Toyota FJ Cruiser 2010

Toyota FJ Cruiser 2010 is a 4-door, 5-passenger sport-utility, available in 3 trims.The Toyota FJ Cruiser is a retro-style compact/mid-size SUV produced by Toyota introduced as a concept at the 2003 Chicago Auto Show and in production form at the following North American International Auto Show.
It went on sale in early 2006 as a 2007 model and features styling reminiscent of the original Toyota FJ40 Land Cruisers from the 1960s (particularly the front fascia and wrap around rear windows) and is based on the Land Cruiser Prado platform. The FJ Cruiser was not originally intended for production but due to enormous consumer response about the car following the North American International Auto Show, production eventually began in early 2006. All FJ Cruisers are built by Hino Motors in Hamura, Japan.Upon introduction, the 4X2 is equipped with a standard 4.0-liter, V6, 259-horsepower engine that achieves 17-mpg in the city and 22-mpg on the highway. The 4X4 AT is equipped with a standard 4.0-liter, V6, 259-horsepower engine that achieves 17-mpg in the city and 21-mpg on the highway. A 5-speed automatic transmission with overdrive is standard on both trims.

The 2010 FJ Cruiser is a carryover from 2009.

HOMEPAGE: FJ Crusier

SPECIFICATIONS(MULTIVARIANTS):
Engine
4.0-liter DOHC 24-valve dual VVT-i V6; 258 hp @ 5600 rpm; 270 lb.-ft. @ 4400 rpm
Emission Rating:
LEV-II
Ignition:
Electronic, with Toyota Direct Ignition (TDI)
Transmission:
5-speed Electronically Controlled Automatic Transmission (ECT)
6-speed manual
..more

PRICE:
MSRP
$23,680 - $25,270
Invoice
$21,784 - $23,247

REVIEWS:

2010-N/a

-2007

By Ann Job of MSN Autos
Rating: 8.75
Bottom Line:
Toyota dealerships now sell a half dozen SUVs. The second-least expensive is the new-for-2007 FJ Cruiser, which is designed to appeal to guys who like to go off-road. But they better like "funky," too.
Pros:

* Super off-road capability
* Unique styling
* Toyota reputation

Cons:

* Curtain airbags are options
* Pricier than many Jeep Wranglers
* Can be jaunty ride on pavement

Usually, when I describe a new vehicle as "funky," people tend to assume I'm talking about a car. But you know, a sport-utility vehicle can be funky, too.

Take the 2007 Toyota FJ Cruiser. It has almost cartoonish, wide-eyed styling, a surprisingly wide stance, sizable, 17-inch tires and a roof that comes in only one color—white.

And while there's something funky when all this is put together, don't think for a minute that the FJ is merely a weird, cartoon SUV.

In fact, Toyota positions the FJ, which came on the market for 2007 with a starting manufacturer's retail price of just over $22,000, as its most credible off-roader—something like Hummer's smallest SUV, the H3, and the rugged Jeep Wrangler.

The latter, in particular, is a well-known off-roader with a reputation for seemingly scampering like a mountain goat over off-road terrain.

It is this same vein of mostly male buyer that Toyota hopes to tap with the FJ, which, by the way, has an overall length and width akin to the Hummer H3.

But the FJ Cruiser has more horsepower and torque than a Wrangler and undercuts the H3 considerably in pricing. Starting manufacturer's suggested retail price for an H3 is more than $29,000.

A base Jeep Wrangler is far less. It has a starting price of just over $18,000.

Poor fuel mileage
Don't look for exemplary fuel economy from Toyota's FJ Cruiser.

With four-wheel drive and a manual transmission, my test FJ had a government fuel economy rating of 16 miles a gallon in city driving and 19 mpg on the highway. This is about the same rating as a Toyota Tundra full-size pickup truck with V8 and two-wheel drive.

Also note that Toyota lists 91 octane gasoline as the FJ's required fuel.

The FJ isn't exactly smooth and unfettered in its on-road ride, either. It can feel jaunty, especially on concrete with noticeable expansion cracks. And there's noticeable road noise.

A nod to history
Does the name sound familiar?

Since 1958, Toyota has sold Land Cruiser SUVs in the United States, some of them known by FJ model names.

Even today, the Land Cruiser remains a brutish, capable vehicle, but with V8 power, comfortable accoutrements and a starting price of more than $56,000, it has moved considerably upscale.

Thus, the FJ Cruiser is designed to bring to Toyota dealerships authentic off-road capability at a much more affordable price.

Indeed, Toyota executives expect most FJs to be sold, even with options, for less than the nearly $28,000 starting price for another capable Toyota SUV, the long-running 4Runner.

By the way, you won't see a lot of FJs on or off-road. Toyota officials view the distinctive FJ as a niche vehicle for diehard off-roaders—mostly young, single guys with median household income around $55,000.

Thrives off-road
Wearing standard mud-and-snow-rated radial tires, this 5-passenger test FJ Cruiser showed its true self off-road.

It churned through mud at a steady pace, mounted boulders without hesitation and danced skillfully through big dirt moguls. The FJ also descended hilly dirt paths with sure-footed confidence.

Behind the wheel, I relished every challenge. For one thing, the FJ never got stuck and never misbehaved.

But that's not to say the FJ 4X4 test SUV mastered the terrain in a staid, boring, way, like some upscale SUVs that take away the fun with too many fancy electronic controls and all-too-perfect, sophisticated suspension systems.

Off-road enthusiasts—and I admit I'm one—will be happy to know that the FJ 4X4 tester with 6-speed manual transmission kept me engaged, not a bored bystander.

Note the FJ's four-wheel-drive system is part-time in models with the 5-speed automatic transmission, so a driver must engage all four wheels when needed. In my test vehicle with manual transmission, however, four-wheel drive was full-time.

Drivers also can downshift into a low gear for difficult terrain and find wonderfully slow crawl ratios. These were honed during development as Toyota engineers took the FJ to the famous Rubicon Trail out West.

Intriguing engine for off-roading
Well-parsed power comes from the FJ's only engine—a 4.0-liter double overhead cam V6 that generates 239 horsepower and 278 lb-ft of torque at 3700 rpm.

Not only does this engine have a larger displacement than the powerplants in the Wrangler and H3, it includes Toyota's variable valve timing system called VVT-i that's a staple of engines for cars.

In contrast, the Wrangler, which was revamped for 2007, stays with an overhead valve engine design. Specifically, the Wrangler's 3.8-liter V6 produces 202 horsepower and 237 lb-ft of torque at 4000 rpm.

The Hummer H3 has 3.7-liter inline 5-cylinder engine generating 242 horses and a maximum 242 lb-ft of torque at 4600 rpm.

Don't be fooled by looks
The quirky looks of the FJ belie a meaty, more than 4,000-pound vehicle with a solid-feeling structure.

Even the FJ's so-called "suicide doors"—side doors with rear, rather than front, hinges—closed with an impressive thud, not some loose, cheap sound, on the test vehicle.

Because there is no fixed pillar at the sides of the FJ between the front and rear seats, it's easier than expected to climb inside to the back seat. But these doors also can be difficult to maneuver between vehicles in a parking lot.

Headroom is an astounding 40-plus inches in the FJ, but three adults in back sit closely. And everyone—front and back—has a bit of a climb to get inside the 6-foot-tall FJ.

Odds and ends
The five-seat FJ interior is not—repeat not—luxurious. In keeping with the lifestyle of rugged off-roaders, the FJ floor is a gray rubberized material, not carpet, and seat fabric is water-repellant.

To keep mud off every bit of the FJ windshield, this SUV comes with three wipers up front. There's another wiper on the rear window.

Hooks and tie-down points populate the rear cargo area, which is reached via a tailgate door that swings open to its left. This leaves a clear path for people walking up curbside to load items.

Maximum cargo space in back, with the rear seats folded, is 66.8 cubic feet, which is comparable to that in many SUVs.

Maximum towing capacity is a noteworthy 5,000 pounds. The most a Wrangler can tow is 3,500 pounds, while an H3 can tow up to 4,500 pounds.

And the reason for the white roof? On the concept FJ vehicle shown at auto shows, this roof was a popular feature for consumers.

The FJ is built at a Toyota factory in Japan.



Wiki-FJ Crusier
Autos.yahoo

Volkswagen CC

The 2009 CC is a 4-door, 4-passenger sports sedan, available in 4 trims, ranging from the Sport to the VR6... read more 4Motion.

Upon introduction, the Sport is equipped with a standard 2.0-liter, I4, 200-horsepower, turbo engine that achieves 21-mpg in the city and 31-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a 6-speed automatic transmission with overdrive is optional. The VR6 4Motion is equipped with a standard 3.6-liter, V6, 280-horsepower engine that achieves 17-mpg in the city and 25-mpg on the highway. A 6-speed automatic transmission with overdrive is standard.

The 2009 CC is all-new for 2009.

HOMEPAGE: VW CC

AUTO.YAHOO: Auto yahoo
AUTO.MSN: Auto msn









SPECIFICATIONS(OFFICIAL)MULTI VARIANTS:
Complete specifications
PRICE:
MSRP Price Range: $27,100 - $39,800
Invoice Price Range: $25,252 - $37,277
Price With Options: 4 Trims Available

REVIEW:

RATING:9.3
CC is an acronym for Comfort Coupe. Unfortunately, it doesn't make much sense in this case, since Volkswagen's CC is a stylish 4-door, 4-passenger sedan. But that's possibly the only thing about this car that doesn't make sense. Derived from the already enjoyable 5-passenger Passat, the CC offers rakish chopped-top looks and luxury trim to please buyers ranging from aspiring youth to empty-nesters. Its good looks, pleasing power and quietly assured driving dynamics are accompanied by the greatest luxury — affordable pricing.

Trim Choices
A junior luxury car with sporting intentions, the CC rocks a full house of finery in standard Sport trim. Soft leather greets the hands on the steering wheel and shifter, plus there's enough brightwork and sophistication in the design and materials to set an upscale coffeehouse mood. Meanwhile, the sharply sloping roofline and narrow windows suggest performance is on hand.

The Sport trim includes a 6-disc CD changer, an MP3 jack, three power outlets, plus 12- and 8-way powered and heated driver and passenger seats. It's a trim level that feels better than its equipment list would suggest. Much of this is thanks to VW's sharp design staff, but generous seat travel and a galactically telescoping steering column help say Volkswagen is truly interested in your comfort.

Selecting the Luxury trim improves life by refining the climate control to dual-zone, adding a navigation system, moonroof, rain-sensing wipers and other small touches. It's all good, but finger the abacus first, as the cost-benefit ratio may tilt towards the nicely equipped Sport trim. This is especially true of the moonroof. It tilts but does not slide open, in deference to the sloping roof, nor does its sunshade completely block all light. You could decide the better headroom in the less expensive Sport is more desirable.

Opting for V6 power allows choosing between VR6 Sport and VR6 4Motion trims. The VR6 Sport delivers all of the 4-cylinder Sport and Luxury trim amenities, plus 18-inch wheels, a power rear window sunshade and both high- and low-beam xenon headlamps. The 4Motion uses a different 18-inch wheel and adds the all-wheel-drive hardware.

Under the Hood
With two engines to choose from, CC buyers have a straightforward choice in powertrains. The standard 2.0-liter 4-valve turbocharged 4-cylinder is easily the sportier choice. Its 200 horsepower and 207 lb-ft of torque sparkle in the mid and upper ranges while minimizing front-end weight for superior ride and handling. The optional 280 horsepower and 265 lb-ft of torque in the 3.6-liter V6 is VW's narrow-angle VR design. More immediate torque right off idle is nearly its sole benefit in the CC.

Both engines may be paired with either 6-speed manual or automatic transmissions. The automatic offers the usual floor-mounted shifting, a more aggressive sport mode or Tiptronic manual gear selection.

For slippery winter pavement, VW's 4Motion employs full-time four-wheel drive using a viscous fluid coupling. Offered only with the V6 and designed to operate normally in front-wheel drive, 4Motion automatically shuttles power to the rear wheels when the fronts slip. While it's a big help in snow, heavy rain and other low-traction situations, 4Motion is not an aid to dry-pavement handling.

Inner Space
Athletically trimmed luxury describes the CC interior, which is pleasantly airy in front and cozy in back, especially so for tall folks because of the sharply sloping roof. In short, it's just right for a couple, with utility to take a second couple to dinner or the kids a longer distance. Long doors help rear access past the low roof, but hinder car seat operations in tight parking lots. A trunk pass-through, large armrest and nifty drink holder with sliding cover show the designers didn't quit at the front seats.

Everyone will enjoy the upscale materials — even the vinyl is inviting — and no one will fault the design. Fore and aft room is excellent for front seaters; tall people should check the headroom; and elbow room is close, but acceptable. The seats may prove thin in the bottom cushion to the bony; the two-level lumbar support is simultaneously aggressive and passive, but lateral support is great. VW's sensible glove-box-mounted MP3 connection and shelf are present, and the GPS navigation system uses a standard size touch-screen. We'd prefer dedicated audio controls, but admit the center console is nicely uncluttered.

In Sport trim the CC's interior is a strong contender.

On the Road
Impressive aerodynamics squelches wind noise and helps make the car an impressive freeway charger. Both engines provide plenty of thrust, with the V6 posting insignificantly better numbers, but the turbo-four feels sportier and in many cases faster. Interestingly, the 4-cylinder is quieter at idle and rips a sweet tune through the fast-shifting gears. With less front-end weight, the 4-cylinder is a little more precise in the steering, transitions faster on twisty roads, rides better and gets an additional couple of miles out of a gallon of gasoline.

The only mentionable downside to the turbo-four is occasional softness in response, typically the first few feet from a standing start or when asking for lane-change power on the freeway, yet even these are not frustrating.

Open road trips pass enjoyably in the CC, with easy city manners thanks to its size. Rear seaters are welcome, but can't miss that they came in second to the roof's sexy downward sweep, so the rear pew is ultimately best for children or occasional adult guests.

We preferred the 4-cylinder's sportiness and, curiously, its quieter idle. The V6 is smooth and hardly noisy, but simply has more presence at idle. All CCs are smooth, intelligent automatic shifters, quiet and plushly well-connected to the pavement.

Right for You?
Value and luxury are a difficult combination, but Volkswagen's CC manages the trick without straining. Starting at $26,790, the 4-cylinder Sport delivers the CC's rakish looks, if not a huge increase in luxury perks over a standard Passat. It's a good value and offers the maximum zip in the CC line. If rear-seat room isn't a major concern but appearance is, the Sport delivers.

Moving to the Luxury at $31,990 gains a no-excuses near-luxury coupe . . . er, sedan. It's well-equipped and about $2,000 less than the competition, making it a good buy. It's definitely the happy CC combination and the expected volume seller.

If the 6-cylinder is important, the VR6 Sport demands $38,300, a massive price jump for modest gains in smoothness, performance and equipment. Likewise, the VR6 4Motion is large money for winter security at $39,300, but on the other hand is a relatively rare combination of looks, luxury and grip.

Ultimately, the emotionally attractive CC peaks in 4-cylinder Luxury form, but backs up its appeal with the fully capable 4Motion 6-cylinder for those not stopping for winter.-Tom Wilson of MSN Autos

Car and Driver

Are Volkswagen's moves upmarket in complete contradiction to the brand's populist roots? The now-defunct, expensive VW Phaeton sedan is often viewed as a radical move aimed away from the masses. But if the Phaeton had worn a more prestigious brand name, it conceivably could have been deemed a value. In fact, the Phaeton forms the basis for the Bentley Continental lineup, which starts at $180,395, a sum that is rarely questioned. If we regard the Phaeton as a Bentley for the masses, then the car makes sense as a Volkswagen.

Like the Phaeton before it, the CC 3.6 4MOTION drew its share of raised eyebrows when our test car's $42,630 price was revealed. But the CC's superficial similarity to another German car had us wondering if Volkswagen had created a Mercedes-Benz CLS for the people. After all, the CLS550 starts at an eye-watering $72,875.

Volkswagen has followed the CLS's five-step formula to the letter. Step one: Start with a conventional sedan. Just as the E-class begot the CLS, the CC is based on the conservative Passat. Step two: Dress up the exterior and interior. This step requires a low-slung roofline, a slippery body, frameless door glass, a dolled-up interior, and a reduction in the seating capacity from five to four. Step three: Insist that despite its four doors, the creation is somehow a coupe. Repeat as necessary until the public is convinced. Step four: To save money, leave the running gear alone. Step five: Try to keep a straight face while charging considerably more money for your new "coupe."

The formula worked for Mercedes. But we must conclude that despite its similarity to the far pricier CLS, the $42,630 CC is too expensive to be considered a value — even against a Benz.

We can't complain about the 280-hp, direct-injection 3.6-liter VR6 that propels the all-wheel-drive CC to 60 mph in a drama-free 6.2 seconds. A 231-pound-lighter front-drive Passat 3.6 we tested took 5.9 seconds [December 2005]. We also can't take issue with the refined controls, the solid structure, and the firm ride of the CC, which stuck to the skidpad with 0.88 g of grip. Aside from some wind noise around those frameless windows, the CC driving experience is nearly indistinguishable from that of the Passat with the 3.6-liter engine, a configuration that is gone for 2009.

Our big problem with the CC 3.6 4MOTION is the existence of the $27,480 CC 2.0T with a six-speed manual. Despite an 80-hp deficit, the 2.0-liter, turbocharged four-cylinder version retains the look of the 3.6-liter version and, of course, keeps its inescapable resemblance to the CLS. The four-cylinder model removes the CC from the stratosphere of BMW and Audi, back to the place where the Accord, the Camry, and the Malibu play. Set against a family-sedan backdrop, the CC's beautiful bod makes it a standout in a segment stacked with forgettable styling. And in pricing the four-cylinder CC, VW seems to have ignored the step that requires charging more for style, as the CC 2.0T actually costs $410 less than a comparably equipped Passat. So unless you need that fifth seat, you can now take the Passat off your shopping list. And in regard to the CC 3.6-liter's disturbingly high price, we predict low sales. On the other hand, the CC 2.0T may well strike a chord with buyers as it is the base model that is truly the people's CLS.

Performance Data
C/D TEST RESULTS:
Zero to 60 mph: 6.2 sec
Zero to 100 mph: 15.7 sec
Zero to 130 mph: 34.9 sec
Street start, 5-60 mph: 6.7 sec
Standing ¼-mile: 14.8 sec @ 97 mph
Top speed (governor limited) 130 mph
Braking, 70-0 mph: 177 ft
Roadholding, 300-ft-dia skidpad* 0.88 g

FUEL ECONOMY:
EPA city/highway driving 17/25 mpg
C/D observed: 18 mpg
*Stability-control-inhibited.-Tony Quiroga