Volkswagen Touareg 2011

Volkswagen Touareg is faster, lighter and better built than its predecessor, as well as massively well equipped.There's a huge amount of technology built into this new Touareg, which is bristling with cameras, sensors and proximity detectors. Volkswagen unveiled its heavily upgraded 2011 Touareg today at the Geneva Motor Show. Thoroughly re-engineered inside and out, the next Touareg is truly a new vehicle. The outgoing VW Touareg was often referred to as a hulking brute because of its sheer size and (some would say) excessive weight. Coupled with the outgoing model’s available V10 TDI, the Touareg was everything a hulking brute of an SUV could be.

Lighter, more aerodynamic and more fuel efficient

For 2011, VW had a different vision for the off-road capable SUV – VW envisioned a more modern vehicle that made use of lighter weight, more aerodynamic and fuel efficient design. To achieve this, VW shaved 208 kilograms off of the base version, while increasing torsional rigidity by 5 percent – maintaining its spot as a class leader. To achieve the fuel economy numbers customers are demanding, VW put them gave special attention to the Cd value of the vehicle, and reduced its aerodynamic drag. VW also lowered the stance slightly, which also improves fuel economy and road handling. The final step was to make an eight-speed automatic transmission standard with all engines – a market segment first.

The base engine for the new Touareg will be a 3.0-liter V6 turbodiesel resulting in 238 horsepower and 405 lb-ft of torque. Thanks to the new eight-speed automatic transmission, VW says this will achieve a very respectable 38.1 mpg on the European cycle (Imperial gallons).

Next in line is a 4.2-liter V8 TDi with a healthy 337 hp and a whopping 590 lb-ft. of torque – still achieving 31 mpg on the combined cycle. This engine replaces the now discontinued V10 that previously was the range-topping engine. Although no V10, this V8 is no slouch either – reporting a zero-to-62 sprint in just six seconds flat, and capable of 155 mph computer-governed top speed. VW is also premiering a new, more efficient gasoline V6. Producing 276 horsepower, the TSI V6 is capable of averaging about 23 mpg in the European combined cycle, according to the automaker.

VW will also be offering a hybrid offering that makes use of a supercharged 3.3-liter V6 that produces 329 hp, mated to a 46 hp electric motor. Peak output is 375 hp and 428 lb-ft of torque, with zero-to-62 in just 6.5 seconds while still offering 34.4 mpg. VW says this SUV will be capable of accelerating to 30 mph without any gasoline in pure EV mode. North American-specification motors haven’t been announced, but we’re pretty confident that the V6 TDI and a pair of V6 and V8 gasoline engines will be on offer and, eventually, the hybrid.

2010 GMC Terrain SLT Review

 After the Equinox and Terrain were retired from their first term of duty, the decision was made to target the top of the highly-competitive compact crossover market with the replacements. By benchmarking the segment’s best, GM engineers are confident their efforts will give machinery like the Honda CR-V and Toyota RAV-4 a run for their money.

A compact crossover from GMC 2010 sees the Pontiac Torrent axed-- but a new model from GMC has taken its place. It's called the Terrain, and to say that GM has stepped it up a notch is an understatement. GM says that the bar is set high here and that the Terrain and Equinox are out for blood. 

The goals of GMC’s first small crossover were numerous-- and included offering top-notch value, quality, economy and quietness. Terrain has a to-do list a half-mile long, and it’s built to excel at all tasks on it. Talk about ambitious.
Stand-out style
The Terrain SLT tester ticked most of the boxes as a proper upscale crossover. Styling nods to the sophisticated ruggedness found on other GMC models, complete with chrome, complicated sculpting and numerous interlaced accents. You may be asked, somewhat frequently, if your new GMC Terrain is the new GMC Envoy.

A high-style, high-utility interior
The premium treatment carries on inside. Contrasting colours and textures liven things up, and gorgeous red lighting sets the mood after dark. Most will appreciate the contrasting colours, exposed stitching, fresh trim materials and overall upscale atmosphere throughout.
Passengers visiting the tester for the first time made impressed-sounding noises and used words like ‘wow’ and ‘nice’ after an initial look around within. When it comes to exciting looks in the cockpit department, few of Terrain's competitors even come close.
Large storage compartments abound, and the driver has no less than 4 cubbies, 2 cupholders and an arm-swallowing centre console at his disposal at all times. In back, a motorized tailgate opens onto a fairly generous cargo hold that’s surrounded by folding seats, storage bins and a power outlet.

Exploring new Terrain

No issues presented themselves with entry, exit or spaciousness. Visibility is decent all around, and the tester got a backup camera with warning beepers-- though most drivers shouldn’t need them. 

Complaints of the interior were mainly minor. Central controls are complicated and busy, and some practice is required before their use becomes second nature. Reaching the touch-screen may require some drivers to lean out of their seat, too. Finally, the red accent lighting can't be fully disabled by those who find it yucky-looking.

Albeit a few squeaks in extreme cold, the cabin felt solid and well put together, even if it did miss an opportunity to step ahead in terms of materials selection. Though soft vinyl inserts lend a high-end touch to the console and arm-rests, the dash and doors are mainly covered in the rigid plastic that's become so common in this price range.

Firm, smooth, quiet

The Terrain rides solidly and with a touch of springy sportiness while keeping offending wind and road nicely outside of the vehicle until higher speeds. Notably, both rear-seat noise and tire-roar through the cargo floor are dialed down to lower levels than one will find in key competitors. If this writer’s ears were working properly, even the BMW X5 let in more wind noise at higher speeds.

Ultimately, shoppers on a test-drive should find the Terrain offers car-like handling and stability, paired with an overall nimble and eager driving character.

2.4L, VVT, DI

The test Terrain was powered by GM’s new 2.4 litre direct-injected four-cylinder engine with 182 horsepower. Promising great power and mileage, the engine was bolted to a six-speed automatic with a driver-selectable gas-saving ‘eco’ mode. Front wheel-drive was fitted, though AWD is available. So is a V6.

The little engine gets things moving nicely, likes to rev, and generally has a warm and pleasant sound when pushed. It’ll haul the Terrain along nicely from low RPM’s, and passes confidently as required. It’s no neck-snapper in the performance department, but it moves nicely as four-cylinder crossovers go.

On my watch, mileage failed to impress as the tester averaged real-world consumption of around 12.3L /100km. Given the cold weather test conditions and low mileage on the odometer, owners can expect that figure to drop. 
A must-drive
After a week of driving, I was left with only minor complaints-- and the sense that the Terrain should impress most shoppers with its upscale styling, advanced drivetrain and quiet, car-like ride. 
If you’re in the shopping process for a new small crossover, the Terrain is a must-drive. Pricing starts under $27,500.

Toyota Prado 2010 Review

Paul Gover road tests and reviews the new Toyota Prado at its Australian launch

The middle child of the Toyota SUV family is new again.  The Prado has had a complete workover in almost every area, from the chassis and body up through the V6 petrol engine and the camera protection systems.

It's now more luxurious than ever for suburban work and tougher and more flexible for off-road use. As you would expect with a seven-year gap between model changes.

Toyota Australia claims everything from improved fuel economy to better value and improved refinement, but it all comes at a cost.  The new Prado has put on at least 150 kilograms from the previous model and the starting price is up by more than $4000 to $55,990. In fact, only two of 14 Prado models now hit below the Luxury Car Tax threshold and the top-line seven-seater Kakadu turbodiesel auto costs a whopping $88,990.  But more than 1500 people have placed orders and Toyota is expecting to have trouble satisfying early demand. 

The fourth-generation Prado is longer, wider but lower than its predecessor and, for the first time, there is a three-door model. But it's not a stripped-out bush-basher, coming with the seven airbags, ESP stability control, airconditioning, cruise control, smart-start system, alloy wheels, USB input and Bluetooth, and power steering that is standard on all models.

"We wanted comfort and peace of mind, anytime and anywhere," says Prado's chief engineer, Makoto Arimoto, speaking at the Australian press preview in Orange over the weekend.  The range runs from the basic GX through GXL and VX to Kakadu, which even gets a standard sunroof and leather trim.

The Prado is available as either a five or seven-seater and Toyota has tweaked the cabin with a sliding second-row seat in the five-door models. There is also an electrically-operated third-row system in the luxury cars.

Like every new model from Toyota there are hundreds of changes and updates in the suspension and engines and electronics and entertainment systems, and it's all important stuff.   But the styling is . . . questionable. The basic body is basically bland and the final finishing, particularly the grille, is overpowering.  So it's a good thing that around 50 per cent of Prado buyers add a bullbar.

Driving

The new Prado is everything you expect, and more. It is just plain phenomenal in the bush, where the latest range of driver aids - but particularly the 'Crawl' system and driver-selectable multi-terrain package - mean it can practically drive itself. You only have to steer as it walks up and down the toughest terrain.  There are also cameras to check obstacles anywhere around the Prado, provided you pay enough to get the right package, and the transmission has the low-range setting and differential locks you need for serious stuff.

Pay enough and you can also have height-adjustable suspension, an extra diff lock and the multi-terrain deal which means you choose the sort of conditions - from sand through to rocks - and let the electronic brains decide the best settings for fuss-free travel.  Get back on the bitumen and the suspension feels more plush, there is more 'stuff' to enjoy, and the cabin is a little more roomy and significantly more practical.

The latest V6 has definitely got more go that you can feel for more of the time, even if less than 20 per cent of Prado buyers go for petrol power. But the turbodiesel does not cope as well with the extra weight in the new car and overtaking performance is fairly ordinary, with relatively leisurely acceleration from standstill.

So the biggest question on the new Prado is the price. More than $55,000 for a starter car is a lot of cash for any SUV buyer, and the top-end stickers are right in the luxury car class. It's a good thing, but is it that good?

Toyota Prado

Price: From $55,990
ANCAP safety score: Not tested
Safety equipment: seven airbags, ESP, traction control, anti-skid brakes with brakeforce distribution Fuel economy: from 8.3L/100km
Emissions: Not available
Body: 3-door wagon, 5-door wagon
Seats: five, seven
Engines: 3.9-litre V6, 3-litre four-cylinder turbodiesel
Power: 202kW/5600revs, 127kW/3400revs
Torque: 391Nm/4400 revs, 410Nm/1600-2800 revs
Transmission: Six-speed manual, five-speed automatic, constant switchable all-wheel drive

GM to stop production of hummer H1 supersized SUV

The vehicle never really made sense for the general public, but that didn’t stop General Motors from selling the ultra-humungous Hummer H1 to the average over-compensating Joe. Well, after shipping out about 12,000 of the gas-guzzling behemoths since 1992, GM has decided to remove the Hummer H1 from its lineup. The last of these 7,800 pound monsters is scheduled to roll off company lines this June.
I never quite understood why the average suburbanite would want this beast of a truck, which, by the way, only gets you about 11 miles on the gallon, and crawls up from 0-60mph in about 13.5 seconds.
According to Hummer GM Martin Walsh, the smaller Chevy Tahoe-based H2 is “more representative of the Hummer brand than the H1.” It will be interesting to see if they decide to continue to produce the Humvee for military purposes, however, because I can’t possibly expect the Department of National Defense ordering in the minute H3 for its most treacherous missions.

2010 Chevrolet Camaro - Review

The concept car for the new Chevrolet Camaro burst onto the auto-show circuit several years ago and received instant critical acclaim. After a long wait, the 2010 Chevrolet Camaro is here, and thankfully not much has changed on the styling front.

Reviews read by TheCarConnection.com tend to view the 2010 Chevy Camaro as the most appealing of the trio of Detroit pony cars (the other two being the Ford Mustang and the Dodge Challenger). The new Chevrolet Camaro, which is available in V-6-powered LS and LT trims, as well as the V-8-powered SS, strikes an unrivaled balance between retro styling cues and modern elements. Cars.com comments that, "though loosely styled after the 1969 Camaro, the 2010 model lacks the vintage look of the current Dodge Challenger or Ford's 2005-09 Mustang." Car and Driver agrees, praising the 2010 Chevy Camaro for its "evocative, contemporary styling" that recalls the nameplate's late-60s glory years but "thankfully misses being totally retro." Automobile Magazine says that, "out among traffic, the Camaro stands out," and not just for its unmistakably loud exhaust note. In a nod toward Chevrolet's other sportscar, Autoblog points out that "the reverse Mohawk in the roof is meant to tie the car to the twin-cockpit silhouette of the Corvette," a vehicle that also lends its V-8 engine to the Chevrolet Camaro SS. All told, reviewers are hard-pressed to find anything disappointing about the exterior, and early consumer reaction seems to be very positive as well.

While Chevrolet has, by all accounts, nailed the exterior design, reviewers aren't as impressed with the interior. Cars.com reviewers find that the interior "looks more retro than the exterior," with a few elements that are clearly reminiscent of the 1969 Camaro, and "the unique center controls may be off-putting for some." Car and Driver faults some of the 2010 Chevrolet Camaro's ergonomics, claiming that, "as great as the high-mounted squircle-shaped gauges and cool center stack look, the script is tiny and the buttons can be ergonomically challenging in operation." A couple of reviewers point out that the 2010 Chevy Camaro's interior is rather dark—Autoblog warns that "the high beltline, low roof and black interior don't let bundles of excess light to play within the cabin," creating a "somber" environment. Not everything about the interior is bad, however; Automobile Magazine praises the 2010 Chevrolet Camaro's instrument panel, noting that "the gauge and console layout is clean, tasteful, and modern."

Conclusion

The sculpted exterior of the 2010 Chevrolet Camaro evokes just the right emotions, but the dark interior can suck some of the joy out of driving this reborn muscle car.