, along with an auto dimming rearview mirror. Top shelf EX-L V-6 models add dual-zone automatic climate control, heated leather-trimmed seats, leather-wrapped steering wheel and gearshift knob, along with HondaLink with Aha capability, Pandora, and Internet radio capability. The system also rolls in the Pandora interface and voice-to-text SMS texting feature (Android and BlackBerry only), with pre-programmed responses.

Video: How touch screen controls in cars should work

If you have a (relatively) new car, the center stack is probably flawed. You’d hoped for something sleek and intuitive, and instead, you wound up with Lieutenant Uhura’s computer from Star Trek: lots of bells and whistles that don’t seem to do much of anything.

This is a major problem, and solving it ranks among the biggest challenges facing today’s car companies. Our vehicles themselves may be better built than they once were, but as systems like Ford’s popular but much-loathed MyFord Touch demonstrate, our infotainment features are ready for the scrap heap.

Enter designer Matthaeus Krenn, who bemoans the fact that automakers “merely replicate old button layouts and shapes on these new, flat, glowing surfaces” littering today’s dashboards. In his notes for the video embedded above, Krenn says:

I propose a new mode that can be invoked at any time: It clears the entire screen of those tiny, intangible control elements and makes way for big, forgiving gestures that can be performed anywhere. In place of the lost tactile feedback, the interface leverages the driver’s muscle memory to ensure their ability to control crucial features without taking their eyes off the road.

Which sounds great, until you see what he’s actually proposed.

Is Krenn’s prototype beautiful? Absolutely. It looks like something out of Logan’s Run or Tron (high praise, back in the day). It would make a fantastic control panel for your in-home thermostat, lighting, and stereo.

Could it work in a car? Yes, but it would probably kill you.

We understand how Krenn’s interface works. We appreciate the way that it’s designed to be adaptive, so that it works no matter where you first touch it. Eventually, we could get used to its one-, two-, three-, four-, and five-finger controls.

But learning the system would take time, and we could envision many occasions when we meant to turn up the a/c but instead cranked up the Def Leppard. Also, we think he’s being far too optimistic when he suggest that a user could flip through her entire song catalog without glancing over at the screen.

And heaven forbid one of your parents should get a car with Krenn’s interface. You thought teaching them AOL was hard?

2015 Ford F-150 – Review

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The 2015 Ford F-150 promises innovation in materials, technology, and power-trains–but it may face a challenge convincing consumers aluminum can be Built Ford Tough.

Pickup trucks are important to Nigeria; Ford’s F-series pickups are among the most important. So the arrival of the brand-new, aluminum-bodied 2015 Ford F-150 is among the most important vehicle launches in years. For truck drivers and truck owners, it’s even more important, as the changes the new F-150 brings are significant, and substantial.

Pickup trucks are important to Nigeria; Ford’s F-series pickups are among the most important. So the arrival of the brand-new, aluminum-bodied 2015 Ford F-150 is among the most important vehicle launches in years. For truck drivers and truck owners, it’s even more important, as the changes the new F-150 brings are significant, and substantial.

At the top of that list of changes is an aluminum body. Far from the flimsiness of a beer can, the high-strength aluminum alloy in the F-150’s body is, Ford claims, tougher than ever. The material also allowed Ford to execute an exterior design that’s more aerodynamic while retaining the “signature Built Ford Tough appearance” derived from the “machined cubic-style shapes,” according to the F-150’s chief designer, Gordon Platto. Inside the 2015 Ford F-150, the look isn’t such a great departure from previous versions of the pickup, though there’s a new level of upscale look and feel on premium trims. Blocky shapes and sturdy structures are the visual theme to back the F-150’s chosen mission.

Engines are another area of innovation for the 2015 F-150. Four engines are available, and while three are familiar, the all-new 2.7-liter EcoBoost V-6 is an unusual choice for a full-size pickup. Built around a compacted-graphite iron block, the smaller turbocharged V-6 offers automatic stop/start to reduce gas usage in traffic, as well as a range of friction-reducing technologies to further improve gas mileage. It’s clear Ford has made extensive efforts to make this the go-to for gas mileage in the new F-150. While Ford hasn’t yet released power and torque ratings for any of the engines, the EcoBoost 2.7-liter V-6 isn’t likely to be the pick for those looking to tow and haul. Those duties will fall to the updated 3.5-liter Ti-VCT V-6 engine, and the familiar 3.5-liter EcoBoost V-6 and 5.0-liter Ti-VCT V-8. All four engines are paired to a six-speed automatic transmission. Both 4×4 and 4×2 drive configurations are available.

The 2015 F-150’s front suspension is a coil-on-shock independent arrangement, while the rear retains the Hotchkiss-type solid axle riding on leaf springs and outboard shock absorbers. Electric-assist power steering and four-wheel vented ABS disc brakes round out the other key mechanical specs released thus far.

Materials changes in the new F-150, however, are perhaps even more interesting. Using phrases like “military-grade,” “high-strength,” and “Ford tough,” to describe its aluminum body, Ford is making sure that the weight-saving aluminum used in the cab, front-end, box, and tailgate aren’t perceived as flimsy or weak. The extensive use of aluminum saves about 700 pounds versus the previous all-steel F-150—a substantial reduction in mass that should markedly improve gas mileage. Under the aluminum body work, however, there’s still plenty of steel—in fact, more high-strength steel than ever is used in the structural underbody and frame elements to improve both capability and crash protection.

Three cab styles will be offered: Regular, SuperCab, and SuperCrew. Matching the cabs, three beds will be offered, with lengths of 67.1, 78.9, and 97.6 inches. At launch, these cab and cargo box configurations will be complemented by five trims: XL, XLT, King Ranch, Lariat, and Platinum. New equipment offerings for the 2015 F-150 include: Blind Spot Information System (BLIS) with cross-traffic alert, inflatable rear seat belts, pickup-box LED lighting, Sony premium audio, and, on Platinum models, real wood trim. An off-road-oriented FX4 package will be available, bundling off-road-tuned shocks, skid plates, and an electronic locking rear axle.

More details about the 2015 Ford F-150 will arrive over the coming months as it gets nearer to its on-sale date.

2014 BMW X5 – Review

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

2014 BMW X5

The 2014 BMW X5 didn’t need a radical revamp–and it doesn’t get one for the new model year. It is changed, but in reassuring ways. The German-engineered, South Carolina-built sport-utility vehicle remains an aesthetically pleasing ute with good driving feel and enough onboard technology and off-road capability to earn its place in gated-community garages everywhere.

Mild evolution has its fan base, though, especially among German automakers. It’s a formula the latest X5 nails. BMW’s looked for ways to make the X5 more interesting to look at, more fuel-efficient, and more comfortable, and it’s found more than a few, without dropping its moderate levels of off-road capability too low, without sacrificing too much of its innate BMW feel to the electronically controlled future.The X5 hasn’t dramatically changed its sheetmetal, but the cabin’s reworked handsomely, if not unabashedly. The new X5 is more gracefully sculpted than its ancestors, in measurable amounts but not in any dramatic fashion. There’s plenty of X3 down the sides, where the tapered roofline and lower beltline nudge it gently toward a more sport-wagon-like form. The proportions make more visual sense, though it’s not a huge transformation on the order of, say, the first- and second-generation Cayenne. In the cockpit, the monolithic bulge of BMW’s latest dash designs shows up in swell form, made distinctive this time with a choice of neutral and brown leathers over the standard black leatherette. It’s not so broad a palette until you reach into the more extreme colors on the option list. There’s even a reddish-brown.
The new BMW X5 occupies that performance space typical of German SUVs like the Mercedes M-Class and VW Touareg and, yes we’re going there, the Jeep Grand Cherokee. There’s diesel power available, insanely plush spin-offs with V-8 thrust, sophisticated all-wheel-drive systems that provide moderate amounts of off-road capability, and extravagant suspension systems meant to muddle the crossover roots enough to make it more than palatable on-road. The familiar 300-horsepower, 3.0-liter, twin-turbo, in-line six-cylinder engine is the base engine, good for 0-60 mph times of about 6.2 seconds. We’ve yet to drive it, but have spent half days in the spiffy new xDrive35d turbodiesel and the V-8-powered xDrive50i. If 0-60 mph times rule, the V-8’s 4.9 seconds bests the diesel’s 6.9 seconds–but in our estimation, the diesel’s fuel economy and torque in-town feel more than makes up for the two seconds of slack.

All X5s now have electric power steering with adjustable effort and an Eco Pro mode that also affects the eight-speed automatic’s shifts and throttle progression, even adaptive damper settings when they’re onboard. The X5 feels most BMW-like only when Sport and Sport+ modes are engaged: there’s a heft to the steering, a resolute resistance to body roll that only gets more defiant if it’s outfitted with M Adaptive controls and a set of rear air springs. It’s all but ready to transform into an X5 M, once all the electronics are plugged in–a reality that echoes how the X5 can feel from behind the wheel, what with the lack of steering feedback and the artificial counterdamping applied by the available active-roll stabilization system.

The X5 can seat up to seven, and for most of those passengers, it’s a warmer ambiance to soak up. Seat comfort isn’t perfect, though, with some flatness in the front buckets. The second-row seat in the X5 can now be split 40/20/40, for more flexibility, and they’re adjustable for rake. If you get the optional third-row seats, there’s separately a new Easy Entry function–but they’re still Oompa-Loompa small, making them occasional seats at best, cargo space more often, a line-item veto most of the time. The cargo hold can be opened from the keyfob or the driver’s seat: the lower piece drops like a truck tailgate, while the upper glass powers open like a minivan tailgate.

No crash-test data has been published, but the X5 should equal its prior safety ratings. Active-safety features are heavily represented on the long, long options list. New features include the Active Driving Assistant (Lane Departure Warning, and a pedestrian collision system with braking), plus ACC Stop & Go (full-range camera-radar cruise control), and a new Traffic Jam Assistant that maintains following distance and keeps the vehicle at the center of its lane by providing steering input. BMW Night Vision and a head-up display remain on offer, as well as a Parking Assistant, Surround View system, and Active Blind Spot Detection.

The BMW X5 carries a base price of nearly $53,000, in line with other European-badged luxury SUVs. At the price, it’s still without a few features we think should be standard–and are standard on some mass-market utes. A rearview camera is a $400 option; any color other than flat white or flat black brings a $550 upcharge; and leather upholstery costs $1,400 at minimum. Navigation is standard equipment on most versions; it comes with the iDrive controller with its new touch-write surface, and BMW Apps, a connectivity suite that runs via an iPhone app. (Android users: give it a few months.) If you want all-wheel drive, you’ll need to step up into the X5 xDrive35i, which is priced from just over $56,000. In the $70,000 and up range, the X5 V-8 can be trimmed out with Dakota leather, Bang & Olufsen audio, a rear-seat entertainment system, and more. Our pick? Probably the winning turbodiesel five-seat model, lightly equipped with surround-view cameras and navigation, for the best long-term value of the lineup.

Parking Ticket Prank Could Brighten Your Day: Video

A parking ticket can ruin your day, especially if you have the misfortune of returning to your car while the officer is in the process of writing out the citation. In our experience, he or she is usually obstinate and unpleasant — which is a hundred times more frustrating than just finding a slip of paper and an envelope waiting quietly under your windshield wiper.

And that’s exactly the sort of vexing situation that comedian and prankster Sam Pepper tried to create as he donned a fake security outfit and began distributing tickets to drivers who were, by all appearances, legally parked. As you’ll see from the clip above, each tries to argue with him, but Sam simply apologizes and walks away, leaving the drivers standing open-mouthed beside their vehicles, fuming.

Then, they open the envelopes Sam has left on their windshields, to find handwritten notes that say “Have a nice day!”, accompanied by a few bucks in cash. They realize they’ve been had, they smile, and you can tell that inside, they’re kicking themselves for getting so upset (and maybe for being fooled).

Frankly, we might’ve guessed something was up when we saw Sam’s outfit, which looks only marginally authoritative. And the “tickets” he’s handing out don’t look terribly official, either. Still, we wouldn’t mind being duped like this every now and then.

The Lexus RX Series; Recommended for Nigeria

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The Lexus RX is a mid-size luxurious crossover with seating for five. It’s a best seller for Toyota and it’s the most affordable way to get into a Lexus crossover. It’s related to the Toyota Avalon, Highlander, and Venza. For more information on the current model, including pricing with options, see our full review of the 2014 Lexus RX. Over the past decade, in wealthier areas

The Lexus RX is a mid-size luxurious crossover with seating for five. It’s a best seller for Toyota and it’s the most affordable way to get into a Lexus crossover. It’s related to the Toyota Avalon, Highlander, and Venza.

For more information on the current model, including pricing with options, see our full review of the 2014 Lexus RX.

Over the past decade, in wealthier areas especially, the Lexus RX has become as ubiquitous as some minivan models and is without a doubt the least exclusive (and best-selling) Lexus model. That said, the RX has been a luxury-vehicle benchmark and has taken on a wide range of models, including the Acura MDX, BMW X5, Hyundai Veracruz, Mercedes-Benz ML-Class, Audi Q7, and Lincoln MKX.

The first-generation RX 300, introduced for 1999, was offered in only one trim, with a limited number of options, and included the same 220-horsepower, 3.0-liter V-6 that was featured in the ES 300 sedan. Power was delivered with a four-speed automatic transmission through either front- or all-wheel drive. For 2001, the RX 300 saw slightly different styling plus a new list of options, with electronic stability control made standard.

For 2004, it was redesigned and renamed the RX 330, getting a larger, stronger 230-hp (or 223-hp), 3.3-liter V-6 plus a five-speed automatic. The RX’s overall size and formula remained the same, though its styling inside and out was smoother, with substantially improved materials. For 2007 and 2008, the RX was renamed the RX 350, as it gained the higher-output 3.5-liter V-6 that was introduced on a number of Toyota and Lexus products. One of the key attributes of this second-generation RX is that quite early on it offered a number of high-tech features that weren’t found on many other luxury vehicles in its segment or price range at the time, including the Adaptive Front-lighting System (AFS) and Dynamic Laser Cruise Control.

The current version of the RX made its debut for 2009. Although the RX was again completely redesigned, it carried over with the same engine, now making 275 hp, and didn’t look all that much different from the outside than the models before it—particularly the 2004-2008 models—though the design of the instrument panel was significantly changed this time around, becoming more swoopy and curvaceous, materials again given a big upgrade. In a review of the 2009 Lexus RX 350, we called it “a dependable, luxurious isolation chamber that performs responsively though not lively.” Top features on the latest RX include heated and ventilated seats, power heated mirrors, a heads-up system, and an updated navigation system with XM NavTraffic and NavWeather.

The RX isn’t intended for heavy towing use or off-roading, but it will do light versions of both. All-wheel-drive RX models come with a diff-lock mode for deep snow or sand/mud, and most RX models will tow 3,500 pounds, which is good compared to cars but not close to that of mid-size truck-based SUVs. Neither is the RX intended as a minivan substitute; while many models its size and smaller have offered a third-row seat, the RX has always boasted good seating for five adults, in two rows.

Safety and reliability are strong reasons to choose the RX, as much as luxury and comfort. The current RX has achieved top ratings from both crash-test agencies. Also, the RX has been a very reliable vehicle its entire run, and resale value is strong no matter what the year.

The 2013 Lexus RX 350 and RX 450h have been given an updated front-end appearance, with a new grille to bring the front-end design more in line with the GS sport sedans’ look. Other than a few other smaller changes, the RX continues unchanged, although the RX 450h has been given a Sport mode, and its own F-Sport model, to offer better responsiveness.

The 2011 Toyota Corolla

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The Toyota Corolla gets a slight exterior freshening for 2011 along with a few interior tweaks as well. The number of trim levels has been reduced from five to three; most notably, the sport-tuned XRS trim, with its bigger 2.4-liter four-cylinder, has got the axe.

Introduction

The Toyota Corolla is the world’s best-selling car of all time. More than 33 million have been sold in the last 35 years, which makes it mathematically assured that you know someone who either owns one or used to own one. This car owes much of its success to Toyota’s reputation of dependability and it’s hard to argue with such a buying rationale.

Yet once you look beyond that single attribute, you’ll discover that the 2011 Toyota Corolla is no longer the class leader it once was. The Corolla’s fuel economy used to be a benchmark, but now it gets thumped by the new Hyundai Elantra’s EPA-rated 40 mpg highway and 33 mpg combined. Interior quality is another area in which the Corolla finds itself outclassed. And while the Corolla has never been described as being fun to drive, the current car feels so disconnected from the road that you may find yourself thinking you’re playing a very dull video game.

The sport-tuned XRS trim, with its more powerful four-cylinder engine, used to be the model of choice for Corolla buyers seeking extra responsiveness, but Toyota has killed it for 2011. Also removed from the Corolla menu this year is the XLE, which was the most luxury-focused trim in the lineup. On the plus side, the Corolla gains revised styling for 2011, particularly with the sport-look S trim, which also gets the thick, flat-bottomed steering wheel found in the new Scion tC.

If you think we believe that you can do better than the 2011 Toyota Corolla, you’re right. It’s not just us, either. Two years ago we invited six regular Americans to drive the Corolla alongside the Honda Civic and previous-generation Mazda 3. None of our testers put the Corolla in 1st place and all but the most senior members of the bunch placed it dead last. They echoed our opinion that the Corolla feels disconnected to drive and expressed disappointment with the look and feel of its cabin.

Today the Corolla faces even stiffer competition. Of course, the Corolla is still known for its reliability, but then so is the Honda Civic, and Hyundai has improved dramatically in this regard. As such, we highly recommend shopping around before taking a 2011 Toyota Corolla home.

Body Styles, Trim Levels, and Options

The 2011 Toyota Corolla is a five-passenger compact sedan available in base, LE and S trim levels.

Standard equipment includes 15-inch steel wheels, power mirrors, air-conditioning, a tilt-and-telescoping steering wheel, a height-adjustable driver seat, a 60/40-split-folding rear seat and a four-speaker sound system with a CD player and an auxiliary audio jack.

The LE adds keyless entry, power locks, power windows (optional on base), variable intermittent wipers, cruise control and six speakers. The S adds 16-inch alloy wheels, a sport-look body kit, a rear spoiler, upgraded cloth upholstery, steering-wheel audio controls and an upgraded trip computer.

Optional on the LE and S is a sunroof that includes an overhead console with map lamps and a sunglasses holder. Also available is an upgraded six-speaker sound system with satellite radio, an iPod/USB audio interface and Bluetooth phone and audio player connectivity. The Premium package available on the LE includes 16-inch alloy wheels, foglamps, the sunroof and the upgraded audio system.

Powertrains and Performance

Every 2011 Toyota Corolla is powered by a 1.8-liter inline-4 that produces 132 horsepower and 128 pound-feet of torque. A five-speed manual is standard and a four-speed automatic is optional.

In Edmunds performance testing, an automatic-equipped Corolla went from zero to 60 mph in 10.1 seconds — a slower time for this class. EPA-estimated fuel economy stands at 26 mpg city/34 mpg highway and 29 mpg combined with the automatic and 28/35/31 with the manual. These numbers used to be quite impressive but pale in comparison to the new Hyundai Elantra’s promise of 40 mpg highway.

Safety

Every Toyota Corolla comes standard with stability and traction control, antilock brakes with brake assist (front disc, rear drum), front side airbags and side curtain airbags. In Edmunds brake testing, the Corolla came to a stop from 60 mph in 127 feet — an average distance for this type of car.

The Corolla 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 four out of five stars for front passengers in a frontal crash, and the same for rear passengers in a side crash. It got five stars for the protection of front passengers in a side crash. In Insurance Institute for Highway Safety crash testing, the Corolla earned a perfect “Good” rating in the frontal-offset, side and roof strength tests.

Interior Design and Special Features

The 2011 Corolla’s cabin is a bit dull to the eye and the materials used to construct it are mediocre at best. The cabins of the Chevrolet Cruze and Ford Focus feel like they belong to a more sophisticated market segment by comparison. On the upside, the Corolla’s controls are quite simple to use, though opting for the upgraded stereo with iPod and Bluetooth controls makes things a bit more complicated.

Like most Toyotas, the Corolla’s seats are soft and comfy, and will likely bring words like “recliner” and “La-Z-Boy” to mind. The seats lack support, however, so some may find long-distance comfort troublesome. The front seats offer a decent amount of space even for taller drivers (a revelation for a small Toyota), while the backseat also boasts decent room and a cushy bottom.

With 12.3 cubic feet of space, trunk space is average, but the trunk boasts a usefully wide opening.

Driving Impressions

The 2011 Toyota Corolla’s softly sprung ride is perfect for commuting, and wind and road noise are nicely quelled, even at highway speeds. However, handling is unimpressive — even if you don’t profess to be a driving enthusiast, a back-to-back drive between a Corolla and any number of its competitors will reveal that the Toyota feels less responsive to inputs and therefore makes you feel less involved with the driving experience.

The Corolla’s lone engine choice delivers the sort of languid acceleration typical at this price point, but Toyota makes a smooth engine, so at least your ears won’t be paying for it. However, given that the car’s fuel economy isn’t as impressive as it once was, you may be less willing to put up with such pokey performance.

source: Edmunds

Most suitable car for Nigerian Roads: Lets Have your say People

Hi guys,

I have worked and lived in most Nigerian major cities- Lagos, Abuja, Port Harcourt, Ibadan…. From my observation, the most popular car vehicle in nigerian roads today is 1998 Toyota Camry “Pencil”.

The question remains: What model and type of car do you consider to be the best for use on Nigerian roads?

 

1st made in Nigeria cars by Nissan to role out in April

The first set of Made in Nigeria 4×4  SUVs will be rolled out by Nissan Motors in April this year.
nissan Chief Executive Officer of Nissan Motors, Carlos Ghosn, disclosed this to President Goodluck Jonathan on the sideline of ongoing World Economic Forum in Davos, Switzerland.
Ghosn, who said the vehicles would be rolled out of the old Volkswagen Assembly plant in Lagos, noted it was possible to produce two to three million cars in Nigeria annually.
According to him, this will lead to creation of thousands of direct and indirect jobs in the country.
He also told President Jonathan that Nissan intended to increase its investment in Nigeria and establish its own production plant in the country.
“We are interested in producing popular cars , totally adapted to the needs of Nigerians,” Ghosn told the President, adding that the company also planned to bring its global suppliers to make vehicle components in the country.
In his remarks, President Jonathan reiterated that the diligent implementation of the country’s new national automotive policy would rapidly develop Nigeria’s automobile industry.

Full Year 2012 Top 7 brands Ranking Table below.

Nigeria Full Year 2012:

Pos     Carmaker     2012     %     /11     2011     %     Pos
1     Toyota     19,755     40.7%     30%     15,238     29.7%     1
2     Kia     5,034     10.4%     n/a     n/a     n/a     2
3     Hyundai     4,259     8.8%     n/a     n/a     n/a     3
4     Ford     2,613     5.4%     4%     2,523     4.9%     4
5     Honda     2,473     5.1%     58%     1,562     3.0%     7
6     Mitsubishi Fuso     2,088     4.3%     10%     1,898     3.7%     5
7     Nissan     954     2.0%     -46%     1,772     3.5%     6

Source: http://www.vanguardngr.com

Review: 2014 Kia Forte

When Kia started selling the ’94 Sephia in America, nobody was worried. Not the American car companies still adjusting to the market share lost to the Japanese competition, and not the Japanese who used cheap and reliable cars to take the market share in the first place. The laissez-faire attitude to the Korean upstart was understandable, the Sephia was a truly horrible car. In 1997 Kia filed for bankruptcy protection and the big boys patted themselves on their back for not worrying about the Asian upstart. When another unremarkable Korean company purchased 51% of Kia, nobody cared. They should have.

Through a convoluted set of financial arrangements, Hyundai and Kia are 32.8%  joined at the hip and the result is greater than the sum of its parts. The reason seems to be “internal” competition with rumors of Kia/Hyundai in-fighting constantly swirling. Apparently each believes that they should be king of the hill. This means we can’t talk about the 2014 Forte without talking about the Hyundai Elantra. This is not a case of Chevy/Buick/Oldsmobile badge engineering. Kia and Hyundai have access to the same platform, engine and other parts bins but they operate on their own development cycles. What that means to you is: these brothers from a different mother exist in different generations. The 2006-2010 Elantra was the cousin to the 2009-2013 Forte meaning the Kia was a “generation behind”. That’s changed for 2014 with the Forte being the new kid on the block and while the related Elantra won’t land until the 2015 model year at the soonest.

Exterior

The old Forte was very “grown up” with lines that were clean, straight and unemotional. For the Forte’s first redesign, Kia  injected styling from Kia’s successful mid-sized Optima. Up front we see a larger and better integrated corporate grille. The shape is supposed to be modeled after the nose on a tiger, but I fail to see the resemblance. The larger and more aggressive maw is flanked by stylish headlamps with available LED day-time running lamps and bi-xenon main beams. Yes, this is a Forte we’re talking about.

From the side profile, it’s obvious this Forte is bigger than last year’s compact Kia. The wheelbase has been stretched by 2 inches, the belt-line has been raised and raked, and attractive new wheels have been fitted. Despite the growth, weight is down 280lbs vs the 2013 model and chassis stiffness has increased. Moving around the back you’ll find something unusual: a rump that doesn’t offend. It seems rear ends are difficult to design these days with cars like the Jaguar XJ and Ford Fusion having incredible noses and disappointing butts. Our EX tester came with the optional LED tail lamps further bumping the Kia’s booty.  Taken as a whole, I rank the new Forte and the new Mazda 3 the most attractive in the segment.

Interior

While I spent most of my time in the Forte EX (that’s the model two of our readers requested), I snagged a base Forte from a local dealer for comparison. The reason I sampled both the EX and LX is because the top-line trim (and the base with the “popular package” swap hard plastic door panels for soft injection molded bits. I’m also not a fan of black-on-black interiors (as this was equipped) so I needed to check out the lighter options. Most LX models on the lot were equipped with medium grey fabric and two-tone dash and door plastics (black upper, fabric matching lower). Most EX models on the other hand were dressed in black like out tester. I found the darkness not only slightly oppressive, but also cheaper looking than the grey leather alternative. Either way you roll, you’ll find more soft touch plastics than the Honda Civic and more hard polymers than a Ford Focus. Is that a problem?

In the US, compact cars are all about value. Value means compromise and cutting the corners you can get away with. The trick to creating a winner is knowing which corners to cut and where to bling. (The rapid refresh of the 9th generation Civic shows that even the big boys can clip the wrong corners.) For 2014, Kia uses plenty of hard plastic but it is now located away from frequent touch points like airbag covers, front door panels, etc. The faux-carbon-fiber surround on the radio is a bit cheesy and the style is a bit boring, but our fully-loaded $25,400 model had a gadget list that could easily have been an option list on a BMW. Out tester had heated front and rear seats, heated steering wheel, HID headlamps, a cooled driver’s seat, 2 position seat memory, power folding side mirrors with puddle lamps, sunroof, keyless entry and keyless go, lighted exterior door handles and dual zone climate control. The extensive gadget list forgives the visible body-painted window frames in my book.

Front seat comfort is greatly improved over the outgoing model with thicker foam in the seat bottoms and backs, and a wider range of adjustibility. Kia claims best in segment front legroom and I’m inclined to believe them as passengers with long legs had no troubles finding a comfortable position. The rear seats benefit the most from the platform stretch with 36 inches of legroom and a seating position that didn’t offend my back after an hour. If rear seat room is what you’re after, that new Sentra still trumps with an insanely large back seat and seat cushions positioned higher off the floor than most.

Infotainment

It’s obvious the Forte is a half generation ahead of the Elantra when you look at infotainment. LX models make do with four or six speakers and an attractive (but basic) AM/FM/XM/CD head unit with USB/iDevice integration and a Bluetooth speakerphone. The base system is competitive with base and mid-range systems from the competition, although Kia doesn’t include smartphone app integration, Pandora or other streaming radio options. Jumping up to the EX model ($19,400) gets you the latest “UVO 2 with eServices” system. The Microsoft powered 8-inch touchscreen system is bright and easily readable, and has improved USB/iDevice integration allowing you to select songs and playlists with voice commands ala Ford’s SYNC. Also included is an array of OnStar-like services including vehicle diagnostics, car locator and automatic 911 dialing when your airbags deploy. Unlike OnStar or Chrysler’s latest uConnectm, your phone must be paired and present for these services to work.

Adding navigation to the 8-inch system is only possible by selecting the $2,300 “Technology package” which also nets HD Radio, a 4.2″ LCD in the instrument cluster, HID headlamps, dual zone climate control, rear HVAC vents and LED tail lamps. The package is a good deal but $2,300 is a big pill to swallow. Making matters more expensive, you can’t check that option box without checking the $2,600 “Premium Package” as well. The premium pack adds a power sunroof, 10-way memory driver’s seat, leather, ventilated driver’s seat, heated steering wheel, heated rear seats, auto dimming mirrors, keyless go, car alarm, and puddle lamps.

Drivetrain

While most subcompacts make do with one engine, the Forte has two. LX models get a 1.8L four cylinder engine with variable valve timing cranking out 148 HP and 131 lb-ft. Not very exciting. Jumping to the EX swaps in a 2.0L mill with direct-injection. The larger engine bumps power to 173 ponies and 154 lb-ft. While this isn’t hot hatch territory, it is more oomph than you find in the Civic, Focus, Mazda 3, or Elantra.

Cog counts are higher than some of the competitors (I’m looking at you Civic) with the 1.8L starting off with a standard 6-speed manual and optional 6-speed automatic. That same 6-speed slushbox is the only transmission for the 2.0L EX. (Pay no attention to the EPA’s 2.0L/MT scores, we’re told that combo remains on the cutting room floor.) Raining on the Forte’s parade is mediocre fuel economy. The LX scored 25/37/29 MPG (City/Highway/Combined) with the manual, 25/36/29 with the automatic and the EX slots in at 24/36/28. Over 657 miles we averaged 32MPG which is slightly lower than the 2013 Honda Accord 4-cylinder.

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Drive

The last gen Forte was a great deal but it wasn’t exactly king of the track. As a result my dynamic expectations were fairly low as I got behind the wheel. I was pleasantly surprised. The new Forte’s chassis is noticeably more rigid on the road, a distinct improvement over the Elantra which can feel like a damp noodle on uneven pavement. Kia’s engineers have also worked most of the kinks out of the Forte’s suspension giving the 2014 model a well tuned ride that’s on the stiffer/sportier side of the spectrum. Electric power steering is here to stay, but at least the Forte allows you to adjust the level of assist via s button on the steering wheel. In the firmest steering mode, there *might be* the faintest whisper of steering feedback. Maybe. Either way, the Forte is a surprisingly agile companion on winding roads. The Forte’s new-found abilities made me wonder for the first time what a turbo Forte would be like.

I’m not saying the Forte is as engaging or exciting as a VW GLI, but this chassis finally shows some potential. The 2014 model is certainly the dynamic equal of the Focus and Cruze. I would be one of the first customers in line if Kia went out on a limb and jammed the 274HP 2.0L turbo from the optima under the hood. Such a move wouldn’t just blow the Civic Si and Jetta GLI out of the water, it would give the Focus ST a run for its money.

The feel of the Forte EX is down to the suspension, but the road holding is thanks to optional 215/45R17 rubber. Base Forte models get fairly high-profile 195/65R15s while mid-range models get 205/55R16 tires. The flip side of this tire choice is that mediocre fuel economy. 32 MPG is 1.5MPG below the Civic and 4.5 MPG less than the Nissan Sentra. Despite the wide tires the Forte ranks among the quietest in the class easily tying with the Focus and Cruze.

I prefer to think of myself as “financially frugal”  but at home that’s spelled c h e a p. It’s not that I want the cheapest car or the most economical car, I want the best deal. I can’t help it, the word “bargain” ignites a fire in my loins. The new 2014 Forte is that kind of bargain. Sure, it’s not as roomy as the Sentra, not as quiet as a Cruze, not as dynamic as a Focus and lacks the Civic’s reputation, but this new Forte is well priced, packed with features you won’t find on the competition, and I was unable to find a single thing to dislike. Kia’s compact car transformation from the Sephia, a car I wouldn’t make my worst enemy live with, to a car that I would recommend to friends (and have) has taken only 20 years. To copy a line, that makes Kia the fastest social climber since Cinderella. Since I care more about the driving experience and gadget list than fuel economy, this shoe fits.

Kia provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 3.24

0-60: 8.24

1/4 Mile: 16.47 @ 85.2

Average Observed Fuel Economy: 32.0 MPG over 657 miles

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