Vehicles

Saturday, December 17, 2011

New 2011 Lamborghini car model

Lamborghini isn't presenting anything at the Detroit Auto Show because it doesn't even have a stand. But that doesn't mean that the Sant' Agata company had nothing to say. CEO Stephan Winkelmann and head of R&D Maurizio Reggiani spoke briefly about the Murciélago successor at a Sunday evening event outside of Cobo Hall, putting together a few more pieces of the Lamborghini 834 – otherwise known as the car many assume will be called the Aventador. Winkelmann said he wants it to be "the trendsetter of the next decade." The main points:

2011 Lamborghini

Each decade Lamborghini presents a completely new supercar that aims at the leadership of its class. At the beginning of 2011, the Italian car will launch a successor for the currently in production Murciélago, that will try to attain the purpose of every Lamborghini ever, that of being better than the competitor from Maranello.

In the 70s it was the Miura to excite the imagination of every teenager in the world, followed in the 80s by the Countach, and in the next decade by the famous Diablo. Nowadays, since Lambo is being owned by Audi, they have presented us the Murciélago, offered with AWD in standard, but as ruthless as all of its ancestors.

For 2011 Lamborghini are preparing a come-back, with a new supercar. The name of the future car is hard to be predicted, as by tradition, each new Lambo gets to be named after a famous fighting bull. Murciélago, as an example comes from a bull that survived 245 sword strokes in an 1879 fight at the arena of Cordoba, and fought with such passion and spirit that the matador chose to spare its life, a rare honor. In another Lamborghini tie-in, the bull was later presented as a gift to Don Antonio Miura, a noted breeder, and went on to sire a line of famous fighting bulls.
We can easily preview in the new car, the Traditional LP (Longitudinale Posteriore, Italian for “rear longitudinally-mounted) V12 engine, with a displacement increased probably to 7.0 liters. Power is expected to increase accordingly, and offer up to 700 bhp, for the “base version”. Transmission is expected to be AWD, as in the recent Audi developed Lamborghinis.

2011 BMW M3 Pick-up

New Car: 2011 BMW M3 Pick-up

BMW has taken the wraps off their all-new niche model, the M3 pick-up. Previously undergoing extensive testing at the Nurburgring, the pick-up variant packs 420bhp (425PS/313kW) into its 4.0 litre V8.

With 400Nm (295lb-ft) of peak torque arriving at 3,900rpm, power is sent to the rear wheels, through a 6 speed manual transmission. BMW claims the speedometer has displayed 186mph (300km/h) in tests.

The new variant is 50kg lighter than the 1,885kg M3 convertible with coefficient drag that mirrors the M3 coupé.

The cabin is similar to the standard M3, featuring M-badged sports leather seats, steering wheel and gearlever.

Press Release:

Following the BMW M3 Coupé, BMW M3 Convertible and BMW M3 Sedan, a fourth body variant of this globally successful high-performance sports car is about to cause a stir. Under the strictest secrecy, the world’s first high-performance pickup has been created at the BMW M GmbH development centre. The sportiest example by far in this vehicle category, the BMW M3 Pickup will fire the imaginations of all motorists with a deep appreciation of top performance matched by a keen practical bent. 309 kW/420 hp under the bonnet and a rear-axle load capacity of up to 450 kilos take the hallmark BMW M relationship between race-oriented driving pleasure and everyday utility to an entirely new level. This unique vehicle has already completed extensive test and set-up drives on the Nürburgring’s Nordschleife in advance of its global unveiling on 1 April 2011.

With this vehicle, BMW M GmbH once again furnishes evidence of its exceptional competence in developing and building high-grade, individual dream cars. With a high-revving V8 engine at the front, a generously sized load area behind and a removable Targa roof above, driver and passengers in the BMW M3 Pickup will relish an unprecedented take on the familiar M feeling. Yet this spectacular new development is unmistakably recognisable as a member of the BMW M3 model family. Corroborating this kinship are not just the inimitable power of the engine, but also fine-tuned aerodynamics and a tailored suspension set-up. Measurements in the wind tunnel at the BMW Group’s Aerodynamic Test Centre showed a Cd factor on a par with that of the BMW M3 Coupé. Like every BMW M model, the BMW M3 Pickup has also demonstrated its dynamic potential on the North Loop of the Nürburgring. Official lap times have not yet been released, but the needle in the dial vouched for a top speed of 300 km/h.

The kerb weight of the world’s fastest pickup undercuts that of the BMW M3 Convertible by around 50 kilograms. Removing the Targa roof shaves off a further 20 kg while at the same time lowering the car’s centre of gravity. This most unusual experience of top-down driving pleasure in a BMW M3 thus goes hand in hand with further optimised dynamic handling.

The practical features of the BMW M3 Pickup are no less impressive. Maximum load capacity has been raised to 450 kilograms. The load bed of the BMW M3 Pickup is clad in high-grade structured aluminium sheeting and provides the biggest cargo capacity ever offered on a BMW M vehicle. In terms of the unit of measurement generally applied to premium automobiles, that gives the loading area of the BMW M3 Pickup the capacity to carry up to 20 standard 46-inch golf bags. What’s more, the BMW M3 Pickup is the first BMW M3 variant in the 25-year-plus history of this model range to come with a trailer tow hitch.

Notwithstanding these unquestionable stand-out qualities, the BMW M3 Pickup will not be heading for the golf course or series development, but will retain its status as an exclusive one-off. It is earmarked for use as a workshop transport vehicle for BMW M GmbH. With this in mind, the current BMW M3 Pickup – unlike a similar predecessor built back in the 1980s – has gone through the requisite procedures to earn its road certification. Which makes it officially a truck – but one that puts a whole new spin on the meaning of the word.

The New 2011 Cars Are Available Now

I see that the car manufacturers are advertising (and selling) their new 2011 models. Damn! I must have fallen into a coma yesterday. I could have sworn that today is April 2, 2010. But, no, I must be mistaken. I mean, if the car dealers are selling 2011 models, it must be 2011, right? Why would they have reason to lie about something like that?

But, if it is already 2011, that means I missed out on my last birthday! I wonder what I got for a present? I hope it was that new 2012 car I was hoping for.

And, if it is already 2011, that’s terrible! It means that I have only a couple of years left before December 12, 2012 arrives and the world comes to an end. Darn! I thought I had three more years to get everything checked off my ‘bucket list’. Guess I’ll never get to snowboard down a lava flow like I had hoped. Or swim with 1,000 piranhas in a pool of bleeding chickens. Or live long enough to hear Jay Leno tell a funny joke.
Oh, well. At least I’m a year closer to getting Social Security. What? No, I hadn’t heard that they moved the age to start receiving benefits out to 72! Oh, well, that’s all right. In another week, the new 2013 cars will come out, followed by the 2014 models the month after, and the 2015 models by mid-summer. Heck, by the end of the year, I’ll be old enough to say ‘I remember when a new car wasn’t two years old before you drove it off the lot!”

Toyota Prius Review

2008 Toyota Prius Review

The Toyota Prius has been on a real sales tear for the past year. US sales of the hybrid five-door leapt from 106,971 in 2006 to 181,221 in 2007 (a 69.4% increase). Prius sales were slightly down from 2005 to 2006, but were up another 37.1% in January 2008 compared to January 2007.

So, what makes this car successful? Is it a great car, or just a car boosted by its name recognition and its own green hype? I borrowed one for a week from Toyota to find out for myself.

Exterior

The Prius won't win any beauty contests. It's nearly slab-sided with an extreme wedge shape. Let's be kind and say that form follows function; its shape minimizes hood space (not needed because its small 1.5 liter four cylinder occupies little space) and maximizes passenger area, while putting aerodynamics ahead of most. For example, the roof's highest point is above the front passengers' heads, but it then quickly angles downward to the back bumper, to the benefit of fuel efficiency, but at the cost of rear passenger headroom. If you're over six feet tall, your head will probably hit the ceiling in the back. At 6'4", I didn't stand a chance. If you drive a Prius, expect people to notice you, for better or worse, in spite of the vehicle being toward the top of the sales charts.

Interior

In spite of technically being classified as a midsize vehicle by the EPA, the Prius feels much smaller than an Accord or Camry, although in terms of volume, the Camry and Prius are relatively close (EPA passenger volume of 101.4 cubic feet for the Camry versus 96.2 cubic feet for the Prius), but the narrower width of the Prius (67.9 inches versus 71.7 inches for the Camry) make the vehicle feel more confining. Also, as noted earlier, the rear roofline drop in the Prius costs about an inch and a half of headroom compared to the Camry. Still, for a small car that is outweighed by the Camry by over 500 pounds in some models, the Prius is a marvel of packaging. From the driver's seat, with the seat all the way back, I had no complaints about space, though it's definitely narrower than I am used to in my 2004 Honda Accord.

The design of the interior does its best to keep the space-age theme of the exterior intact. To that end, there is no gauge cluster in front of the driver. Instead, a horizontal row of digital gauges (mainly a speedometer and fuel gauge) are further forward, at the base of the windshield. This relocation allows for a small circumference steering wheel, which I appreciated, because it doesn't have to be large enough to see gauges through the top half of it. There is a standard touch screen LCD display at the top of the center stack; models with navigation obviously have the navigation system in this location. Unfortunately, my model was more basic and lacked navigation, but the screen was still important, as it was the main control and display for audio, climate, and fuel consumption functions. In spite of being a technophile and having no issues with high-tech things, it was a bit annoying to have to move to the "climate" function to check the temperature setting or to the audio function to check the current radio station. However, Toyota does help a bit with this issue by having more duplicate controls than normal on the steering wheel. Functions on the wheel include temperature up/down, front and rear defog on/off, audio mode, audio volume and audio preset up/down. There were several storage spaces scattered around the interior, including a center console, a cubby beneath the radio, and dual glove boxes, so that was not an issue. The seats were comfortable yet firm (just as I like them). Visibility to the rear was compromised by the split window treatment (the top half of the rear hatch is nearly horizontal, while the bottom half of the rear hatch is nearly vertical and contains a window. My tester had the optional backup camera, which made backing up less of a chore, although its beeping while reverse was engaged made visions of driving a large truck swirl through my mind. (The beeping occurs only inside the car, of course). Cargo capacity is reasonable, although being a hatchback, you have to load the trunk vertically to take advantage of its full cargo volume. Second row seats fold flat for additional cargo flexibility.

Driving Experience
I already had sat in a few Priuses, and was very familiar with the way they looked, but I had never driven one before, and was looking forward to seeing what the experience was like. The smart key-equipped model I drove allowed me to keep the key fob in my pocket at all times, unlocking the front doors when I touched the handles and locking them if the transmitter was outside the car by touching a small button on the door handle. Just in case of an electrical problem, the transmitter conceals a physical key inside it that can be used to enter the car in emergencies. I think I figured out one area that Toyota saved some of the 500 pound weight difference from the Camry to the Prius: the doors opened with a light, hollow sound. They seemed to close with an authoritative "clunk," but they felt a little chintzy when pulling the handle and hearing an echo as they opened.

Once in the driver's seat, transmitter still in my pocket, I was greeted by a large circular power button on the dashboard. More basic models not equipped with the smart key system need the driver to "dock" the transmitter into the dashboard before pressing the start button, but this was not necessary in my test vehicle. To turn the car on (since by doing so, you aren't necessarily "starting it" - more on that later), you just put your foot on the brake pedal and press the power button. The car hums and whirs for a few seconds, and a green "ready" light appears on the dash. Pressing the power button without one's foot on the brake will turn the car onto accessory only mode, which is fine for listening to the radio, but doesn't get you very far on the road.

The gearshift is a stubby little contraption below the power button on the dashboard that is completely electronic, unlike any gearshift I'd used before. To engage reverse or drive, simply keep your foot on the brake and move the joystick-like gearshift to R or D. Once you arrive at your destination, park is engaged by pressing a P button above the gearshift lever. The parking brake, surprisingly, is a conventional cable-operated foot pedal.

Driving the Prius was - interesting. Transitions where the gasoline engine engages are noticeable, but not by any means harsh. On cold mornings as we've had in Pennsylvania for the past week, the gasoline engine has to run to warm up for interior heat, even if the hybrid system would otherwise not need it. For this reason, Toyota recommends grouping trips together to get maximum fuel economy, as a warmed-up Prius will only need to run the gasoline engine for extra power or to recharge its batteries. Proving this point, on my 20-mile commute to work, I got the best fuel economy the first morning because the car was covered by ice and I warmed it up in the driveway for 15 minutes before leaving, and I reset the fuel consumption calculator as I started driving.

When the engine is warmed up and the battery is sufficiently charged, the Prius can (in my experience) drive up to about 20 miles per hour solely on electric power, if the driver has a gentle right foot. I tested this by turning off the heater and stereo (to clearly hear the silence of the engine not running) and driving from one end of our local shopping center to another solely on electric power. It's an interesting experiment (if also slightly dangerous; one woman who probably didn't hear the car nearly walked in front of me), but almost more of a video game-type novelty to me more than anything. Electric-only operation is great to have toward the end of my commute every morning, where two expressways merge together and traffic backs up. In fact, the car seemed to get its best economy in this situation, since the engine doesn't run when the car is stopped, and crawling slowly toward the crowded merge point can be done with the electric motor only.

Returning to my earlier comment about the experience being video game-like, the LCD display encourages this perception by showing the battery's charge status, whether the engine is running, whether the electric motor is engaged, whether the battery is being charged or discharged, and the instant fuel economy to one decimal place (it shows 99.9 when on electric-only operation, though technically it's an infinite mpg, because it's using no gasoline). The info computer also has a consumption feature that is the most detailed fuel economy record I've ever seen in a vehicle. Not only does it show the average economy since the last reset, but also the number of miles since it was reset, instant mileage on a constantly-moving bar graph, but also a running series of bar graphs showing the average economy at five minute intervals for the previous 30 minutes. These bar graphs also show the amount of electricity regenerated and put back into the battery during each five minute period.

So, what does it feel like to drive a Prius, other than the unique experience of the start/stop process and EV-only operation? Driven conservatively, it feels almost like a normal, albeit a very underpowered car, with some unusual sounds added and occasionally normal sounds subtracted. However, merging into a fast-moving expressway is an adventure, as the tiny engine howls and wheezes as it struggles to get the car up to speed. If you're in the right lane and see a small opening in the fast-moving left lane, there's almost no chance of getting it without eliciting a rude gesture from the car that will be behind you. A V6 midsize sedan could handle those scenarios with no issues, and even newer four cylinders with horsepower ratings in the high 100s (around 165-175 for most) could probably handle that scenario. Steering is electric rather than hydraulic, which is a necessity in a car in which the engine may or may not be running, but definitely lacks feel. However, I'd rate it higher than the electric power steering in the Chevrolet Cobalt 1LT that I drove a few months ago. I did not push the limits of the car's handling; although it did not feel unsafe by any means, a narrow track coupled with small wheels (only 15 inches) and Toyota's preferred soft suspension tuning did not inspire confidence.

The other issue with driving a Prius is not how the car drives, but how other drivers react to it. Some people really love the Prius, what it stands for, and how it reflects upon its owners' choices and priorities; others feel that Prius drivers are smug, holier-than-thou do-gooders who think they're smarter than everyone else. Personally, I probably fall somewhere in the middle, although I definitely noticed both extremes in my time with the car. For example, one evening on my commute home from work, a guy driving a 2001 Mustang GT clearly couldn't stomach the thought of having a Prius in front of him on the highway. I didn't do anything to him, but he tried passing me on the right several times (traffic was relatively heavy and many cars were traveling in the left lane). He probably assumed that I'd be a traffic impediment on his way home.

The strange nature of the Prius' power on/off routine can also lend itself to problems. For example, when I arrived at work one morning, the Prius was in EV mode while I glided into my parking spot. I put the car in park and thought that I turned it off (the engine was not running), but when I got back to the car hours later, I was horrified to see that it was idling for the entire time. At least the car was warm for me on a cold day. The downside was that hours of idling cost the average fuel economy dearly.

Bottom Line

The Prius is not a great car, but it does serve its primary purposes - saving fuel and advertising Toyota's environmental leadership - better than almost any other vehicle on the market. The lack of engine power, numb steering, indifferent handling, and the "look, I'm a tree hugger!" exterior appearance would prevent me from owning a Prius. I was, however, very impressed by the fuel economy (typically between 44 and 47 miles per gallon on my commute that usually makes my V6 Accord get between 22 and 23 miles per gallon) as well as the impressive technology that underpins the Hybrid Synergy Drive system. I'd be curious to try a Toyota Camry Hybrid for a week, which probably gives a more "normal" experience with only a small penalty in mileage and none of the "baggage" that some associate with the Prius.

2008 Toyota Avalon XLS

2008 Toyota Avalon XLS - The car, which slots into the manufacturer’s lineup above the new Camry and Solara, is the most premium level Toyota you can get — anyone looking for a higher level of standard equipping or luxury touches must get into the Lexus line after this one.

The front end’s changes centre mainly on the new-look bumper and grille, and leave the Avalon with decent curb appeal for a big car, especially when approached from the front. The lights have changed for ’08 as well, with a more hawk-eyed cut to the shape.

The vehicle’s overall lines and angles lend it a stately look, classy enough to take anywhere without feeling like a potato in a diamond mine when the Acura and Mercedes drivers show up, and also enough everyday appeal to feel at home in the parking lot of the big-box stores.

The interior is where the car shows off its upscale tendencies, with all materials and surfaces showing quality a

nd well applied esthetics when you sit down in the driver’s seat. Cupholders and stereo controls are covered in flush-fit plastics when not in use; even the seat-heater controls are pop-up buttons that recess into the console after adjustment.

The Avalon runs with a 3.5-litre V6, pumping adequate horses (268 of them) to the wheels, with 248 lb.-ft. of torque available at a mid-range 4,700 rpm. As you might imagine, the car, while in no way underpowered, is no sport-sedan either. Acceleration will feel a little weak to anyone looking for hot zero-to-100 numbers, though I doubt the tire squawker crowd would shop this car anyway.

The six-speed automatic tranny is quite fluid, and its sport-shift component allows a driver to get the most from the drivetrain when you slide it into manumatic mode. The transmission also boasts a lockup torque converter, and Toyota’s traction control system and vehicle stability control are standard on the XLS.

My tester was optioned up with the Premium Package (which adds $3,280 to the MSRP), one of only two option levels available for the Av, the other's being premium with navigation system. Premium trim tops off the already-excellent level of equipment with more speakers for the sound system (12, total) and rain-sensing wipers, and gives t

he front seat passenger the aforementioned eight-way power seat the driver enjoys.

While the price is a little steep for the Avalon — it starts higher than either of its main competitors, the Maxima and Accord, and a couple of the people I showed the car to pointed out that the car is creeping into entry-level Lexus territory — I would suggest comparing prices to any of those vehicles after adding a similar level of equipping to the competitors to see how the bottom line stacks up.

2008 Toyota Sequoia SR5 4x4 Review

Although full-size, body-on-frame SUVs are a rapidly declining segment of the new vehicle market, thanks to the reality of gas prices that have more than doubled since 2005 and are showing no signs of falling, they are still members of a very large segment. There are many people who need the utility, towing capability, and passenger capacity of the Suburban/Yukon/Tahoe/Escalade, Expedition/Navigator, Armada, and Sequoia, although their segment of the market will never sell as many vehicles in future years as it did in the past 5-10 years until Katrina started the gas price march to $4.00 per gallon and beyond.

This brings me to my most recent test vehicle, a Toyota Sequoia SR5 4x4. Although I don't have a large family, or any current towing needs, I feel that I am uniquely qualified to comment on the vehicle, as I have driven versions of three-fourths of its closest competitors (missing only the Ford products), including thousands of miles of seat time in a 2007 Chevy Suburban and a test drive in a 2008 Infiniti QX56. I've also spent time in several crossovers - a growing segment that is gobbling up market share from their larger, heavier, thirstier brothers - including the Buick Enclave - as well as several minivans. Finally, my family and I own Toyota's own Sienna minivan. More on that comparison to come later.

The Sequoia is in its second generation and is based on the Tundra pickup (which is also in its second generation). As the Tundra grew from a 7/8ths-scale version of a domestic pickup into a full-scale version, the Sequoia did as well, which substantially improved interior space and performance, with no fuel economy penalty compared to the previous generation. The thing is huge, and can be intimidating in smaller garages (or public parking garages) where tight maneuvering and acute awareness of your vehicle's width and height are critical.

Exterior

The outside of the Sequoia basically looks like the SUV version of the Tundra pickup that it effectively is. The grille and front bumper are different between the Sequoia and Tundra (with the Sequoia having a fully body-colored bumper, while some trim levels of the Tundra favor a chrome treatment on the bumper's lower half), and the Sequoia lacking the Tundra's phony vent at the top of the grille's arch. I prefer the Sequoia's cleaner look, but they're so similar that I had to compare photos to tell the difference, other than noticing that the fake vent was missing in the top of the Sequoia's grille.

My test vehicle was an SR5 4x4 model, which is below the Limited and Platinum models in the trim line hierarchy. Externally, there aren't many improvements in the higher-end models aside from larger wheels, but my test vehicle's dark blue exterior, with no adornments such as moldings or chrome strips, and 18 inch wheels (when the Platinum trim, as well as many competitors, has 20 inch wheels) seemed a little ho-hum. I'm all for good taste and a certain amount of restraint when it comes to vehicle styling, but the Sequoia's flanks are showing almost too much restraint. At least the Sequoia has deep-cut character lines on the lower portions of the doors, and the swept-back headlights and taillights lend a fairly modern look. Like the Tundra pickup, the Sequoia isn't quite as conservatively styled as its competition, although I'd argue that the Suburban's clean lines are more handsome.

Interior

The new 2008 Sequoia grew in nearly every dimension compared to the previous model. Although it's a very large vehicle and Toyota's engineers could have easily been tempted to "waste" interior space because there was so much to go around, they wisely applied many of the clever space maximization techniques that would have been applied to a smaller vehicle. For instance, thanks to independent rear suspension, the third row seats fold flat into the floor as their competitors (except for the GM trucks) do. Multiple clever storage cubbies abound, including dual glove boxes, a gigantic center console that has the ability to hold hanging files, and - if my count is correct - 17 cupholders for 8 seating positions. Further enhancing interior flexibility is the fact that the second row seats each slide forward or backward individually on tracks, so for owners who plan to use all of the seating positions (or at least all of the rows), the vehicle's available legroom can be allocated according to the needs of occupants in each row. For example, if the front seats are all the way back, the second row might have to be adjusted rearward a bit more than normal for occupants there. I appreciated that the Sequoia gave that flexibility.

It was also very easy to get into the third row; I remember growing up in the 1980s, my parents owned several Suburbans of the 1973-1991 era; to get into the third row (which didn't even have any footwell), your choices were to climb over the second row without folding it (OK for kids, but parents didn't like it), or fold the seat forward and the seatback flat. The Sequoia (as well as its contemporaries) have a much simpler method - just pull one lever on the side of the second row seat, and the bottom portion of the seat slides forward and the seatback leans forward, leaving a large opening which, combined with long rear doors, makes it pretty easy to enter the third row gracefully. Exiting gracefully, however, is more difficult. Your two choices are to face forward and limbo under the top of the door opening, or face backward and blindly hoping that your foot will hit something solid like a running board before your knee or shin hits the bottom of the door opening.

In terms of interior materials, I was frankly disappointed. There are very few, if any, soft-touch plastics. The entire upper dashboard was made of hard plastic, and the majority of the door panels and other touchpoints were as well. I was also unpleasantly surprised by the deletion of content in the SR5 relative to the Limited and Platinum models. For example, the SR5 had cloth seats, non-lighted visor mirrors, no retractable sun shades, no power liftgate, and a vinyl steering wheel (no leather wrap - which is included on the $18,000 Corolla I'm driving today).

Driving Experience
Obviously, the Sequoia is not a small, light vehicle. Expect to have to forego shorter or narrower parking spots at the mall. Forget about jumping into any small gaps in city traffic. However, once you get used to the size (which only took me a day or two), it really drives almost like a smaller vehicle, which is a complement to Toyota's chassis engineers. Other than the unavoidable step up into the front seat and the Grand Canyon-wide space between the front seats, it's almost possible to forget that you're in a three ton truck. The Sequoia is solid over uneven road surfaces and, thanks to independent rear suspension, felt almost car-like in its highway ride. The big guy doesn't particularly care for traveling quickly on back roads, but didn't feel unsafe or top-heavy at any point, so long as things were kept at a reasonable pace.

I've gushed before about the 5.7 liter V8/six speed automatic combination in my review of a 2007 Tundra CrewMax, and all of that feedback still stands for the Sequoia. Acceleration and braking performance felt remarkably similar, which is not surprising, considering that the Sequoia SR5 4x4's curb weight is only about 5% (or 300 pounds) heavier than the Tundra CrewMax 4x4's. The six speed automatic was always in the right ratio for the situation at hand, and it shifted too slowly when in manual mode. That really didn't matter, though, because 381 horsepower and 401 lb-ft of torque is enough to overcome any situations where the transmission might be a gear or two higher than you'd want it in.

Steering feel was actually fairly accurate for a large truck. Since it's a traditional belt-driven setup instead of the electrically-operated units finding their way into smaller vehicles, it actually managed to feel better to me than several small cars I've driven. Navigating through the multi-story parking garage I use daily wasn't as difficult as I thought it would be - I just had to have confidence in my feel for the Sequoia's size when rounding sharp corners and aim the steering wheel. It (and I as its driver) survived a six-story descent from the top floor to the exit one busy afternoon, which meant twelve sharp right turns that required me to turn the wheel to a point near its lock; the only oddity was when there was a midsize sedan in front of me on a descending ramp, and I literally could not see the roof of the car over the Sequoia's hood, because it was below my level and the hood was so high. Luckily for me (and the driver of that car), I was aware that he was there and of course didn't bump him.

The enormous width of the Sequoia presents its own set of challenges; for instance, aside from having to look for wider parking spaces, putting it into a garage, or even patronizing some drive-through windows, sometimes requires folding the driver's mirror. The SR5 was not equipped with power folding mirrors, so I had to reach out to do that by hand. In spite of the wide mirrors, I managed to avoid whacking any objects with them. I attribute that again to respecting the size of the truck and being vigilantly aware of its width at all times.

As I do not own a boat, car trailer, horse trailer, or travel trailer, I was unable to test the Sequoia's towing capabilities. However, the maximum trailer weight for a Sequoia SR5 4x4 is 9,600 pounds (an even 10,000 for an SR5 4x2), which is a heck of a large trailer. I have no doubt that it would do a great job towing, with the combination of an intelligent transmission (with tow/haul mode), strong engine, and hefty curb weight (for stability).

Fuel Economy
Today's astronomical fuel prices have already winnowed the pretenders from the people who genuinely need a vehicle this large and capable. To that point, nobody buying a Sequoia does so for fuel economy reasons; however, its figures are class-competitive. The 5.7 liter V8/six-speed automatic combination is rated at 13 city/18highway for the 4x4 models and 14/19 for 4x2 models. These figures are slightly worse than the Tahoe's 14/19 for 4x4 models and 14/20 for 4x2 models with the less-powerful 5.3 liter engine, but better than the AWD GMC Yukon Denali's 12/18 with its comparably powerful engine and six speed automatic. The Ford Expedition's fuel economy is also in this neighborhood. The Nissan Armada 4x4 is rated at a class-worst 12 city/17 highway. In about 250 miles of mixed driving, including some heavy traffic, I got 13.5 miles per gallon, which is actually better than I was able to achieve in the Tundra with the same powertrain back in February. Perhaps I was getting more used to the V8's power and was able to keep my right foot out of the accelerator a little more.

Pricing
While I actually didn't mind living with the Sequoia for a week, it certainly wasn't the ideal family vehicle for two adults and two small children. (A friend of a friend in the same situation as us has a new Suburban to haul their two children under age two in, and no, they don't tow anything). I can appreciate the vehicle's capabilities, and it's probably where you'd want to be if you knew you were going to collide with another vehicle, thanks to its considerable mass.

I'm not here to convince people to buy a minivan over a Sequoia, but just look at these specs for a moment. Comparing every interior dimension (leg/hip/shoulder room in all three rows, plus cargo volume behind each row) between the Sienna and Sequoia shows the Sienna winning the comparison in nearly every category. The only "wins" for the Sequoia were the width-dependent categories (hip room and shoulder room) in all three rows. However, the Sienna soundly trounces its cousin in terms of cargo volume: 43.6 versus 18.9 cubic feet behind the third row, 94.5 versus 66.6 cubic feet behind the second row, and 148.9 versus 120.8 cubic feet with both second and third row seats folded or removed. On top of that, the Sienna's curb weight is about 1,500 pounds lighter, so its fuel economy is 16/21 in the AWD and 17/23 in the FWD model. Lastly, According to TrueDelta, a Sienna Limited AWD is over $12,000 cheaper than a Sequoia Platinum 4x4 when equipment differences are taken into account. In fact, you can buy a fully-loaded Sienna with EVERYTHING for the same price as a relatively stripped Sequoia. I'd argue that in today's environmentally-conscious times, the "minivan stigma" is now less powerful than the "eww, you drive a full-size SUV" stigma. I'm not judging those who choose the big SUV over the van, but economically, it doesn't make much sense unless you need its capabilities. I'd like to re-iterate that I am not advocating the elimination of full-size SUVs from the marketplace or saying that people should not be allowed to buy them. I just don't see why people would.

Conclusion
If you need or want the size, safety, and capability of a full-size body on frame SUV, the Sequoia is a very credible effort from Toyota. I feel that the interior materials and design are a bit of a letdown asethetically, but the powertrain was awesome (if a bit thirsty), engine performance was superior, and the interior had a lot of clever storage cubbies. Meanwhile, if anyone would like to loan a large boat to me for a weekend to test the towing capabilities of the next large vehicle in my garage, please let me know.

TOYOTA

TOYOTA EFI Scanner (Scantool for OBD-I, MOBD Toyota & Lexus Vehicles)

● FUNCTION
- Read faults, give repair suggestions for engine and ABS such as: sensor systems, actuator, ECU, electronic fuel injection (EFI), ignition, automatic transmission (AT), Anti-lock braking system (ABS)

● APPLICATION
- EFI Scan is used to determine faults in the engine system and ABS for Toyota and Lexus vehicles which are compliant with the special standard OBD-I, MOBD (especially used for Toyota models which have 16-pin connector like OBD-II but not work with OBD-II Scantool, updated to 2009)
- Engines: 3SXX, 4AXX, 7AXX, 5SXX, 2CXX, 1ZZ-FE, 2ZZ-FE, 1TR-FE, 2TR-FE, 2AZ-FE...
- Models: Camry, Corolla, Crown, Zace, Corolla, Altis, Innova, Avanza, Sienta, Harrier, Prado, Land Cruiser, Hilux, Hiace, Fortuner... and all other models. (Reference in car list)
- EFI Scan can be used:
+ As a repairing-tool for workshops, or a training-tool for vocational schools
+ Connect to trainer for EFI, ABS system
+ As a technical tester for cars

● ADVANTAGES
- New, efficient, accurate and reliable solution
- Low price
- Language: English or Vietnamese
- Compatible with vehicles on the markets of ASIA, AFRICA, EU, US...
- Simple to use
- Update databases and upgrade new software versions for free
- Direct consultation and technical support
- 24 month warranty, service on demand

Displaying faults of engine system

Displaying faults of ABS

● PACKAGE
- 01 electronic signal converter
- 01 CD of the latest version of EFI Scan software
- 01 COM cable (to connect PC to vehicles)
- 01 USB/COM cable (to connect PC to vehicles)
- 01 guide book
- 01 cover

Cars List:
------------
15B-FT (Dyna)
1AZ-FE (Avensis, Camry, Rav4)
1AZ-FSE (Avensis)
1CD-FTV Avensis, Corolla, Previa, Rav4)
1E (Starlet)
1FZ-FE (Landcruiser)
1GR-FE (Landcruiser Prado)
1HD-FT (Landcruiser)
1HD-FTE (Landcruiser Amazon)
1HD-T (Landcruiser)
1HZ (Landcruiser)
1KD-FTV (Landcruiser Colorado/Prado, Hi-Lux)
1KZ-T (4-Runner, Lancdruiser)
1KZ-TE (Landcruiser Colorado/Prado, Hi-Lux)
1MZ-FE (Camry, Avalon)
1RZ (Hi-Ace)
1SZ-FE (Yaris)
1TR-FE (Hi-Ace, Innova)
1WZ (Corolla)
1ZZ-FE (Avensis, Corolla, Celica, MR2, Rav4)
2AD-TRB (Paseo)
2AZ-FE (Camry, Previa)
2C (Carina, Corolla, Lite-Ace)
2C-E (Corolla)
2C-T (Camry, Carina E)
2C-TE (Avensis)
2E (Corolla, Starlet)
2E-E (Corolla, Starlet)
2GR-FE (Avalon, Camry)
2JZ-GE (Supra)
2JZ-GTE (Supra)
2KD-FTV (Dyna, Hi-Ace, Hi-Lux, Fortuner)
2L (Dyna, Hi-Ace, Hi-Lux)
2L-T (4-Runner, Hi-Ace, Hi-Lux, Landcruiser)
2RZ-E (Hi-Ace)
2RZ-FE (Hi-Lux)
2TR-FE (Tacoma)
2TZ-FE (Previa)
2TZ-FZE (Previa)
2UZ-FE (Landcruiser Amazon)
2VZ-FE (Camry)
2S-E (Camry)
2ZZ-FE (Celica, Corolla)
2ZZ-GE (Celica, Corolla)
3C-TE (Picnic/Sports Van)
3L (Dyna)
3E (Tercel)
3E-E (Tercel)
3MZ-FE (Camry)
3RZ-FE (Hi-Ace, Hi-Lux, Landcruiser Prado)
3S-FE (Avensis, Camry, Carina E, Carina II, Corolla, MR-II, Picnic, RAV4)
3S-GE (Carina E, Celica, Corolla, MR2)
3S-GTE (Celica)
3VZ-E (4-Runner)
3VZ-FE (Camry)
3ZZ-FE (Avensis, Corolla Verso/CombiVan)
4A-F (Carina II, Corolla)
4A-FE (Avensis, Carina E, Carina II, Celica, Corolla)
4A-GE (Corolla, MR2)
4E-FE (Corolla, Starlet)
4ZZ-FE (Corolla)
5E-FE (Paseo)
5K (Lite-Ace)
5S-FE (Camry, Corolla)
5VZ-FE (Landcruiser Colorado/Parado, Tacoma, T100)
7A-FE (Avensis, Carina E, Celica. Corolla, Zace)
7M-GE (Supra, Cressida)
7M-GTE (Supra)
22R (Pickup)
22R-E (Pickup)
22R-TE (Pickup)

● TECHNICAL DETAILS
1. PC
- Operation System: Windows XP
- Processor: 586 MHz or higher
- RAM: 32 MB or higher
- Screen resolution: 800 by 600 pixels or higher
- COM port or USB port
- Storage program: 7.29Mb

2. Diagram of wiring connection

A. Locations of Diagnostic Link Connector (DLC) and ECU

B. Connecting to connector for diagnosing engine system

With DLC1
- Case 1: Pin W is available in DLC

- Case 2: Pin W is unavailable in DLC

Notes: Use a W long line, insert into W pin of ECU without unplugging any data cable

With DLC1 & DLC2

With DLC3

Notes: Use a W long line, insert into W pin of ECU without unplugging any data cable

C. Connecting to connector for diagnosing ABS

With DLC1
Notes: Remove the Wa-Wb jumper

With DLC3

Notes: Select the reading ABS; use a W long line; insert into W pin of ECU without unplugging any data cable

3. Photos of some positions of W pin in some engines

- 3S-FE, 5S-FE, 7A-FE Engine (COROLLA, CAMRY 91 - 2001)

- 1ZZ-FE Engine (COROLLA ALTIS 1.8)
Notes: This is located on the ECU (male-pin)

- 2AZ-FE Engine (CARMY 2.4G)
Notes: This is located on the ECU (male-pin)

- 1TR-FE Engine (INNOVA G/J và HIACE)
Notes: This is located on the ECU (male-pin)

- 1KD-FTV Diesel Engine (PRADO, HILUX, LAND CRUISER)
Notes: This is located on ECU connector (female-pin)

- 1KZ-TE Diesel Engine (HILUX, LAND CRUISER)
Notes: This is located on ECU connector (female-pin)

- 3RZ-FE Diesel Engine (PRADO, HILUX, LAND CRUISER)
Notes: This is located on the ECU connector (female-pin)

4. How to get W pin in any kinds of engine with Voltmeter

Step 1: Prepare a DC voltage meter (DC voltmeter) with the metering band of 20V DC. Connecting positive red stick (+) of the fixed voltmeter to positive pole of 12V battery (or to the nearest source which is positive 12V).
(Warning: You must set voltage mode for the meter, otherwise it will not work and will be dangerous for your ECU)

Step 2: Connect EFI SCAN to 16-pin (or 17 square pin) connector in the vehicle (Except pin W). Turn ignition on and start EFI SCAN software until "Ready" report is on the screen.

Step 3: Try to connect black stick (-) of the voltmeter to all pins of ECU alternately. The pin at which the Voltmeter is flashing same as the Check Light in the vehicle is pin W.

Step 4: Take a note of this position for the other vehicles, which have engine code similar.

5. Diagnosing and clearing faults in vehicles
- Connect the data cable to the computer and electronic control box of EFISCAN
(Choose the port, which is suitable for software)
- Connect to right positions of connectors
- Turn ignition ON (Electric light on EFI SCAN box is light on)
- Start the computer and program EFI SCAN
- Select “Read Faults”
- Set the required in option part (Engine or ABS, default Engine)
- Select button "ON / OFF" to turn ON program or reset
- Wait until "Ready ...." showed on the screen.
- Select the button "SCAN" (this function works normally when the sand clock flashes sequentially and EFI SCAN will inform faults in no later than 45 seconds).
- Wait until the searching finishes, read results and repair suggestions displayed on the screen.
- If you want EFI SCAN to read again, select the button "Reset" and wait until "Ready ..."showed.
- After repairing and replacing damaged parts, clear faults stored in ECU: Select the button "Clear faults" and wait until it finishes. This function doesn’t work for all vehicles of Toyota and Lexus. If “Clear faults” doesn’t work, then disconnect the positive 12 V pole in 30 seconds or longer.

● QUESTION AND ANSWER

1. What are functions of EFI Scan?
Answer:
EFI Scan is used to read/diagnose faults, give repair suggestions for engines, sensor systems, ECU, Electronic Fuel Injection (EFI), ignition, ABS equipped in TOYOTA and LEXUS vehicles not compliant with OBD-II (engine models: 3SXX, 4AXX, 7AXX, 5SXX, 2CXX, 1ZZ-FE, 2ZZ-FE, 1TR-FE, 2TR-FE, 2AZ-FE ...). Models such as: Camry, Corona, Crown, Zace, Corolla, Altis, Innova, Avanza, Sienta, Harrier, Prado, Land Cruiser, Hilux, Hiace, Fortuner... (Reference in car list)

2. What are advantages of EFI SCAN?
Answer:
- New simple efficient solution (PC-based with a WinXP computer)
- Low price
- Support more than 200 basic/advanced fault codes of the engine system and ABS
- Display (easy-to-understand) information of faults and repair suggestion
- Simple for users
- Update database and upgrade new version is free
- Provide consultation and technology support
- Hardware warranty is 24 months

3. I want to connect EFI SCAN to Toyota vehicles trainer. Is that OK? What kinds of accessories do I need?
Answer:
Absolutely you can. Just EFI SCAN is OK, no more!

4. What kinds of vehicles is EFI SCAN compatible with?
Answer:EFI SCAN is used for TOYOTA and LEXUS vehicles, which are not OBD-II compliant and have rectangle connectors on the engine (DLC1) or circular connectors below the steering wheel or trapezium connectors, which look like 16-pin OBD-II connectors (DLC3). However, if your vehicle has a trapezium 16-pin connector, then there are 2 following cases:
- If the 13th pin is used, so your vehicle is not OBD-II compliant. Therefore, your vehicle can work well with EFI SCAN
- If the 13th pin is not used, so your vehicle is OBD-II compliant. Therefore, your vehicle can work well with OBD-II Scantool which we have introduced in this Website
- Vehicles after 2007 (with or without the 13th pin) are all OBD-II compliant

5. I want to buy or use the trial version of EFI SCAN. What should I do?
Answer:
If you want to use the trail version, then ask for it. After 30 days, if you find EFI SCAN unsuitable for your work, you can return it to us (with conditions that the product is not broken, dropped into oil or water and still has a warranty stamp). We will receive your money back (not included the shipping fee)

6. What is the warranty and support of EFI SCAN?
Answer:EFI SCAN has 24-month warranty and we are always glad to provide you the best support whenever you want.

7. Why does DTDAuto advise customers to have EFI SCAN? Is it really necessary?
Answer:This tool is really a good friend of people who have work relating to vehicles. It is the product combining IT with Automotive Technology and human intelligence. With EFI SCAN, your work will be much simpler, easier, faster and more efficient.

8. Can EFI SCAN read all faults? Why?
Answer:
Reading faults all depends on sensor systems and fault storage in ECU. It is very important and it depends on models and price of vehicles, it doesn’t depend on diagnostic equipment. Therefore, EFI SCAN can read fault codes which the Electronic Control System and ECU support and store in the ECU memory. They are mainly faults of systems relating to electronic and supported by sensors. If the Check Engine Light is ON, EFI SCAN can read faults. Otherwise, EFI SCAN can or can’t read faults.

9. If my vehicle is OBD-II compliant, then what kind of tools should I buy? Where?
Answer:
If your vehicle is OBD-II compliant, so you should use OBD-II Scantool we have introduced in this Website. Click here to see!

10. How to know program installation is correct if I don’t have vehicles to check?
Answer:After installing program by following the instructions, if you don’t have vehicles to check, you can do like this: Connect B-pin of a cable to +12V-pole of a battery and E-pin to 0V-pole. Then, use the computer software to check. If “Ready…” shows, then your installation finishes.

11. I don’t know how to install USB cable to use for a laptop. Can you hep me?
Answer:You can click here to watch instructions.

12. I have read information of Technical information of EFI SCAN. There is no plug to connect to vehicles, then how does EFI SCAN connect to vehicles?
Answer:
EFI SCAN uses single-plugs and we have to plug them to the connector in the vehicles (according to a diagram attacked to products). Therefore, it will be OK with any kind of connector. In some cases, positions of pins are not at the same place (Ex: in ECU). To get detailed information, you can read in Technical information of EFI SCAN.

13. I installed software. However, I don’t have broken-down vehicles to check that EFI SCAN installation is complete or not and to test diagnostic ability of EFI SCAN. So what should I do?
Answer:
Very simple. You can use a Toyota vehicle, which is working normally and follow these steps:
1. Start the engine and unplug 1 of 2 plugs of some sensors (breaking a sensor-line)
2. Turn off the ignition key and connect EFI SCAN to your vehicle
3. Turn on the ignition key, start EFI SCAN software and read faults (wait 5-30 seconds)
4. Compare fault-results and repair suggestion displayed on the screen with faults you made on purpose before. (Perhaps EFI SCAN reads more faults than you made. This is very common. Maybe they are faults which weren’t cleared in previous diagnosis and stored in ECU)
5. Re-plug to the connector, unplug the Battery wire (or ECU fuse) about 30 minutes or more to clear faults and after that re-plug it.
6. Check all again with EFI SCAN equipment
7. For more detailed information, you can contact to us.

14. What are break-downs which often happen to EFI SCAN? How to repair?
Answer:When you say “break-downs”, that is not completely right. All depends on how you use tools. The most common case is after a while of using, tools are attached by computer virus. Therefore, you must reinstall Windows and then install software EFI SCAN in your computer but don’t change the default connection-port in software to make it suitable for a current port in your computer. To solve this problem, just choose a connection-port and install by following the guidebook.