Nissan 370Z Coupe 2010

Nissan 370Z Coupe 2010 is a 2-door, 2-passenger sports car, available in 3 variants, namely Base, Touring and NISMO. Nissan 370Z (known as the Fairlady Z in Japan) is a sports car manufactured by Nissan Motors.

Nissan 370Z was announced on October 29, 2008 and was first shown at an event in Los Angeles ahead of the 2008 Greater LA Auto Show, before being officially unveiled at the show itself.

Nissan 370Z Awards

• JD Power and Associates Highest Ranked Compact Premium Sporty Car in Initial Quality 2009
• Kelley Blue Book's Best Resale Value Award (2010)
• Consumers Digest Automotive Best Buy Award
• Best of What’s New by Popular Science

Nissan 370Z Engineering

Almost every piece and component of the 370Z has been redesigned from the previous model (350z). It is powered by the VQ37VHR 3.7 L (230 cu in) DOHC V6 with Variable Valve and Lift Control and produces 332 bhp (248 kW; 337 PS). Power delivery to the rear wheels comes through a new 7-speed automatic transmission with paddle shifters or 6-speed manual transmission which features the world's first synchronized down shift rev-matching system, SynchroRev Match. The SynchroRev Match system is only available with the sports package. The differential offered with the Sport Package is indicated to be a viscous limited slip differential manufactured by Torsen.

Compared to the 350Z, the 370Z has a wheelbase 4 in (100 mm) shorter at 100.4 in (2,550 mm) and an overall length 2.7 in (69 mm) shorter at 167.1 in (4,240 mm). The overall width has been increased by 1.3 in (33 mm), the rear track by 2.2 in (56 mm), and overall height reduced by 0.3 in (7.6 mm). The smaller exterior dimensions and use of more lightweight materials help reduce weight. (Although it should be noted that a 2003-2005 base model 350Z is actually lighter in weight than the 370Z). The 370Z features a front aluminum subframe, aluminum-alloy engine cradle, aluminum door panels, an all-aluminum hood, and an aluminum hatch.

Front body torsion rigidity is improved by 10 percent with an extensively revised body structure which includes a new front suspension cradle to reduce front body lateral bending, new rear structural reinforcements, and an underbody "V-bar" to help reduce rear lateral bending. Additional enhancements include the use of a carbon fiber composite radiator housing and strengthening of the rear fender and hatch areas. Rear body torsion rigidity is improved by up to 22 percent and rear body vertical bending rigidity is improved by up to 30 percent. The new structure weighs slightly less than the 350z.

The coefficient of drag is 0.30 and 0.29 with the Sport Package, figures identical to the 350Z.-wikipedia

Nissan 370Z Coupe 2010 SPECIFICATIONS (Note: Some Spec might varies with variants):

Body style(s): 2 Door Coupe
Complete specifications: Complete specifications of Nissan 370Z Coupe 2010
Colors: Black Cherry,Brilliant Silver Metallic,Magnetic Black Metallic,
Monterey Blue,Pearl White ,Platinum Graphite Metallic,Solid Red
Fuel Capacity:(gal) 19.0
Mileage(est)(city/highway): 18/26
Price Onwards: $30,410
Website: Nissan 370Z Coupe 2010

Reviewed by edmund.com

Introduction

If you were to dream up the ideal attributes for a sports car, they'd probably end up a lot like those of the 2010 Nissan 370Z. With the Z, you've got a proper two-seater with rear-wheel drive, 300-plus horsepower, seductive styling, petite dimensions, big wheels and a curb weight under 3,300 pounds. It's seductively priced, too, starting right around $30,000. Of course, like many transitions from dream to reality, the real-world Z isn't perfect. But this latest incarnation of Nissan's iconic sports car is indeed something to lust after.

The redesigned 370Z coupe was introduced just last year, wowing us with performance numbers that are on par with much more expensive vehicles. As a 2010 encore, Nissan is bringing out the 370Z roadster. Equipped with a conventional soft top, the Z roadster is impressively similar in character to the coupe. It comes with the same drivetrain, a high-revving 3.7-liter V6 that's paired to either a six-speed manual transmission or a seven-speed automatic. The roadster's curb weight is only about 200 more pounds than the coupe's, and its suspension tuning is very similar. As such, the roadster mostly retains the coupe's quick reflexes and powerful acceleration.

Yet just when you think that the 370Z has given you a permanent pass to sports-car nirvana, a couple of character flaws surface. The V6 lacks aural flair and, more important, has a high-rpm coarseness that substantially dulls the enjoyment a driver would normally get from a spirited run. The Z is also noisy, particularly the coupe with the bigger tires and wheels. These might seem like spurious complaints -- aren't all sports cars noisy? -- but a performance car deserves an invigorating engine note, and excessive tire roar makes long freeway trips laborious.

These two flaws are unfortunate, as the rest of the 370Z package is stellar. Overall, Nissan deserves a salute for keeping the Z torch burning brightly. Even so, the door has been left open to other possibilities, including the more refined BMW 1 Series, the capable Hyundai Genesis coupe, the related (and considerably more polished) Infiniti G37, the inexpensive Mazda Miata and America's triumvirate of reborn pony/muscle cars. But if your dreams are about an affordable high-performance sports car, getting a 370Z is the best way to make them come true.

Body Styles, Trim Levels, and Options

The 2010 Nissan 370Z is offered as a two-seat coupe or a convertible soft-top roadster. The coupe is offered in base, Touring and Nismo trim levels, while the roadster comes in base and Touring only. Standard features for the base 370Z coupe include 18-inch alloy wheels, xenon headlights, heated side mirrors, cruise control, keyless ignition and entry, automatic climate control, an auto-dimming rearview mirror, a tilt steering wheel, an eight-way manual driver seat and a four-speaker stereo with a CD player and an auxiliary audio jack.

The 370Z Touring coupe adds leather and faux suede upholstery, power seat adjustments, heated seats, a rear cargo cover, Bluetooth and an upgraded Bose stereo with six speakers, two subwoofers, an in-dash six-CD/MP3 changer and satellite radio. The track-focused 370Z Nismo comes with special 19-inch wheels, high-performance tires, a limited-slip rear differential, stiffer suspension tuning, a more powerfully tuned V6, upgraded brakes, unique front and rear fascias, a larger rear wing and special Nismo interior trim details.

The 370Z roadster comes standard with a power-operated soft top but is otherwise equipped similarly to the coupe, though the Touring roadster also has heated and ventilated seats. Optional on both 370Z models is a Sport package that adds 19-inch wheels, a limited-slip rear differential, upgraded brakes, front and rear spoilers, and the SynchroRev Match feature for manual-equipped cars. Optional on the Touring is a Navigation package that includes a hard-drive-based navigation system, real-time traffic and weather updates, Zagat restaurant reviews, voice recognition, digital music storage (9.3GB), Bluetooth audio streaming and an iPod interface.

The 40th Anniversary package (late availability) includes a unique two-tone interior with red trim, 40th Anniversary seatback embroidery and exterior badging, a car cover, gray-finished wheels, red-painted brake calipers and an exclusive gray exterior paint color. It will be offered only on the 370Z Touring manual transmission model with the Sport package.

Powertrains and Performance

Regular Nissan 370Zs are powered by a 3.7-liter V6 good for 332 hp and 270 pound-feet of torque. A six-speed manual transmission is standard. When equipped with the Sport package, a manual 370Z also comes with the SynchroRev Match feature, which automatically matches engine rpm to wheel speed during downshifts to make clutch re-engagements super-smooth. A seven-speed automatic transmission is optional and includes steering-column shift paddles and rev-matched downshifts of its own.

The 370Z Nismo has a tuned version of the same engine that develops 350 hp and 276 lb-ft of torque. The six-speed manual with SynchroRev Match is the only transmission offered.

In performance testing, a 370Z coupe with the Sport package went from zero to 60 mph in an impressively quick 5.1 seconds; a roadster we tested did it in 5.5 seconds. EPA estimated fuel economy for the coupe checks in at 18 mpg city/26 mpg highway and 21 mpg combined with either transmission. Roadsters have an 18/25/21 mpg estimate with the automatic and 18/25/20 with the manual.

Safety

Standard safety equipment for the 2010 Nissan 370Z includes antilock brakes with brake assist, traction and stability control, front-seat side impact airbags, side curtain airbags (roof-mounted in the coupe and door-mounted in the roadster) and active head restraints. In Edmunds brake testing, a coupe with the Sport package's upgraded brakes stopped from 60 mph in a super-short 101 feet -- about the same as the outlandish Nissan GT-R supercar. A roadster with the Sport package took only 5 more feet to stop.

Interior Design and Special Features

The 370Z's cabin is notable for its unusually high-quality materials and solid construction. Touring models look even more high-class thanks to their leather upholstery and upgraded faux suede door inserts. The fully automatic top for this year's new roadster is lined and drops down beneath a body-color tonneau cover in about 20 seconds. Curiously, the Z doesn't have a telescoping steering wheel, but most drivers will find the driving position comfortable and sporty.

Neither version is going to haul around much stuff, though the equivalent of two or three duffel bags won't be a problem and the large structural brace that bisected the trunk in the old 350Z has thankfully been relocated. The coupe has 6.9 cubic feet of luggage space beneath its hatchback; the roadster's conventional trunk has 4.2. Rear visibility is a problem, as the thick rear roof pillars create large blind spots.

Driving Impressions

On the road, the 2010 Nissan 370Z provides unrelenting grip and razor-sharp control, yet it's also easy to drive; indeed, it generally makes you feel like a better driver than you are. The ride quality is European-like in its ability to be supple without mucking up the handling. However, the Sport package's 19-inch wheel-and-tire combo can get awfully noisy, especially on concrete highway slabs. Thankfully, the roadster fares a bit better in this regard than the hatchback coupe due to its enclosed trunk. The 370Z Nismo's ride quality is substantially stiffer, but the car's super-flat cornering attitude and tenacious grip make it a track-day star.

In any Z, the big V6 provides formidable thrust when you're hard on the throttle, yet it's also impressively tractable around town. Either transmission is a respectable choice. The manual shifter doesn't like to be rushed, but its hefty feel suits the overall solidity of the car. The automatic does a wonderful job of keeping the V6 on boil, and it provides quick blip-throttle downshifts in all modes. Disappointingly, though, the 370Z's V6 never sounds particularly special (even from the exhaust) and generates extraordinary vibration and harshness at high rpm.

2010 Nissan 370Z Touring Roadster - Short Take Road Test by caranddriver.com

We usually assess convertibles in terms of structural rigidity, the square root of all vehicle dynamics. Rubbery bones don’t enhance transient response, and there’s the disconcerting phenomenon of dashboard and steering column jiggling to the beat of slightly different sambas.

But that’s not the biggest concern of a team convertibilizing a fastback coupe. They’re wondering whether their baby will be seductive. Makes sense, right? After all, a guy surveying the traffic at a hookup bar isn’t thinking about structural rigidity (other than his own).

When it came along in 2003, the droptop Z car scored well on the rigidity meter. In our August ’03 comparo [“The Blow Dryers”], we noted a “feeling of enduring solidity” and that “nothing flexes.”

But the looks left us lukewarm, particularly with the top up. One pundit was reminded of the USS Monitor, the 1862 warship with a single turret perched on a long, flat deck.

Behold the 370Z convertible. Like the 350Z, it derives from a fastback coupe. But this convertible—which originated at Nissan Design America in San Diego—was more thoroughly baked into the new Z’s development program. The result is a design that’s much more integrated, much less a slab-sided afterthought.

In addition to its good looks, the new convertible is also easier to live with. The seating position is a little higher than before, providing a better view of what’s going on ahead. (Being in the command center in the previous Z-vertible was like sitting in a foxhole.) With the top up, the view straight astern is also improved, though here the distinction is academic, and as with so many convertibles, the rear-quarter sightlines are blind.

As you’d expect, the top is power operated—one switch does it all. It clamps itself to the windshield header with a resounding whack—a little too resounding, maybe, which also goes for the hard tonneau when the top stows itself. On the other hand, it’s at the high end of the cloth-top quality scale: nicely lined and better than many at damping wind noise.

With the top down, the cockpit remains relatively serene up to about 70 mph or so; the standard wind blocker seems to live up to its name; and conversation is possible at decibel levels below the scream threshold.

Which brings us back to structure. Nissan makes some strong claims under this heading—60 percent improved in lateral stiffness at the rear, for example—and after terrorizing our favorite back roads, we’re willing to believe them. Like the coupe, the new ragtop answers its helm with laser-guidance accuracy, grip is sticky at 0.95 g, and braking performance is very strong. Better yet, though the setup
is firm, ride quality suffers little.

However, more structure means more mass. Our test car weighed 3495 pounds, 135 more than the coupe that topped our April 2009 showdown [“SportsCenter”]. This adds a couple of 10ths to the 0-to-60-mph run, but 5.1 seconds is still pretty brisk.

Inevitably, this all adds up to more money. The base price—$37,690—is just $100 more than the outgoing 350Z roadster’s, but our upscale Touring edition starts north of the $40K frontier, edging closer toward Porsche Boxster territory. Then again, the Z roadster will smoke a standard Boxster. And look good doing it.

Toyota Highlander 2010

Toyota Highlander 2010 is a 4-door, up to 7-passenger sport-utility, available in 7 trims, ranging from the Base... read more 4X2 I4 to the Limited 4X4.
Toyota Kluger also called Toyota Highlander in North America and China, is a midsize crossover SUV.
Toyota Highlander debut at  the New York Auto Show in April 2000 and arrived in late 2000 in Japan and in January 2001 in North America, the Highlander became the first car-based midsize SUV or midsize crossover.The Highlander is the crossover counterpart to the more rugged truck-based midsize 4Runner and had become Toyota's best-selling SUV until the smaller RAV4 outsold it in 2006.Toyota could not use the "Highlander" name in Australia and Japan, since it is a trademarked trim line of the Hyundai Terracan SUV.

Upon introduction, the Base 4X2 I4 is equipped with a standard 2.7-liter, I4, 187-horsepower engine that achieves 20-mpg in the city and 27-mpg on the highway. A 6-speed automatic transmission with overdrive is standard. The Limited 4X4 is equipped with a standard 3.5-liter, V6, 270-horsepower engine that achieves 17-mpg in the city and 23-mpg on the highway. A 5-speed automatic transmission with overdrive is standard.

The 2010 Highlander is a carryover from 2009.

HOMEPAGE:Highlander 2010

SPECIFICATIONS:

Engines:

Hybrid engine -- 3.3-liter double overhead cam (DOHC), 24-valve VVT-i V6; 208 hp (156 kW) @ 5600 rpm, 212 lb.-ft. @ 3600 rpm
Gasoline engine -- 2.7L double overhead cam (DOHC) 16-valve dual VVT-i; 187 hp @ 5800 rpm, 186 1b.-ft. @ 4100 rpm
Gasoline engine -- 3.5-liter double overhead cam (DOHC) 24-valve dual VVT-i V6; 270 hp @ 6200 rpm, 248 lb.-ft. @ 4700 rpm
Emission Rating:
SULEV
ULEV-II
Electric motor type::
Permanent magnet motor
Power output: 167 hp (123 kW) @ 4500 rpm
Maximum torque: 247 lb.-ft. @ 0-1500 rpm
Maximum voltage: AC 650V
Traction Battery:
Battery Type: Sealed Nickel Metal Hydride (Ni-MH)
Maximum power output: 45 kw
Voltage: 288V
Hybrid System Net Power: 270 hp (201 KW)

..more

PRICE:

MSRP
$25,705 - $34,520
Invoice
$23,134 - $31,067

HYBRID:
MSRP
$34,700 - $41,020
Invoice
$31,577 - $37,122

Review:

By Evan Griffey of MSN Autos for 2008 Highlander hybrid
Rating: 8.7
Bottom Line:
Toyota Highlander Hybrid, the first seven-passenger hybrid SUV, is a clean sheet redesign for 2008. The all-new SUV features more room, more conveniences, all wrapped in an eco-friendly package that should resonate with green-thinking families.
Pros:

* Stylish, comfortable, competent
* 58 percent better city mpg
* Great third-row seats

Cons:

* Can be an expensive date
* Minimal bump in highway mpg
* Nav system lacks "intuitiveness"

For 2008 the Highlander has received a full-tilt redesign. A car-based SUV, the Highlander plays centerfield in Toyota's midsize SUV lineup along with fellow outfielders 4Runner and FJ Cruiser. Targeting families that need to carry cargo with the option to expand to seven-passenger capacity at a moment's notice, the Highlander Hybrid is part of Toyota's three-vehicle strategy that includes the Camry Hybrid and Prius.

Second-Gen Evolution
The all-new, second-generation Highlander Hybrid is bigger inside and out. Built on the Camry/Avalon chassis, the '08 version is four inches longer and three inches wider than the model it replaces. Outside, crisp lines and muscular contours set the tone. Inside, the dash layout, materials and fit-and-finish are excellent, and the Highlander provides a commanding driving position that makes SUVs a trusted companion on the road.

All Highlander Hybrid models sport all-wheel drive and are available in Base and Limited trim levels. Limited models come with a sport-tuned suspension, 19-inch rolling stock, rear back-up camera, fog lights, a 3.5-inch multi-function display, and a satisfying level of standard convenience and luxury amenities.

The Highlander Hybrid features a 3.3-liter V6 as part of Toyota's Hybrid Synergy Drive system. This system includes a high-torque electric motor/generator working in tandem with the gasoline engine to improve fuel economy and reduce emissions.

In stop-and-go situations the electric module alone powers the vehicle. But if throttle input spikes, or speeds reach a predetermined threshold, the gasoline engine kicks in and the vehicle is propelled by a combination of the two systems. Power is routed through a five-speed automatic transmission.

On the Road
Our Highlander Hybrid Limited was outfitted with Toyota's Smart Entry System that automatically unlocks the driver's door when the vehicle senses the key fob. Auto Start was also part of the program. There is no key or ignition switch. It was almost eerie to push a start button with the same icon as many modern electrical devices and hear the hum of the hybrid system come online. No varrooom. It was more like starting a Dell than a Toyota.

Once on the road, the Hybrid Synergy Drive is transparent and the Highlander Hybrid carries on like any other vehicle. When you jump on the throttle, the hybrid system delivers ample power with both the gasoline and electric motors contributing. The ride is silky smooth as the vehicle's wide stance, low-profile tires, and responsive steering deliver firm and steady feedback and a high level of confidence.

We were surprised with the roominess inside, especially for third-row passengers, who made little consolation in terms of ingress, egress, and overall comfort. The Highlander Hybrid was quite flexible, easily morphing to accommodate different passenger/cargo needs, while providing outstanding long-distance comfort.

Most of our time with the Highlander Hybrid was on the open highway, where it is least efficient. Rated at 27-mpg city and 25-mpg highway, hybrids typically get better mileage around town, because that environment makes better use of the electric motor.

On the highway, the gasoline engine is required to maintain cruising speeds. If you prowl the city commuting or running errands, the hybrid version offers a 58-percent gain in fuel economy over a standard gasoline-engined Highlander, which manages only 17-mpg city.

What Price for Efficiency?
Highlander pricing hierarchy on the gasoline side of the ledger starts with the Base trim at $27,300, Sport at $29,950 and Limited at $32,700. Hybrid versions start at $33,700, while the Hybrid Limited checks in at $39,950. Our tester, adorned with a few options — the most prominent being a voice-activated navigation system — had a bottom line of $43,513.

In 2005 the Highlander became the first seven-passenger hybrid. The all-new 2008 model keeps the ball rolling with added refinement, safety and luxury features. The Highlander is a best of both worlds solution for forward-thinking families that want the eco-friendliness of a Prius with additional cargo and passenger space.

MORE:

Wiki.highlander
Auto.yahoo_2009_hybrid

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

Chevrolet Camaro

The 2010 Camaro is a 2-door, 4-passenger sports car, available in 5 trims, ranging from the LS Coupe to the... read more 2SS Coupe.

Upon introduction, the LS Coupe is equipped with a standard 3.6-liter, V6, 304-horsepower engine that achieves 17-mpg in the city and 29-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a 6-speed automatic transmission with overdrive is optional. The 2SS Coupe is equipped with a standard 6.2-liter, V8, 426-horsepower engine that achieves 16-mpg in the city and 24-mpg on the highway. A 6-speed manual transmission with overdrive is standard.

The 2010 Camaro is redesigned for 2010.

HOMEPAGE: Camaro 2010

Overall Rating 8.9
Styling 9.2
Performance 9.2
Interior 8.5
Quality 8.9
Recommendation 8.8







SPECIFICATIONS(MULTIVARIANTS): Official Specfications

PRICE:
MSRP
$22,680 - $33,450
Invoice
$21,773 - $32,112

REVIEWS:

There's no question in my mind — the new Camaro is one of the best-looking new cars on the road. And based on the attention I received while driving it, it appears I'm not the only one who feels that way. Even the base Camaro gets the bold fender flares and power-dome hood. Our test car was further decked out with the RS package, which adds to the good looks with 20-inch wheels, rear spoiler and darker taillights. It had the base engine with the automatic transmission. The V6 is rated at just over 300 horsepower, which should be plenty powerful but just doesn't feel very powerful. Full throttle results in mediocre acceleration, likely due to the fact that the Camaro is no lightweight - it's about 300 pounds heavier than a similar Mustang and 500 more than a Nissan Z car. So as good as the Camaro looks, I'd give up some of the styling for better performance. Of course, there is a more powerful option; I look forward to trying out the SS. —Perry Stern

The 2010 Camaro design is modern, yet captures the essence of the iconic '69. With its big, wide rear fenders and massive C-pillars that create the distinctive design, no one can mistake this car for anything other than a Camaro as it rolls down the street. But the same design element also makes rear three-quarter visibility difficult for the driver. The chassis, suspension and steering all feel good. Ultimately, however, the car feels heavy and not as nimble as I would have hoped. The modern direct-injection V6 engine and 6-speed automatic transmission provide more than 300 horsepower — on paper, all the power you need — and deliver almost 30 mpg on the highway. But it's impossible to drive the Camaro without longing for the low-end torque and missing the exhaust note of a V8. Inside, the Camaro might call on many retro design cues — personally I don't care for the way the door-panel trim wraps into the dash — but you get all the modern amenities you will ever need or want. —Mike Meredith

In my opinion, this is the best-looking American muscle car on the market today. I can't remember how many heads were turned and thumbs-up given during my test drive. The Camaro tested was the 306-horsepower V6 engine with an automatic transmission. Surprisingly, the car felt pretty underpowered; I couldn't tell if it was due to the heavier car weight or the transmission gearing. Getting into the car, it was tough to avoid how wide the doors opened, and that made it difficult to get out without dinging the door near tight spots. There was also a large blind spot over the driver's left shoulder. Even with those faults, the new Camaro is a home run. Getting the Camaro with a V8 and manual transmission would be better, though. —Joe Chulick

By Steve Siler of Car and Driver
Since the last pill-shaped F-body Camaro rolled off the line in 2002, the long-fought, often contentious pony-car game has been one of solitaire, played solely by the Ford Mustang. The Mustang went all retro in 2005, and the ensuing craze prompted Dodge and Chevy to rouse their own dormant nameplates (and fans) to take on the foeless leader. Dodge was first in 2008 with its resurrected Challenger, and now — just as Ford is launching its significantly updated 2010 Mustang — Chevrolet has finally commenced production of its reborn Camaro, completing the new-age pony-car trifecta.

While we will save the official comparison test for later, we can aver that the neo-Camaro offers the freshest and most modern package of the three. Built as it is on GM's superb Zeta full-size platform, the Camaro sports a fully independent suspension along with evocative, contemporary styling that thankfully misses being totally retro. We entered into this first test of the long-awaited 2010 Camaro with high expectations. Indeed, with a 304-hp, 3.6-liter V-6, the base Camaro is nearly as powerful as the Mustang GT, so we were champing at the bit to see what the Camaro could do in SS form with a 6.2-liter V-8 stuffed under its hood.

How Quick Is It?
With the six-speed automatic, the Camaro SS can hit 60 mph in a scant 4.6 seconds, with the quarter-mile arriving in 13.1 at 109 mph. At 4.8 seconds, the Camaro with the six-speed manual takes 0.2 second longer to hit 60 but overtakes the automatic by the quarter-mile mark, clocking 13 seconds flat at 111 mph. (The L99 V-8 hooked to the automatic is rated for 400 hp and 410 lb-ft of torque; the LS3-and-manual combo is good for 426 hp and 420 lb-ft.) For comparison, the 315-hp 2010 Ford Mustang GT and the 376-hp, 5.7-liter Hemi-powered Dodge Challenger R/T do the trick in 5.1 seconds. The better-matched but pricier Challenger SRT8 — with a 425-horse, 6.1-liter Hemi — hits 60 in 4.8 seconds. So until Ford gets the Mustang GT into the gym and stuffs more power under its hood, Chevy has earned bragging rights in the segment where burliness arguably counts the most.

On a drive that took us along the scenic roads east of San Diego, California, we also found the Camaro's roadholding to be quite stellar — it grips with 0.92 g on a skidpad — thanks in part to the independent multilink suspension out back and the stickiness of the fat, Z-rated 245/45-front and 275/40-rear Pirelli P Zero tires mounted on 20-inch wheels. The variable-ratio steering rack delivers great on-center feel, similar to that which we've praised on the Camaro's platformmate, the Pontiac G8.

Stick to the Stick
The shift and clutch actions of the six-speed manual transmission were amiable enough for an average commute, with the lower gears close enough to keep the engine in its — admittedly large — sweet spot much of the time. Longer hauls might wear on your left leg a bit, but the same can be said for the other muscle machines with which the Camaro competes.

We recognize, however, that the only way some customers are going to get a Camaro in their driveway is to specify the six-speed automatic, which comes with shift buttons behind the steering-wheel spokes. In manual mode, the left button actuates downshifts, the right, upshifts; and gears are held until you ask for the next one. Chevy also added a sport automatic mode, selected by simply moving the gear lever down into the M position. Doing so raises the shift points higher (perhaps too high), holds gears for longer (perhaps too long), and forces downshifts to happen more abruptly and aggressively during deceleration. We found that driving in sport mode made for rather ungraceful jerking during a spirited mountain-road romp, so we preferred the predictability of shifting for ourselves using the wheel buttons, even if the shifts came after the usual manumatic delay. Our advice is to stick with the stick, if at all possible.

Quiet + Calm Ride = Surprising Comfort
The Camaro SS packs a few surprises, however. The L99 and LS3 engines are both remarkably — and disappointingly — quiet, at least from inside the cabin (based on the shell-shocked looks on the faces of people we blew by, it appears that it's plenty loud on the outside). For high-speed cruising, this is a good thing, as there is no shred of that exhausting boominess that can add misery to long-haul muscle-car motoring. But at the same time, we found ourselves wanting a bit more of an audible reminder that we were driving something with 426 freakin' horses under the hood. Even at full tilt, the engine didn't seem to have the trumpetlike blat of the Challenger R/T's 5.7-liter, let alone the NASCAR-worthy howl of the 6.1-liter in the SRT8.

Other surprises include the eerily serene ride and the utter absence of wind noise. Particularly at freeway speeds, the Camaro's Zeta roots pay dividends, with the suspension striking a brilliant balance between lively, grippy roadholding and wonderfully compliant damping. Meanwhile, the SS offers decent feedback through the steering wheel. You could cruise down Woodward all day in this thing and never feel beat up. Try that in a '69.

Drives Big
At higher speeds, however, is where one misses things like outward vision. Although looking over the long, beveled hood is a view every muscle-car fan will relish, the low roof, high waistline, and wall-like rear pillars make the car drive big (not good for twisty two-lanes), a complaint we also level at the Challenger. Lane changing is a point-and-squirt affair rather than anything involving an over-the-shoulder check. The exterior mirrors help, with the bonus that they give you a close-up view of the Camaro's sexy hips. The interior mirror is utterly useless, though; all one sees when glancing rearward is an ocean of black roof and C-pillars the width of a Sequoia (the tree or the Toyota).

Also disappointing are the hard plastics that we had hoped were banished from GM interiors, but they've clearly found their way into the Camaro. Furthermore, the inset dashboard trim piece that was to be rendered — at least optionally — in a cool illuminated band of light-tube trickery has become a cloth insert. It looks good in a contrasting color, but it's drab when it matches the rest of an all-black cabin. And finally, as great as the high-mounted "squircle-shaped" gauges and cool center stack look, the script is tiny and the buttons can be ergonomically challenging in operation.

But the Camaro is beguiling. It has a strong design and a strong heritage and delivers seriously strong acceleration. Especially given its aggressive pricing ($22,995 for the base V-6, $30,995 for the SS), it is likely to do well with its established fan base and should even earn a few more admirers in its new life. And not insignificantly, the EPA just gave it excellent fuel-economy ratings. Could it be better? Absolutely, but at least its deficiencies involve its interior detailing more than its dynamics. Besides, in these tumultuous, unpredictable times, we should celebrate the mere fact that cars like this are here at all. Welcome to the herd, little pony.

Performance Data:
C/D TEST RESULTS:
Zero to 60 mph: 4.8 sec
Standing ¼-mile: 13.0 sec @ 111 mph
Braking, 70-0 mph: 161 ft
Roadholding, 300-ft-dia skidpad: 0.92 g

FUEL ECONOMY:
EPA city/highway driving: 16/24 mpg

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