Renault Zoe concept EV supermini (2011) CAR review

Statistics

How much?	�13,000
Engine:	Electric motor, lithium ion battery, 79bhp, 163lb ft
Transmission:	Direct drive, front-wheel drive
Performance:	8.1sec 0-62mph, 84mph, 100mile range, 0g/km CO2
How heavy / made of?	1392kg/steel
How big (length/width/height in mm)?	4086/1788/1540mm

Renault says the Zoe concept is 90% identical to the production electric car that goes on sale in early 2012. We get behind the wheel to find what it won�t be like at all to drive. What is the Renault Zoe EV? Is it a Clio replacement? No, the Clio will continue, and there�s a new Clio on the way for late 2012. The Zoe though, is a standalone electric car, albeit one that�s about the same size as the Clio and priced to match a Clio diesel. What the Renault Zoe you see here shares with the new-gen Clio is the new Renault corporate nose. Make no mistake, this is the new face of Renault. You say it�s 90% the car we�ll get in 2012. What�s going to change? The shape is the shape you�ll see in showrooms in 2012, and that�s no bad thing. The Zoe is even prettier in the metal than in pictures, modern and dynamic without being overly aggressive. But Renault is desperate to keep the cost down to around �13k (after the �5k UK Government grant), so we�re not going to see the glitzy lights, glass roof, touch-sensitive door locks and humungous wheels. However Axel Breun, Renault�s concept car design boss, says the budget will allow for suitably large wheels (at least 16in) to retain the show car�s squat stance and the blue tinge to the badge will stay to  denote that this is an electric Renault. Are they sure it's not Germans involved in the Renault espionage saga? That's the same stylistic flourish announced by BMW today for its new i3 and i8 electric cars. What�s under the bonnet of the Renault Zoe electric supermini? A 79bhp electric motor; the lithium ion batteries live under the floor to keep the centre of gravity low and reduce the loss of boot and cabin space. While 79bhp doesn�t sound like much, electric motors are all about torque: there�s 163lb ft of twist available meaning 62mph comes up in a very brisk 8.1sec and a 100-mile range, which should be fine for a car designed to live in town. Sounds promising. So what�s the Zoe like to drive? Bloody awful because, like so many concept cars, it�s just a lash-up with a milk float motor designed to look pretty on the show stand, not actually be driven. Besides being incredibly slow, fragile and in this case fitted with heavy and long-winded unassisted steering (the real cars will be electrically powered) it�s also creakier than a pirate ship in a storm. It�s also hard to see out of the Zoe thanks to some terrible reflections in the distorted front screen and those massive high-back seats. Other than the position of the pillars and the shape of the dash, there�s nothing we can glean from driving this car that will give us a clue to what the real car will be like to drive. Unless of course, this is what it�s actually going to be like to drive� But fear not. CAR has driven other Renault electric vehicles, including the Fluence ZE, and they are more mature and sophisticated devices comparable to conventional internal combustion engine vehicles. We hope the same polish will be applied to the Zoe before production. Verdict If Renault can keep the price down, its pretty electric Zoe could well be a hit with urbanites whose driving habits mean fewer out-of-town journeys. We're about to find out if Renault's electric gamble has paid off. And we have to say that Renault has got a prettier EV on its hands than the mundane Leaf from rivals Nissan. CAR's rating 4 Handling 1 Performance 1 Usability 3 Feelgood factor 4 Readers' rating 3.5

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Honda Sport Cars Air Concept

Honda Sport Cars Air Concept

The Japanese Cars company has created the Air concept, an alternative transportation solutions for those with a hyperactive lifestyle. The company's designers took inspiration from roller coasters and skydiving wind suits, the Honda Sport Cars Air Concept is powered by a compressed air and pneumatic regulator system.

Honda Sport Cars Air Concept

This system �utilizes turbo vacuums and external air-flow to regenerate tank pressure for extended range and increased boost for an estimated 100 miles�. to keep the car lightweight, all components are mounted directly to the chassis, eliminating unnecessary structures.

With a chassis composed of vegetable-based polymer panels, Honda Sport Cars Air Concept weighs a mere 800 pounds and its reserve tanks can be filled via a gas station tire filler or a common off-the-shelf air compressor.

Honda Sport Cars Air Concept

The Honda Sport Cars Air Concept�s cockpit and package is aimed at maximizing the open air experience. In order to save weight and increase performance, a hub-less wheel and drive system eliminates the use of heavy drive train components. Additional weight savings are achieved thanks to the glass reinforced seating panels, urethane tire composition and skeletal sub-frame components.

The main tanks and reserves can be filled quickly and safely using a simple generator / air compressor at home or a tire filler at the local filling station.

Honda Sport Cars Air Concept

At just under 800 lbs., the powerful anthem of pneumatic propulsion and a character unlike any zero-emission vehicle exemplifies Honda's concept of fun to drive. The pow[air] of dreams Honda Sport Cars Air Concept.

Overall design and look of Honda Sport Cars Air Concept paves way for futuristic cruiser cars that have the perfect combo of style, ride elation and most importantly zero-emission properties combined with ample power under the hood to set your heart beat racing.

Honda Sport Cars Air Concept

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Honda CBR 250R First Ride

It�s easy to mistake the faired-in CBR250R for a larger capacity motorcycle, with styling that resembles Honda�s own VFR1200F. A front fairing extends downwards to shroud its engine bay, also serving to mount the rear view mirrors. The bikes curved visor provides first-rate wind protection at high speed. Neat attention to detail is apparent in the attractive steering head, as well as clip-on handlebars. We liked the 250R�s blue backlit LCD instruments arranged in an easy to decipher layout. An analogue tachometer dominates this bay and you also get a large digital speedometer, in addition to odometer, trip-counter, clock, fuel and temperature readouts.. Switchgear is comprehensive, with smart buffed alloy levers and nice palm grips also part of the latest Honda.
The tank looks classy, feeling equally nice thanks to perfectly sculpted knee grooves. Futuristic flank panels swoop back into the bi-colour tail, split grab bar and edgy brake warning light. Even the lower sections look dandy; beginning in a sharp belly pan, leading into a stubby silencer crafted from blackened stainless steel and neatly executed rider and pillion footrests.
Honda has developed this CBR�s 249cc, 4-stroke, dual overhead camshaft engine from scratch. The liquid-cooled, single cylinder powerplant is fuel-injected using Honda�s PGM-FI system, and employs generous cutting edge technologies to maximize efficiency.
The centrifugal cast, thin-wall cylinder sits offset 4mm from the crankshaft center towards the exhaust, reducing friction between the cylinder and molybdenum coated piston. Its cylinder sleeve exterior is textured for better heat dispersion, while the combustion chamber uses pent roof architecture. There�s an iridium spark-plug for enhanced durability, and a straight port layout with twin-beam fuel injection. A wet air-filter does duty, and the new engine uses four lightweight valves, with thin (4.5mm) stems. The world�s first roller rocker arms for a DOHC engine debut on the CBR250R, with tappet clearances being shim adjusted. Honda has built a recess into the cylinder head to temporarily accommodate the rocker arms, so mechanics need not labor to remove a camshaft when changing shims.
Bearings support the crankshaft journal in another first for any single cylinder Honda, while a balancer cuts vibrations. While peak power developed will be close to 25.8bhp at 8500rpm in India, a maximum torque figure of close to 2.3kgm at 7000rpm is expected.
The engine note is pleasantly gruff, still soft. Engine revs build with a willing thrum the instant you select first, open throttle and let out the well weighted clutch. Throttle response is crisp, the CBR250R enjoying a wide, thoroughly refined powerband even novices won�t hesitate to exploit. Rpm rises in a smooth, purposeful rush through an adequate low end, to meet a meaty mid range and frantic top end rush as expected from this short stroke powerplant (bore and stroke is 76mm x 55mm). You�ve six-gears to play with in the one-down, five-up pattern, each shift accompanied by a light, precise feel at the pedal. The CBR is good for effortless 120kph cruising, with maximum speed likely in the region of 150kph.
A diamond frame, with steel pipe trusses binds the CBR250R together, with 37mm diameter telescopic front suspension, a rectangle section swingarm and Honda�s Pro-link system with 5-step preload adjustment working at the rear. The riding position feels mid way between commuter-friendly upright and sporty. The CBR250R seat offers good padding, helping make this a comfortable bike.
Handling is light, street friendly and stable through the corners; suitable for an occasional track day, but feeling most comfortable as motorcycle better suited to daily use.
Honda is offering top drawer, combined ABS front (296mm floating disc) and rear (220mm) disc brakes, as a paid option. Both calipers use advanced resin-molded pads. The combined system is calibrated to intervene and allocate brake pressure to the front and rear brakes whenever you depress the rear brake, while the front brake lever works independently as on any motorcycle. Both brakes are ABS enabled, the system modulating hydraulic pressure to prevent wheel lock in every situation.
The C-ABS system works its magic without any drama, is not intrusive and does not call for a rider to alter his braking habits. This clever system will make a pro of most novices.  
 The practical and city friendly CBR250R is a superbly balanced motorcycle that is going to set a benchmark in India. The 250R launches in India in April 2011, poised to provide enthusiasts a fine combination of style, adequate performance, street friendly handling as well as advanced brakes, at a decent price. The base model CBR250R retails for Rs 1.5 lakh (ex-showroom, Delhi), with the ABS variant priced higher at Rs 1.8 lakh (ex-showroom, Delhi).
A segment starting motorcycle from tomorrow, today, it�s going to be a while before we see another bike as good as Honda�s CBR250R.

 

Price Range (in lakhs)*
Ex-showroom Price	Rs 1.5 - 1.8 lakh (ex-showroom, Delhi)
ENGINE
Fuel	Petrol
Installation	Single-cylinder, liquid-cooled, four-stroke, 249cc
Power	25.8bhp at 8500rpm
Torque	2.3kgm at 7000rpm
Power to weight	156.4bhp per tonne
Transmission
Gearbox	1-down, 5-up
Chassis & Body
Length	2035mm
Width	720mm
Height	1125mm
Weight	165kg (ABS)
Wheels	5-spoke alloy, 17 inches
Tyres	110/70 x 17- 140/70 x 17 inches
Suspension
Front	Telescopic
Rear	Pro-Link monoshock,
Brakes
Front	296mm disc (Combined ABS)
Rear	220mm disc (Combined ABS)

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BMW-X1 Review

Design & Engineering

The X1 is instantly recognisable as a BMW, and a modern one at that. Using design cues first seen on newer cars like the 7- and 5-series, the X1�s skinning is fluid and cohesive rather than sharp. However, traditional BMW details remain. The double barrel headlamps, the large �kidney� grille, the �Hofmeister kink� in the shoulder line and the big squared off-wheel arches; they�re all there. But this �youngest� of BMWs has other interesting bits as well. The long bonnet is heavily sculpted, the wide front splitter gives the X1 a square jawed look and the design of the rear is very fluid. But while it�s long and wide, the X1 is not tall or chunky enough to be a convincing SUV. This is especially true in the flesh where it looks more like a tall estate than an off-roader.

Under the skin, the X1 is a 3- series; slightly raised and differently tuned but otherwise identical. Built on the 3-series touring (BMW for estate) wheelbase, this car inherits all the 3-series� driver-focussed hardware. The long wheelbase, the super-stiff chassis, the double- jointed aluminium front struts, the double-wishbone five-arm rear axle and of course the rear-wheel-drive architecture. For India, as yet, there is no four-wheel-drive version of the X1, and that�s smart. This car, despite its 194mm ground clearance is not likely to be taken over challenging or wildly undulating ground. The chin is too low slung, the wheelbase is too long and the X1�s wheel travel is also pretty restricted. Boot space at 420 litres however is just about adequate, but the seats can be split 40/20/40, which is very useful. And BMW has used clever rubber banjo cords in the rear to keep small objects secure.

Performance & Economy

The 2.0-litre common rail diesel motor under the hood of the X1 is familiar as well. Similar to the motor that powers the 320d, this well-specced motor has an all-aluminium crank case, a variable geometry turbo, piezo electric injectors and a fuel rail pressure of 1800 bar. The power output of 177bhp is impressive too. The headline figure however is the torque output of 35.69kgm, which really is a serious amount of twist.

Performance is pretty good as a result, and the X1 comfortably ducks under 10 seconds to do the 100kph sprint. If you keep your foot down for 20.9 seconds, you cross a real speed of 150kph. To put things in perspective, the 2-litre Skoda Yeti takes a full seven seconds longer to get to 150. And that�s with a quicker manual gearbox. This motor however doesn�t spin as fast as the 320d�s, which pulls to 5000rpm against 4600rpm for the X1. Still a top speed of 205kph is pretty impressive.

The diesel X1 also works really well in city traffic. There�s plenty of punch in the midrange and BMW�s baby delivers a good-sized surge of power when you tap the throttle. Progress is very rapid even if the gearbox upshifts early. The six-speed automatic �box however isn�t the quickest and blunts the X1�s eagerness a bit. There�s a bit of lag when you floor the throttle and this is noticeable on the highway when you want to make a quick overtaking manoeuvre. It�s best to switch to manual mode for sharper throttle response or when you want to drive in a hurry.

Compared to the 3-series saloon however, this motor feels loud. There is some rattle at start-up, insulation is not as good and though the motor smoothens out once it warms up, it still intrudes at times. The six-speed automatic gearbox though works pretty well on the X1. Up-shifts are executed with a quick flick of the tacho needle, and downshifts, unless you are driving really hard, are reasonably quick too.

BMW diesels have always been frugal and the X1 is no different.The X1 managed to stretch the litre of diesel for an average of 9.8kpl in the city, impressive for a car of this weight. What helps is that it�s geared very similarly to the 320d, which is a very efficient car itself.It�s not as efficient on the highway however, the greater drag supposedly affecting efficiency here.

Verdict

 9/10
BMW�s baby SUV does not have the stance of an SUV. Low slung and more like a hatch or estate on steroids,  it doesn�t have four-wheel-drive either. But how many owners will have an appetite for off-roading? The more serious issue is space. It�s tight on the inside and at best a four-seater.

The diesel motor is quite audible and there are a couple of cheap bits on the inside. All this though is forgotten the moment you get behind the wheel. The motor has plenty of grunt, the ride and handling are nothing short of brilliant, and the best part is that you can attack even poorly surfaced roads in the X1 without the fear of bottoming out or bending something. In addition, the top-of-the-line X1 is pretty well equipped and built to the same quality standards as other BMWs. The top model however is a huge Rs 6 lakh more than the base model and when you have to eventually fork out upwards of Rs 34.50 lakh (on-road, Delhi) to get the key in your hand, it doesn�t seem as good value. However, it�s still not a lot of money for such a highly desirable car and the base model is much more affordable. 

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Toyota 4Runner, 2010

Toyota 4Runner, 2010

When the first Toyota 4Runner sport utility vehicle (SUV) was launched back in 1984 it was a revolutionary new vehicle based on the mechanics of the four-wheel-drive Toyota pickup truck. The Toyota 4Runner combined the versatility and go-anywhere ability of four-wheel-drive with the comfort and utility found in passenger cars.



Twenty-five years, four generations and more than 1.5 million sales later, the Toyota 4Runner continues to evolve while remaining close to its roots. The all-new fifth-generation Toyota 4Runner is even more rugged and athletic, and packed with more power and better mileage. A completely redesigned interior and unique cargo area make the newest Toyota 4Runner smarter, more comfortable, and more versatile than ever.



More rugged than the Toyota Highlander and more versatile than the FJ Cruiser, the 4Runner combines the toughness and durability of body-on-frame construction with multi-use design that excels at a wide variety of tasks.

The newest Toyota 4Runner is taller, wider and longer for 2010, and is available in a variety of configurations. It will be offered in three models, top-of-the-line Limited, a well-equipped SR5, plus a Trail grade for those who require maximum off-road capability.



Drivetrain configurations include rear wheel 4x2, part-time 4x4 and full-time multi-mode 4x4 with a locking center differential. All 4x4 models are equipped with a 4.0-liter V6 mated to a five-speed ECT-i automatic transmission. The 4x2 models will be equipped with either a 2.7-liter four-cylinder engine mated to a four-speed ECT automatic or the 4.0-liter V6 with the five-speed ECT-i automatic. Optional third-row seats allow for up to seven-person capacity.



Exterior Styling

The design strategy for the new Toyota 4Runner emphasizes a more rugged, powerful stance. Large diameter wheels and tires were added to not only improve off-road performance, but also enhance the Toyota 4Runner's truck-based characteristics. In addition to its styling emphasis on ruggedness and outdoor adventure, the new design utilizes a combination of Toyota's classic boxy form and progressive styling.



All Toyota 4Runner grades feature rugged new bumpers and wider shoulders, with newly designed head- lamp and tail-light systems, which offer a newly-minted, technical design quality and better nighttime performance. The front ends square fender flares meld with a muscular profile that links with a beefy and square rear bumper and back door.



Aluminum alloy wheels are 17-inches in diameter on SR5 and Trail grades and 20-inches on the Limited, and include a full size spare.

In addition to its distinctive front grille, the SR5 grade also adopts overfenders and mud guards to help tackle inclement weather and off-road conditions. A roof rack comes standard for hauling equipment for outdoor activities.



The Trail grade is designed to maximize off-road performance with a superior approach and departure angles, high ground clearance, and an array of functional upgrades for the most demanding active outdoor enthusiast. It can be distinguished by a unique hood scoop, unique 17-inch wheels, black outer mirrors, front and rear bumper guards and dark smoke treatment on the head and tail lamps.



The Limited and SR5 grades add to the muscular design with special touches that provide a premium appearance. The front end includes a chrome-plated front grille insert, fog lamp bezel and front bumper molding. Front and rear overfenders and side skirts are color-keyed. Chrome plating is also found on the side molding, roof rack and rear bumper.

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Toyota FT-EV Concept, 2009

Toyota FT-EV Concept, 2009

The DESIGN

The objective was a new kind of city car, one that would accommodate four people within an overall length of less than three metres. The result was a landmark solution that will have a long term influence on Toyota's future vehicle development. Toyota iQ is the ultimate expression of refined, yet environmentally efficient urban mobility.

The extraordinary interior space in a car that measures just 2,985mm long, 1,500mm high and 1,680mm wide is a tribute to the determination and ingenuity of Toyota's design and engineering team.



It can carry four people (three adults plus a child) in comfort and safety at motorway speeds, is just the beginning of the story. Starting with a clean sheet of paper, Toyota has created an ingenious and distinctive new city car. And with its proportionally large, 2,000mm wheelbase, Toyota iQ has a compact yet muscular stance that is like no other car.

Toyota iQ's design represents the essence of Toyota's J-factor heritage, which embraces the finest elements of Japanese aesthetics, such as miniaturisation and modernism. Most importantly it brings contradictory elements into harmony, such as "small yet spacious" or "hi-tech yet human".



SIX INNOVATIONS PRODUCE A BREAKTHROUGH IN VEHICLE PACKAGING

Toyota iQ's remarkable interior volume is down to its comparatively long 2,000mm wheelbase and short overhangs - 530mm at the front and 455mm at the rear. Interior length from the rear end of the instrument panel to the hip point of the rear seats is an impressive 1,238mm. To achieve this breakthrough, six space-saving engineering innovations were developed.

Integrating the front-mounted differential in a conventional transmission layout allowed Toyota iQ to be built with an ultra-short front overhang. This reduced overall length while at the same time increasing the length of the passenger compartment. Ingeniously this not only reduces the amount of space required for the engine compartment, it also allows the large diameter front wheels to be positioned at the far corners of the vehicle. This shortens the overhangs, which in turn improves stability and manoeuvrability.

Employing centre take-off steering gear and placing it higher in the engine bay means the transmission, engine and differential could be repositioned. The engine compartment could then be made considerably smaller, further reducing the front overhang.



The traditionally fuel tanks are located underneath a car's rear seats. By making the tank flat, reducing it to just 120mm in height and solving the problems of rapidly changing fuel surface levels that such a design would normally create, the tank could be relocated under the floor. Toyota iQ's fuel tank has a 32-litre capacity, giving an ample driving range. Angling the rear shock absorbers backwards allows interior rear space to be increased.

The slimness of the seatbacks frees up an extra 40mm of rear passenger room at knee height. The seats weigh up to 30 per cent less than conventional ones, contributing to overall fuel efficiency and low emissions. Using extruded pipe materials rather than high tensile sheet steel ensures the structure is rigid. The slimmer designs, with integrated headrests, save space without sacrificing comfort or safety.



Reducing the size of the heater and air conditioning unit by 20 per cent compared to the Toyota Yaris allowed the engineers to make significant space savings without compromising performance. This means the blower unit, usually found in front of the front passenger, could be integrated with the main ventilation unit in a central position. This innovation allowed the front passenger area to be moved forward, freeing up cabin space and increasing leg room.

The innovative asymmetric dashboard was designed to open up the whole cabin area. It ensures ample leg room for the front passenger, even when the seat is in its furthest forward position. The sliding seat configuration allows an adult 190cm tall to sit comfortably in the rear seat behind a front passenger of the same height. Shoulder-to-shoulder distance between driver and front passenger is 50mm wider than in Yaris and bears comparison with a C-segment vehicle. The all-round space and seating layout means there is ample room for three adults plus either a child passenger or luggage behind the driver.



ENGINEERED FOR ENVIRONMENTAL EXCELLENCE

The Toyota iQ represents the successful outcome of Toyota's well-established drive to reduce the environmental impact of its vehicles without compromising performance and driving dynamics. With CO2 emissions as low as 99g/km (with manual transmission), it is clearly a city car that's in the right place at the right time.

Its innovative, aerodynamic packaging has been achieved through a low overall height, low centre of gravity and wheels pushed out to the four corners of the car. This gives agility at low speed and unprecedented stability for a small car on motorways and winding roads. A minimum turning radius of 3.9 metres further enhances its nimble handling, even in tight city streets.



The 1.0-litre VVT-i petrol engine, winner of the 2008 Engine of the Year award in the sub-1.0-litre class, is a lightweight, three-cylinder unit, producing 67bhp (68 Din hp) at 6,000rpm and 91Nm of torque at 4,800rpm. Combined with a high-ratio five-speed manual transmission, it returns 65.7mpg in combined cycle driving and 99g/km of carbon dioxide (figures provisional prior to final homologation). This keeps Toyota iQ under the UK's 100g/km threshold for Vehicle Excise Duty, a benchmark that is also used for tax purposes in other major European markets, too. Specified with Multidrive transmission, the engine emits 110g/km of CO2 (provisional figure).



The Multidrive transmission

Multidrive uses Toyota's latest continuously variable transmission (CVT) technology to give a very smooth shift feel while optimising the balance between performance and fuel economy. It continuously monitors and selects the most appropriate gear ratio and shifting speed, automatically eliminating "shift shock" or jumps while changing gear. It maximises engine torque without unnecessary acceleration and smoothes gear ratio changes, for example limiting uphill shifts and making downhill shifts to achieve optimum engine brake force. The system provides all the city-friendly characteristics of a conventional automatic gearbox.

Models equipped with Multidrive feature an ECO driving indicator lamp on the multi-information display. This encourages more economical driving by signalling when fuel is being saved and, consequently, emissions are reduced. Current and average fuel consumption are also permanently on display.



The Gear shift indicator

Models with manual transmission are equipped with a gear shift indicator which shows the driver when to change up or down a gear to achieve the best environmental performance. The system takes driving conditions, accelerator pedal pressure and vehicle speed into account and can return fuel consumption savings of between 0.5 and three per cent compared to normal gear shifting, depending on individual driver habits.



The Future developments

The Toyota iQ's innovations will be adapted and evolved for future Toyota models. The car is a major milestone in Toyota's environmental commitment and efforts to develop technologies for much lower emissions.

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Toyota FT-EV Concept, 2009

Toyota FT-EV Concept, 2009

The Toyota FT-EV concept shares its platform with the revolutionary-new Toyota iQ urban commuter vehicle. Already a huge hit in Japan, the iQ is lightweight and seats four passengers in comfort and security, while delivering exceptional mileage, sporty performance, unique refinements and a fun, youthful image.



Toyota FT-EV concept imagines an urban dweller, driving up to 50 miles between home, work and other forms of public transportation, such as high-speed rail. Although, for now, the Toyota FT-EV remains a pure concept, it represents a natural pairing of product strategies.

Though BEVs and new smaller vehicles like the iQ will be a key component of Toyota's sustainable mobility strategy, the conventional gas-electric hybrid, like the all new third-generation Prius, is considered Toyota's long-term core powertrain technology.



The first-generation lithium-ion batteries powering these PHVs will be built on an assembly line at Toyota's PEVE (Panasonic EV Energy Company, LTD) battery plant, a joint-venture production facility in which Toyota owns 60 percent equity. During its development, the new Prius was designed and engineered to package either the lithium-ion battery pack with plug-in capability, or the nickel-metal hydride battery for the conventional gas-electric system.

The 500 PHVs arriving globally in late 2009 will be used for market and engineering analysis. Lease-fleet customers will monitor the performance and durability of the first-generation lithium-ion battery, while offering real world feedback on how future customers might respond to the plug-in process.

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Toyota Land Cruiser V8, 2008

Toyota Land Cruiser V8, 2008

The new Land Cruiser V8, Toyota's top of the range model, is to make soon its debut on the European market. This eighth generation retains all the world-beating off-road capability of its predecessors but adds more refinement, comfort and superior driving quality.



Land Cruiser chief engineer, Sadayoshi Koyari, explains the development theme of this new generation as follow: "For more than 50 years now three key words have been the basis of each generation of Land Cruiser: strength, durability and reliability. Therefore, rather than opting for revolutionary change, we decided to carry on the sense of trust in the Land Cruiser as the basic concept. With the latest generation we had to recognise the loyalty of Land Cruiser customers by providing a vehicle that will not betray their trust."



Built on a completely redesigned platform with a body-on-frame design, the length of the new model has been increased to 4950mm while the wheelbase has been kept to 2850 mm. The height varies between 1865mm and 1910mm depending on the suspension featured on the model, the width of the model is reaching 1970mm.



The new Land Cruiser will be available with a brand new 4.5 D-4D V8 diesel engine, combined with a new 6 speed automatic transmission, which develops an impressive 650 Nm from 1600 to 2800 rpm and 286 hp at 3600 rpm. This diesel engine has a fuel consumption of 10,2 L/100km, a 4% improvement versus the outgoing 4.2 TD L6 engine, based on the European combined cycle.

With an improved 4.7 VVT-i V8 petrol engine, combined with a 5 speed automatic transmission, which develops 445 Nm at 3400 rpm and 288 hp at 5400 rpm. This petrol engine has a fuel consumption of 14.4 L/100km, a 12% improvement, based on the European combined cycle. Both engines are fully compliant with Euro IV emissions regulations.



Advanced new technologies to make new Land Cruiser V8 a genuine, go-anywhere off-road vehicle:

    * The world first Crawl Control system, available in combination with the petrol engine, which automatically controls the engine and the brakes to maintain a very low speed, avoiding spinning and locking. The driver only needs to steer the vehicle when driving in extreme off-road situations.

    * The world first 4-Wheel Active Height Control and Adaptive Variable Suspension (4W AHC & AVS), which links all four wheels' suspension system for the first time and also provides a new spring rate control system.

    * The European first Kinetic Dynamic Suspension System (KDSS), which actively operates the front and rear stabiliser bars based on a pair of hydraulic control cylinders.

    * A newly developed centre Torsen� Limited Slip Differential (LSD).



The new model will feature a wide range of advanced safety features like the newly developed Multi Terrain Anti-lock Brake System, the Vehicle Stability Control, the Electronic Brake-force Distribution and 14 Airbags.

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