2011 Toyota Venza FWD I4

With one very configurable trim level, the Venza offers a range of possibilities. The Venza successfully combines the comfort and refinement of the Camry with the cargo-carrying capacity of a wagon. The all-wheel drive option means the Venza is sure-footed in any situation. The base engine earns a 21 mpg city and 27 mpg highway rating from the EPA, while even the all-wheel drive with a V6 gets 18 mpg city/25 mpg highway.
There is only one Venza trim, which keeps things simple, but it does have quite a few options, starting with the engine. The 2.7L 4-cylinder makes 182 hp and 182 lb-ft of torque; the 3.5L makes 268 hp and 246 lb-ft of torque. Either engine can be had with front-wheel or all-wheel drive and a 6-speed automatic transmission is standard across the board.

The Venza has SUV touches like 4-wheel independent MacPherson strut suspension and a reasonable 3500 pound maximum towing capacity. It also has safety systems such as anti-lock brakes with brake assist, traction control and electronic brake force distribution. The Venza also includes Smart Stop Technology, which reduces engine power when the brake is firmly applied to bring the vehicle to a stop, even if the gas pedal is being pressed. Further safety systems include front airbags, front and side curtain airbags, driver's knee airbag, tire pressure monitoring and hill start assist.

Venza comes standard with creature comforts like dual-zone climate control, 6-speaker stereo with CD/MP3/iPod/Bluetooth capabilities, 8-way power driver's seat, cruise control, illuminated cup holders and rear-seat reading lamps. The cloth seats can be upgraded to leather with heat, and the carbon-fiber style standard interior trim can be swapped for the optional mahogany woodgrain-style trim. A backup camera, a voice-activated navigation system and a rear-seat DVD system are also available.
Very little has changed for the 2011 Venza, as it was a brand-new model in 2009 and hasn't needed even a refresh yet. Four-cylinder and 6-cylinder engines are available, as is all-wheel drive. The Venza holds the distinction of being the first Toyota passenger car with the STAR Safety System as standard equipment.
SUV styling with passenger-car comfort; choice of engines and available all-wheel drive; spacious interior
With one very configurable trim level, the Venza offers a range of possibilities. The Venza successfully combines the comfort and refinement of the Camry with the cargo-carrying capacity of a wagon. The all-wheel drive option means the Venza is sure-footed in any situation. The base engine earns a 21 mpg city and 27 mpg highway rating from the EPA, while even the all-wheel drive with a V6 gets 18 mpg city/25 mpg highway.

2011 Toyota Venza AWD

Toyota has endured some tough knocks lately, with a series of recalls over the past year, as well as constantly being lambasted by critics for having "boring" cars. The Venza crossover breaks out of Toyota's safe and conventional mold, at least from a styling standpoint.
The 2011 Venza is a 4-door, 5-passenger sport-utility, available in 4 trims, ranging from the FWD I4 to the AWD V6.
Upon introduction, the FWD I4 is equipped with a standard 2.7-liter, I4, 182-horsepower engine that achieves 21-mpg in the city and 27-mpg on the highway. The AWD V6 is equipped with a standard 3.5-liter, V6, 268-horsepower engine that achieves 18-mpg in the city and 25-mpg on the highway. A 6-speed automatic transmission with overdrive is standard on both trims. 
In total passenger volume, the Highlander trounces the Venza by more than 37 cubic feet. In cargo capacity, the Venza's Celtic-themed kin bests it by more than 10 cubic feet with the rear seats up, and by a substantial 25 cubic feet with the rear seats folded. Max towing capacity on the Highlander is also 1500 pounds greater than on the Venza, with a nearly identical powertrain. The key difference? The V-6 Highlander still soldiers on with a five-speed automatic, while the V-6 Venza gets a six-speed.The one, and increasingly important, area in which the Venza bests its larger sibling is fuel economy. The all-wheel-drive V-6 Highlander rates 17/22 on the EPA cycle, with the sleeker, 400-pound lighter Venza AWD returning 18/25. For those seeking even greater fuel economy, the Venza is also available with a 2.7-liter four-cylinder shared with the base Highlander that returns 21 city and 27 highway mpg on the front driver, and 20/25 on the all-wheel-drive model. Considering the minimal fuel economy penalty with the V-6, and the fact it offers 86 more horsepower, go with the six.
As with many current Toyotas, the driving experience isn't especially engaging. However, considering the vehicle's intended mission, canyon-carving probably wasn't a high priority on the suspension engineers' checklist. Getting back to the theme of sacrificing function for beauty, however, the 20-inch wheels deliver a ride firmness that hints at handling prowess that the suspension simply can't deliver. Taking a corner at anything more than a moderate pace elicits screeches and and howls from the tires. Appreciate the dubs for their style, but don't expect dramatic performance.
Although the Venza cuts an unmistakably dashing profile on the outside, the interior is a mixed bag. There's nothing exceptionally objectionable about the styling or materials, but the interior does not have the same cohesiveness and elegance as the exterior. There's an odd, indeterminate texture applied across much of the interior plastic that is an attempt at a woodgrain or faux leather, but succeeds at neither. A similar and more subdued texture is applied on the leather seats, and it works a little better, but still comes across as a bit contrived.
Ergonomically, the Venza is somewhat of an adjustment. When I first sat down and oriented myself with the controls, I looked around for a display readout for the air conditioning controls. Somewhat counterintuitively, the temperature and fan settings are displayed on a 3-inch-square LCD display in the middle of the dashboard, up high in a central unibrow area. It's not that jarring once you get used to it, but the placement seems like an afterthought.
Compared to its most logical peers, the Honda Crosstour, Nissan Murano, and Ford Edge, the Venza offers similar capabilities. Comparably equipped, the prices are pretty close, too. So what is there to recommend the Venza over its rivals? Well, if you're predisposed to think favorably of Toyota products, it has that going in its favor. It's the best-looking of the bunch, especially from a rear three-quarter angle. However, the interior has the oddest layout and materials.
Toyota often has mixed results when it tries to be too edgy, and the Venza is a rolling example. While the exterior is stylish and eye-catching, the interior is an odd mishmash of unique and parts-bin, premium and low-rent. If I were in the focus group for a mid-cycle refresh, I would suggest a revamp of the interior, using soft-touch, conventionally textured plastics, quality leathers, and contrast stitching. And perhaps some memory functions for the steering wheel adjustment and driver's seat.The danger in moving too upscale with the Venza is that it would quickly start stepping on the toes of its more patrician cousin, the Lexus RX, in both price and market positioning. Such is the peril when you also have a luxury brand in your portfolio.
As it stands, the Venza is a stylish alternative to the conventional midsize SUV, and would likely fit the needs of small (two or fewer children) families looking for day-to-day family transport. With some fine-tuning to the interior trim, it could be a great crossover instead of a good one.

2010 Toyota Matrix

The 2010 Toyota Matrix  is esstially a tall hatchback  version of Corolla  thesedan; though it's shorter and a bit easier to park, it has an interior that's more easily reconfigured for larger cargo items. Sometimes called the Toyota Corolla Matrix, it comes with all the qualities that make the  Corolla sedan appealing, including an affordable price, good fuel economy, and a reasonably comfortable ride. For 2010, the Matrix jumps up with respect to safety, with electronic stability newly standard on the model line.

With its recent redesign, as an early 2009 model, the Matrix picked up a lower, sportier stance, yet retained similar proportions to the previous version. Overall, it flows a little more, thanks to a more contoured roofline and a number of sculpted details. The seating position is a little lower, and interior styling has been given more matte-metallic trim, though the overall effect is simple and unmistakably.

What's New for 2010

After a redesign last year, the 2010 Toyota Matrix is unchanged except for the notable addition of standard stability control.

Introduction

The Corolla-based 2010 Toyota Matrix hatchback reminds us that the folks at Toyota can still make a darned good small car when they put their minds to it. We've been underwhelmed by the latest Corolla, to put it mildly, but its Matrix cousin is a thoroughly competent effort. It's certainly no hot rod, but we're pretty sure most compact hatchback or wagon buyers care more about practicality than performance. And for them, the 2010 Matrix is one of the most compelling choices in this segment.
In many ways, the Matrix is like Corolla version 2.0. Its sheet metal is far more stylish, its 3 extra inches of height boost passenger space, and its convenient hatchback/wagon design means you can haul a lot of stuff. This cargo-carrying capacity is one of the Matrix's biggest draws -- with 61.5 cubic feet of space, this modestly sized Toyota can haul nearly as much as some compact SUVs. Yet its fuel economy with the base 1.8-liter engine is still quite good at 28 mpg combined. The Matrix costs a grand or two more than the Corolla, but its verve and versatility make it well worth the extra coin.
Unfortunately, the economical 1.8-liter engine is only available on the base model. If you want the additional feature content of the S or XRS model, a larger 2.4-liter engine is mandatory. The 2.4 engine adds some punch, but fuel economy drops to 24 mpg combined. All-wheel drive is optional on the S model, dropping fuel economy to 22 mpg. Notably, both the S AWD and XRS models feature a more advanced independent double-wishbone rear suspension in place of the standard torsion-beam setup, moderately improving the Matrix's handling behavior.
Of course, the Matrix is no Mazda 3 when the going gets twisty. But that hasn't kept myriad Matrix owners from driving home with smiles on their faces, and we expect this trend to continue. There's a reason Europeans love hatchbacks and wagons: They drive like cars and haul like SUVs. Americans now have many such models available to them, including the aforementioned Mazda 3 (all-new this year), the all-wheel-drive Subaru Impreza, the impressive Hyundai Elantra Touring, the premium-built Volkswagen Rabbit and even Toyota's own Scion xB. Each of these cars has its own particular set of merits, but for a compact hatchback offering practicality and style in equal measures, the 2010 Toyota Matrix stands tall.

Body Styles, Trim Levels, and Options

The 2010 Toyota Matrix is a compact hatchback available in three trim levels: base, S and XRS. All-wheel drive is optional on the midrange S. The base car features 16-inch steel wheels, power mirrors, air-conditioning, a CD stereo with an auxiliary audio jack, a tilt-and-telescoping steering wheel and a fold-flat front passenger seat. Cruise control, keyless entry and power windows and locks are optional on this version of the Matrix but standard on the S, which also adds a rear window wiper, underbody spoilers, an upgraded stereo and a 115-volt utility outlet. The all-wheel-drive version of the S loses the spoilers, but it gains foglights and an independent rear suspension. The top-of-the-line Matrix XRS tacks on 18-inch alloy wheels, a rear roof spoiler, sport-tuned suspension and steering, upgraded seat fabric and a leather-wrapped steering wheel.
A sunroof and an in-dash CD changer are optional across the board. Optional on the S and XRS only are a JBL sound system, satellite radio, a navigation system with real-time traffic, and an auto-dimming rearview mirror.

Powertrains and Performance

On the base front-wheel-drive Toyota Matrix, you'll find a 1.8-liter four-cylinder engine rated at 132 horsepower and 128 pound-feet of torque. A five-speed manual transmission is standard, and a four-speed automatic is optional. Matrix S and XRS models upgrade to a 2.4-liter engine that makes 158 hp and 162 lb-ft of torque, as well as an optional five-speed automatic alongside the standard five-speed manual. The AWD S comes only with the four-speed automatic.
Equipped with the 1.8-liter engine, the Matrix returns above-average fuel economy -- 26 mpg city/32 mpg highway and 28 mpg combined with the manual, according to the EPA, while the four-speed auto yields 25/31/28. City mileage takes a dive if you opt for the larger engine: Ratings are 21/28/24 mpg with the manual, 21/29/24 mpg with the automatic and 20/26/22 mpg with AWD.

Safety

The 2010 Toyota Matrix comes standard with stability control and antilock disc brakes, with the S and XRS boasting larger discs all around. Also standard are front-seat side airbags and full-length side curtain airbags. In government crash testing, the Matrix scored a perfect five stars for frontal and front-seat side impacts, dropping to four stars for rear-seat side impacts. The Insurance Institute for Highway Safety awarded the Matrix its highest rating of "Good" in both frontal-offset and side impact crash testing.

Interior Design and Special Features

Inside, the Matrix has a significantly edgier ambience than the Corolla. If you think this compact sedan's interior lacks flair, the Matrix is the antidote. A telescoping steering wheel and ample seat-track travel allow drivers of all sizes to get comfortable, and the controls are both intuitive and attractive. In back, the tall, deep bench is inviting for children and adults alike, and it folds completely flat in 60/40 sections. Fixed tie-down points and rubber inserts help keep cargo from sliding around. There are 19.8 cubic feet of luggage capacity behind the rear seats and an impressive 61.5 cubes with the seats folded flat (note that this figure also likely takes into account the folded front passenger seat).

Driving Impressions

The base Matrix accelerates sluggishly off the line with its 1.8-liter engine, but its admirable fuel economy will redeem it in the eyes of many shoppers. The 2.4-liter engine in the S and XRS is the opposite -- power is ample, but fuel economy is just OK. The ride is smooth and well-insulated. The 2010 Toyota Matrix may not be the sportiest economy hatchback, but its refinement is laudable.

 

VEHICLE INFORMATION

Year:

2010

Make:

Toyota

Model:

Matrix

Trim:

5dr Wgn Auto S FWD

Body Style:

Station Wagon

Engine:

Gas I4 2.4L/144

Trans:

Automat

Toyota Yaris 2012

The Toyota Yaris 2012  has now been with us since 2005 and despite its age it’s still regularly in the top three best selling light cars in the country (competing with Hyundai Getz and Mazda2). The next generation Yaris is due in 2012 but given that it’s sold in other markets as a Toyota Vitz, pictures of the new model have emerged from a brochure printed in Asia.
 The new Toyota “Vitz” is likely to be a good indication as to what the new Yaris will look like. We imagine it will get minor cosmetic changes before it comes to Australia but nonetheless, this is most likely the new Yaris.
Although still some time away, the new Toyota Yaris does look the business with its modernized and more aggressive design. We can’t help but notice it has taken some design cues from the Toyota Prius as well (such as the headlights).
The sporty versions you see pictured here are called Toyota Vitz Modellista which are essentially a Yaris with a body kit.
Toyota has unveiled the European version of the new Yaris, its all-new supermini, which will replace the model of the same name in the summer of 2011. The new Yaris is, quite predictably, based on the
Toyota has unveiled the European version of the new Yaris, its all-new supermini, which will replace the model of the same name in the summer of 2011. The new Yaris is, quite predictably, based on the  Yaris HSD Hybrid prototype that we saw last March in Geneva.
It adopts Toyota’s new design language, with more angular headlights and more prominent creases in the body, although the general shape does not stray too much from the previous generation model. What has changed, though, is the interior: unlike the two previous generations, in the new Yaris the instrument binnacle is no longer placed in the middle of the dashboard, but in front of the driver, and has replaced the digital instruments with conventional gauges. Thus, the driver gains in instrument legibility, but on the other hand, loses the practical double glove box of the previous Yaris.
We don’t have any official information about the available powerplants, though we expect the initial line-up to consist of a 3-cylinder 1.0-litre and a 4-cylinder 1.3-litre. In 2012, we’ll also see a hybrid version, which will use the now familiar Hybrid Synergy Drive, probably combined with a 1.3- or 1.5-litre engine to combat the likes of Honda’s Jazz Hybrid.
prototype that we saw last March in Geneva.
It adopts Toyota’s new design language, with more angular headlights and more prominent creases in the body, although the general shape does not stray too much from the previous generation model. What has changed, though, is the interior: unlike the two previous generations, in the new Yaris the instrument binnacle is no longer placed in the middle of the dashboard, but in front of the driver, and has replaced the digital instruments with conventional gauges. Thus, the driver gains in instrument legibility, but on the other hand, loses the practical double glove box of the previous Yaris.
We don’t have any official information about the available powerplants, though we expect the initial line-up to consist of a 3-cylinder 1.0-litre and a 4-cylinder 1.3-litre. In 2012, we’ll also see a hybrid version, which will use the now familiar Hybrid Synergy Drive, probably combined with a 1.3- or 1.5-litre engine to combat the likes of Honda’s Jazz Hybrid.

VEHICLE INFORMATION

Year:	2011
Make:	Toyota
Model:	Yaris
Trim:	3dr LB Auto
Body Style:	Hatchback
Engine:	Gas I4 1.5L/91
Trans:	Automatic

2011 Toyota Prius

The 2011 Prius is a 4-door, 5-passenger family sedan, available in 4 trims, ranging from the Prius II to the Prius V.

Upon introduction, both trims are equipped with a standard 1.8-liter, I4, 134-horsepower, hybrid engine that achieves 51-mpg in the city and 48-mpg on the highway. A variable speed automatic transmission with overdrive is standard. 

What's New for 2011

After a major redesign last year, there are no significant changes for the 2011 Toyota Prius.

Introduction

You could be forgiven for thinking the 2011 Toyota Prius has a big target painted on its side. After all, people like to gun for you when you're on top, and the Prius has been the king of the green car sales charts for years now. This year, in particular, there are many new choices for a fuel-efficient car. The question then becomes: Can the Prius keep its mojo going?
The good news for Toyota is that the Prius itself is better than ever. Last year, Toyota engineers reduced the car's aerodynamic drag, and the overall look is now sleeker and sportier. Under the hood, a larger gas engine and stronger electric motor combine for more power and better fuel economy -- the Prius has a combined EPA fuel economy estimate of 50 mpg, the best of any conventional hybrid vehicle. The newest Prius also has revised suspension tuning and improved electric steering to help make it more agile than before.
The 2011 Prius can also seemingly transform from a versatile utility hatchback to a small, hyper-efficient luxury sedan depending on how you equip it. On the higher trim levels, you'll find high-end appointments like heated leather seats, a solar-powered sunroof (it ventilates the interior when parked), a navigation system, adaptive cruise control (it matches your speed to the car ahead), a pre-collision system (tightens seatbelts and applies the brakes if a crash is unavoidable) and a lane-departure warning system. There's even an automated parallel-parking system to help you squeeze into tight downtown parking spaces.
There are some downsides to this latest Prius, however. Most concern the interior, such as too many cheap-feeling plastics, an awkward driving position and the lack of an iPod adapter on most models. If these attributes bother you, you'll certainly want to look around. Honda's Insight, also new last year, is the Prius' most direct competitor. It's less expensive and drives a bit more like a regular car, but it's not as fuel-efficient, it has a smaller backseat and it can seem too noisy and budget-oriented.
You might also check some of the top hybrid sedans, with the Ford Fusion Hybrid being our favorite. It doesn't have the top fuel economy of the Prius, but it looks like a normal sedan and drives with more vigor. The all-new Hyundai Sonata and Kia Optima Hybrid are also worth looking at.
Then there are the two hyped green cars this year, the Chevrolet Volt and Nissan Leaf. The Leaf is 100-percent electrically powered, but its limited range and charging options mean it will be a niche choice. The Volt is probably more appealing -- it's basically a plug-in hybrid, giving it theoretically way better fuel economy than the Prius -- but it's also considerably more expensive. Toyota is also set to offer a plug-in version of the Prius to counter the Volt.
In sum, we think the 2011 Prius deserves to keep its status as the best all-around hybrid. With strong fuel economy, hatchback utility, a reasonable price and a feature list that can range from economy to luxury, the Prius earns its painted bulls-eye.

Body Styles, Trim Levels, and Options

The 2011 Toyota Prius is available in five trim levels: Prius I, Prius II, Prius III, Prius IV and Prius V. Standard equipment on Prius I includes 15-inch steel wheels, full power accessories, a tilt-and-telescoping steering wheel, a height-adjustable driver seat and a 60/40-split-folding rear seat. The Prius II adds 15-inch alloy wheels, heated side mirrors, automatic headlights, keyless ignition/entry, cruise control and a six-speaker stereo with CD player and auxiliary audio jack.
The Prius III adds Bluetooth and an eight-speaker JBL upgraded stereo with six-CD changer. Prius IV includes this equipment as well as exterior locking buttons for keyless entry, leather upholstery, heated front seats, driver lumbar adjustment and an auto-dimming mirror. The loaded Prius V comes with 17-inch alloy wheels, foglamps and LED headlamps with auto-leveling and washers.
The Navigation package, available on all but the Prius I and II, includes a voice-activated touchscreen navigation system with real-time traffic, a rearview camera, a four-CD changer (replacing the six-slot), an iPod/USB audio interface and Bluetooth music streaming. The Solar Roof package can be added to the Navigation package and includes a sunroof with a solar-powered ventilation system that cools the car when parked, and remote-activated air-conditioning for cooling the cabin before you enter.
The Advanced Technology package available for Prius V includes all components of the Navigation package plus adaptive cruise control, pre-collision alert system, a lane departure warning system and automated self-parking.

Powertrains and Performance

The 2011 Toyota Prius is powered by a 1.8-liter four-cylinder engine combined with a pair of electric motor/generators; they send their power through a specialized continuously variable transmission (CVT). The result is total output of 134 horsepower.
In track testing, we clocked the Prius from zero to 60 mph in 10.1 seconds, which is about average for a hybrid vehicle. The most important number, however, is fuel economy. The EPA estimates the 2011 Prius will return a very impressive 51 mpg city/48 highway and 50 mpg combined.

Safety

Every 2011 Toyota Prius comes standard with antilock disc brakes, stability and traction control, front side airbags, side curtain airbags and a driver knee airbag. Optional equipment includes a pre-collision warning system and a lane-departure warning system. In brake testing, the Prius stopped from 60 mph in a short 118 feet.
The Prius has not yet been rated using the government's new, more strenuous 2011 crash tests. According to 2010 ratings (which aren't comparable to 2011 ratings) the Toyota Prius earned four stars rating in frontal impact protection for both driver and passenger. In side impact testing, the Prius scored five stars for front passengers and four stars for the rear. The Insurance Institute for Highway Safety gave the Prius the highest rating of "Good" in frontal offset and side-impact crashes.

Interior Design and Special Features

The 2011 Prius features straightforward climate and audio controls that jut out toward the driver in a "floating console" that provides a storage tray underneath. It's a nice design that helps maximize cabin space. The digital instrument panel also features a floating layer that displays audio, temperature and trip computer information when the driver touches those controls on the steering wheel, minimizing eye movement. Some drivers might find the overall design a bit too busy-looking, however.
Materials quality in the Prius is disappointing, with harder and cheaper plastics than other cars in its price range. The corduroy-like texturing on the climate and audio controls seems nice at first, but collects oil from the skin and causes circular dark spots on most buttons.
In terms of versatility, though, the Prius is still a champ. The hatchback body style provides more cargo capacity than a typical midsize sedan, and the backseat offers plenty of space. Sadly, taller drivers still have to contend with a steering wheel that's placed too far away. There's a telescoping column, but it doesn't come out nearly far enough.

Driving Impressions

The 2011 Toyota Prius features a hyper-quiet cabin, made possible by its part-time electric motivation and extensive use of sound-deadening materials. The ride is also quite comfortable. The electric steering doesn't provide much in the way of feel, but it's user-friendly in parking lots and doesn't become overly boosted on the highway.
Acceleration is far from sprightly, but it's on par for a hybrid and certainly adequate for most drivers. Four driving modes -- Normal, Eco, Power and EV -- allow the pilot to decide the optimum powertrain configuration depending on conditions. Eco is measured and sluggish, but returns the best fuel economy. Power is useful for entering freeways or driving on hills. EV mode locks out the gasoline engine, but only up to 25 mph with at least a half-charged battery pack.

2011 Toyota Camry

The 2011 Camry is a 4-door, 5-passenger family sedan, available in 10 trims, ranging from the Base 6-Spd MT to the XLE V6 6-Spd AT.

Upon introduction, the Base 6-Spd MT is equipped with a standard 2.5-liter, I4, 169-horsepower engine that achieves 22-mpg in the city and 33-mpg on the highway. A 6-speed manual transmission with overdrive is standard. The XLE V6 6-Spd AT is equipped with a standard 3.5-liter, V6, 268-horsepower engine that achieves 20-mpg in the city and 29-mpg on the highway. A 6-speed automatic transmission with overdrive is standard. 

Introduction

Being a huge success, oddly enough, can sometimes be rather unglamorous. Take the 2011 Toyota Camry, for example. Car enthusiasts love to dismiss the Camry with snide remarks that relate its excitement factor to that of a washing machine. But the reality is that for every car guy (or gal) who requires entertainment from whatever they drive, there are literally hundreds of folks who simply want their car to provide comfortable, efficient and dependable transportation. The Camry has long excelled in this area, and the result is Toyota's midsize sedan being one of the top-selling cars for most of the last quarter-century.
Of course there's more to the Camry than just a bland persona. The Camry's engine choices include a respectably powerful 2.5-liter inline-4 and an ultra-smooth 268-horsepower V6 that's without question the best in the family sedan segment. Other Camry strong points include a commendable level of comfort, plenty of convenience and luxury features, and top-notch safety scores. Whether you're using it for daily commuting or a family road trip across the country, the Camry will likely satisfy.
The midsize sedan segment is arguably the most competitive in the automotive marketplace, and as such the 2011 Camry has a number of worthy opponents it must battle for sales chart supremacy. Of course there is its age-old rival, the Honda Accord, but now you can also consider the Chevrolet Malibu, Ford Fusion, Hyundai Sonata, Mazda 6, Nissan Altima and Suzuki Kizashi. Although the 2011 Toyota Camry doesn't handle nearly as well as the sportier class entrants -- such as the 6 and Altima -- we suspect the majority of shoppers won't care too much.
Sadly, the Camry's longstanding sterling reputation for quality has been sullied by the most recent generation's issue with recalls involving sticking gas pedals and potentially intrusive floor mats. In fairness, we'd expect the 2011 versions to be free of those flaws. And though the Camry still makes a strong case for itself, as stated above, there are plenty of appealing options to choose from. The Camry is still a solid choice, but it's no longer good enough to be a no-brainer. We strongly suggest test-driving as many models as possible to see what best suits you.

Body Styles, Trim Levels, and Options

The 2011 Toyota Camry is a midsize four-door sedan offered in four trim levels -- base, LE, SE and XLE. The base Camry comes only with a four-cylinder engine, while the other trims offer a choice between the four-cylinder and a V6.
The base Camry features 16-inch steel wheels, air-conditioning, auto up/down windows for all four doors, a six-speaker CD audio system with an auxiliary input jack, a tilt-and-telescoping steering wheel, cruise control, full power accessories and a 60/40-split-folding rear seat. The Camry LE adds keyless entry and an eight-way power driver seat.
The SE includes a sport-tuned suspension, 17-inch alloy wheels and special interior and exterior styling details. The luxurious XLE reverts to the LE's softer suspension settings and 16-inch wheels while providing an upgraded JBL-branded sound system with an in-dash CD changer and satellite radio, Bluetooth phone and music connectivity, automatic dual-zone climate control, a power passenger seat, an auto-dimming rearview mirror, reclining rear seats, a moonroof, wood-tone accents and, on the V6 model, leather seating. Note that neither the SE nor the XLE offers the folding rear seat, though each has a center pass-through.
Most of the XLE's upgrades are offered on the lower trim levels as options. Other major options, depending on trim level, include a sunroof, a navigation system, keyless ignition and entry and heated front seats.

Powertrains and Performance

All Camrys are front-wheel drive, and the standard engine on base, LE and XLE trim levels is a 2.5-liter four-cylinder that generates 169 hp. The SE receives a tweaked version of the same engine that's good for 179 hp. A six-speed manual transmission is standard on all four-cylinder Camrys except for the XLE, which comes only with a six-speed automatic. For the rest of the trims, the automatic is optional. Fuel economy is estimated to be 22 mpg city/33 mpg highway and 26 mpg combined with the manual, while the automatic drops highway mileage slightly to 32 mpg.
Optional on all models except for the base Camry is a 3.5-liter V6 that cranks out 268 hp and 248 lb-ft of torque. A six-speed automatic is the sole transmission choice. Thus equipped, the Camry can sprint to 60 mph in a fleet 6.5 seconds, yet fuel economy remains impressive at19/28/23 mpg.

Safety

Every 2011 Toyota Camry comes with antilock brakes with brake assist, stability control, front-seat side airbags, full-length side curtain airbags and a driver knee airbag.
In the government's new, more strenuous crash testing for 2011, the Camry earned an overall rating of three stars out of a possible five, with three stars for overall frontal crash protection and three stars for overall side crash protection.The Insurance Institute for Highway Safety gave it the top rating of "Good" in its frontal-offset and side-impact crash tests.

Interior Design and Special Features

In base and LE models, the Camry's interior is straightforward and functional. Toyota's decades of experience in ergonomics shines through here -- the main controls are large and logically placed, and the wide seats easily accommodate most body types. There are plenty of storage cubbies, too. The ice-blue backlighting for the audio and climate controls may seem a bit tacky, but it does liven things up a bit. The SE adds sporty interior styling cues, while the XLE raises the bar with convincing fake wood accents and an upscale feature not typically seen in this segment -- reclining rear seats. Trunk capacity for all models is 15 cubic feet.
Notably, build and materials quality aren't up to the high standard set by previous-generation Camrys. Some plastics are substandard, and panel fitments aren't uniformly precise. The Camry's interior isn't bad by any means, but it's no longer above average for this segment.

Driving Impressions

The Camry's tried-and-true formula is to provide excellent ride comfort and isolation at the expense of engaging driving dynamics. The SE supposedly ratchets up the fun in tight corners, but in reality it's just a slightly firmer version of one of the most softly sprung and least involving family sedans you can buy. Even so, the Camry's cosseting suspension may be preferable to the firmer, sportier approach taken by Mazda and Nissan.
There is one unequivocally sporty element -- the optional turbine-smooth V6, which transforms the 2011 Toyota Camry into one of the fastest mid-priced sedans on the road while maintaining impressive fuel economy numbers. The four-cylinder isn't as zippy, but its performance and economy are still very good for a midsize sedan.

2011 Toyota Avalon

The 2011 Toyota Avalonare so comfortable that they “make me want to take a nap”—I think that’s what Shakespeare calls to “damn with faint praise.” As for Toyota itself, even the automaker’s party line is that the goal of the full-size sedan is “Evoking a time when travel was sophisticated, elegant and comfortable.”
Reading between the lines here, it’s clear from the get-go that the Avalon—like the one the folks at Toyota lent me for a week—is ceding any pretensions about being a “driver’s car” to the competition. But here’s what’s interesting: Doing so is actually to the Avalon’s advantage. There aren’t many cars left that still cater to the stereotypical luxobarge crowd, yet the demand for these vehicles is still relatively high. In fact, it’s probably a lot higher than automakers realize—well, let me fine-tune that sentence a bit. It’s not that there’s a lot of people out there proactively shopping for cars with floaty soft handling and cloud-light steering; it’s just that, for many customers, that kind of “driving” experience simply doesn’t factor into the purchase decision. As long as the car in question delivers in other areas, they’re more than happy to buy it.
How else do you explain the success of the Toyota Camry and Toyota Corolla?
Full Speed Behind
First, a little detour: There was a time when full-size sedans made up a core segment in the U.S. marketplace and an integral part of the Big Three’s lineups. They were the family haulers of choice and, as is obvious from the nomenclature involved, set the standard for what a “normal” car should be. After all, that’s really what “full-size” means, right? It’s like buying a full-size set of golf clubs or a full-size refrigerator or what have you.
But the gas crisis of the 1970s started changing the ol’ paradigm here, and by the time automakers started building big vehicles again in the 1990s, they had changed their focus to SUVs and pickups. For these and other reasons, the basic car hierarchy gradually shifted so that the subcompact/compact/midsize progression became the norm instead of something closer to compact/midsize/full-size. The effect of this was to unlink the full-sizers from most company’s high-volume expectations, so that many of the current big sedans, like the Avalon or Ford Taurus, are now configured with premium amenities, premium price tags and the kind of low-ish annual sales numbers usually reserved for premium vehicles.
The only full-size sedan to crack six-figures in annual sales last year was the Chevrolet Impala, which did so courtesy of fleet buyers. The Ford Taurus sold 68,859 units last year, the Avalon just 28,390.
To put that into context, in February, the Corolla found 25,860 new buyers and the Camry rang up 27,212 sales—in other words, Toyota’s top sellers each garnered about the same number of customers in the shortest month of this year than the Avalon did for all of 2010.
Evaluating the Updating
Of course, one of the reasons so few Avalon customers showed up last year was that the car was in the last few months of its life cycle, with Toyota launching the updated 2011 model late in 2010. Thus, through February, the new Avalon has seen sales jump up by 128 percent, although this represents just 3,821 customers. The two-month totals for the Corolla and Camry are at 46,441 and 45,357, respectively.
To me, the solution is a simple one and can be accomplished through some savvy repositioning: As the U.S. market’s most luxurious Toyota, the Avalon has outlived its usefulness—and lost its place to the Lexus lineup. But considered a full-size complement to the Camry and Corolla, it retains plenty of potential for growth.
As those smaller cars have proven year after year after year, there are hundreds of thousands of buyers who put other vehicle characteristics ahead of driving dynamics and exterior design flair, which are the two weakest parts of the Avalon package. Against “true” luxury vehicles, or even products like the Buick LaCrosse or Chrysler 300, those deficiencies can look like deal breakers.
But as a bigger, nicer Camry, the Avalon would be likely to see bigger, nicer sales numbers, too.

The 2011 Avalon is a 4-door, 5-passenger family sedan, available in two trims, the Base and the Limited.

Upon introduction, both trims are equipped with a standard 3.5-liter, V6, 268-horsepower engine that achieves 20-mpg in the city and 29-mpg on the highway. A 6-speed automatic transmission with overdrive is standard.
Toyota strives to build vehicles to match customer interest and thus they typically are built with popular options and option packages. Not all options/packages are available separately and some may not be available in all regions of the country. If you would prefer a vehicle with no or different options, contact your dealer to check for current availability or the possibility of placing a special order.
Some vehicles are shown with available equipment. Seatbelts should be worn at all times. For details on vehicle specifications, standard features and available equipment in your area, contact your Toyota dealer. A vehicle with particular equipment may not be available at the dealership. Ask your Toyota dealer to help locate a specifically equipped vehicle.

2011 Toyota Sienna

The 2011 Toyota Sienna ranks 1 out of 8 a Minivns. This ranking is based on our analysis of 36 published reviews and test drives of the Toyota Sienna, and our analysis of reliability and safety data.
The Toyota Sienna is redesigned for 2011, and reviewers agree that it’s a far better minivan than before. No longer stuck behind the Honda Odyssey, the new Sienna takes on the former class leader in dynamics and comfort, while losing the bland styling that marked the previous Sienna. Most reviewers say that the 2011 Sienna is the best minivan on the market.
The first change most will notice on the 2011 Sienna is the revised exterior. Muscular and shapely, the new Sienna’s design infuses style into a segment marked by anonymity. Car and Driver echoes the feelings of most reviewers, saying, “We might go so far as to call the Sienna the best-looking minivan extant.” Stepping inside the 2011 Sienna reveals an all-new interior as well. While reviewers criticize some of the materials, most agree that it is well-designed with intuitively placed controls.
Starting at $24,260, the base Sienna comes equipped with tri-zone air conditioning, power windows and door locks, seven air bags, cruise control, LED taillights and alloy wheels. The base Sienna is one of the least expensive minivans, but Dodge and Kia also offer minivans at similar starting prices. Although the Sienna can be quite pricey when fully loaded, most models represent a solid value for the class.
While reviewers comment on the sluggish acceleration of the new base 2.7-liter four-cylinder engine, most contend it is adequate enough in the majority of driving situations. The optional 3.5-liter V6 receives high praise for its smooth, powerful nature and fuel efficiency (four-cylinder Siennas are EPA-rated at 19/24, while V6 models are rated at 18/24). The Sienna also stands out as the only minivan on the market to offer optional all-wheel drive.
New for 2011 is the sporty SE model. Reviewers say the SE is an oxymoron that works. It’s available only in front-wheel drive with V6 power, and reviewers express great pleasure in its retuned steering and suspension setup -- though its sporty looks may not be for everyone.

Other Minivans to Consider

Despite the fact that General Motors and Ford have left the minivan market in favor of crossovers, the Sienna is still up against lofty competition. Its biggest competitor is theHonda  Odssey Despite the consensus among reviewers that the Sienna is the new minivan king, Toyota’s perch will be challenged next year when Honda releases a redesigned Odyssey. Reviewers generally favor the driving characteristics of the Odyssey over the Sienna, commenting that only the sporty SE Sienna can compete with the Odyssey for road manners.
Falling short dynamically compared to the Sienna and Odyssey, the  Town & Country , Dodge Grand caravanare viable alternatives to Toyota’s latest minivan effort. Although the Chrysler and Dodge have worse interior materials than the Sienna, they do offer more storage space, including underfloor storage in the second row. This storage can also house the stowable second-row seats -- something to consider if you haul large items regularly.
Those seeking value can check out Kia’s Sedona which starts at about $2,000 less than the Sienna and comes with standard V6 power. However, buyers should know that it also rides on a wheelbase 5.5 inches shorter than the Sienna’s – which means it offers less interior room. If you need more room, you can buy the Sedona LX model, which rides on a similarly-sized wheelbase to the Sienna – but it also starts at almost the same price as the Sienna, so it won’t save you any money.
While the Sienna was not involved in  Toyota's accelerator pedal recall, some critics have begun to raise questions about Toyota’s quality. For its part, Toyota says it remains committed to quality and safety. Toyota has fitted a brake override system on the 2011 Sienna, which cuts the throttle when the brake pedal is pressed.

Toyota Sells 3 Millionth Hybrid

Toyota Sells 3 Millionth Hybrid

With global crises from Japan to the Middle East continuing to roil world oil markets, the need for automobiles that consume less energy has never been more acute. Some of the most exciting lab work is being done in the electric- and fuel cell-car arenas; but the inherent limitation of such cutting-edge propulsion technologies is that, at least initially, very few models are likely to make it on the road due to cost and scalability issues