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Thursday, October 1, 2009
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Toyota Land Cruiser Prado at Frankfurt 09
The revamped Toyota Land Cruiser Prado with its macho styling is one of the delights at the Frankfurt Show this year. Leaked shots and spec sheets have not prompted Toyota to go low-key with the Prado’s launch. They’ve still come out to Germany and put theirFortuner-engined Prado on display.
Yes, you heard that right – The Toyota Prado comes with a 3.0-litre D-4D turbo common rail diesel engine coupled to a 5-speed automatic transmission. It produces 171bhp at 3,400rpm and maximum torque of 410Nm between 1,600 and 2,800rpm.
A ground breaking feature on the Prado is the Multi-terrain Select, which automatically controls power and braking according to the off-road surface, while providing you live video feeds through the four cameras placed around the car!
The official press release says the vehicle goes on sale in Britain from the 1st of December 2009. No word on the Indian launch date, but we think it is around the corner, an official announcement can be expected shortly.
Read the full press release after the jump which is better at explaining the technology and equipment than us.
Press Release
TOYOTA UNVEILS THE NEW GENERATION LAND CRUISER
World debut at Frankfurt motor show
KEY POINTS
* All-new Land Cruiser builds on six decades of worldwide success
* Advanced, user friendly technology increases off-road capability and driver assistance
* More refined on-road performance
* Improved equipment specifications
* UK range to feature single powertrain:3.0-Litre D-4D diesel engine with five-speed automatic transmission
* Five-door model with five or seven seats
* On sale in UK from 1 December 2009
With a heritage reaching back almost 60 years and with five million customers in 176 countries around the world, the Toyota Land Cruiser has become an icon of the 4WD market, its name synonymous with Toyota’s core values of quality, durability and reliability.
That peerless pedigree provides the platform for the debut of a new generation Land Cruiser at the Frankfurt motor show, a model that goes further than ever before to deliver true go-anywhere toughness and on-road driving poise.
Land Cruiser’s reputation has been built on its ability to meet owners’ demands for a vehicle that is utterly reliable in even the harshest off-road conditions, yet offering performance and refinement appropriate for day-to-day driving.
With its new model Toyota has extended Land Cruiser’s off-road capabilities with a higher level of on-board guidance and technical support for the driver. New, user-friendly functions have been introduced that can help make tricky routes passable, over terrain on which even accomplished off-road drivers might feel challenged.
The quality and scope of these new features help make the all-new Land Cruiser one of the most technically advanced but enjoyable and easy to drive off-road vehicles in the world.
Style and comfort are important to 4WD customers, too, hence Land Cruiser combines it off-road toughness with pleasing on-road driving characteristics and higher standards of quality and comfort.
Bodystyle and powertrain
In the UK new Land Cruiser will be offered exclusively as a five-door model with seven seats (LC3 model has five seats with optional third row), powered by a revised 171bhp 3.0-litre D-4D diesel engine with five-speed automatic transmission. A three-door model and a 4.0-litre V6 Dual VVT-i petrol engine will be available in other European markets, but there are no plans for these to be offered in the UK. Combined cycle fuel economy is a best-in-class 34.9mpg and CO2 emissions are 214g/km, improvements of 5.1 and 4.5 per cent respectively on current Land Cruiser performance.
Suspension, ride and handling
The rigidity of the body-on-frame construction has been increased by 11 per cent and insulating frame-to-body mounts have been added to absorb engine, drivetrain and road noise, and to improve ride comfort.
The front independent double wishbone and rear four-link lateral rod suspension systems have been revised for extra comfort and steering feel. LC4 and LC5 models grade models are equipped with a new electronic Kinetic Dynamic Suspension System (KDSS), which adjusts the front and rear anti-roll bars for optimised on and off-road performance.
The flagship LC5 version benefits from Toyota’s Adaptive Variable Suspension (AVS) system with Roll Posture Control, which lets the driver tune the ride characteristics with a choice of three damper settings. An electronically controlled rear air suspension system works with the AVS, providing an auto-levelling function and switchable height control. The air suspension is also effective in absorbing high frequency vibrations and reducing road-generated NVH.
Off-road technology
A new feature launched by Toyota in the new-generation Land Cruiser is Multi-terrain Select, which automatically controls power and braking to optimise performance for different types of off-road surfaces. At the same time, the Multi-terrain Monitor feeds real time images from around the vehicle from a network of four cameras to provide the driver with more information about the immediate surroundings. The new Steering Angle Display shows the position of the vehicle’s wheels and its predicted path, further helping the driver plot a safe route.
The Crawl Control feature lets the driver choose from five different setting to optimise vehicle set-up to tackle even extreme conditions with precision and control, without having to use the throttle or brake pedals. Crawl Control will also help the driver free the vehicle, should it become stuck in mud or sand.
Interior packaging
New Land Cruiser has a more spacious and refined cabin with accommodation for seven in three rows. The second row seats have a sliding range of 135mm and a more flexible 40:20:40 configuration, with reclining seatbacks. A walk-in, slide and tilt function gives easy access to the third row seats.
The two third row seats (an option on the five-seat LC3 model) are full-size with integral headrests and they fold completely flat into the loadspace floor when not required. The footwell floor has been lowered by more than 38mm for a more comfortable seating position and, thanks to the slide adjustment of the second row seats, legroom extends to more than double that in the current Land Cruiser.
The left and right hand seats can be raised and lowered independently, using the Toyota Easy Flat system; LC4 and LC5 grade models this function is power-controlled at the touch of a button. Controls are handily located both inside the tailgate and behind the second row seats.
The flexibility of the seating is complimented by numerous, practical storage spaces, including a compartment with a USB port for simultaneous connection and charging of portable music players, and a large centre console box that can be fitted with a compact fridge unit.
Equipment features
Land Cruiser benefits from a range of high-tech, user-friendly systems to make life on board easier and more comfortable. The Smart Entry and Start system works in conjunction with sequenced lighting, and at the rear the tailgate has a top-hinged glass section that allows access to the load space even in tight parking spaces. Everyone can enjoy a comfortable cabin environment thanks to a separate air conditioning unit for the rear, giving new Land Cruiser a triple-zone climate control (LC4 and LC5 models only).
A multi-information switch on the steering wheel brings together several features under a single control, and the cameras used by the Multi-terrain Monitor also provide Wide-view Front, Side and Back Guide Monitors for easier manoeuvring in tight spaces and visibility at blind junctions.
Land Cruiser LC4 and LC5 models are equipped with a 14-speaker JBL Synthesis Premium Surround Sound System, giving 7.1 channel sound from compatible CDs and DVDs. It features an 11-channel, 605W Digital Signal Processing amplifier and, using the navigation system’s Hard Disc Drive (HDD), offers a “sound library” facility, capable of transferring and storing up to 2,000 tracks from CDs.
September Auto Sales Bad, But Maybe Less Dire Than Before
The outlook for September U.S. auto sales is still pretty bad, but not quite as bad as it looked earlier this month, according toEdmunds.com.
Automakers report September sales tomorrow, Oct. 1.
Earlier this month, Edmunds.com predicted September sales would fall to a Seasonally Adjusted Annual Rate of only 8.8 million because“Cash for Clunkers” pulled so many sales ahead into August.
The latest September forecast from Edmunds.com grew to a SAAR of 9.3 million. That’s still low, but it’s more or less in line with the SAAR before “Cash for Clunkers,” as opposed to a deep hole relative to the earlier part of the year.
Meanwhile, Barclays Capital shaved its September forecast, from a SAAR of around 10 million earlier this month, to about 9.6 million.Brian Johnson, Barclays auto industry analyst, said a 9.6 million SAAR is likely to be taken as a “neutral event” by investors; a SAAR under 9 million could be viewed negatively; anything higher than 10 million would be a “positive catalyst” for auto stocks, he said.
The aftermath of the clunker program is mostly negative for September sales, but there may also have been some benefit from clunker sales that were concluded in August but not delivered until early September, Johnson said in a note to investors.
Stating the obvious, monthly sales forecasts get more accurate as the month goes by, as forecasts are based more firmly on additional data, and less on educated guesswork, no matter how highly educated.
Moto Guzzi V7 Classic is an Italian beauty you can live with
Moto Guzzi V7 Classic - Click above for high-res image gallery
Every once in a while, you can tell exactly how a motorcycle will ride based solely on the initial walkaround. When the seminal Yamaha VMax hit the scene way back in 1985, one look at its muscular stance, massive V-four and spindly suspenders told you everything you needed to know about its intentions. At the other end of the spectrum, it takes just a quick glance at any modern Vespa to know if its rider is destined to be a mod or a rocker.
This odd ability to instantaneously assess a bike's virtues came again when the Moto Guzzi V7 Classic arrived on our doorstep. As you'd expect, we dove right into the nitty-gritty details as quickly as we could type its name into Google. We dissected the manual and gazed at the pictures. Then we went outside with the key clutched firmly in hand, approached the machine and promptly forgot everything we'd just spent the last few hours reading. With a bike like this, the spec sheet seems largely irrelevant and mundane; things like horsepower and torque figures really don't seem to matter. How can that be?
When we first approached the V7 Classic, the first thought that popped into our head was that Guzzi had produced a traditional UJM – that is, the Universal Japanese Motorcycle. Oddly enough, the big four Japanese manufacturers seem to have largely ignored the bikes that built their storied reputations, and that's a shame. These days, the motorcycle marketplace can be divided into dozens of individual niches, and while that means there are more choices than ever when trying to find the perfect bike for a specific mission, it also means that it's really tough to choose just one motorcycle with which to commute to work, run errands and enjoy on the weekends. This was the domain of the UJM, perhaps best exemplified by the first Honda CB750 from 1969.
Fortunately, this particular Goose is anything but sanitized and has plenty of character to constantly remind you its from the motorcycle-obsessed country shaped like a boot.
Take a good look at the Guzzi's long, flat, pleated bench seat. Cop a squat... it's comfy. The reach to the chrome handlebar combined with the footpegs' position directly below the rider's posterior provide a perfectly neutral riding position. Look ahead at the twin chrome pods housing the white-on-black speedometer and tachometer and pay special attention to the cluster of dummy lights nestled in between. This is a very pretty bike, and we think it's particularly fetching in pearl white – the only color available for 2009.
While Guzzi's new V7 borrows its name from a highly successful and memorable series of motorcycles from the Italian brand back in the '60s and '70s, today's model isn't designed as a true sporting mount. Yes, the V7 inherits the classic across-the-frame 90-degree V-twin engine configuration and shaft drive of the Guzzis of yore, and it keeps the dual rear shocks and conventional front forks of past models, but the bike's character is completely redefined. With the 2009 V7 Classic, Moto Guzzi has created a relaxed motorcycle that's comfortable and sedate, and the bike's relatively low center of gravity makes it an attractive mount for beginning or returning riders or just about anyone that's not interested in scraping pegs at every opportunity.
Steering geometry is set up for stability, not quick handling, and that suits the Classic's demeanor just fine. Damping from the suspension bits at both ends is adequate, and the twin Sachs pogo-sticks out back sport adjustable spring preload. Up front, the 40-millimeter Marzocchi forks do their best Jacques Cousteau impression under heavy braking, but offer a comfortable and composed ride everywhere else. We found that handling was completely adequate for the bike's intended mission, but nobody will mistake the Classic for a canyon carver. Dial back the speed a bit and the mildly flexible chassis doesn't feel so noticeable. Enter a corner with a bit too much speed, though, and be ready for a somewhat disconcerting wallow that erodes confidence with quickness.
Similarly, the bike's single 320 millimeter front and 260 millimeter rear disk brakes offer plenty of stopping power when the bike is ridden within its admittedly mild limits. We noticed that the rear wheel provedsurprisingly easy to lock up when braking into turns, but that proved easy enough to deal with once we slowed the pace a bit. Under normal riding conditions through the city or on the highway, any deficiencies of the brakes or suspension become immaterial and the V7's character begins to shine. Every piece feels just right and we found it extremely easy to run through an entire tank of gas with nary a concern in the world. Enjoy the sights and the sounds, stop and smell the roses... then refill the tank and do it all over again.
Power from the air-cooled and fuel-injected 744 cc V-twin tops at a reported 48 horsepower at 6,800 RPM, which isn't a whole heck of a lot... but that figure doesn't tell the whole story. In reality, there's enough wild horses running deep inside the Guzzi's longitudinal crankshaft to scoot away from stoplights at a respectable clip – beating traffic off the line won't be a problem unless you're lined up against something awfully exotic or another bike. Keep the throttle pinned and the Classic will eventually do the ton, but don't expect much more than that.
We're not sure where Moto Guzzi officially sets the V7's redline (it's not marked on the tach), but it doesn't really matter. There's no good reason to rev the powerplant past 7,000 RPM as power drops off precipitously and the vibrations begin to bother. There's plenty of torque right off idle and the engine pulls smoothly from about 2,000 RPM. A deliberate press is required to move the gearbox from one cog to another, but the act of changing gears takes place with a highly reassuring click. Clutch action is commendably light and the bike starts moving just as soon as you release pressure from your left grip.
Listen carefully as the tack passes 3,000 RPM and you're in for a treat. We think this Guzzi is best enjoyed with an open-face helmet so the rider can pay attention to the thumping beat of the small-bore twin at cruising speed. Direct your ears at the spinning lump between the frame rails and you'll hear plenty of agricultural sounds ticking contentedly away, but the exhaust note is wonderful. If we were to put a V7 Classic in our own garage, the baffles inside the twin chrome megaphones might just meet their demise via the blunt business end of our favorite ball peen. Sure, we'd prefer it if all that beautiful Italian music translated into additional forward progress, but that's not what this bike is all about. Oh, and in case you're wondering, there's just enough ponies to bring the front wheel up... not that we really recommend it.
Compared to the reborn Triumph Bonneville – the Classic's most natural competitor – the Guzzi is down on power and costs a few hundred bucks extra. On the other hand, the V7 is also lighter than its British foe, has loads of style and you're not likely to see another one every time you go for a ride. We also got plenty of thumbs-up while thumping our way through the busy urban streets in Phoenix, Arizona. And that's got to be worth something, right?
With the V7 Classic, Moto Guzzi may have created the most Italian UJM ever. A contradiction in terms? Yep, but that's how we see it. Power? Enough. Handling? Competent. Comfortable? Without question. Attractive? Well, beauty is in the eye of the beholder and all that, but yes, the V7 Classic is a looker. Added to all that is the Guzzi's commendable fuel economy, returning nearly 50 MPG during our tests. All in all, this Italian Goose is a modern take on a proven concept and made for relaxing. No surprise... we knew that the first time we laid eyes on it.
Fortunately, this particular Goose is anything but sanitized and has plenty of character to constantly remind you its from the motorcycle-obsessed country shaped like a boot.
Take a good look at the Guzzi's long, flat, pleated bench seat. Cop a squat... it's comfy. The reach to the chrome handlebar combined with the footpegs' position directly below the rider's posterior provide a perfectly neutral riding position. Look ahead at the twin chrome pods housing the white-on-black speedometer and tachometer and pay special attention to the cluster of dummy lights nestled in between. This is a very pretty bike, and we think it's particularly fetching in pearl white – the only color available for 2009.
While Guzzi's new V7 borrows its name from a highly successful and memorable series of motorcycles from the Italian brand back in the '60s and '70s, today's model isn't designed as a true sporting mount. Yes, the V7 inherits the classic across-the-frame 90-degree V-twin engine configuration and shaft drive of the Guzzis of yore, and it keeps the dual rear shocks and conventional front forks of past models, but the bike's character is completely redefined. With the 2009 V7 Classic, Moto Guzzi has created a relaxed motorcycle that's comfortable and sedate, and the bike's relatively low center of gravity makes it an attractive mount for beginning or returning riders or just about anyone that's not interested in scraping pegs at every opportunity.
Steering geometry is set up for stability, not quick handling, and that suits the Classic's demeanor just fine. Damping from the suspension bits at both ends is adequate, and the twin Sachs pogo-sticks out back sport adjustable spring preload. Up front, the 40-millimeter Marzocchi forks do their best Jacques Cousteau impression under heavy braking, but offer a comfortable and composed ride everywhere else. We found that handling was completely adequate for the bike's intended mission, but nobody will mistake the Classic for a canyon carver. Dial back the speed a bit and the mildly flexible chassis doesn't feel so noticeable. Enter a corner with a bit too much speed, though, and be ready for a somewhat disconcerting wallow that erodes confidence with quickness.
Similarly, the bike's single 320 millimeter front and 260 millimeter rear disk brakes offer plenty of stopping power when the bike is ridden within its admittedly mild limits. We noticed that the rear wheel provedsurprisingly easy to lock up when braking into turns, but that proved easy enough to deal with once we slowed the pace a bit. Under normal riding conditions through the city or on the highway, any deficiencies of the brakes or suspension become immaterial and the V7's character begins to shine. Every piece feels just right and we found it extremely easy to run through an entire tank of gas with nary a concern in the world. Enjoy the sights and the sounds, stop and smell the roses... then refill the tank and do it all over again.
Power from the air-cooled and fuel-injected 744 cc V-twin tops at a reported 48 horsepower at 6,800 RPM, which isn't a whole heck of a lot... but that figure doesn't tell the whole story. In reality, there's enough wild horses running deep inside the Guzzi's longitudinal crankshaft to scoot away from stoplights at a respectable clip – beating traffic off the line won't be a problem unless you're lined up against something awfully exotic or another bike. Keep the throttle pinned and the Classic will eventually do the ton, but don't expect much more than that.
We're not sure where Moto Guzzi officially sets the V7's redline (it's not marked on the tach), but it doesn't really matter. There's no good reason to rev the powerplant past 7,000 RPM as power drops off precipitously and the vibrations begin to bother. There's plenty of torque right off idle and the engine pulls smoothly from about 2,000 RPM. A deliberate press is required to move the gearbox from one cog to another, but the act of changing gears takes place with a highly reassuring click. Clutch action is commendably light and the bike starts moving just as soon as you release pressure from your left grip.
Listen carefully as the tack passes 3,000 RPM and you're in for a treat. We think this Guzzi is best enjoyed with an open-face helmet so the rider can pay attention to the thumping beat of the small-bore twin at cruising speed. Direct your ears at the spinning lump between the frame rails and you'll hear plenty of agricultural sounds ticking contentedly away, but the exhaust note is wonderful. If we were to put a V7 Classic in our own garage, the baffles inside the twin chrome megaphones might just meet their demise via the blunt business end of our favorite ball peen. Sure, we'd prefer it if all that beautiful Italian music translated into additional forward progress, but that's not what this bike is all about. Oh, and in case you're wondering, there's just enough ponies to bring the front wheel up... not that we really recommend it.
Compared to the reborn Triumph Bonneville – the Classic's most natural competitor – the Guzzi is down on power and costs a few hundred bucks extra. On the other hand, the V7 is also lighter than its British foe, has loads of style and you're not likely to see another one every time you go for a ride. We also got plenty of thumbs-up while thumping our way through the busy urban streets in Phoenix, Arizona. And that's got to be worth something, right?
With the V7 Classic, Moto Guzzi may have created the most Italian UJM ever. A contradiction in terms? Yep, but that's how we see it. Power? Enough. Handling? Competent. Comfortable? Without question. Attractive? Well, beauty is in the eye of the beholder and all that, but yes, the V7 Classic is a looker. Added to all that is the Guzzi's commendable fuel economy, returning nearly 50 MPG during our tests. All in all, this Italian Goose is a modern take on a proven concept and made for relaxing. No surprise... we knew that the first time we laid eyes on it.
Epic custom Chevy SSR thinks it's a Porsche GT3
Chevrolet SSR with a Porsche complex – Click above for image gallery
If you like Porsche sportscars, may we suggest that you avert your eyes. Ironically, we'd still recommend the same if you aren't a fan of Stuttgart's Cayenne. Because if you thought that Porsche having an SUV was tough to swallow, that ain't nothin' compared to what's been done to this Chevrolet SSR.
Outfitted with the wheels, brakes and what appears to be a number of interior pieces from the Porsche 911 GT3, this particular SSR seems to be suffering from something of an identity crisis. (We dare not ask what the donor Porsche came away looking like). But that's not all: the owner appears to have made some unique modifications to the body as well, including a whale's mouth (ostensibly in, um... "tribute" to the GT3's whale tail spoiler, which rather surprisingly has not been fitted to the Chevy's bed cover) and rather small (presumably high-intensity discharge) headlamps.
If you're wondering when you might happen upon the unique creature, this mod job is far away from U.S. roads in Rügland, Germany, and comes to us via the magic of the internet. You're welcome. However, it can actually be yours for one easy payment of $105,000. No, we're not kidding. But if you're actually contemplating dropping that much cash on something like this, perhaps you might consider letting us steer you towards greener pastures, like, perhaps a genuine Porsche?
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