At the other end of Toyota’s model spectrum lies the Prius, the car that created the company’s (now slightly tarnished) image as a global leader in responsible car production. It too has come under scrutiny for having perhaps been rushed to market, based on reports of ABS braking issues (March 9th’s ‘runaway’ Prius in California was a second generation model, not the 3rd gen under review here). I’m someone who was loath to embrace the hype about hybrids, yet I’ve found that Toyota’s relentless work to improve the performance of these battery-electric vehicles has even won even me over. It’s hard not to become a true believer when you see astonishing 50mpg returns on the fuel economy computer’s readout. Especially as the Prius is no longer some weird penalty box to ride around in. [caption id="attachment_1083" align="alignright" width="300" caption="Pretty good for a leadfoot..."][/caption] It now has adequate power—just—and decent ride and handling. If it’s still a bit prone to road noise, I can accept that, as Toyota is trying very hard to keep weight in check. This logic also applies to the interior’s materials, which are by their very nature designed to save mass, yet are well finished ...

I remember how impressed I was with the all-new, fullsize Tundra when I first drove it a few years back. It hit 80-90% of what Americans want out of their half-ton trucks, which is pretty impressive when you’re playing against companies like GM, Ford, and Dodge, who have been honing their rigs for decades. Aside from some initial quality lapses that too were reminiscent of the American companies’ track records, things got off to a good start. Just as the Tundra’s sales numbers were beginning to reach Toyota’s goals though, we had the massive run up in gas prices. Then the housing market collapsed, followed by the broader economy, taking sales of pickups down with them. And let’s not forget that Ford rolled out a new version of the F150, and Dodge the Ram. Has Toyota’s most domestic of offerings kept pace with this brave new world? In some critical areas, the answer is yes. When the Tundra was released, its biggest engine option, a monster 381hp, 5.7-liter V8, mustering more torque than anyone else’s, set the standard. But the standard V8, the venerable i-Force 4.7-liter, was a bit light-duty for many folks’ tastes—and it ...

Last year, when finally had the opportunity to drive the ’09 Jaguar XF Supercharged, I lamented that this compelling sports sedan was to be replaced with something less amenable to the thin air of my home town. No matter how good this new model might be, it would never measure up to the high standard set by its 4.2-liter blown predecessor at Denver’s high altitude. Sure enough, the new model, powered by a gasoline direct-injected, 5-liter V8, doesn’t produce its full corral of 385hp at 5280 feet. While the S/C didn’t either, its force-fed nature meant more of its original 420 horses were still galloping about here in the Mile High city. Yet the difference wasn’t as subjectively noticeable as I had anticipated. Credit that to the slick variable valve timing and greater inherent efficiency of this new engine, which gets the same fuel economy as it the 300hp, normally aspirated 4.2-liter, which is still available in the most basic XF. Right off idle there’s good shove—more than I remember from the S/C—that burgeons into a massive amount of midrange grunt, accompanied by a more mellifluous exhaust note. 0-60 time is only about a half-second adrift of ...

Subaru’s recent roll to market records—number one in sales growth last year, two years of increasing sales in the worst markets in modern history—began with the release of the new Forester in 2008. I had eagerly awaited time in the turbocharged version, as it promised to blend all the goodness of this practical yet stylish crossover with the mighty midrange torque of the company’s terrific 2.5-liter turbocharged flat-four engine. By and large the XT met my (admittedly high) expectations. The 224hp motor revs smoothly, and the surge of torque, which peaks with 226lb-ft at a low 2800rpm, helps make up for the wide ratios necessitated by the four-speed automatic—the only transmission available. In the normally aspirated models, this is a major failing, as there’s not enough oomph to overcome the rangy gearing; in XT-spec, the Forester rarely feels less than rapid. Independent testing backs this up, with sixty arriving in about six and a half seconds. Some of the credit for this swiftness, and the Suby’s decent fuel economy (EPA ratings of 19/24; 21-22mpg by my reckoning) goes to the turbo Forester’s relative light weight of 3460lbs, which undercuts many rivals’ mass by several hundred pounds. The ...

Coming home from Florida in February to a Denver snowstorm is never pleasant. But at least this time it was safe and secure. Waiting for me was a new Audi A4 quattro with all-wheel drive. So despite the slick roads and relatively poor visibility the drive back from the airport was uneventful: the A4 felt secure and planted, especially as I had configured the Audi Drive Select (which we’ll come back to) to firm up the steering yet soften the ride and throttle response. Things got more eventful as I exited the highway; the mile-long, 3-lane wide flyover ramp into downtown Denver was very icy; cars began to skate sideways—then they began skidding every which way as the ramp began descending to its lowest point, which was probably a hundred feet lower than where it had peaked. We all came to a stop—without undue drama in my case—though some vehicles struggled, including a huge regional transportation bus, which, though completely stopped, began slowly sliding sideways towards the ramp’s edge! Apparently there was an accident at the bottom, and though multiple police units arrived, and we remained stuck in place for over an hour, no one really knew what ...

Having owned both a ’97 Nissan Maxima and a ’97 Toyota Camry V6, I can remember when a midsize, six-cylinder car got decent mileage: both would do about 24mpg around town and 31-33mpg on trips. Yet, when I started writing about cars in 2004, I was a bit shocked that their newer replacements could barely eek out 17-18mpg in an urban situation, and that a road trip in an ’08 Camry V6 netted 21mpg at a reasonable speed. What was going on? Several things: cars (like their owners) were getting heavier; they were also getting bigger and more powerful engines to compensate; my mid-nineties rides had 3-liter engines offering about 190hp each. Newer versions have an extra 500cc or so in displacement and an additional 80 horses in the stable. They didn’t feel that much faster, as they tipped the scales about 500 pounds heavier. Of course, cars are quieter and safer now, and have more laborsaving conveniences. And changes to the way their engines are tuned (so that catalytic converters last longer) don’t help frugality either. One company that has made an effort to buck this trend is Nissan. In real-world use, their Murano ...

Due to many factors, some excellent vehicles slip into obscurity, instead of getting the props they deserve. One is the Infiniti EX35. Its release was overshadowed by economic woes and the launch of some other, more prominent crossovers. So when I finally got a test vehicle last year, I was prepared to be underwhelmed. At the end of my week’s sojourn, though, I didn’t want to give it back, so well did it fit into my life. Informal discussions with other journalists suggested they felt the same. The only two real knocks we could level at this tallish wagon were limited back seat room, and that to get the ultra-cool Around View Monitor (an industry first, that creates a composite view of the EX35’s closeness to obstacles) you had to take basically every other option—making this rig quite expensive. [caption id="attachment_980" align="aligncenter" width="300" caption="The rich-feeling cockpit"][/caption] [caption id="attachment_981" align="aligncenter" width="300" caption="Around View Monitor in action"][/caption] Infiniti has fixed those two issues to some degree: now you can get AVM as part of the nav package, and they sculpted out a couple of essential inches of knee room for rear passengers, though it’s still tight back there—as is the cargo ...

When Suzuki released the country’s ‘least expensive AWD car’, as they marketed the SX4, those of us who live in snowy climes took note, as options to the ubiquitous Subaru lineup are always welcome. So I didn’t know what to make of things when they not only dropped the all-wheel drive, but the little Suzuki as well, lowering it down over its bigger, bolder 17” alloys. Looked kinda butch, in a Mini-esque way, which was enhanced by the subtly sporty body kit and rear spoiler. Would this be an American version of the hot hatch Swift they firm successfully sells in other markets—a cool little car that is used effectively in international rally racing? While perhaps not that hardcore, I think Suzuki is on to something. The tighter suspensions settings of this Sportback result in better handling and composure, yet the ride isn’t so stiff as to rule out comfortable urban use over gnarly tarmac. The revised 2-liter is smoother, pumps out more power (150hp/140lb-ft), and gets better fuel economy. It’s coupled to a new 6-speed manual which is light and precise (a new CVT auto is optional). And, with only front drive, this ...

The day they dropped Suzuki’s new midsizer, the Kizashi, was warm and bright; right away I dug its excellent stance and proportions—looks that hadn’t been watered down from last year’s show car overmuch. Its interior was well wrought of high quality materials, and if the dash aped that of the VW Passat, so what; they could do a lot worse*. It was chock full of desirable standard equipment like a powered driver’s seat with memory, decent stereo, dual climate control, keyless go, and Bluetooth. The drive was decent—though it didn’t live up to the advertising hype: the Kizashi is no Nurburgring stormer. Handling was just average, though ride quality wasn’t objectionable. Its 185hp, 2.4-liter four isn’t necessarily lacking in output: 170lb-ft of torque is class-competitive. But the continuously variable transmission does it no favors: paddle shifts or not, the Suzuki felt strained and a bit overwhelmed by Denver’s thin air. The next morning, after scraping off the night’s accumulation of fresh ice and snow, I noticed a button on the Kizashi’s dash labeled ‘AWD’. Surprised, I engaged it, and commenced a thankfully undramatic, slip-free commute to the office. Now things were starting to make more ...

Just what is a ‘luxury car?’ I ruminated on this as I drove about in Lexus’ all-new hybrid, trying to get the fuel economy display to exceed 32mpg. That seemed a relevant question, since the company’s ads proclaim the HS250h to be the most fuel-efficient example of that breed you can buy. I’d been impressed with the second-generation Lexus RX hybrid’s numbers, and those of the more performance-oriented GS450h as well. But, frankly, the HS wasn’t doin’ it for me. To start with, it looked a bit odd from some angles and had a very long snout. And while I dug the interior’s architecture, which features a cool center stack and (optional) haptic controller like the RX450h, it wasn’t that roomy; a normally-proportioned, 6’2” friend couldn’t lower the seat enough to avoid hitting the headliner. Moreover, a luxury car should be refined, quite, and ride well. The HS got one of these three right: it was pretty quiet—at least until the continuously variable transmission revved the 2.4-liter, 147hp four cylinder to its power peak to supplement the batteries. The result was something akin to the sound of a mooing cow; not exactly high-class. And ...