Displaying items by tag: Toyota
The competition is stronger than ever. Can a refreshed Camry hold its own?
We all know why the Toyota Camry is the default for many when they need point A to point B transportation. It's well-priced and spacious, carries Toyota's reputation for reliability, and has almost always ranged from decent looking to, today, actually handsome. But the midsize sedan segment has recently been shaken up. The new Kia K5 and Hyundai Sonata (among others) all represent stiffer competition than ever before, and we were left wondering: Can the refreshed-for-2021 Toyota Camry keep up with its revitalized rivals?
On paper, the answer is yes. The Camry's SE's 2.5-liter naturally aspirated I-4 makes a healthy 203 horsepower and 184 lb-ft of torque. That makes it the least powerful Camry on sale, but on the flip side, also gives it a relatively large 23-hp power advantage over competition like the Kia K5 and the Hyundai Sonata. Both of those cars use a 1.6-liter turbocharged four-cylinder that kicks out 180 horsepower as their base powertrain. And so the SE-trimmed car we had for this test punched above its weight, something MotorTrend en Español editor Miguel Cortina felt from the seat of his pants. "The engine and the transmission feel like they are eager all the time, sometimes too eager," Cortina said. "However, that's not necessarily bad. I'd rather complain about the throttle response being a bit too aggressive than sluggish. The Camry doesn't feel like that. It delivers on the basics without falling short."
Cortina's impressions on the road were backed up at our test track. At 7.5 seconds to 60 mph, the Camry SE is 0.3 second quicker to 60 than either a K5 EX or a Sonata SEL Plus. The gap is just 0.1 second smaller in the quarter-mile, with the Camry running all 1,320 feet in 15.8 seconds and the aforementioned Koreans doing the job in 16 seconds flat. The longtime rival Honda Accord, however, manages a quicker 0-to-60 time of 7.2 seconds and finishes the quarter mile in 15.5 seconds despite having 11 fewer horses in the stable.
Move from the drag strip to the skidpad, and the SE-trimmed Camry still impressed. Family sedans like the Camry SE, Sonata SEL, and K5 EX are never going to be handling all-stars—the exceptional Honda Accord notwithstanding—but the Toyota impressed road test editor Chris Walton once he started hooning it around our figure-eight test. "This car is surprisingly fun and capable on the figure eight," Walton said. "The firm brake pedal remains trustworthy lap after lap, and it's easy to modulate. There's no funky emergency braking ABS; the brakes release when I release. The steering weight is just right and feels reasonably natural. There's exceptional balance on the skidpad, vacillating between rotation and understeer, where the ESC nibbles away to straighten it out without throwing the anchor."
Yet again, the numbers back up our gut feeling. The Camry is a solid contender when stacked up against the competition, which either ties our Camry or ekes out a marginal advantage. The Toyota managed a figure-eight time of 27.4 seconds at a 0.62 g average, exactly the same time as the Kia K5 EX. The Accord EX-L we recently tested, however, is a respectable 0.3 second quicker around the lap and managed a marginally better 0.63 g average.
The Camry's agility translates to the road, too. Senior features editor Jonny Lieberman said the Camry is "better to drive than it needs to be" but noted that it's "not nearly as good to drive as the Accord," an impression supported by numerous other voices on staff. In fact, most of us were impressed with the way the Camry went down a road but noted the Accord is still the better handler.
Niceties that exist in every Camry are present in this low-spec SE model. The trunk makes loading and unloading easy with a massive aperture and offers up 15.1 cubic feet of free space to play with. A comfortable seating position is easy to find, and ingress and egress are a snap, too. In addition, the gauges are clear and easy to read, there's ample leg- and headroom in the second row for passengers, and a cushy suspension tune is perfect for those who prefer their family sedans to waft down the road.
Letdowns? In this SE, there's the low-rent interior and dated infotainment display, despite the recent refresh. The soft suspension doesn't control the body as well as we'd like overall, leading to more pronounced up and down motions over high-amplitude bumps, and there's pronounced wind and tire noise in the cabin. All in all, though, the midsize family sedan segment might be more competitive than it's ever been, and the Camry is a solid performer. There are better choices, but for our car's $29,217 as-tested price, you could certainly do worse.
Apart from being the fan-favorite Toyota model in the lineup and being one of the last North American models still assembled in Japan, the Toyota 4Runner is consistent. In fact we’ve often referred to this iconic off-roader as the king of consistency. For the better part of 11 years, the fifth model generation has been available at dealerships and commanding trails. While we at Toyota of Clermont are thoroughly enamored by the current model year, even we have to admit that change is long overdue for 4Runner. Whether it be now or later, a large-scale overhaul is due for the popular Toyota SUV and we’ve seen some rumors that seemingly confirm this.
If you want to know more, read along with us at Toyota of Clermont!
What Might Be in Store for a New Toyota 4Runner
The Toyota 4Runner has been in its 5th generation since 2009 and many drivers are clamoring for a change to the body-on-frame SUV. While Toyota has not confirmed anything regarding a new generation 4Runner and what features it might have, many fans have been speculating a laundry list of changes they want to see happen.
Toyota is rumored to be making large-scale changes to the engineering features in many Clermont models. Larger models like the Tundra and Toyota 4Runner have largely remained untouched but that could all change soon. After all, Toyota has vowed to offer some form of electrification in its vehicles in the near future. For the 4Runner, this could mean the introduction of a hybrid drivetrain. This could vastly improve the fuel efficiency of this meaty Clermont Toyota SUV and add a bit of extra speed to its wheel house.
There’s also an idea floating around that there could be several engine options available on the next generation Toyota 4Runner. Many fans favor the current 4.0-liter V6, but adding larger and smaller options could reduce the overall cost and prime the Clermont 4Runner for wider appeal. It’s also possible that Toyota could integrate a turbocharger or other options in a new generation.
As with all generational shifts there’s a dramatic exterior design overhaul. We expect nothing less for the Clermont Toyota 4Runner. But, what would that look like? More than likely, Toyota will retain the high-profile and muscular design of the current 4Runner. However, the front grille is likely to change along with the rear-end, and sides. Due to the popularity of enhanced special editions for this generation, the next generation 4Runner might include accessories like roof baskets, tow kits, and other off-roading gear standard.
Again, new generations mean large-scale changes to just about everything. The interior of the current generation Toyota 4Runner has received its fair share of complaints. For a new generation of this Clermont Toyota SUV you can likely expect to see new infotainment options, a wider array of upholstery materials to choose from, better stylistic elements, and better space distribution.
One thing’s for sure, the power rear-window needs to stay!
Shop for a Toyota 4Runner with Toyota of Clermont Today
While it’ll be some time before the next generation Toyota 4Runner heads our way, you can still experience the Toyota 4Runner today at Toyota of Clermont! Shop our inventory online anytime and visit the dealership at 16851 State Road 50 for a test drive.
Posted in New Toyota
The Toyota Rav4 is one of the legendary cars of Toyota. First launched in 1994, the Toyota Rav4 is still being developed today. Recently Toyota has released its latest generation new Toyota Rav4 2023, After sliding first in Japan and the United States, the latest generation Toyota RAV4 began to be marketed in Southeast Asian countries.
Updates occurred on each side of the 2023 Toyota Rav4, ranging from engines to safety features. In general, whatever is in the latest Generation Toyota Rav4 cars is the latest innovation in the automotive industry today. For example, the Hill Assist Control safety feature, this feature will be very useful in the brake system that holds the vehicle for a few seconds so as not to move backward when moving the foot from the brake pedal to the gas pedal, with an HSA, helping the driver not to panic when the vehicle moves backward when on the ramp.
Toyota Rav4 2023 Interior Design
This feature can also be activated or manually disabled by the driver. Generally, there is a button with an image icon of the car that is tilted, and underneath there is a diagonal line that represents the climb. and many others.
Changes can also be felt in the Cabin section of the New Toyota RAV4 2023, the interior design is built very well and equipped with a variety of interesting features that are in it, in terms of interior design looks the latest generation Toyota Rav4 prefers practicality over style. The cabin space is more spacious for storing small cargo, and all the buttons and controls are easy to find and operate. The latest generation 2023 Toyota Rav4 provides many conveniences at the basic level, such as dual-zone automatic climate control, tilt steering wheel, and telescope.
Toyota Rav4 2023 Interior Design
Toyota Rav4 2023 Infotainment
Not much change in the Infotainment section that we get, the latest generation of Toyota Rav4 still comes with a 9.0-inch infotainment screen that emerges from its dashboard and is equipped with multimedia features that Integration Apple CarPlay and Android Auto, as well as onboard Wi-Fi hotspots, are all standard. JBL 11-speaker navigation and stereo systems are available.
Toyota Rav4 2023 Safety Features
currently, we have not obtained the results of safety tests on the latest generation of New Toyota Rav4 2023, but if we refer to the previous generation that has been released by the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) has given good value to the RAV4 for accident feasibility. Toyota has been an aggressive adopter of driver assistance features and offers many of those features standard throughout the RAV4 range. we hope for the latest model of the rav4 can get better value than previous generations.
Toyota Rav4 2023 Engine Performance
For its own engine, 2023 All New Toyota Rav4 is equipped with a 2.5-liter four-cylinder engine aided by two electric motors for a combined output of 219 horsepower, this stops a time of 7.4 seconds 60-mph. This model has also been equipped with the best safety system to reduce the risk of collision.
This project is reportedly run under the Super AWD label, while the premiere of the car should be in the fall of 2022.
Apparently, this will not only be a hatchback version of the new generation sports Subaru WRX (which is expected at the same time), but will be below it in the range of the Japanese brand (although these two models will be similar in size).
Both the new hot hatch and the future WRX should have a 2.4-liter turbo gasoline engine, noting that the hot hatch will have less power than the new WRX.
Toyota sold the most cars in 2020 and overtook Volkswagen from the first place in the world ranking list, it was announced at the headquarters of the Japanese company in Tokyo.
Last year, Toyota sold 9.528 million cars worldwide, which is 11.3 percent less than in 2019, but it still overtook Volkswagen, because the German manufacturer sold 9.305 million cars, which is a drop of 15.2 percent, Reuters reported.
Last year, due to the coronavirus pandemic, sales of new cars were significantly reduced in all countries, and Toyota coped with it somewhat better because Asia coped much better with the pandemic than Europe and especially the United States.
Toyota states that they achieved better results than the competition, partly due to the larger offer of increasingly sought-after electric cars. Of the 9.528 million vehicles sold in 2020, 23 percent were electric, which is three percent more than in 2019.
Introduced halfway through the 2020 model year, the Toyota Camry's all-wheel-drive option makes a return after a 29-year hiatus.
The late 1980s were a halcyon era for all-wheel-drive cars. Mitsubishi made all-wheel-drive Galants, Honda had the Civic Real Time 4WD, Pontiac introduced the 6000 STE AWD, and Ford offered an all-wheel-drive Tempo. The period gave us various AWD Subarus and Audis, the BMW 325xi, and Mercedes-Benz's 4Matic system. Toyota even built an all-wheel-drive Camry, the All-Trac, from 1988 to 1991. Then the SUV craze took off, everyone bought a Ford Explorer, and all-wheel-drive cars went back to being freaky things for rally-racing fans and rich Vermonters.
Okay, we're oversimplifying. But if SUVs and crossovers killed the mainstream all-wheel-drive sedan, we can also argue that they're the proximate cause of its current minor renaissance, since carmakers want to give their sedans a fighting chance in showrooms bursting with new utility vehicles. So, Toyota's AWD Camry has returned, this time less because of direct all-wheel-drive competition (Subaru Legacy, Nissan Altima) than to fight the more general adversary known as "all crossovers."
Toyota introduced all-wheel drive as a midyear addition to the 2020 Camry lineup, and it went into production at the company's factory in Kentucky last March. Considering what else was ramping up last March, you'll be forgiven for missing that news. Toyota figures 15 percent of Camry buyers will choose the all-wheel-drive option—which is limited to the North American market—but we predict that only a tiny subset of those will add their own All-Trac badges. That's too bad. As it stands, a subtle AWD emblem on the trunk is the only giveaway that your Camry is packing more than one differential.
Unless, that is, you jack up the car, which we did to take a peek at that rear diff. The complete system adds roughly a claimed 165 pounds yet makes no impingement on trunk space. The rear seats lose 0.4 inch of headroom, and overall passenger volume declines by less than a cubic foot, both of which are metrics that fall under the heading of "not so you'd notice." Oddly, all-wheel-drive Camrys have a wider turning circle (39.3 feet versus 38.0 for front-drivers) because of a slightly wider rear track and different suspension geometry.
The rear-axle hardware also crowds the exhaust system a bit, resulting in the all-wheel-drive models making one horsepower fewer than their front-drive siblings. We suspect that, in a drag race, the weight penalty will make a bigger difference than the single-pony deficit.
Indeed, the Camry's AWD option is available on every four-cylinder trim level, including the sportier XSE. It's not available with the optional V-6 or hybrid powertrains, presumably because if that's what you're after, Toyota would rather sell you a RAV4 or a Highlander. The naturally aspirated 2.5-liter four is reasonably powerful—202 horsepower in most trims, 205 in the XSE, which has dual exhaust outlets—if rather coarse at high rpm. At least it's hooked to an eight-speed automatic transmission, as opposed to the continuously variable transmissions found in the Camry's competitors from Nissan and Subaru. Decisive upshifts and quick downshifts add some satisfaction to the AWD Camry driving experience, although the word "fun" doesn't quite apply. A TRD hot rod this is not.
In fact, in normal operation, the all-wheel-drive Camry behaves like a front-drive model with some junk under the trunk, disengaging the rear axle via an electromagnetic coupling. When the front wheels slip (or when accelerating from a stop) the rear end shows up for work, deploying a maximum of 50 percent of the engine's available torque to the back. We didn't get a chance to test the system in snow, but on dirt the Camry hooked up and launched after a momentary hint of wheelspin from the front. Traction overrules horsepower, quickly and decisively, which is the point. This wouldn't be a great car for spinning donuts in an empty parking lot, but it should excel on sloppy winter roads.
And it's a good buy. At $1400, the all-wheel-drive option doesn't cost much more than a nice set of mounted winter tires. It does exact an ongoing penalty in running costs, though, since the added weight and drag of the system drops the Camry's EPA combined estimate by 3 mpg versus comparable front-wheel-drive models. For the XLE example we drove, the EPA highway rating fell from 38 to 34 mpg, despite the Camry's ability to disconnect its rear axle. Given that Toyota stole some packaging space for the all-wheel-drive system by fitting a smaller fuel tank (14.4 gallons, down from 15.8), the Camry AWD will be visiting gas stations considerably more frequently than its front-drive counterpart.
Taken together, this amounts to a bunch of small drawbacks that you'd forget all about the moment you power up a steep hill in six inches of powder. If that's something you ever need to do in a family sedan, maybe take some inspiration from the all-weather cars of the '80s. You can't buy a new Pontiac 6000 STE, but the all-wheel-drive Toyota Camry is back.
From Los Angeles to Houston and back.
I wrapped up 2020 the same way I started it, with a cross-country trip from Los Angeles to Houston. Last year I drove our long-term Volvo S60 to visit my family during the holidays and had such a great time that I decided to repeat it (and who knows, maybe it will become a tradition). This time, my chariot was our 2021 Toyota Venza—the hybrid-only SUV that serves as an alternative in Toyota's SUV lineup to the off-road-looking RAV4. I've chaperoned the Venza since October, but this was the first time I took it on a long road trip, and overall it excelled at its job. Instead of opting for the direct route, I went via the scenic way.
My road trip started before 5 a.m. when I left Playa del Rey and headed south to San Diego, where I then took I-8 to Tucson. Instead of taking the direct and boring way on the I-10, I opted for the more scenic route, driving through the Cuyamaca Mountains, the Imperial Sand Dunes and along the All-American Canal before ending on the I-10 between Phoenix and Tucson. After a quick lunch stop in Tucson, I continued onto El Paso, Texas, where I spent the first night. In total, I traversed 853 miles and averaged 33.5 mpg, according to the Venza's computer.
After 11 hours of driving, I found the seats very comfortable, providing great back and thigh support. The optional SofTex package—which includes leatherette seats, heated, ventilated, and powered front seats, and heated steering wheel—felt worth it. Crossing the desert in the winter means cold and hot temperatures throughout the day, so I used both the heating and ventilation often.
On day two I stopped in in Marfa, Texas, a town in the middle of the Chihuahuan Desert with chic shops and art galleries that will make you think you're on Abbott Kinney Blvd in Venice, California, or somewhere in Brooklyn. During a quick stop in the town of Valentine I visited the famous Prada sculpture that artists Elmgreen and Dragset permanently installed in the middle of the desert—a taste of what Marfa is really all about.
Highway 90 connects the desert cities of Marfa, Alpine, and Marathon in West Texas, and continues along the Rio Grande bordering Mexico. The drive is way more entertaining than I-10, with hills, river crossings, and swoopy corners at times. Border Patrol agents are seen almost every 15 minutes, and with a speed limit of 75 mph, this two-lane highway is captivating to drive. The Venza produces a good amount of tire noise, and the cabin was loud when we drove over harsh pavement, but the ride was always settled. With the 2.5-liter l-4 engine and three electric motors mated to a CVT, the Venza feels adequately powered, but it lacks the punchiness of turbo-four engines or thirsty V-6s of other SUVs in the segment.
After a night stop in Del Rio, Texas, I headed north to the quaint town of Fredericksburg. Known for its wineries and German heritage, there's a cozy feeling walking on its sidewalks and seeing the historic Vereins-Kirche building. Nestled in the heart of the Texas Hill Country, Fredericksburg is home to many great roads and vistas. There's no doubt that central Texas was blessed with a fantastic landscape.
I arrived to Houston after driving 1,726 miles over three days, averaging 34.2 mpg. I confess I was getting tired toward the end of the road trip, but visiting all of these great places gave me a taste of Texas that I had not savored before despite having lived eight years in the Lone Star state.
With my brother tagging along on the way back, the drive was more enjoyable. Our first stop was Big Bend National Park, but before we got to our hotel in Alpine, a massive winter storm dropped over 24 inches of snow in some parts of the state, making the roads icy and dangerous. On our drive to Alpine, we saw ice and snow on the road, but we made it to the hotel without any issues. Thankfully, the Venza comes with standard all-wheel drive, which was very useful during this part of the trip.
Big Bend National Park provides some of the most stunning vistas I've seen in my life. The Santa Elena Canyon's enormous walls are split by the Rio Grande, creating a natural division between Mexico and the U.S. Because the park also got a lot of snow, the basin, which is home to many trails, campgrounds, and a lodge, was closed. So we headed west to Big Bend Ranch State Park, taking FM 170, which follows the Rio Grande. With cliffs and hills on both sides of the border, the views were breathtaking, and the twisty turns made this road quite fun. I was most impressed with the landscape in this part of Texas—it seems like a well-kept secret compared to other places in the country. Note to self: Come back with a truck and off-road equipment; there's plenty of trails to experience.
The next day we left Alpine for Tucson. We stopped at El Paso for lunch and noticed how close Ciudad Juarez really is from its northern sister city, as we got a panoramic view of it driving on I-10.
Sitting in the front passenger seat, my brother had quite a bit of trouble with the capacitive touch buttons on the center console. He'd confuse the temperature controls for the radio tuning controls and often hit the wrong button given that they are very touch-sensitive. One of the Venza's weakest points is interior space. Despite being positioned between the RAV4 and the Highlander, it has less space than even its smaller sibling. That was especially notable on the return trip when we were carrying two large suitcases, a bag of golf clubs, and a couple of biggish boxes. Even with the rear seats folded, cargo space is limited.
After a mostly boring drive, dozens of songs, and a couple of podcasts, we were happy to stop in Arizona for the night.
An early wake-up call had us on the road by 7:30, and we continued our way west on I-8. After our visit to White Sands National Park last year, we decided to visit the Imperial Sand Dunes in California for a Sahara-like experience. Although it's not nearly as impressive as the African desert, the scenery is beautiful, and it served as our last stop before we ended our trip.
With 4,020 miles added to the odometer, the Venza proved itself to be a comfortable and efficient SUV. At 33.2 mpg on average, that's a bit under the EPA's ratings, but weather and high speed limits are to blame. There will be more road trips with the Venza, and this one was a great start.
Photos of the road trip are courtesy of Andrés Cortina.