Quick Take: 2012 Mitsubishi i-MiEV

You don’t just expect to see a Mitsubishi i-MiEV everywhere. In fact, in the U.S., you don’t expect to see it anywhere, at least not yet. But this will soon change. Targeting a fall 2011 release, the i-MiEV (innovative Mitsubishi Electric Vehicle) will be available to government and corporate agencies first, then to the public. Mitsubishi had the little i-MiEV subcompact available for short test drives at the Run to the Sun event, and it was certainly an interesting vehicle to drive.

Unlike the forthcoming Nissan Leaf or Chevrolet Volt, the i-MiEV is a kei car. The test model was straight from Japan—note the right-hand drive layout (assume North American models will be driven from the left side). The interior is Spartan but comfortable, at least in the front seat, and features all of the amenities you’d expect in any usual car. The rear seat, however, didn’t have much leg room, even for my not-so-huge 5′ 7″ frame. Short of this, the car seemed very practical and usable for daily commutes or hauling cargo.

Driving the car is really easy. Simply shift its automatic transmission in to “D” and go. There is also an eco mode for increased efficiency. Power isn’t abundant, certainly adequate for city jaunts. I didn’t get the i-MiEV up past about 40 mph, but it did feel confident at such speeds. Speed demons take note—Mitsubishi says the i-MiEV tops out at 81 mph. Being this was the first right-hand drive vehicle, each time I went to use the turn signal, I switched on the wipers; the signals are on the right side of the steering column.

Under the Japanese 10-15 urban driving pattern, the i-MiEV will do about 80-100 miles on a charge. Charging takes 12–14 hours on 110V, 6–8 hours on 220V, and 20 minutes for an 80% charge (or 1 hour for a full charge) at a three-phase Quickcharge station.

Mitsubishi estimates prices to be below $30,000 before government incentives.

i-MiEV would make a great runabout due to its four doors, ability to seat four (so long as you aren’t too tall), and halfways decent cargo area (for a subcompact). Frankly, I think the i-MiEV looks cooler than the Nissan Leaf and Chevrolet Volt, too. Like all fully electric vehicles, the big questions is whether or not people will actually shell out the substantially higher prices for a practical, safe EV. However, the i-MiEV certainly seems like a solid, practical EV choice.

Courtesy of our content partner – Subcompact Culture

August 24, 2010 | Andy Lilienthal | Tags: | No Comments »

Quick Take: 2011 Scion tC


Scion has sold 800,000 vehicles since the brand’s 2005 model year debuted, and the median buyer’s age is only 26—the youngest in the industry. Of the models Scion has offered since then (xB, xA, xD, tC), the two-door tC has been the brand’s bread and butter. In fact, Scion VP, Jack Hollis, said there are about 310,000 tCs on the road. The tC, however, has remained mostly unchanged since its debut.

For 2011, the Scion’s bread-and-butter tC gets more bread and more butter. There’s been an increase in nearly everything: horsepower, torque, fuel economy, performance, stereo watts, leg room, standard wheel diameter, weight, and price. The car gets new sheet metal, a new engine, new transmissions, a new interior, and the list goes on. So how has growing “up” changed the venerable two-door tC? I got a chance to drive two pre-production prototypes in San Diego to get a preview of the upcoming Scion coupe.

EXTERIOR
The exterior definitely keeps in line with the previous tC: two doors, a sporty look, and a coupe shape (although, it’s actually a liftback). There is evidence of styling cues from the Scion Fuse concept car, especially the wide rear C pillars. This design element seems to be at odds with the rest of the body, as the jut at the C pillar looks too squared off for me.

Scion has upped the standard wheel size to 18”x7.5” shod with 225/45/18 tires—impressive looking rolling stock, for certain. However, those living anywhere it snows will want to invest in a set of winter wheels and tires. (A 19″ wheel/tire option is available, too.) The stock stance looks good, too, although like most cars, it’ll look even better if lowered. I think the most attractive part of the car is its rear, and the optional spoiler really sets the rear off. Overall, the car’s look isn’t exactly pulse-quickening, but it’s not overly bland, either.

INTERIOR

Like the exterior, the interior is a bit of a mixed bag. The dashboard feels noticeably vertical, like something you’d find in an FJ Cruiser; I expected more of a wrap-around cockpit feel from a sport coupe. There is an excellent chunky steering wheel; supportive, well-bolstered seats; an attractive, easy-to-read set of gauges, and the panoramic glass roof. You’re surrounded by lots of hard, textured black plastic including a not-so-conveniently located hard plastic center armrest which was neither comfortable or well-placed—especially for those driving the manual transmission.
The interior is surprisingly roomy, both in the front seats and the rears. Yes, four adults can ride comfortably in this vehicle. Plus, the rear seats recline 10 degrees for comfort. Those rear seats also fold down nearly flat for a cavern-like rear cargo area, too.

Scion prides itself on its audio systems, and there’s good reason to. Both of the units I sampled sounded very good. There are three headunits to choose from. The non-navigation Alpine unit, however, was not easy to use, especially while driving. There is a touch-screen navigation option as well. The base stereo system has 300 watts, eight speakers, aux/USB, and sounds pretty good; the upgraded Alpine unit with subwoofer is outstandingly clear and balanced.
DRIVING THE MANUAL
I first drove a tC with a manual transmission, outfitted with TRD accessories including larger front and rear sway bars and a high-flow exhaust system. The car is very easy to drive. Clutch uptake on the new six-speed is predictable; shifting is light, although throws are a bit long. Overall shifting operation is vague, though. The new electric steering feels slightly artificial and doesn’t provide much feedback—a Toyota trait lately. The car rides firmly but controlled on the highway. Once in the twisties, car remains planted—those swaybars and 225mm-wide tires undoubtedly help. Handling is predictable, but not overly sporting.

The new 2AR-FE, 2.5-liter engine features dual VVT-i valve timing and is up 19 hp and 11 ft./lbs. of torque from the previous 2.4-liter mill. (Vehicle curb weight is also up 155 lbs.) Power is certainly adequate, but the car doesn’t feel like it makes 180 hp. Equipped with the six speed, the tC is certainly not a slouch, but it didn’t feel like it had a lot of grunt, either. Scion says 0-60 times are down more than a half second in the manual and nearly a full second in the auto (7.6 and 8.2 seconds, respectively).

DRIVING THE AUTOMATIC
After driving the TRD parts-equipped tC, I hopped in a completely stock base tC with the new six-speed automatic, which now features manual shifting ability.

The new automatic shifted smoothly under all driving conditions. However, the manual gear selection was slow to react, and oddly, didn’t want to upshift under full throttle. I had to back off the throttle before it’d change gears.

As expected, the all-stock tC unsurprisingly doesn’t corner as crisply as the model equipped with the TRD sway bars. But again, handling is still predictable but not overly performance oriented—I suggest buying the sway bars as a first accessory. But both the manual and automatic cars felt bigger and heavier than they were, especially during spirited driving. There was also a noticeable drone while at highway speeds. As with most automatic-transmission-equipped cars, acceleration was significantly slower than its manual counterpart, and this was exaggerated in the 96-degree SoCal heat with the A/C on.

BOTTOM LINE
The 2011 tC didn’t strike me as a standout. The car was a bit vanilla, topped with just a bit of chocolate sauce on it. Of course, with the addition of TRD and Scion performance accessories, buyers will be able to add more sauce and extract more performance and style.

Buyers can get into a base tC with a manual for $18,995; a base auto for $19,995 (including the $750 destination). Remember: Scion uses “Pure Pricing,” which doesn’t allow for any negotiation—great for those who don’t want to haggle. However, with the state of the economy, many brands are willing to negotiate to get you into a car, something that might hinder tC sales.

For me, the 2011 tC falls slightly short. Its styling doesn’t stand out enough, its performance is not quite as strong as I’d hoped, and I think it’s priced a bit high. Yes, you get a lot of standard premium features, but the car as a whole is a bit underwhelming.

Courtesy of our content partner - Subcompact Culture

August 23, 2010 | Andy Lilienthal | Tags: | No Comments »

Quick Take: 2011 Honda CR-Z

As you may have heard, Honda has shown us the production version of its highly anticipated CR-Z hybrid. Dubbed a “Sport Hybrid Coupe” by Honda, many people were hoping for a worthy successor to the iconic CRX. There’s been a lot of buzz, so here are my two cents.

THE CRX …
The CRX was always light weight, maneuverable, frugal, and fairly inexpensive. It was a Spartan front-wheel driver with two seats, and although it didn’t have tons of power (never more than 108 hp in the U.S.), it never weighed much, either (no more than 2,174 lbs.). That equated to one of the most fun cars you could buy that drove the wrong wheels front wheels—and you could get up to 50 mpg with the HF model. Even the sporty Si got an EPA estimated 32/35 MPG.

2011 CR-Z SPECS
When Honda put out its press release at the 2010 Detroit Auto Show last week, the car’s specifications looked a bit underwhelming to those hoping for an updated CRX.

According to the press release, the CR-Z will make 122 hp and twist 128 ft./lbs. of torque and and get 36 city, 38 highway with the CVT, and 31/37 with the six-speed manual. Wait—isn’t his a hybrid? Not exactly impressive, eh? Allegedly, the car will weigh 2,800 lbs., no doubt due to its heavy batteries. So 2,800 lbs with only 122 hp/128 tq doesn’t sound like we should expect too much performance.

However, this is the missing link: performance numbers. If this thing is mega quick and handles like a Ferrari—or at least an Acrua RSX—then perhaps the haters will be somewhat silenced. And maybe it has fantastic driving dynamics. Then again, with the power-to-weight ratio, perhaps there won’t be much to see.

CR-Z STYLING
The other bane of those hoping for a new CRX is the CR-Z’s styling, most notably the overly large frontal overhang. Indeed, there is a lot of material in front of the front wheels. This is classically something that does not contribute to a sporty look. Although I’m not a fan of the front end, I do like the car’s rear, and I like the interior, too. And, with the optional 17″ wheels, I don’t think it looks too bad, even with the overbite.

BOTTOM LINE
I’m withholding a final verdict until I can 1) see the car in person, 2) read some performance numbers, and 3) drive one. However, thus far, these specs, fuel economy—and the frontal overhang—aren’t too hot.

What really gets me is the fuel economy, though. A non-hybrid, manual-transmission-equipped 2010 Honda Fit gets 33 highway MPG. The much larger Honda Insight hybrid gets 40/43 MPG. The old Insight hybrid got 49/59 with a manual transmission, and it was a two-door coupe, too.

So, why does a new tiny hybrid two-door coupe only get 37 highway MPG? The answer, I’m hoping, is because of outstanding performance … but I’m not holding my breath.

Anyway, check out the video from the introduction at the Detroit Auto Show:

Courtesy of our content partner: Subcompact Culture

January 13, 2010 | Andy Lilienthal | Tags: | 1 Comment »

Quick Take: 2010 Suzuki Kizashi

Although better known for its motorcycles in the U.S., globally, Suzuki automobiles outsell Subaru, Mazda, and Porsche combined, and in many years, Suzuki is the best-selling auto manufacturer in Japan. Here in the States, the company is trying to get onto the radar of mid-sized car buyers, and its latest release, the 2010 Suzuki Kizashi sports sedan, might do that.

Already a 2010 North American Car of the Year nominee, the Kizashi should be on many people’s shopping lists, especially here in Portland, OR. Why? Because it will be available with all-wheel drive—something many Portland residents have found to be a desirable amenity. With our rain-slicked streets, nearby snow-covered mountains, and abundance of twisty roads, Portland is a hotspot for all-wheel drive vehicles.

So it’s fitting that Suzuki chose Portland as the site of the vehicle’s west coast launch. I was invited to drive the vehicle at Portland International Raceway. Let’s take a look.

EXTERIOR/INTERIOR
If you took the Suzuki badges off of the car, brought it down to Pioneer Courthouse Square, and asked people what kind of car they thought it was, I’d bet no one would guess it was Suzuki. Although not necessarily groundbreaking with regards to style, the car looks handsome, sophisticated, and upscale. Size wise, its towards the smaller end of the mid-size segment.

Kizashi is available in four trim levels: S, SE, GTS, and SLS. Standard interior features include power everything, sport seats, push-button start with keyless entry, steering wheel audio controls, dual climate control, and iPod connectivity. All Kizashi interiors look great, with the SLS’s two-tone leather interior (pictured here) being a standout with a very upscale look.

Options include 10 speaker, 425 watt Rockford Fosgate stereo, Bluetooth connectivity with streaming iPod ability, and Home Link universal garage door opener, windshield wiper rain sensor, and rear parking sensors, among other things.

ENGINE/DRIVETRAIN
Mechanically speaking, Kizashi is available in either front-wheel drive (FWD) or all-wheel drive (AWD) with a 2.4-liter four-cylinder engine making 185 horsepower. Front drivers are available with either a six-speed manual transmission or a continuously variable transmission (CVT). All-wheel drive models are available only with the CVT. FWD fuel economy will be as high as 23 city and 31 highway; AWD as high as 23 city and 30 highway.

Other notable features include standard four-wheel disc brakes with ABS, Electronic Stability Program (ESP), a four-wheel independent suspension, and distinctive dual-exit exhaust outlets. Wheel and tire combos range from 16″–18″. All of the cars in these photos wear the 18s.

DRIVING
My first session behind the wheel had me piloting an AWD Kizashi through a wet slalom course. The combination of AWD, traction control, and stability systems performed seamlessly, offering excellent grip on the wet pavement. The car remained composed during cornering, and didn’t make any unexpected moves. Driven back-to-back against an AWD 2010 Subaru Legacy and an AWD Audi A4, the Suzuki proved itself a worthy competitor.

I also rode along with a Pro Drive instructor as we did a high-speed avoidance maneuver in a FWD CVT Kizashi, a new Acura TSX, and a new Mazda6. When thrown into an emergency situation, the Suzuki’s reflexes, aided by its traction and stability systems, were impressive. Suzuki prides itself on the fact its traction/stability control systems work well and are as unobtrusive as possible to the driving experience, something enthusiasts will appreciate.

Next, I got to drive some laps on the racetrack in a Kizashi GTS with the manual transmission, and the car felt very athletic; surely this is sportiest version of the lineup. Even without AWD, the grip from the optional 235/45/18 tires was very good, and the suspension was firm enough to be entertaining, but soft enough to be comfortable. The 185 horsepower engine makes good use of its powerband, and never felt anemic.

Finally, I took another six-speed manual Kizashi through a dry set of S-turns, showcasing the car’s quick steering, nimble handling, and strong grip. When driven back to back against the Volkswagen CC and Nissan Altima, the Kizashi felt the most nimble and sporting of the group.

Through all three tests, it was apparent that Suzuki kept the enthusiast in mind when engineering the car.

PRICE AND THE COMPETITION
The FWD base model Kizashi should start under $20,000, and well-equipped AWD models should be available between $22,000–$24,000. At these prices, Suzuki should be able to undercut many of its competitors, both FWD and AWD. But there are a ton of cars in this segment including Honda Accord, Toyota Camry, Nissan Altima, Mazda6, Volkswagen Passat, Ford Fusion, Chevrolet Malibu, and Portland favorite, Subaru Legacy.

Suzuki will need to step up its marketing efforts to get the word out. But, if it can get people into its showrooms and behind the wheel, buyers will be rewarded with an affordable, sporty, all-weather sports sedan backed by with Suzuki’s seven year, 100,000 powertrain warranty.

Courtesy of our content partner: Subcompact Culture

January 12, 2010 | Andy Lilienthal | Tags: | No Comments »

Quick Take: Infiniti G37 Convertible

g37

Shortly after Lexus announced plans for the Lexus IS Convertible, Infiniti has followed suit with the G37 retractable hardtop version of its popular coupe in order to add another car in its lineup. The car will share the G37’s 3.7 liter V6 engine, putting out 325 horsepower through either 7-speed paddle shifted automatic or  traditional 6-speed manual transmissions. With the same suspension and engines available, the convertible should offer similar performance numbers and driving experience as the coupe.

Unlike its cousin, the Nissan 370Z, which will be released with a traditional soft, folding convertible top, the G37 will provide buyers the sleek metallic lines of a coupe, while having the convenience of open-air motoring. Options packages remain unchanged between the coupe and ‘vert models, including a Bose sound system, personal front speakers, dual-zone climate controls and heated seats. The car is identical inside and out to the coupe with the same wheels, front and rear fascias, interior trim and design. Short of a distinct difference in the shape of the roof, the two will be indistinguishable.

With the addition of the G37 ‘vert into the luxury convertible market previously dominated by German offerings, the choice has just become much tougher as Infiniti remains a tried-and-true competitor to Lexus and the Germans.  On Sale June 19th, the Infiniti G37 ‘vert will start at just under $44K. Stay tuned for KarFarm’s full test and review once it is released.

-KF

June 16, 2009 | Ilya Faynshteyn | Tags: , | No Comments »

Quick Take: The BMW M3 Edition Models

Notice the Alpine White center console trim.

Notice the Alpine White center console trim.

Following the news of the doomed M3 CSL, BMW gears up for the summer with a new twist to its M3 models. The current M3 features a 4.0L V8 coupled to either a 6 speed manual transmission or a 7 speed double clutch gearbox with BMW Drive Logic™. These special models are named Edition Models (very creative I know) will feature  slightly modified bodies and interiors, lowered suspensions, new wheels,  and unique colors. They will only be available in the 2-door coupe model.

The Edition Models are similar to the E46 M3′s Competition Package in that they are not a drastic departure from the original M3, but they do add some items that many enthusiasts already frequently use. The black Kidney Grilles and Mirror Caps are already available from several after-market manufacturers and many M3 owners already sport after-market wheels, body kits, and suspension.

It seems like BMW is attempting to attract the same audience who bought M3 Competition Packages, but what might really attract enthusiasts are the new colors and new interiors. The Edition Models will be available in Alpine White Non-Metallic, Black Non-Metallic, Dakar Yellow Non-Metallic or Monte Carlo Blue Metallic with matching interior trim.

While the colors are not entirely new, they are unique to the E92, and the interior work will not be found elsewhere. BMW has not mentioned if the new models will be coming to the US, nor have they made any mention to pricing. Based on the popularity of the E46 M3 Competition Package and the current M3, BMW would be smart to bring the Edition Models to the US.

So, if you are interested in a slightly new look, this would be worth checking out. If you’re looking to increase performance, there are several options out there that will probably be easier on your wallet. The M3 Edition is due in showrooms this July.

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-KF

June 5, 2009 | Marcelo Maia | Tags: , , , | No Comments »

Quick Take: 2010 Hyundai Equus

equus-frontHyundai is taking the next step in the company’s quest to dominate the automotive market. First, the company started with the Genesis Coupe and Sedan, attacking such cars as the Infiniti G37. Now, with the upcoming 2010 Hyundai Equus, the company is gunning for the luxury sedan niche occupied by the likes of the Lexus LS460 and the Mercedes-Benz S-Class.

In a recent review of the Hyundai Genesis Coupe, we noted that Hyundai is following Toyota’s old formula of copying another brand’s design and modifying it slightly. This car will continue that philosophy. At this moment, only pre-production photos are available from the 2009 New York Auto Show, but the car has the distinct overall body shape of the Lexus LS460. The front end is very similar to the current S-class with headlights, front grille and bumper virtually identical to the Mercedes.

equus-sidePowering the Equus will be the current 4.6 liter V8 motor from the top-of-the-line Genesis Sedan or a new 5.0 liter V8 variant with 420 horsepower. It will be riding on an extended Genesis Sedan platform. Judging by the market this car is gunning for, we can assume the ride will be soft, yet responsive for highway cruising.

At an estimated price tag of $96K, it will also be less expensive than the S class as a whole. However, $96K is still quite steep for a company that’s recently gone upscale. It will be interesting to see how the price evolves between now and when the Equus is released, as that is certainly going to be an important consideration for buyers in the market for a luxury sedan with that high a budget. Since this car is slated as a 2010 model, it is very likely to be released by the end of 2009.

-KF

April 28, 2009 | Ilya Faynshteyn | Tags: , , , | No Comments »

Quick Take: 2010 BMW X5 and X6 M

Keeping up with the Jones’

It looks like the European edition of the horsepower war has now moved to the SUV market. Only a few years back, when the first round of Mercedes SUVs came with AMG packages, the Roundel company vowed to never shove an M badge on any SUV. Now, with the introduction of the Porsche Cayenne Turbo and  the Mercedes Benz ML63 AMG, BMW has decided to introduce an M version of both the X5 and the new X6.

x6m-front

The airdam openings big enough to swallow small children.

While in non M trim, the X5 and X6 are two completely different vehicles with different motors, suspensions and so forth, the M variation will bring them both close together. The X5 and X6 M will both come with a tuned version of the current 4.4 liter twin-turbocharged V8 producing 555 horsepower and 501 lb-feet of torque through a sport 6-speed automatic. Also, these cars will be fitted with M Dynamic Mode, a technology first found in the last generation (2002-2006) M3 with Competition Package. This M Dynamic Mode (MDM for short), will give drivers the ability to change the amount of traction control (stability control in BMW-speak) exhibited by the car’s electronics, or to shut them off entirely with one press of the DSC-OFF button.

x6m-rear

The traditional M-series' quad-exhaust.

The X5 and X6 M will differ from their “standard” brethren with a number of exterior changes. Both SUVs come with new identical front and rear bumpers, with large, angular front air dams to help the two turbos breathe, and a quad-exhaust with a diffuser in the rear. On either side of the car, the requisite M badge sits atop a chrome fender vent.  The interior seems to be fairly similar to that of the regular vehicles, short of a different steering wheel, sport seats and M trim throughout the cabin.

At this time, we do not know an official price or release date, but it is slated as a 2010 model, so it could possibly be introduced at an upcoming auto show this year. Stay tuned for KarFarm’s progress report, road test and review in the coming months.

-KF

April 23, 2009 | Ilya Faynshteyn | Tags: , , | No Comments »

Quick Take: 2009 Lotus Exige S260 Sport

exige-s260-sport

2009 Lotus Exige S260 Sport. Photo courtesy of InsideLine at Edmunds.com.

The Exige S260 Sport will come with the same Supercharged Toyota-sourced 1.8 liter 4-cylinder motor as the Exige S and S240, coupled to a 6-speed manual transmission. Power numbers increase to 257 horsepower, which will propel the car 0-60 mph in exactly 4 seconds. The car will weigh approximately 1,900 lbs which should make for the nimble and responsive ride enthusiasts have grown to expect from the company’s offerings. This low weight is achieved due to an aluminum chassis, carbon fiber roof, forged wheels, and lightweight race battery. The car is essentially a daily-drivable track vehicle.

The British version will differ from the American release, as the USA models add such features as sound deadening, air conditioning, carpeting and airbags to conform with crash-safety standards. Even with these added bits, the car should remain as exciting as the British model. In terms of appearance, the car will remain the same between Britain and the USA, and will also look no different from the S240 short of a discreet badge on the lower right portion of the rear bumper.

The Exige S260 Sport comes to the states with a pricetag of $74,995 and with an expected USA production run of only 50 cars.With such a limited release, those interested should potentially sign ownership papers before the car actually makes it onto the streets.

Look for our review some time in the near future… in the meanwhile, feel free to read the review KarFarm did on the Exige S240.

-KF

April 20, 2009 | Ilya Faynshteyn | Tags: , , , | No Comments »

Quick Take: 2009 Toyota Venza AWD V6

2009 Toyota Venza. A very stylish crossover from Toyota.

2009 Toyota Venza. A very stylish crossover from Toyota.

The new hip term in the automotive industry is Crossover or CUV (Cross-over Utility Vehicle). The company that started this whole trend is Toyota with the Lexus RX300 and its sibling Highlander. The first generation RX300 was ground breaking. It had the utility of a SUV, but rode and handled like a car. It was not a station wagon, however the RX/Highlander was built on a modified Toyota Sienna platform – which in turn was a Camry chassis. It was another way for Toyota to use its ultra-flexible (engineering-wise, not structural rigidity) Camry chassis to fill a void in luxury utility vehicle segment.

So more than 10 years later, with Toyota’s models moving on to different parts of strategic market slots, they were left with a void in its own line up. A 5-passenger utility vehicle between the Rav4 and the Highlander – enter Venza. A competitor to the Nissan Murano and Ford Edge, it is essentially a Lexus RX350 with a lower ride height, big wheels, and sculpted body panels. Overall execution is spot on!

Toyota makes its living on selling bore-inducing machines that are ultra reliable and comfortable. However, Venza is pleasing to look at. The styled fenders and muscular stance are a welcomed departure from the corporate fleet look of other Toyotas, with the exception of the Yaris. The 20″ wheels are also something that Toyota stays away from, because of replacement cost on tires, but the Venza is not made to be a high volume seller.

Toyota’s target demographic for the Venza are as follows: those in their late 20′s to mid 40′s, city dwellers, are college educated and have household income of more than $100k. As a part of that demographic, we think Toyota hit the nail on the proverbial head. From the size, style, utility space, and comfort level it is a home run.

2009 Toyota Venza. A very stylish new crossover from Toyota.

The model that we got to preview was a Blizzard Pearl White V6 AWD model with Panoramic Sunroof Pkg, Convenience Pkg, Premium Pkg #2, Navigation Pkg, Preferred Accessory Pkg, and a set of Wheel Locks. The MSRP came out to $38,688, since the Blizzard Pearl White is an extra charge of $220.

The first thing that we’ve noticed with the Venza is the roominess. Because of the lack of the third row seating, the product designers were able to push back the rear seat to its proper position. Even passengers that are well over 6 feet tall will have no complaints at all in this car. The front seats are some of the best in the market, and have multiple adjustments make it easy for driver to find the sweetspot.

The interior fit and finish is a typical Toyota/Lexus affair. Fine materials are delightful to touch and lay your eyes on. The center console is a little busy, but still classy. Our only complaint is the use of ‘Mahogany-style-wood inlay’ in the interior, it looks fake. When spending close to $40k on a car, we expect better material than that.

Driving the Venza is a treat as well. The Toyota’s corporate 3.5 liter V6 is smooth and powerful, and the delivery of power is progressive and predictable. Handling is surprisingly good, and the on-road manner is generally comfortable and calm. Minor gripe would be that when you’re in low speed situations, such as parking, the steering is a little numb in the center – a common problem of electric power steering of the Toyota/Lexus brands.

Overall, the Venza is a compentent performer with a ton of style. If you are looking for a good performing, stylish 5-passenger vehicle with room to spare, you would have to put the Venza at near the top of your shopping list. Please look out for a full test later on.

-KF

April 6, 2009 | Taeyang Yoon | Tags: , , , , , , , , , , , | No Comments »