ALL NEWER Z06 CHEVROLET CORVETTE

At first glance the 2015 Chevrolet Corvette Z06 could easily be mistaken for a GT3-spec racer. Bulging fenders house seriously large rubber, the rear spoiler could have been stripped straight from a racecar, huge tailpipes that look ready to spit hot fire. The $85,000 sports car’s hunkered down stance makes the Z06 look like it is ready to pounce, giving the carbon clad 200 MPH supercharged speed machine a purposeful look. Not to mention that it has a front grill that defies physics.

The Corvette Z06 is available with three stages of aero, each stage adds endplates to the front splitter as well as an adjustable rear spoiler that really does increase down force at speed. By checking the Z07 box on the order form, owners will receive the hardcore aero package with the largest endplates on the front splitter and an adjustable wicker bill on the trunk that can be raised all the way for maximum down force on the rear end. The hard core option also comes shod with a set of nearly street legal Michelin Pilot Sport Cup semi slick tires and bespoke Brembo carbon ceramic brakes that work together wonderfully at reducing speed in the Z06, of which there will undoubtedly be plenty.Speaking of speed, the Corvette Z06 is now supercharged and the previous generation’s 427 will not be missed. There is a replacement for displacement, and it comes in the way of a 6.2 Liter LT4 V8 with an Eaton blower between the banks that produce a very potent 650 HP. Whichever of the seven manual forward gears (eight in the automatic) you are in, the 2015 Z06 is capable of illegal speeds in a matter of seconds. For those who like to show off with their street legal racecars, the Z06 Carbon Package leaves a bit of the Stingray’s skin uncovered for a peek beneath the curtain, highlighted by the carbon fiber hood and continuing inward. Getting into a Z06 is more like slipping into the cockpit of a fighter jet than stepping into a car. The seating position is way down low in the chassis, and while Corvette seats have never been known to be great, these are equally good on track and driving to work everyday. Once inside the Z06 gives its driver a sense of purpose, the cockpit envelops its occupants, with easy-to-use controls just within reach. The feeling is not one of claustrophobia, but more of a snug, secure sensation.

Traction modes make a difference, but just don’t turn them off. We learned this fact on the track at the Spring Mountain Raceway in Pahrump, NV. The car will rotate in Track Mode. The car will bite you if you don’t show respect, and thanks to the all-new Corvette Performance Monitor, it allows you to collect real time data and share videos on YouTube - so the world will know. The 2015 Corvette Z06 has gone from being the better version of America’s best value sports car to achieving the status of on the of best GT cars in the world and is certainly going to be the sharpest knife in the paddock at any amateur track day, regardless of which flag is flying overheadAll newer Chevrolet Corvette is usually alluded to as America's most affordable sports car auto and with the presentation of the seventh era Z06 General Motors' objective was to make America's best game auto. Chevrolet has shown genuine track demonstrated achievement, contending on world-class circuits against much pricier rivalry. This is the consequence of the C7's structure and Team Corvette's own particular frameworks and procedure. While the motor in advance is still a pushrod V8, its 650 supercharged drive makes it the most intense creation motor ever offered by GM. Without precedent for Corvette history, the racecars move off the same mechanical production system in Bowling Green as the generation autos, and race groups' essential center is on lessening drag, not making down power. 

With the 2015 Corvette Z06, Chevrolet is conveying the best America brings to the table to a more extensive, more rich group of onlookers. There is currently a convertible, and also an eight-pace programmed transmission (which is really 60 MPG quicker than the seven velocity manual). Furthermore, why not? Thusly, track aficionados can begin at over $85,000, then request the no-nonsense Z07 flight optimized bundle and carbon clay brakes on a sweet convertible with chrome wheels, two pedals and an arrangement of stripes that tops out to least up $120,000.Normally, a special edition sports car is designed to resemble the track-only racing version it actually shares little with underneath the skin. This is an attempt by automakers to forge a connection with the most passionate of enthusiasts, fans of motor sport. Thanks to the few who live with gasoline coursing through their veins around the clock, a manufacturer is willing to invest millions upon millions of dollars to win championships. This proves to the potential consumer that this road going clone is definitively the best car out there, and helps dealers sell cars. In fact, a few years ago, Team Corvette dropped down in class to better align their image with other GT2 contenders like Porsche and Ferrari, while using more road car parts than before.

This is not quite the case with Team Corvette. This team of Corvette midwives not only races at Le Mans, but are also responsible for designing your dentist’s new car, and they use the knowledge gained on the track to improve not only the machine, but their processes as humans as well. While the street legal version of the C7.R racecar differs from its roughbred brethren, the pair have never been closer in build. From the start, Team Corvette was handed a hefty task, homologate the C7 to race at Le Mans in 2014. But in order to do that, the Z06 the race car is based on had to be ready to debut by the 2014 Detroit Auto Show in January despite being a 2015 model. Traditionally a new car is launched, and then after some development a factory backed racing program takes root and serves as real world R&D, or great PR opportuny. However, Team Corvette needed a foundation to tackle the 2014 24 Hours of Le Mans and the 2015 Z06 came ready to play.A standout among the most prominent decisions for the individuals who visit High Performance Driver Education, or "track day" occasions is the Corvette Z06. These autos are picked due to their moderateness, and with almost no wellbeing gear introduced, are profoundly competent on a circuit and can be run throughout the day. On the off chance that you begin pulling back the rugs, you may even be shocked to perceive the amount of additional meat was abandoned in spots where you may need to weld something like, say, the base of a move confine to the case. 

When it comes down to it, the Corvette's motor started life in a Chevrolet Silverado. Though a cutting edge and fuel-productive get truck engine, the Chevy Small Block's pushrod outline is very age-old, which implies that it has been designed to flawlessness all through the ages and any little part that you could possibly supplant naturally is accessible at any vehicle parts store. 

The extra openness of a programmed transmission surprisingly, and, having one less thing to stress while avoiding smooth grass fixes and inflexible solid dividers, implies that this kind of movement will engage a more extensive scope of drivers. They can rest guaranteed that, because of the endless miles of focused continuance dashing, their new Corvette has been dealt with to a NASA-like level with track proven results.When the C5 Corvette was still in the product planning phase, hot off the success of the ZR-1 from the early 1990s, GM bean counters decreed that, for the fifth generation of America’s favorite sports car, there would be a Coupe, a slightly more expensive convertible and a $30,000 entry level Corvette. After a bit of frustration from Team Corvette, what they came up with was a stripped-down, Fixed Roof Corvette (FRC). Thanks to the lack of hatch and removable targa top panel, this car was not only less expensive, but had a stiffer, more responsive chassis as well. Team Corvette continued to tweak the brakes and handling of the FRC, and after 2 years finally found an extra 50 HP in the form of a new “spinner motor.”The main thing more troublesome than planning an enduring bit of work, is to relegate it a just as appropriate name; this was the situation when the individuals from Team Corvette discovered themselves remaining around in wonder of their creation. Fortunately, one staff part/history specialist noticed that, "What y'all have made here, is a Z06." Before 2001, the Corvette Z06 was a production line alternative bundle from the 1960s that included better brakes, beefier suspension and enhanced cooling. The outcome was that these uncommon "tanker" autos had a colossal energy component, which implied they could race for long separations without needing to draw into the pits. Basically, the outcome was a racecar that you could arrange straight from the processing plant. Since the C5 Corvette reintroduced the nameplate toward the start of the new millennium years, the Z06 has subsequent to been incorporated included in the car’s product plan.

ROLLS ROYCE WHITE WRAITH FASHION VERSIONS 2015

Despite the fact that Rolls-Royce's Bespoke division isn't precisely new, it started revealing various modified extravagance fixes just around a year prior. Be it the Phantom, the Ghost or the Wraith, every vehicle in Rolls-Royce's lineup has gotten what's coming to it of consideration from Bespoke, which deciphered into exceptional release or coincidental autos enlivened by different subjects. For 2015, the Wraith returns once more in the spotlight with the inspired by Fashion version. 

As the name recommends, this white-painted Wraith commends the brand's long-standing logic of taking the finest materials and creating them into "perfect and attractive extravagance products, selected to the client's definite particular." The roadster likewise celebrates the marque's first showroom in Mayfair, which was established close vile Row, London's popular focus of fabulous . It was there that Sir Henry Royce and Charles Rolls coordinated the offerings of their well known neighbors with what might as well be called the finest garments. Rolls-Royce's association with style goes route back to the mid 20th century, and the Wraith Inspiration by Fab Fashion is here to highlight only that. 

"This emphasis of Wraith gives a canvas to materials and completes most ordinarily connected with the universe of style. Motivation was sourced from universal catwalks and Bespoke Tailors, bringing about a stylishly staggering and stylishly on-point engine auto," said Giles Taylor,director of design for Rolls-Royce Motor Cars.Like most Bespoke-crafted Rolls-Royce vehicles, the Wraith "Inspired by Fashion" is only about a bespoke color scheme on the outside. The two-tone livery brings together Andalucian White and Arctic White in a combination that provides a subtle contrast. Fancy names aside, the side body panels are wrapped in a very light shade of gray, while the front grille, engine hood, roof and trunk lid are finished in white.

The Wraith’s signature shoulder line, painted bright-yellow on the model shown here, adds a dash of color and sets the two main hues apart. Customers who don’t fancy yellow can have the accent line in either Tailored Purple or Mugello Red.

Other than that, the Wraith "Inspired by Fashion" is identical to any other Wraith out there, meaning no other alterations were made to its exterior design.The quality inside is the place the Wraith "inspired by Fashion" truly sparkles. The lodge is totally upholstered in high contrast cowhide as a tribute to the first Wraith of the late 1930s. 

The weaved subtle elements on the seats, the emphasizes on the entryway boards, and the guiding wheel edge are done in a shading that mirrors the shoulder line's. The two-tone controlling wheel likewise includes a consistent sewing strategy acquired from the universe of fine customizing and beat at Rolls-Royce's well known Leather Shop. 

The style topic is finished with the mix of welting, another strategy normally connected with top notch customizing. The outcome is a vivid silk strip coordinated into the mark calfskin entryway boards. Last, the Wraith got Bespoke's trademark clock, this time created as a bit of gems and styled to "discharge a pearl impact, reminiscent of silk fabrics." 

Albeit not as garish as the typical Bespoke inside, this inside design puts the Wraith Motivated by Fashion" in organization comprising for the most part of exemplary, preworld War II autos. Inspiring this extraordinary Wraith is the same 6.6-liter V-12 found in the standard auto. The gigantic factory conveys 624 strength and 590 pound-feet of torque through an eight-rate programmed, pushing the car from 0 to 60 mph in 4.4 seconds. Its top velocity comes in at 186 mph. 

It may not be as quick as other extravagance cars, but rather's regardless it darn great thinking of it as' 207 inches in length and weighs almost 5,400 pounds.

RAM REBEL1500 4x4

The Ram Rebel 1500 is not the brand's reaction to the Ford F-150 Raptor. Nor is it a contender for the outrageously lifted, uber drained, no-nonsense apparatuses that can be discovered slinking sand rises or posturing on the SEMA show floor. No, regardless of its rebellious name, the Rebel is a completely helpful vehicle. Basically a Ram 1500 equipped with rough terrain duds, the Rebel packs the same towing and freight pulling capacities and agreeable lodge as a standard 1500, however it offers from the plant the sorts of redesigns that a purchaser with a tingle for easygoing going romping may sort out from the secondary selling. 

Before we get into the mechanical overhauls, we should address the outside. As we noted when the Rebel appeared at the 2015 Detroit automobile expo, the vast grille—which has neither a touch of chrome nor even an indication of a crosshair—is a really enormous takeoff. Rather, mark character is taken care of by the huge "RAM" lettering on the passed out grille and on the tailgate. It positively won't engage wallflowers, however then the name "Radical" ought to have tipped you off from the get-go, isn't that so? Beneath the grille is a powder-covered steel brush watchman/slide plate extra slip plates secure the oil dish and the exchange case above it is a twin-snorkel aluminum hood. Wheel-well flares acquired from the Power Wagon outline interesting 17-inch aluminum edges shod with 33-inch-tall 285/70 Toyo Open Country A/T tires.To back up the ornamental bravado, Ram gave the Rebel some real hardware, too, fitting specially tuned Bilstein dampers, a slower steering ratio, and a softer rear anti-roll bar. What’s more, the Rebel’s air suspension provides for an additional inch of maximum lift (the Rebel’s standard ride height also is one-inch higher than a non-Rebel’s; thus, with the air suspension at full stroke, the Rebel, in the immortal words of Spinal Tap’s Nigel Tufnel, goes one more. Suspension fully extended, the Rebel has an approach angle of 25.3 degrees, easily beating the 17.9-degree number of the 2015 Chevrolet Silverado 4x4 but falling a cactus needle shy . Still, the Rebel is no rock climber, despite its graphics.

The Rebel goes on sale in July and comes only as a Crew Cab with the five-foot seven-inch bed. The base price will be approximately $44.000 to $45.000 .The quartet of Rebels available during our excursion were all equipped with the 5.7-liter Hemi V-8, eight-speed automatic transmission, on-demand four-wheel drive, and a 3.92:1 axle ratio. The 3.6-liter Pentastar V-6 also will be available in combination with the eight-speed auto and part-time 4WD; the Rebel is the only way to get the 3.92 rear axle with the six-cylinder. Those interested in the Rebel-lious look alone can get a two-wheel-drive version, which comes paired only with the 5.7-liter V-8. A 3.21:1 rear axle is available for any V-8 models, but we wouldn’t bother with it.Capacity is unaffected by the rough terrain makeover, with the 5.7-liter 4x4 Rebel wearing the same 1530-pound payload as the standard 1500 and a 10,130-pound tow rating, a sparse 20 pounds not as much as a similar non-Rebel. Similarly, EPA mileage appraisals are unaltered at 15 mpg city and 21 roadway 22 mpg highway with back wheel drive.To see exactly how well the spate of Rebel-particular twitter performs in the wild, we went to the mountainous region of northern Arizona, now and again at times climbing to more than 8500 feet above sea to ocean level while navigating the San Francisco Volcanic Field. Last dynamic at some point somewhere around 1040 AD between 1100 AD, the spring of gushing lava fields lay nearby the Kaibab and Coconino national timberlands, giving us a mixture of landscape over which to mishandle the Rebel all for the sake of news coverage, obviously. To guarantee we brought the four preproduction units back alive, a couple of no-nonsense, winch-prepared Ram 2500 Power Wagons drove the way. 

Going on the cleared streets driving out of Flagstaff, the Rebel felt quite Ram 1500–like. In spite of the slower guiding and tread-tastic Toyo tires, this Rebel showed the same accommodating street conduct and predictable braking conduct as its more saved kin. If not for the brilliant red anodized vent rings and directing wheel sewing, in addition to the "Dissident" logo on the glove box, you'd have no motivation to think you were in anything besides a Ram 1500. Indeed, there were additionally the blackish and-redish seats, which, notwithstanding being throughout the day agreeable and strong, element a shadow print of the tires' forceful tread design. blachish and-redish floor mats with channels sufficiently profound to catch all the mountain mud we could track into the lodge are an appreciated touch.Driving on pavement, we became a bit concerned—the tires seemed far too quiet to be worth a darn off the road. Concerns regarding traction were abated, however, as we entered Cinder Hills OHV Area, the tires sinking into the deep, gravel-like ash that coats sections of the area’s 13,000-plus acres. Our trucks were equipped with the “anti-spin” rear axle. Although not a true locker, it did a good job of ensuring that the V-8’s 395 horsepower and 410 lb-ft of torque—the same ratings as in the standard 1500—were fed to both rear wheels as they churned through the seemingly limitless supply of volcanic ash. (Fun fact: NASA used sections of the area to simulate, in 1:1 scale, the moon’s surface to prepare and test equipment for the first lunar landing.) When it came time to climb, we shifted into four-wheel drive via the dash-mounted button and proceeded to ascend tight, twisty, not-quite two-tracks with aplomb, kickbacks and driveline binding either nonexistent or masterfully concealed by the power steering. A gravel plateau about halfway up one of the steepest climbs proved to be an excellent playground for whipping up a cloud of “space dust” by spinning wider and wider circles into the ash. Despite our best efforts, the winches on the Power Wagons remained unused.The favored procedure for slipping comprised of leaving the move case in low range and selecting an apparatus by and large first or second—through the wheel-mounted rigging selector catches and sitting without moving descending utilizing motor braking. Footing control is impaired in low range, so on plummets like this, just like E. Coyote from that cartoon–style bluffs bordering the trail, its ideal to keep it gradual instead of mucking up things with intemperate pedal inputs. 

After a short hike on cleared streets, we hit the sort of landscape proprietors are liable to experience most much of the time: sloppy two-tracks. Again the Rebel endured, slipping and sliding over the sludge, yet never wild. When it started to snow, the fun element expanded exponentially. This is the point at which we were about back finished by an exuberant driver in one of the Power Wagons. Thankfully, he picked the trench over the extensive "RAM" target appended to our tailgate. Presently, we did see a Nissan Sentra cunningly employing the same ways, however its conceivable the driver was a neighborhood, or perhaps simply huffing shower salts. 

Later, we figured out how to dump our official and benevolent gathering pioneer and discovered some lovely trails that stretched veinlike from the fundamental corridors, and which guided us ever more elevated through stands of ponderosa pines. Soak and rock-strewn, it was here the Rebel felt most at home. Sufficiently capable to cross the hardest territory that 90 percent of proprietors will ever likely experience, the Rebel doesn't need to be a child creature truck. Whether the fact that it tries to look like one is a good or bad thing, we’ll leave it to you to decide.

NISSAN PATHFINDER SUV 2015

All new 2015 Nissan Pathfinder still stays as one of the top rundown of SUVs. Not just does it drive well, it conveys and is one trendy lodge with respectable efficiency appraisals for a seven traveler vehicle. The 2015 Pathfinder SV 4x 4 has truly ventured up its amusement. 

My analyzer was covered in a lovely arctic blue metallic with beige material seats and was evaluated at $35,495 stacked. 

New for the Pathfinder, a blind side cautioning warning systems and back cross-activity ready have been added to the SL and Platinum trims, and AWD models are equipped with slope plummet control. Likewise, the constantly variable transmission gets new programming that reproduces customary movements, the 360-degree parking camera is currently accessible on the SL, and standard hardware has been somewhat reshuffled. The 2015 Nissan Pathfinder is offered in four trim levels: S, SV, SL and Platinum.

Standard equipment on the entry-level S includes 18-inch alloy wheels, a roof rack, rear privacy glass, keyless entry and ignition, tri-zone automatic climate control, a manual height-adjustable driver seat (with manual lumbar adjustment), 60/40-split-folding second-row seats (with slide and recline), a reclining 50/50-split third-row seat, a tilt-and-telescoping steering wheel, cruise control and a six-speaker sound system with a six-CD changer.

My tester, the SV model adds automatic headlights, a front tow hook, rear parking sensors, remote start, an eight-way power driver seat, a leather-wrapped steering wheel and shift knob, an auto-dimming rearview mirror, Bluetooth phone connectivity, a 7-inch color multi-information display, a rearview camera and an upgraded audio system with a single-CD player, satellite radio and a USB/iPod interface.

Stepping up to the SL trim level gets you foglights, heated mirrors, a power liftgate (with position memory), leather upholstery (first and second rows), heated front and second-row seats, driver memory settings, a four-way power passenger seat, a blind-spot warning system and rear cross-traffic alert. Opting for the SL Tech package adds a larger 8-inch touchscreen display, a 360-degree parking camera, a 120-volt household-style power outlet, towing preparation (also available separately on SL and SV), a navigation system with voice controls and a 13-speaker Bose audio system with Bluetooth audio connectivity. The SL Premium package is essentially the SL Tech package plus a dual-pane panoramic sunroof.

The top-of-the-line Platinum model starts with the above features and further adds 20-inch alloy wheels, a power-adjustable heated steering wheel and ventilated front seats. Offered exclusively on the Platinum is a Family Entertainment package that adds a rear-seat DVD entertainment system with dual displays.

Depending on when your Pathfinder was built, standard equipment may vary slightly. Early Pathfinders (built before January 2015) in the base S trim do not include the standard roof rack; instead it is standard on the SV. Early SV models (pre-January 2015) also get foglights, heated exterior mirrors and painted roof rails. For Pathfinders built after January of 2015, those items are optional on the SV and standard on the SL. Finally, SVs built after January of 2015 get remote start as standard, which was previously standard on the SL.

Every 2015 Nissan Pathfinder is powered by a 3.5-liter V6 that puts out 260 horsepower and 240 pound-feet of torque. It uses a CVT and can be paired with front-wheel drive or all-wheel drive (which Nissan calls four-wheel drive). The AWD system includes hill-descent control and a switch that allows the driver to lock power distribution in a 50/50 front-to-rear ratio, which is useful on dirt roads and in the snow.an AWD Pathfinder went from zero to 60 mph in 8.0 seconds, which is average for the segment. The EPA fuel economy estimates stand at 23 mpg combined (20 city/27 highway) with front-wheel drive and 22 mpg combined (19 city/26 highway) with all-wheel drive. In Platinum trim, the Pathfinder is rated at 21 mpg combined (19 city/26 highway). Properly equipped, any Pathfinder can tow up to 5,000 pounds.

Standard safety features on the 2015 Nissan Pathfinder include antilock disc brakes, stability and traction control, front-seat side airbags and full-length side curtain airbags that cover all three rows of seats. Rear parking sensors and a rearview camera are standard on all Pathfinders except the base S, which can’t get these items even as an option. The SL and Platinum come with a blind-spot warning system and rear cross-traffic alert, while the Platinum comes with a more deluxe surround-view camera system that is optional on the SL.

In government crash tests, the Pathfinder received the top five-star rating overall, with four stars for total frontal-impact protection and five stars for total side-impact protection. The Insurance Institute for Highway Safety awarded the Pathfinder the highest score of “Good” in the small-overlap frontal-offset, moderate-overlap frontal-offset, side-impact and roof-strength crash tests. The Pathfinder also received a “Good” rating for whiplash protection in rear impacts.

A big part of the 2015 Nissan Pathfinder’s appeal is its attractive cabin. High-quality materials give it a decidedly premium look, especially in the top Platinum trim level. The gauges and controls are easy to find and operate. We’re especially fond of the touchscreen electronics interface – there’s nothing particularly flashy about it, but it’s very user-friendly and offers helpful redundant controls adjacent to the screen.Both front – and second-push inhabitants will discover their seats agreeable and strong. The second-column seats can slide fore and toward the back and lean back for more noteworthy solace, and they'll slide forward even with a kid's auto situate set up, killing the need to uninstall the auto situate so as to get individuals into the third line. Dissimilar to a few contenders, the Pathfinder gives enough third-push headroom to suit grown-ups up to 6 feet tall. Legroom's somewhat tight, however, so just children will be cheerful back there on more outings. 

The 2015 Pathfinder has only 16 cubic feet of load room behind the third column, yet with the second- and third-line seats collapsed level, it offers a helpful 79.6 cubic feet. 

i-ROAD ALL ELECTRIC CAR

Not all electric cars have to be dull or boring Toyota's Prius may be ideal specimen for the eco-devout, yet its i-ROAD tilting trike demonstrates there's still potential for frenzy in the EV. SlashGear is no more abnormal to the i-ROAD, and actually we've driven before models over in Japan before now. They're less ordinarily found in the US, nonetheless, however Makoto Morita, Grand Master of the Product Planning Division and lead of the i-ROAD task conveyed a modest brought back bunch with him to let us American test drivers if can take. The doors, with their transparent upper and lower panels, are light and a little on the flimsy side (the structural part is a brace across the middle), but close them and you're safe from the elements. Makoto tells me that rain isn't a problem for the car, though you probably should have a backup plan prepared in case of snow.

As for the dashboard, that errs on the simplistic side rather than the multiple displays and touchscreens of something like the Mirai fuel-cell car. A small LCD shows speed and battery status, while three buttons - forward, neutral, and reverse - on the left take the place of a traditional shifter. Brake and accelerator pedals are joined by a footbrake pedal. Things get odd when you turn the wheel, since that is the point at which i-ROAD begins to tip once again. In any event, that is the manner by which you feel at first - regardless of the possibility that you're utilized to a bicycle, where you'd normally incline toward corners, the impression of "toppling" to the side when encased is vexing. 

The tilting itself is completely computer-controlled, and can't be turned off:, Makoto instructed me, to guarantee most extreme dependability at each velocity. The point itself is subject to your pace and the kind of g-power you're pulling at the time, and however its an odd sensation at first, you rapidly get accustomed to it. 

Indeed, after minimal more than a figure-of-eight I was pushing i-ROAD into the corners, the haptic guiding wheel humming in my grasp as I came to the furthest reaches of the tilting instrument. Obviously, it makes you have an inclination that you're going much quicker than the genuine 37mph top pace; cheerfully, it likewise feels exceptionally sheltered and planted, notwithstanding when you look to the side and see the ground much closer than ordinary.Tempting fate or maybe just setting a challenge to cocksure tech press, Toyota had set up a slalom to throw the i-ROAD down. Twin electric motors whizzing happily, it handled it without complaint. You get a little understeer when you reach the limits of the car's dynamics, but I never felt lacking in control.

Visibility is good, though the rear window is more like a porthole, and you can't really see much through it in regular driving anyway as there's no rear-view mirror . Parking and low-speed maneuvers are handled with particular ease, with a 3m turning circle and a footprint small enough that you could probably fit three i-ROAD into an average parking space.Expect to spend about three hours there recharging. A full battery is good for around 31 miles of driving - not much in the grand scheme of EVs, maybe, but solid for the city - though that depends on whether you have a second person squashed into the rear, or (more likely) some shopping there.

I asked Makoto about other approaches to urban electric transportation, particularly with startups like Gogoro looking to change the way power distribution is managed. Gogoro, for instance, may be starting out with an electric scooter, but its interchangeable batteries - charged at stations the company expects to see spread around cities - could easily find their way into compact cars like i-ROAD.Albeit apparently inquisitive at the thought, Makoto is still preservationist about foundation. Toyota planned i-ROAD to have adequate force for a normal day's utilization, he clarified, however he and the group will be watching dissemination choices nearly. 

In the interim, the organization is likewise chipping away at enhancing different segments crucial to the EV powertrain, with trials in progress to test new semiconductors that could altogether enhance effectiveness.Similarly, i-ROAD isn't Toyota's only all-electric city car experiment underway. The Toyota COMS is a more traditional four-wheeler, without any of the tilting action that makes i-ROAD so interesting to drive, but that simplicity has meant Toyota could bring it to market sooner.

TOYOTA YARIS 2015

All new restyled 2015 Toyota Yaris packs irrefutable value, yet the driving knowledge and a great deal of different angles feel insane. 

Visual overhauls for 2015 keep Toyota's subcompact hatchback gently fascinating, and it handles a considerable measure superior to anything its modest family recommends. In any case, there's little to acclaim past that. Customers on a tight spending plan will locate the base Yaris has liberal standard highlights, however once you climb a trim level or two, better decisions for comparative cash exist. 

The Yaris comes as a two- or four-entryway hatchback, however both have indistinguishable measurements. Trim levels incorporate the L, LE and four-entryway just SE, which you can stand up in comparison here. The three-entryway L and SE can be had with manual or programmed transmissions, while different trims are just accessible with the programmed. We tried a programmed SE. Slapped with a mammoth, five-sided opening that joins the top and base grille, the new Yaris conveys an emphatic expression that the 2012-2014 model did not (hope to measure up them here). SE models have mist lights, LED daytime running lights and a back spoiler, however even the L and LE have body-shaded mirrors and entryway handles  a level of consistency non attendant from a year ago's Yaris, whose base trim shouted shoddy.

At just 155.5 inches long with a 31.5-foot turning circle, the Yaris' urban-friendly dimensions are smaller than most competitors by a healthy margin. Unfortunately, the SE trim level's 16-inch alloy wheels and unique steering ratio balloon the turning circle to an unremarkable 36.1 feet, and no trim level offers a backup camera — a crucial provision for city drivers that the rival Honda Fit includes standard.

The Yaris' tiny, 106-horsepower four-cylinder engine has adequate, if unrefined, chutzpah. Thanks to quick gas-pedal response, the drivetrain provides its power early for peppy starts around town. Extra passengers or any highway passing, however, require most of the engine's reserves — a situation where rivals like the Honda Fit and Chevrolet Sonic leave some power on tap. A five-speed manual transmission is standard, but our test car's optional four-speed automatic had a one-size-fits-all approach to acceleration that was a few steps behind the competition. Find a highway on-ramp and the engine churns loudly through each endless gear; at 60 mph or so, the only kickdown option from 4th is 3rd, and that makes it a buzzy slog to 70 mph. Most competitors have continuously variable automatic transmissions or six-speed automatics; the Yaris' gearbox is behind the times.

EPA gas mileage with the automatic is 30/36/32 mpg city/highway/combined. That matches or beats the automatic-equipped Korean and American competition, but it's well short of the Honda Fit, Nissan Versa Note and Mitsubishi Mirage, all of which feature CVTs. That the Yaris' numbers are even this good is a testament to its curb weight, which is lighter than every major competitor save the featherweight Mirage. To improve the mileage, Toyota's overdue to implement a better transmission and direct fuel injection, to name just two common technologies.

With its 16-inch alloy wheels , the Yaris SE handles bumps well enough at lower speeds, but highway travel exposes poor overall isolation, with a wheelbase that's too short for the front axle to sort out a disruption before the rear encounters the same thing. The SE-specific steering wheel feels securely weighted at highway speeds, but undulating pavement makes for a turbulent highway routine. Pervasive road and wind noise worsen the experience, despite Toyota's claims of more noise insulation for 2015. This is how subcompacts used to behave; the Fit, Sonic and Ford Fiesta prove that entry-level cars can ride better. Toyota has work to do.The interior mixes decent materials with plenty of cheaper plastics at eye level, but there's padding in areas that count, like the door inserts and armrests. Still, features like a telescoping steering wheel and center armrest were missing in our test car more yesteryear thinking, especially when today's competition has them.

Some may find the front seats' bottom cushions too small; I could have used some more thigh support over a four-hour stretch in the car. Taller adults may also find limited seat travel; my 6-foot frame needed the chair almost all the way back. If you share the car with someone who prefers a different seat height, the standard height adjuster uses a rickety pump lever that's in a narrow canyon between the seat and the door. Pumping it is an easy way to pinch your fingers.Legroom is good in back, and the rear seat sits higher off the floor than in many small cars, affording adults decent support.It's nice to see a touch-screen stereo as standard equipment, but various features feel half-baked. The optional dealer-installed navigation system lacks the swiping and zooming capabilities found in many in-car navigation systems and smartphones. Its physical shortcut buttons include the all-important volume and tuning knobs, but the Bluetooth system requires you to accept or rejecting calls via controls on the screen itself, rather than buttons on the more conventional  steering-wheel location.                                                                                                                                                                       Capacity regions consolidate a lot of cubbies around the dashboard, including one to the upper left of the directing wheel,but the cupholders stay wedged beneath the atmosphere controls a burdensome area in the event that you have a vast travel mug.

Freight room behind the secondary lounge adds up to 15.6 cubic feet (15.3 cubic feet in two-entryway models), which is on the little side for this gathering. Toyota doesn't outfit specs for greatest payload room with the seats folded.Despite its nine standard airbags, the Yaris scored minimal in the Insurance Institute for Highway Safety's little cover frontal accident test. (IIHS scores are great, satisfactory, negligible and poor.) The Yaris earned great scores over four different IIHS tests. Toyota's scores mirror a prosecution of the subcompact class in general. Of more than 10 section level autos subjected to IIHS' little cover test, stand out  the 2015 Honda Fit scored adequate, and none scored great.

LOTUS EXIGE S CLUB RACER

Lotus propelled the Exige in 2000 as a roadster variant of the Elise that has been underway since 1996. The games auto was upgraded in 2004, while the all the more effective Exige S was presented in 2006. At first controlled by a supercharged, 1.8-liter, four-barrel motor, the Exige S got the Evora's 3.5-liter V-6 with the entry of the Series 3 era in 2012. From that point forward, the Exige S soldiered on for the most part unaltered, in spite of the fact that Lotus issued it a programmed transmission for 2015 model year and issued the track-prepared Cup and track-restrictive CupR releases. 

Come 2015 and Lotus has grown yet another street legitimate track auto in light of the Exige S. Named Club Racer, this new games auto guarantees to be the most rousing rendition of Lotus' as of now track-centered Exige S. 

Figuring the Club Racer ethos into the Exige improves the track-centered capability of this vital model. It includes our fanciful benchmark in taking care of, with lightweight and effective development and that we will dependably put a superior and unadulterated driving background first," said Jean-Marc Gales, CEO of Group Lotus. Much like the Elise S Cup, which is a track-ready version of the standard Elise launched in 2014, the Exige S Club Racer is a road-legal Exige S that received an aerodynamic body kit for improved downforce and handling. Additions include a larger front splitter, a rear wing, and a motorsport-spec flat underside. It might not seem like much for a stand-alone car, but these features give the Club Racer nearly 93 pounds of downforce at 100 mph, which is nothing to sneeze at in the world of lightweight sports cars.

Speaking of lightness, the Club Racer tips the scales at only 2,559 pounds, which makes it 33 pounds lighter than the standard Exige S. The weight-saving measures aren’t noticeable from the outside, but the driver and the passenger will be opening significantly lighter doors to get inside.

The Club Racer can be had in four exterior colors. Exige Orange , Metallic White, and Metallic Yellow are standard. The front splitter, rear wing, front access panel, roof panel, and side mirrors come finished in matt black regardless of the exterior color. Lotus also offers a full matt black finish as an option. Finishing touches include "Exige S CR" decals. Once inside, customers will notice more weight-saving features, such as the lightweight sports seats and the lightweight center console painted in the same color as the exterior. The seats can be had in either leather or Alcantara, both available at no extra cost, and with color-coded stitching and hoops. A sportier steering wheel makes the Club Racer’s interior stand out even more.

Other than that, the cockpit is standard Exige S, meaning it doesn’t feature amenities such as air conditioning, a radio or USB connectivity. However, these comfort-enhancing features can be added from the car’s short options list.Like the Exige S, the Club Racer is controlled by a Toyota-sourced, supercharged, 3.5-liter V-6 motor. Lotus asserts the track-prepared games auto hits 62 mph in four seconds and has a top pace of 170 mph. Despite the fact that the Brits don't let out the slightest peep about the CR's yield, the specs, which are indistinguishable to the Exige S', affirm the Club Racer accompanies the same 345 torque at 7,000 rpm and 295 pound-feet of turn at 4,500. 

Directing all that oomph to the wheels is a six-velocity manual transmission. As you may review, Lotus as of late presented a six-velocity programmed for the Exige S, yet the new unit isn't accessible with the CR. Furthermore, I wouldn't fret that, despite the fact that it makes the Exige S one tenth of a second faster from 0 to 62 mph. 

The driver can choose from three driving modes: Drive, Sport and Race. Every adjusts the footing slip edges, while both Sport and Race settings additionally build throttle reaction.

FORD FLEX 2015

The relevantly named Ford Flex is a standout amongst the most available automobiles on the market. So multitalented is the Ford, there is significant examination as to simply which class the model fits. Some say its a wagon, others say its a hybrid suv, and still others present the defense for a minivan. 

Molded preferably to pull significant measures of freight, individuals, or a mix of the two, Flex offers more utility than essentially some other model in its class. The Ford Flex likewise offers the motion of an auto. It's anything but difficult to drive and park, fits pretty much anyplace a typical auto would, and with its discretionary turbo V6 it delivers outstanding performance too.Offered in both six and seven passenger configurations, Ford’s Flex proves the most direct approach to any situation is straight. Essentially a parallelogram with wheels, the crisp, linear styling of the Ford helps it to be so commodious. With that said, we’ll be the first to admit it’s also starting to look old. Given Flex has been around since 2009 and its styling is essentially the same as it was when it was introduced; the appearance of the Flex doesn’t quite blend with the rest of the contemporary Ford lineup. European inspired ovoids rule Ford dealer’s lots these days, at least in the car categories. The standard powerplant designated for the Flex produces 295 horsepower and 252 ft-lbs of torque from 3.5-liters worth of V6. This engine is mated to a six-speed automatic transmission and front-wheel drive. All-wheel drive is available as an option with this engine when fitted to the Flex’s upper trim levels. Fuel economy is rated at 18-city, 25-highway, and 20 combined with front drive. All-wheel drive returns 17-city, 23-highway, and 19 combined.

The Flex’s optional engine also displaces 3.5-liters. However, it employs turbocharging to generate 365 horsepower and 350 ft-lbs of torque. All-wheel drive and a six-speed automatic transmission come standard with the “EcoBoost” V6. Fuel economy with this setup is rated at 16-city, 23-highway, and 18 combined. With the 365-horsepower V6, Flex is easily the quickest vehicle in its segment. The standard Ford Flex slate of safety gear includes ABS, stability control, traction control, front airbags, front side airbags, a pair of full-length side curtain airbags, blind spot mirrors, and a rear parking sensor array. Inflatable seatbelts are offered as an option for the occupants of the second row seats. Optional safety features include a collision warning system with braking support.                                                                                                                                                                                           The IIHS says Flex rates its top ranking , in moderate-overlap frontal-offset, side-impact and roof-strength tests. The model is offered in three trim levels; SE, SEL, and Limited. Standard features include heated mirrors, automatic headlights, rear privacy glass, integrated blind spot mirrors, rear parking sensors, and cruise control. There is also air-conditioning, a leather-wrapped tilt-and-telescoping steering wheel; and Ford’s Sync voice control technology for phone, audio, and emergency assistance. Bluetooth phone connectivity and audio streaming are included as well.

Options include; foglights, chrome door handles, keyless ignition and entry, dual-zone automatic climate control, self-parking, and heated front seats. Other available niceties include xenon headlights, LED taillights, navigation, heated second-row captain's chairs, ventilated front seats, a power tilt-and-telescoping steering column and a one-touch power-fold-and-tumble third row. A fully loaded Flex comes in around $41,000.

PORSCHE 911 TARGA 4 LUXURY SPORTS 2015

Exactly what amount of will the 2015 Porsche 911 Targa 4 set you back? In base trim – which I ought to note incorporates all-wheel drive, as affirmed by the numeral "4" trailing the Targa on the request sheet – you'll need to fork over $101,595. This speaks to a $10,000 premium over the altered rooftop 911 Carrera 4, and generally $1,400 in funds versus the Carrera 4 Cabriolet. The whole nets you the special targa top, as well as 19-inch edges, a game directing wheel, a touchscreen route system and infotainment system that additionally dvd players and incorporates cd  , auto-leveling HID headlights, voyage control, an excursion PC, power movable warmed side mirrors, power windows and entryway bolts, and calfskin seats. You can likewise venture up to the Targa 4S which accompanies a bigger, all the more intense engine. 

The 2015 Porsche 911 Targa 4 that I drove was stuffed with alternatives, including 20-inch edges, regular cowhide inside in Garnet Red, Premium bundle (versatile headlights, auto dimmer mirrors, warmed front seats with force modification and memory), Bose sound bundle, stopping aid, Porsche dynamic suspension administration , the Sport Chrono bundle (lap clock, dynamic motor mounts, Sport Plus vehicle setting, dispatch control for PDK-prepared autos, extra vehicle information presentations), and a SportDesign directing wheel. By and large, this hardware raised the roof on the Targa 4's cost to $120,055 .All newer 2015 Porsche 911 Targa 4 is an all-new design for the present model year. The Targa 4 model presents a collapsing fabric rooftop board and new exterior outside trim. 

In case you're not acquainted with what the "targa" in the 2015 Porsche 911 Targa 4's name means, here's a fast history lesson: long prior, in a cosmic system far, far over the Atlantic, there was a street race called the Targa Florio that was keep running in Italy. At the point when Porsche chose to manufacture a form of the 911 in the mid-60s that included a rooftop board that could be physically evacuated and put away in the carport, it chose to pay respect to its cooperation in the Targa Florio with the new model's epithet. Since that time, the term has been genericized to allude to any number of models where the focal point of the rooftop can be lifted without a worry in the world – with the exception of T-tops, which obviously have their own particular unique place in the auto archives. 

The reason for the first targa outline was to offer a sensible copy of outside motoring while safeguarding the general body lines of the car the auto being referred to was in light of, and enhance crash wellbeing and ideally keep government controllers mollified. The 2015 Porsche 911 Targa 4 fulfills the soul of its forbearer, yet with a current, take a gander at-me turn: as opposed to compel proprietors to participate in the difficult demonstration of evacuating a lightweight rooftop board by hand, there is rather an uncommonly awesome, completely robotized system that airs out the back portal, dangles it high not yet decided, and stuffs the collapsing fabric top into a hole cut out before the back mounted motor. It figures out how to do this without uprooting the 911's extendable back spoiler, which is a commendable piece of engineering prowess.So massive is the rear clamshell that separates from the 911 Targa 4, and so great is the distance that it must travel, that it regularly set off the car’s own parking sensors in the process of going topless. It’s a sight to behold, and it’s one that will draw a crowd no matter where you choose to invoke the 19-second process. You won’t be able to escape onlookers, either, as the vehicle has to be completely stationary until everything is safely stowed – Porsche’s efforts to keep the weight of the mechanism down have rendered it too fragile to travel unfurled.

Roof up or roof closed, the red, red, red ‘natural leather’ interior outfitted to my 2015 Porsche Targa 4 tester was impossible to ignore. Somewhat of an acquired taste – I found it reminiscent of the cabins outfitted to 50s-vintage Ford convertibles, which always seemed to pair red leather with black paint – there’s no denying that the softness of the skins used to cover the seats, dash, and door panels was of the highest quality. The SportDesign steering wheel, however, was devoid of buttons, forcing functionality such as the vehicle’s cruise control and driver information center controls to stalks behind it. I would have preferred buttons.

Despite the presence of two additional ‘seating positions’ in the rear, the 2015 Porsche 911 Targa 4 is most definitely best enjoyed by a pair of passengers. A child could conceivably squeeze into the back of the 911 Targa 4, and I know of friends who have successfully installed baby seats in this particular model of Porsche, but you’ll be better off using the area behind the front two positions as a storage cubby to compliment the deep, but narrow frunk that sits under the car’s hood. There’s a bit of extra room to hide a few items from prying eyes under the rear deck with the roof up, but this space – which isn’t all that easy to get to – disappears once you’re in full targa mode. I even had to keep my sunglasses in the glove compartment as the center console is just too shallow. To the point: the 911 Targa 4 isn’t intended as a cargo mule, nor as a car pooler.

Driving quickly with the roof down sees the rear glass act as something of a scoop that reflects air back against your head in the form of noise and occasional buffeting (there’s an air deflector built into the windshield that you can pop up for more of the former and less of the latter). Aside from occasional squeaks in the hatch area over rough pavement, with the top in place the Porsche presented a quiet cabin even at highway speeds. The vehicle’s adjustable suspension also provided an insulated, although not overly-so, ride during normal driving. The Targa 4 is a friendly car to live with every day and one I wouldn’t hesitate to recommend for commuting purposes on top of weekend toy status.Much of the 2015 Porsche 911 Targa 4 is standard-issue for the brand’s flagship coupe, which means no real surprises inside the cockpit from a features standpoint. The roof panel is raised or lowered via a two-button control set into the center console, which is decorated with not quite as many buttons as you might have come to expect from the brand. The vehicle’s touchscreen infotainment system is serviceable enough, and although it can be tough to find the right menu to make adjustments to either the car, the audio system, or the Bluetooth phone interface, there’s a fair amount of configuration that can be accomplished. I didn’t particularly like the fact that in the absence of an instant connection with your Bluetooth-enabled smart phone on start-up, the 911 automatically defaults to the FM radio band and blasts you with music much louder than the volume you were streaming at – a hair-raising experience the first few times until you learn to automatically mute the stereo upon starting the car.

The Porsche 911 Targa 4’s ignition was the only other sore spot from the week I spent with the car. I understand that the brand wants to preserve the racing lineage associated with its left-hand position of the key slot on the dash, but when you spend over $100k on a luxury car there should be a push button there instead so you don’t have to dig the fob out of your pocket, stick it in, and twist it. You also shouldn’t have to use the remote to unlock the doors – if Hyundai can do keyless entry on affordable sedans, Porsche can do the same thing with the 911.The 2015 Porsche 911 Targa 4 comes with a plethora of airbags, including dual forward units and two side impact airbags for the driver and passenger. Electronic stability control and traction control are standard, and the Targa 4’s unique roll hoop serves to offer more protection in a serious accident than the full-convertible Cabriolet model can offer.The 2015 Porsche 911 Targa 4 comes with a 3.4-liter ‘flat’ six-cylinder engine mounted behind the vehicle’s rear axle. Tuned to provide 350 horsepower and 287 lb-ft of torque, the engine also offers fuel mileage of 19-mpg city and 26-mpg highway when matched with its optional seven-speed dual-clutch automated manual transmission (my car came with the standard seven-speed manual gearbox). All-wheel drive comes free of charge with the Targa 4, and also with the next-step-up Targa 4S, which swaps in a 3.8-liter six-cylinder engine good for 400 horsepower and 325 lb-ft of torque The 2015 Porsche 911 Targa 4 isn’t so much a driver’s car as it is a comfortable and sporting grand tourer. In contrast to the base 911 Carrera coupe with which it shares its engine, the Targa 4 sees its performance hampered by nearly 250 lbs of additional mass (all-wheel drive plus the removable top’s oily bits), along with torsional rigidity that checks in at half that of the fixed-roof model (and only slightly stiffer than the Cabriolet). With a modest 287 lb-ft of torque on tap, the Targa 4’s acceleration is far from blistering, although with the top down the engine makes all of the right sounds (and even more so if the optional sport exhaust system is installed). Around corners, the Porsche demonstrates a strong willingness to commit to an apex and good steering feel, but this is tempered by a feeling of mass that one doesn’t have to contend with in the Carrera coupe. Changing the adaptive suspension system to its most aggressive setting via the Sport Plus button (or the individual suspension control) does tighten things up, but at the expense of the car’s ability to smooth over cracks in the pavement.

The seven-speed manual transmission that came with my test vehicle offered the novelty of shifting down into sixth gear from seventh (auto rev-matched in Sport Plus), and although each of those cogs felt like they were intended exclusively for fuel miserly highway cruising the first two ratios are tall enough to get you up past highway speeds without the need to grab third. Braking was confident in the 911 Targa 4, and the all-wheel drive system was imperceptible unless the wheels were cranked at an extreme angle causing the car’s wide rubber crabbed while leaving a parking spot. Plenty of wet driving revealed Porsche’s torque management technology to be adept at its game, with power effortlessly shuttled back and forth between axles as needed .

Where is it written that all Porsches must be dedicated sports cars, and that all sports cars must rip your face off? I couldn’t tell you either. It’s certainly no crime to produce a vehicle that’s meant to be enjoyed rather than raced, and that’s the case with the Targa 4. Whereas hardcore track fans will be disappointed with the car’s sans-roof dynamics, the majority of Porsche’s customers will be satisfied with its power delivery and handling, especially given that it can be wrung out a bit on public roads without having to worry too much about losing your license.

TOYOTA AURIS HYBRID 2015

Acquainted in 2006 with the worldwide business sector, the Auris rapidly made a name for itself as a roomier adaptation of the Corolla. Before long Toyota included a half and half form for the 2010 model year and deals bounced considerably more. The 2012 model year saw an immeasurable change in outline, both all around, alongside a rundown of powertrain changes on the current gas and accessible diesel motors. The Auris turned into the main auto to offer three powertrain decisions in the reduced family portion. 

Presently for 2015, the Auris moves into its third era and gets an invited makeover starting from the earliest stage. Toyota says it reacted to client input and enhanced the auto in the five key territories of outline, tactile quality, the cross breed model, security, and powertrains. 

It's likewise intriguing to note that since its 2010 presentation, the crossover adaptation has ascended to record for more than 50% of all Auris deals in western Europe – an assume that surpasses 200,000, more than whatever other hybrid on the market. The exterior looks of the Auris take after Toyota’s current design language and follow along the same lines as the Corolla. The front has a rather aggressive V design with is chrome grille that splits and surrounds the headlights. The lower grille incorporates glossy black trim surrounding the fog lights.

Around the side are either 16- or 17-inch wheels, depending on trim level. The lower portions of the car, especially towards the rear, have been redesigned to help visually broaden the car’s stance.

The rear of the Auris has a large bumper that protects the lift gate from damage while housing reflectors, chrome trim, and the license plate. Up above, the taillights finalize the beltline that runs from the headlights and along the side windows. The lights mirror the shapes of the headlights as well, namely the sideways V shape.The interior has been completely redesigned for a more premium presence. All of the touch points have been upgraded to give a crisper, more high-quality appearance. Engineers added more sound deadening material along the cowl, dashboard, and transmission tunnel for a quieter ride. Adding to that are extra seals along the doors for reduced wind noise. Two sets of cloths seats are available.

The dashboard takes on niceties of its own with what Toyota says is less visual mass. The instrument cluster is now sportier with dials sitting within tubed binnacles. A new 4.2-inch TFT display sits between the gauges and shows vehicle and trip information.

The Auris’ overall interior design meshes together cues found in other Toyota cars. The majority of the dashboard is very reminiscent of the current Corolla, including the infotainment screen, while the center console in the hybrid model features a sloping design that pulls cues from the Prius, including the joystick-style gearshift.

Of course, much of the Auris’ allure is its wagon-style cargo area. With folding rear seats, the car offers crossover-like room with none of the high-riding, fuel-guzzling tradeoffs. The Auris' powertrain alternatives are all extremely fuel-proficient. Another 1.2-liter four-barrel turbo with direct infusion is added to a gas lineup that additionally incorporates the 1.33-liter VVT-i and the 1.6-liter Valvematic four-chambers. Toyota is likewise including another 1.6-liter D-4D diesel motor. This replaces the active 2.0-liter diesel in a couple European showcases outside the U.K. The 1.4-liter D-4D got some invited redesigns. 

Ultimately, the 1.8-liter cross breed powertrain is reexamined to creates less NOx and particulate emanations than anytime recently, while getting an amplified electric-just battery range. The system permits the auto to move under full electric force for up to two kilometers, or 1.2 miles, at 30 mph. 

Toyota offers two transmission decisions in the Auris – a six-pace manual transmission and the Multidrive S CVT. The CVT is offered with both the 1.2-liter and 1.6-liter motors. It offers both a completely programmed mode and a Sport mode that reproduces a seven-rate transmission. As with any family car worth its salt, the Auris comes with a full complement of safety features. The Euro NCAP rates the previous generation at five stars, so it’s expected the 2015 model will follow suit. New safety equipment includes the optional Toyota Safety Sense Pack. The package offers a Pre-Collision System, Lane Departure Alert, automatic high beams, and Road Sign Assist. The latter works by a compact laser and camera mounted at the top of the windshield.

TOYOTA AVENSIS

Toyota unveiled the Avensis in back  1997 as a trade for the Carina E. Despite the fact that the first-gen car was to a great extent a redid Carina with new styling, the Avensis demonstrated a business accomplishment for Toyota Europe. Updated in 2003 and again in 2009, the Avensis developed in size and propelled as far as innovation, power, and mileage, at last turning into a solid contender for any semblance of the Ford Mondeo, Volkswagen Passat. At the 2015 Geneva Motor Show, Toyota propelled the fourth-era Avensis, a fundamentally enhanced cycle based on the same MC platform stage.The new front fascia is both sleeker and more aggressive, sporting slim headlamps and grille similar to those on the smaller Corolla. Combined, the chrome trim on the grille and the LED daytime running lights incorporated into the headlamps give the new Avensis an individual illumination signature that sets it apart from other Toyota Toyotas. Down below, the apron carries a trapezoidal center section flanked by fog lamps mounted in large black surrounds.

But while the front end reminds me of the Corolla, the rear fascia is different, featuring larger taillights, a distinctive trunk lid, and chrome detailing that incorporates the Toyota emblem. As with most Toyota sedans, the rear bumper is rather simple. Viewed from the side, the new Avensis is only a mild evolution of its predecessor, mostly because Toyota didn’t change much above the wheelbase, as the greenhouse area, the side skirts, and the fenders are similar to the third-gen sedan. However, there’s a seemingly more-pronounced waistline, a trunk lid spoiler, and redesigned wheels to count as fresh additions.

All new 2015 Avensis exudes more elegance and sportiness, two features sedan buyers will most likely appreciate. Additionally, the new LED technology gives it a more premium look, which might prove important in a segment that includes the Ford Fusion and the Mazda 6.Updates are significant inside the cabin as well, where Toyota redesigned both the dashboard and the center stack, and added modern technology and features. The instrument cluster feels sportier thanks to its tubed gauges and 4.2-inch TFT screen, while the center stack, which incorporates an 8-inch color touchscreen, is now separate from the transmission tunnel. The steering wheel and gear lever are also new, as are the bolstered front seats, which is comfortable for long-distance travel.

The satin chrome inserts and the new interior finishes, including Alcantara seat upholstery or the Dual Ambient color scheme with either Terracotta or Light Grey, give the Avensis’ cabin a higher quality appearance. Higher trim levels receive smart entry, leather upholstery and Toyota Touch 2 with Go Plus and satellite navigation. An optional premium pack adds power-adjustable front seats with memory and a Skyview panoramic roof.NVH levels have been essentially diminished by thicker materials for sound assimilation and protection, and an underbody damping sheet on diesel models.The fourth-era Avensis accompanies a decision of five, four-barrel motors, which as with most Euro-spec autos, incorporates a few diesels. The fuel extent starts with the 1.6-liter evaluated at 130 torque and 115 pound-feet of torque. The unit mates to a six-rate manual and returns a 0-to-62 sprint of 10.3 seconds and a top pace of 120 mph. More power originates from the 1.8-liter unit, which wrenches out 140 strength and 130 pound-feet through either a six-pace manual or a CVT. The 62-mph sprint brings 9.3 seconds with the manual and 10.4 ticks with the CVT, while in transit to 124 mph,Toyota promises improved fuel economy and reduced carbon-dioxide emissions across the board.With the European large family car market no longer dominated by spacious and reliable but forgettable cars, Toyota was basically forced to up the ante in the styling department. It did so with the third-generation Avensis, which no longer looks like only grandpa would buy it, but takes things up a notch with the latest iteration of the sedan. The styling is fresh, the interior has that premium feel drivers are looking for nowadays, and the engine lineup is as diverse as it gets. If Toyota manages to keep the Avensis’ price down despite these massive changes, it could have a winner on its hands.

ALL NEW PRO TUNDRA BY TOYOTA RACING DEVELOPMENT

All newer Tundra Toyota Racing Development Pro is all-new for 2015 and comes stock with some pretty hard-core off equipment gear like Bilstein stuns, substantial tires, slip plates, and additional cooling limits. Keeping in mind the end goal to contend in the Baja 1000,New Toyota TRD specialists beefed up the Tundra simply a smidge by including a large group of well being hardware and a couple going 4x4 romping goodies to help in the endeavor.

The tires are the first discernible change. Gone are the stock units and in their spot are 37-inch BF Goodrich Baja T/A KR tires. They are mounted on the stock 17-inch TRD fashioned wheels. The stuns are TRD-tuned Bilstein units with Black hawk sidesteps. The back leaf spring framework stays stock. A Toyota Racing Development feline back exhaust fumes system's helps the 5.7-liter V-8 inhale out, while a TRD icy air admission system acquires outside air free of dust.Extra lighting is added by Hella HID and LED units. The front driving lights are HIDs mounted on a custom, front lightbar while the A-pillar lights are Hella LED Rally 4000 units. Helping to power the extra lights is an Optima Blue Top battery.

Of course the safety items have to be included. A full-tube roll cage is present with two-inch diameter, 0.120-inch wall, chromoly tubing for extra strength should things turn upside down. A fuel cell replaces the stock fuel tank. Purpose-built racing seats and five-point harnesses replace the Tundra’s stock seats and three-point seat belts. A six-inch Lowrance GPS screen displays info for the driver, while the passenger/navigator gets a 10-inch Lowrance unit. A Kenwood race radio allows for communication with the Toyota support team, while a PCI intercom keeps the in-truck conversation flowing.

Amazingly the control arms, uprights, tie rod ends, wheel bearings, and hubs are all stock Tundra TRD Pro equipment. Those components will surely be tested to the extreme over the 1,130 miles of unforgiving desert.The 2014 Toyota Tundra appreciates a welcome revive over the active model. A recently upgraded outside and inside make the Tundra more advanced and focused. The vast majority of the progressions can be seen on the front grille, back tailgate, and on the dashboard inside. 

Driving the relentless Tundra is Toyota's respected, 5.7-liter V-8. The motor pumps out 381 pull and 401 pound-feet of torque. The Tundra is likewise SAE J2807-confirmed to tow 10,400 pounds worth of trailer on its recipient hitch. A 4.0-liter V-6 and 4.6-liter V-8 are additionally offered in the Tundra for those searching for a littler auto installment and better fuel mileage. 

Evaluating for the 2014 Tundra begins at $25,950 while the all-new 2015 Tundra TRD Pro begins is required to begin around $35,000. Despite everything we're attending to Toyota to discharge strong evaluating data starting 8/6/2014. Toyota Racing Development Pro arrangement trucks are situated to hit dealerships this fall, pretty much as the Baja 1000 is taking place.

CHEVROLET COLORADO V-6 4x4 2015

Full-estimate pickups have ended up so vast that an all the more objectively measured truck appears like a major ordeal. In fact, General Motors has been lolling in consideration for over two years since declaring that it was bringing all-new moderate size trucks the Chevrolet Colorado and the GMC Canyon to market. Presently they're here for 2015, gathering "of the year" designations everywhere throughout the media delineate for entering a dismissed section that has generally been overwhelmed by 10-year-old plans from Toyota and Nissan. 

For our first full test of the Chevy adaptation, the tape says we're taking the measure of the greatest of the minimal new trucks, a Colorado Crew Cab with the since quite a while ago bed (six feet, two creeps), the V-6 motor, and four-wheel drive. In that four-entryway detail, it throws a shadow barely short of 19 feet long. Like the top of the line Toyota Tacoma, it eats somewhat more garage than does a full-estimate two-entryway standard-taxi Silverado with the eight-foot bed. Extending over a 140.5-inch wheelbase, this truck is most likely medium size and not "minimized" by any methods. Out and about, we sat eye-level with gentlemen in Silverado 4x4s in the following path. The Colorado is, notwithstanding, a large portion of a foot narrower than its full-measure stablemate and for the most part less demanding to wield in movement and slip into parking spots. Furthermore, for more prominent convenience, you can make it littler by opting on either the extended cab . Although based on a global design built in Brazil and Thailand since 2011, the revised-for-our-market versions of the Colorado and the Canyon are assembled in Wentzville, Missouri, to avoid the absurd 50-year-old “tea tax” levied against imported trucks. Yet even based on a years-old design, they’re much fresher than the Nissan Frontier and the Toyota Tacoma that trace their origins to 2005. (A new Tacoma is due for 2016.) For now, then, this Colorado has the advantage of being the newest player in a tired field. This shows up in the Colorado’s modern-looking cabin full of the latest technology, its polished road manners, and its array of electronic safety aids. Its 3.6-liter V-6, which features direct injection and variable valve timing, makes 305 horsepower, a respective 69 and 44 more than the 4.0-liter V-6s from Toyota and Nissan. The engine is quiet and somewhat refined and mates to a six-speed automatic where the others still rely on five-speed units.

These differences in powertrain don’t amount to much against a stopwatch, though. The Colorado got to 60 mph from a standstill in 7.1 seconds. The last Tacoma we tested, a TRD off-roader, did 7.3; the best one we ever saw turned in a 6.9. The Frontier did 7.6 in its younger days. Both Japanese engines, however, are coarser in operation, relying on low-rpm grunt to get them off the line, after which they fade. They’re also thrashier at freeway speeds, where the Chevy, already smoother, has taller gearing to quiet things down even more. And that’s also where the power advantage shows,Those purpose on doing genuine work with their truck may stress that the Chevy's more carlike, higher-revving motor is less suitable. However, with the tow bundle fitted to our test truck, its appraised to draw 7000 pounds. You'd find more torque yet less power—and also comparative general execution in the Silverado V-6 we tried, which is affirmed to tow 7600 pounds, however that full-size group cab cost $8000 more than this Colorado. Efficiency? We saw 18 mpg in this average size contrasted and 16 mpg from the full-measure V-6 Chevy and 17 mpg in the Tacoma TRD Pro Series. 

By other track measures, the Colorado lands midpack, braking from 70 mph in 174 feet and cornering at 0.78 g, numbers on the "great" end of the truck range yet not extraordinary. There was no blur from the four-wheel circle brakes, and understeer on the skidpad was just direct. Controlling feel and weight are great on the open street and light in parking situations.With gas prices suppressed as of this writing, GM isn’t getting any help with the argument that people should “right size” their truck purchases to suit their own needs rather than overbuying capability “just in case.” A margin of 1 or 2 mpg is unlikely to convince many truck buyers—who seem to have notoriously short memories about the volatility of fuel prices—to choose smaller. Aside from dimensions, though, the Colorado buyer doesn’t give up much and gets a smaller monthly payment when you start matching up features against similarly equipped full-size trucks.As noted, this one was $8000 cheaper than a V-6 Silverado, even though it was loaded up beyond $38,000 with options. The starting price on the big-cab, long-bed 4x4 is nearly $30,000. (An extended-cab V-6 4x4 starts just shy of $29K.) This example showed up with a $1080 Luxury package that includes heated seats with power adjustments (even lumbar) for both driver and passenger, heated outside power mirrors, auto climate control, and projector-beam headlamps. Another $950 brought black leather and ash-colored trim, and $1000 added dark-gray 18-inch wheels. Remote start, rear defrost, front fog lamps, and an easy-lift tailgate added $615, then came the Bose audio ($500), the navigation system with eight-inch color touch screen and Chevy MyLink ($495), a $395 Safety package with lane-departure and forward-collision alerts, plus a locking rear differential ($325), and the trailering equipment .

Clearly, truck marketers still know how to pile up the pricey bits. Penny pinchers or those with lesser tow/haul needs may look to the smaller Colorado with a starting price in the low twenties, four-cylinder power, and perhaps the six-speed manual gearbox. GM is making us wait until the 2016 model year for the promised turbo-diesel version, although that won’t be the cheapest way to go.

While there’s some wait-and-see attitude out there about the mid-size-truck market—notably from GM’s two Detroit-based rivals—both Nissan and Toyota are already making noises about their coming responses. For now, the Colorado is the latest big small thing, but that’s not a status you can mine for very long.