Narrow California 1, the Pacific Coast Highway, clings to ramparts of the Santa Lucia Range along the Big Sur Coast high above the Pacific Ocean. The breathtaking route, chiseled into steep slopes dotted by towering green redwoods with a white mist hovering above the expanse of Pacific blue currents, extends for a hundred miles from Carmel-By-The-Sea at the northern tip to Cambria at the southern tail.
FAST FACTS
1. Toyota offers an optional V6 for all Camry LE, SE and XLE trim levels.
2. The 3.5L V6 makes 268-hp, with fuel economy rated at 19/28 mpg (city/hwy).
3. SE models come with an aero kit, 17-inch wheels and a sport-tuned suspension.
4. All 2010 Camry models feature a slight redesign with a new front grille, larger front air intake and new headlights.
5. V6-equipped models start at $25,315, with the SE V6 priced from $29,770.
Spectacular vistas of mountains and sea along the convoluted coast lure a multitude of tourists each summer and the route often clots with sightseeing vehicles which reduce the flow of traffic to a snail's pace.
However, on one morning so early that most Big Sur travelers are still snoozing, we find a clear lane down the Pacific Coast Highway while steering the latest edition of best-seller Camry, the Kentucky-built mid-size sedan from Toyota.
A SPORT CAMRY ON THE OPEN ROAD
Our shapely Camry SE (’09 mode shown), containing a new 3.5-liter V6 engine and more sophisticated equipment for safety, navigation and comfort than you can quickly enumerate, takes over the winding road, dominating the asphalt with rock-solid stability expressed through precisely carved turns and spurts of speed down the infrequent straightaways.
Not only does the car propel its riders in a confidence-inspiring manner, but it envelops them in an elegantly stylish package that contains a host of safety gear and luxurious cabin features to position the car close to the realm of Lexus, Toyota's elite upscale line.
The Camry’s exterior package is sleek and shapely, yet it reflects subtle lines and subdued paint shades in the manner of an upscale vehicle. With a dominant face and broader grille there’s also a larger lower intake valence for 2010 to further increase the car’s aggressive stance – something past generations of Camrys most certainly never had.
The headlights are new as well and the taillights have a slight redesign for this mid-cycle refresh.
LEXUS DNA IN THE CAMRY
The Camry's ride quality has traits of a luxury vehicle. A four-wheel independent suspension with MacPherson struts up front and dual link aft seems firm yet forgiving even on irregular pavement like the bumpy blacktop we encounter on the PCH winding down the coast toward Cambria.
And Toyota has tapped into the Lexus bag of NVH (noise, vibration, harshness) tricks to insulate and isolate the passenger compartment of the Camry from external discord and mechanical chatter.
Elaborate safety systems, either passive or active, appear as standard equipment with this car. The cabin is surrounded by hidden air bags; up-front inflators for front seats plus seat-mounted side air bags and one more to shield the driver's knee, then curtain-style air bags tucked above side windows front and back.
On tap to help stop the vehicle are four disc brakes tied to the anti-lock brake system (ABS) with electronic brake-force distribution (EBD). Additional electronic vehicle controls include vehicle stability control (VSC), which corrects lateral skidding, plus traction control (TRAC) to check wheel spin and a brake assist (BA) system to add maximum braking pressure during an emergency stop.
V6 POWER IS TOP-OF-THE-LINE
Much as before, the Camry is offered in five trim levels including: Camry, LE, SE, XLE and Hybrid. The Camry Hybrid features a 2.4-liter, 4-cylinder engine and Hybrid Synergy Drive system to make187-hp.
The standard powertrain for the Camry is a new 2.5-liter in-line-four engine that produces 169-hp at 6000 rpm, plus 167 ft-lbs of torque at 4100 rpm. It also gets a six-speed automatic transmission for maximum fuel economy. In keeping with the SE’s sporty nature, it gets a more potent version of the same engine with 179-hp and 171 ft-lbs of torque.
A 3.5-liter V6; Toyota's 2GR-FE engine, becomes the optional power upgrade for Camry's top three tiers; LE V6, SE V6 and XLE V6. It romps with 268-hp at 6200 rpm and the torque pushing to 248 ft-lbs at 4700 rpm. All V6 models come with a six-speed automatic with intelligent shift control and sequential shifting, helping to deliver a reasonable 19/28 mpg (city/highway) rating.
The Camry SE V6 stocks plenty of gear; from power controls for windows, door locks and mirrors, to cruise control, a tilting leather wrapped steering wheel with audio controls, unique sport fabric seats and front/rear cupholders with a center armrest.
The sporty Camry SE has the chassis dropped with taut suspension tuning and a body kit with front and rear spoilers and rocker panel moldings plus 17-inch aluminum wheels and 215/55/17 tires to help give it that more dynamic driving experience you might want for a drive on PCH.
Unfortunately, the Camry is more luxury than sport, even in its sportiest SE trim, with a cushy ride and overly relaxed steering.
Pricing for the SE model starts at $24,405 for the 4-cylinder, and rises to a more significant $29,770 for the V6.
THE VERDICT
Since its first appearance in 1983, each successor in the Camry line has enjoyed significant improvements in the four critical areas of comfort, safety, fuel economy and roominess. The 2010 Camry SE V6 offers all the benefits of a regular car, but adds a bit of a sporty flare to lessen the impact of driving a practical, family sedan. Think of it as having your cake and eating too.
Toyota announced on Thursday, October 21, that it would recall approximately 1.53 million Avalons, as well as some other models, worldwide for issues with the brake master cylinder and fuel pump wiring. This latest recall, just two months after the company brought in Corolla and Matrix cars for defective engine control modules brings the total recall number for the past year to more than 14 million vehicles.
This latest recall will primarily affect drivers in Japan and the United States. In Japan, 11 models, including the high-end Crown sedan and the Lexus IS and GS models, are involved. Approximately 600,000 vehicles are subject to the recall. In the U.S., some 740,000 cars will be affected, including the Avalon, Highlander, Lexus GS300, IS250, and IS350.
The concern with the master brake cylinder involves leakage, which triggers the brake warning light. That appears to be the primary issue in the United States. This latest revealed defect, added to the issue with the engine control modules, and the massive recall for instances of unintended acceleration only adds to Toyota's challenge of rehabilitating its image and recapturing a reputation of safety and quality.
To the end, the company has engaged in a massive advertising campaign, added a new level of mid-management, and created safety inspection teams. While many of the moves are expected to slow down the company's development cycle, the effect of the recalls has proved devastating for Toyota sales. In January 2010, in the immediate wake of the acceleration recalls, Toyota sold less than 100,000 vehicles in the United States, its lowest monthly sales total in more than a decade.
Ford
Shelby American is considering bringing back custom Mustang GTs for rental. The 1966 (left) and 2006 models are shown.
By: Greg Migliore on 6/28/2011
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Shelby American is considering resurrecting its "rent-a-racer" program that offers upgraded Mustang GTs for enthusiast-oriented consumers, AutoWeek has learned.
Likely timed to mark the storied company's 50th anniversary, the program could launch as early as next spring. The cars would be offered in two traditional configurations: black and gold and white and gold. Power would come from the naturally aspirated 5.0-liter V8, which makes 412 hp in the 2012 Mustang GT
Shelby American is considering resurrecting its "rent-a-racer" program that offers upgraded Mustang GTs for enthusiast-oriented consumers, AutoWeek has learned.
Likely timed to mark the storied company's 50th anniversary, the program could launch as early as next spring. The cars would be offered in two traditional configurations: black and gold and white and gold. Power would come from the naturally aspirated 5.0-liter V8, which makes 412 hp in the 2012 Mustang GT, and an automatic transmission.
The rental racers would continue the lineage of street-legal Shelbys available for short stints. In 1966, the company teamed with Hertz to produce 1,000 copies of the performance Mustang. Forty years later, the program came back, and the GT-H was popular with enthusiasts despite limited availability. The Shelby GT-H cars were later offered for sale.
A rendering of the potential 50th anniversary GT-H.
Shelby hasn't finalized the potential 2012 program and is gauging interest. Hertz has been Shelby's historic partner for the rent-a-racer ventures. Hertz offers the Mustang GT in premium packaging for rental as part of it "Adrenaline" collection, but the Shelby hasn't been available recently.
In addition to the eye-catching livery, Shelby also usually goosed the Mustangs with a bit of extra horsepower and body treatments. Look for similar elements if this modern program comes to fruition.
The Mitsubishi Lancer Evolution is a polarizing vehicle, which is an odd thing to say about a 4-cylinder car that will seat five people comfortably while making forward progress through all manner of terrain.
FAST FACTS
1. Designed for performance enthusiasts on a budget, the SE trim is essentially a base-model GSR, but with the MR’s dual-clutch transmission, Bilstein shocks, Eibach springs and upgraded Brembo brakes.
2. Priced at $34,550 the SE trim is roughly $2,000 more than the GSR, but $3,000 less than the MR.
3. Offered in the 2010 model year, Mitsubishi hasn’t announced the SE model for 2011 yet, but we’re crossing our fingers.
4. All EVO models come powered by a 291-hp 2.0L turbocharged 4-cylinder.
Over the course of our weeklong test, we drove the Evo around Los Angeles in traffic, on the open road in the Nevada desert, and on the track at Spring Mountain in the hopes of learning whether this hopped-up family sedan could truly be all things to all people. What we learned was this: everything good comes at a price.
SE TRIM LEVEL OFFERS BEST OF BOTH WORLDS
The Evo is available in three trim levels in the U.S. All three come with the same 291 horsepower turbocharged 2.0-liter 4-cylinder engine and AWD system. All three come with a wider body than the base lancer, and excellent Recaro front seats. The entry-level GSR provides a 5-speed manual transmission and not much else. The top-tier MR model adds the 6-speed SST Twin-Clutch transmission, bigger wheels, upgraded suspension, and boy-racer bodywork, including the trademark gigantic rear wing.
Our test car, the SE model, slots in between the two, combining the best performance bits from the MR package, including the transmission, with the GSR’s bodywork and interior plus a lower-profile “touring lip” spoiler. It truly is the best of both worlds in the Evo universe.
At first glance (and first drive), it seems that yes, the Evo just might be one of the few cars that can do it all. Five adults can fit somewhat comfortably. It’s properly quick, able to hit 60 in 4.6 seconds on the way to a 13.2 second ¼ mile at 103 mph. And its all-wheel drive system comes with different pre-programmed settings for Tarmac (pavement), Gravel, and Snow, which is great for those who live in northern climates or have rally racing aspirations.
And the twin-clutch transmission shifts quickly and smoothly, but also works well as an automatic when cruising around urban Los Angeles streets or while stuck in traffic.
DAILY DRIVING SHOWS EVO’S FLAWS
In order to fully evaluate the Evo’s potential as a daily-drivable performance car, we took a road trip 280 miles to Pahrump, Nevada, home of Spring Mountain Motorsports Ranch, a beautiful, private race track where we could run the Evo at ten-tenths in a safe environment. Almost immediately, problems arose.
First, the engine: As you’d expect, there’s plenty of turbo lag, which is fine, but when left in automatic (non-sport) mode, the ECU keeps the engine spinning quite a bit faster than we’re used to, producing an awful droning sound throughout the cabin. Worse, when stopped and idling, there’s a clearly audible “flutter” sound transmitted directly into the driver’s ear canal, which sounds like someone’s grinding a stiletto heel into a canary. Why the engine has to idle at 1500 rpm, we’ll never know. It’s not a very good sounding engine, this, until you reach about 5000 rpm and are rewarded with a turbo “whoosh” that lasts until the 7000 rpm redline.
A base Evo SE costs $34,550 with no additional options (our test car was so equipped). It’s clear to us that about $33,000 was spent on the drivetrain, with the remaining $1,550 invested in body and interior. The dash, while simple and straightforward, must have been styled by the same people who designed the back of my Mitsubishi television. It even looks like they used the same materials.
CHEAP INTERIOR, BRUTAL FUEL ECONOMY
With the exception of the steering wheel, shifter, and Recaro seats, everything else in the interior is ‘80s GM-grade awful. The radio is basic, doesn’t sound very good, and resets to FM mode even if left in Auxiliary mode at shutoff. That Auxiliary mode requires an RCA cable, not even a USB or headphone jack. What is this, 1987? Everything else is as analog as can be. The center tunnel surrounding the shifter and parking brake is so cheap that simply by pushing on it, it's possible to shift the entire tunnel about an inch to the right.
And then there’s the fuel economy: it sucks. You’d think that with a 2.0-liter engine, 25-30 mpg would be a no-brainer on an open freeway. Wrong. At a steady cruising speed of 80 mph on the way to Pahrump, in automatic mode, we averaged 15 mpg. Mitsubishi quotes the fuel capacity for the Evo at 14.5 gallons, which means if we ran the tank completely dry, we would have made it 217 miles.
Starting from full, we drove 130 miles before the fuel gauge started flashing “low” at us. Either the gauge is particularly conservative, or the tank is more like 12 gallons. Either way, when driving at a more brisk pace in the canyons or on the track, a full tank will only last about 80 miles.
The 280 mile drive from Los Angeles to Pahrump required two fuel stops. Furthermore, although the Evo has plenty of seating space for five, the trunk has barely enough luggage space for overnight bags for two. With our two backpacks and helmets, the trunk was completely full.
On a more positive note, the Evo’s excellent seats are not only supportive, but quite comfortable for a road trip. The adjustable Bilstein struts and Eibach springs, standard with the SE, are tuned for sporty driving but aren’t overly harsh except on the worst roads, and inspire confidence when taking freeway exit ramps at ridiculously high speed. The huge Brembo brakes scrub off speed as well as many exotics, great for sport driving as well as safety.
OK, so the Evo isn’t exactly ideal for a road trip, but what about its performance on the track?
A TRACK MASTER IF EVER THERE WAS ONE
The second we pulled out of pit exit onto Spring Mountain’s 3.4 mile, 24 turn road course, everything we didn’t like about the Evo was forgotten. On the track, the Evo is a rock star. It remains perfectly composed through every corner. Under hard braking and turn-in, the Evo is happy to rotate its back end into the apex, and mashing the gas early allows its AWD system to sort out where the power goes, enabling wonderful four-wheel drifts to turn exit.
Keeping the turbo spooled up is easy with the SST Transmission’s paddles, and there’s just the right amount of power to get you from corner to corner quickly. High-speed bends can be taken flat-out while the car puts up zero fuss, and last-minute braking becomes the norm after three or four laps. It’s a rare thing that a street car comes with more braking power than it needs, especially at this price point, and it took a full ten laps around Spring Mountain (that’s 35 miles of serious driving) to notice any fading at all.
As a testament to how easy it is to drive fast and keep the car facing forward on pavement, we will say this: This author has never, ever, in my whole history of driving cars on race tracks, spent so much time at full throttle or under full threshold braking.
Considering how easy it is to extract even more performance from the Evo using simple bolt-on parts and software, we’d have to say that the Evo is the perfect ‘beginner’ track car in stock form. As the driver’s skills improve, he could upgrade the car to suit his needs. Plus, on the track, things like interior build quality, styling, trunk space, and fuel range mean absolutely nothing.
We walked away from our track session sweating, smiling, and amazed at just how good the Evo is when pushed to its limits, and how high those limits actually are.
THE VERDICT
So, is the Evo perfect, as so many teenagers would have you believe? No, certainly not.
It’s track prowess and canyon carving ability, unfortunately, are overshadowed by dismal interior quality, poor fuel economy and range, and questionable styling. However, if we someday find ourselves with a spare $20,000 to spend on a private track membership at Spring Mountain, we’d sell our own souls to the Devil to put one in our trackside garage.
Days where you’d get a half-dozen kids, along with mom, dad and grandma, into a huge American station wagon are long gone. Replaced first by the ‘80s minivan, the ‘90s SUV and the ‘00s crossovers, big wagons fell out of favor and haven’t recovered. And not because they’ve lost any utility in the meantime. No, a station wagon is one of the most efficient forms of transport, with 80 percent of a minivan’s capability without the stigma. Or less of a stigma, anyway.
FAST FACTS
1. The E-Class wagon is offered exclusively with a 268-hp 3.5L V6 with MB’s 4MATIC AWD system.
2. A rear-facing third row allows seating for seven, if the last two are kids.
3. Pricing for the E-350 4MATIC Wagon starts at $56,200.
Despite its recent focus on SUVs and crossovers, Mercedes-Benz has always had at least one wagon in its North American portfolio over the years. Even models from 30 years ago are incredibly popular, with fastidious owners who spend whatever’s needed to keep them on the road. The company is hoping that its latest-generation of big wagon will be as popular in 2041.
The current E-Class already offers a wide range of body styles – sedan, coupe, convertible – and powertrains – V6, V8, turbo-diesel – but why not add another to the mix?
Mercedes-Benz gave the Wagon some good bones to build on. The latest E-Class is easily the class-leader in the segment, with the right mix of technology, response and solidity that were the company’s hallmarks for so many years. From the B-pillar forward, the Wagon is completely identical to the sedan. Same great athletic looks, same mechanicals underneath.
EXPANSIVE CARGO AREA, SEATING FOR SEVEN
It’s at the back where the important changes have been made. First, the body itself is an inch longer than the sedan, with a relatively upright rear hatch. The resulting cargo area holds 20.5 cu. ft., and a huge 68.9 cu. ft. with the rear seats folded flat. Mercedes-Benz made sure to include all manner of tie-downs, rails and nets to keep your belongings from flying around.
What’s even more impressive is that should you need to haul seven people in style, as long as two of your passengers are children, you can flip up a rear-facing third row, which otherwise hides in the floor. It’s not the most spacious seating, but will do in a pinch. Just a few whiffs of Vista Cruiser, but without the sticky vinyl seats and wallowy ride.
PURE LUXURY, BUT TECHNOLOGY NEEDS WORK
In fact, the ‘Benz is far removed from those ‘70s wagons. The cabin is luxurious, well built and modern. Everything not covered in leather, wood or aluminum is squishy to the touch.
Like most modern Mercedes, the all-black center stack does make it difficult to differentiate one control from another. Serious seat time is required to memorize where everything is. Plus, the standard dial-operated Command system still needs some tweaking to equal those from Audi and BMW since it isn’t as intuitive to use.
The seats deserve some notice here for being comfortable and supportive. Even more so if a customer opts for the dynamic driver seat. Not only does it inflate the side-bolsters to keep you upright when driving spiritedly, but it also massages your sore back on command.
Other niceties include a six-disc CD/DVD changer, dual-zone climate control and a rear-view camera, while a full-length moon-roof, leather seats, harmon-kardon audio system, Bluetooth, hard-drive based navigation system and a rear-seat entertainment system with two screens embedded in the front headrests are all optional.
ONLY ONE MODEL AVAILABLE
The five-door wagon is big and solid, but only comes in one flavor in North America. Translating E350 4MATIC Wagon into English gives us an all-wheel-drive E-Class wagon powered by a 3.5-liter V6. In this case, it produces 268-hp and 258 lb-ft of torque, uses a seven-speed automatic transmission, and puts power to all four wheels through MB’s permanent all-wheel-drive system. The 0-60 mph test passes in seven seconds flat, and the car returns a middling16-mpg in the city and 23-mpg on the highway.
We should note that Mercedes is soon likely to offer the car with a more potent, direct-injection version of the same engine, which should deliver just north of 300-hp and get just as, if not better, fuel economy.
One popular option carried through from the C-Class sedan is the option of starting either with a traditional luxury-oriented body and interior, or opting for a no-charge Sport package, which toughens up the body, uses different 17-inch wheels, and does away with most of the interior’s wood trim.
Unlike older ‘Benzes, the current E is a wonderful and rewarding car to drive, even in the most basic, pedestrian specs. You’ll have more fun than in any of the company’s similarly sized sport-utes or crossovers.
THE VERDICT
While the E350 Wagon starts at $56,200, don’t expect many to leave the dealership at that level. Like all Mercedes-Benz products, the list of optional convenience and luxury packages is long and pricey. All in, you’d be looking at $17,440 worth of extras, and wouldn’t get much change from $75k. But, most will be equipped somewhere between the two, which should strike a nice balance.
Don’t expect to spot many E350 Wagons in the wild, though. The allure of ‘command seating’ and the illusion of all-condition security means the aging ML SUV will likely sell ten times as many. It also doesn’t hurt that the ML is $10,000 lower to start. But for those ‘in the know’, they’ll find much more satisfaction and value in their more modest-looking five-door.
