Toyota Inova

The Toyota Innova is a large MPV. It was first introduced by Toyota in 2003 in Indonesia. It is now also sold in other Asian countries like Malaysia, Philippines, and India.


           The Innova has a sporty design, along with cutting edge aerodynamics, 3 dimensional front, and panoramic windows. The Innova has a greater height and road clearance compared to other MPVs, which makes it able to drive over rough roads. The three-dimensional front grille not only provides an efficient air flow to the rear, but also adds to the impressive look.


           The interior of this car is equipped with surrounding adjustable passenger and driver seats. It has a good looking instrument panel, along with AC vents in all three passenger rows. There are bottle holders provided for every passenger. The Innova can easily seat up to eight people.


           The MPV is available in both petrol and diesel versions. There are a total of 5 versions in seven colors. The petrol Innova features a 2.0 Litre, 1988cc VVT-i (Variable Valve Timing - intelligence) engine that generates 100kW @ 5600 rpm of power, and a torque of 182Nm @ 4000rpm. The diesel Toyota Innova comes with a common rail diesel engine (CRDI) for decent performance and high fuel efficiency. This 2.5 liter engine is tuned for Asian conditions. It generates 75kW @ 3600 rpm of power, and 200 Nm@ 1400-3400 rpm torque.


           Safety features in the Innova include load sensing promotion valve (LSPV), SRS air bags (driver and passenger side), and a Theft Deterrent System which immobilizes the vehicle.

Toyota ratchets up the room with 2012 Prius v

As the world's first mass-produced gasoline-electric car, the Toyota Prius has become the iPod of hybrids. More than 2 million of these automotive icons have been sold since the Prius was introduced in 1997, with mostly minor changes to its aerodynamic profile.
But that's about to change with the 2012 Prius v — a larger version that looks as if growth hormones were slipped into the tank. Due in showrooms in October, the v — for "versatility" — lengthens the rear cargo hold on the regular Prius and ratchets up the hatch, opening up far more space in the back 40 without sacrificing too many miles per gallon. The Environmental Protection Agency estimates a combined fuel economy rating of 42 mpg. In my real-world test of the car, I averaged 41.3.
That runs right over the competition for a comparably sized four-door five-seater, especially when factoring in the v's expected $26,000 price tag. Traditional hybrids still offer an upfront price advantage over plug-in hybrids and pure electrics. The electric Chevrolet Volt, for example, costs $33,500 even after applying the $7,500 federal tax credit.
Also
 Photos: 2012 Toyota Prius v
 Carmakers' rebound is driving jobs in U.S.
 Toyota unveils redesigned, lower-priced 2012 Camry
 Photo: Toyota ratchets up interior room with the 2012 Prius v
2012 Toyota Prius v at a glance
And the Prius offers yet another draw: an evolved and proven drivetrain.
The Prius v is powered with the same Hybrid Synergy Drive as the third-generation Prius introduced last year. Its 1.8-liter gasoline engine works in combination with a pair of high-output electric motors and nickel-metal hydride batteries to make 134 net horsepower. Like the regular Prius, the Prius v can be driven in gas, electric or a combined gas-electric mode, as determined by an onboard computer programmed to maximize efficiency. The interplay between the engine and motor is, for the most part, unnoticeable.
What's new with the Prius v is that drivers can select between different drive modes by pressing buttons situated in the center console, within easy reach of idle fingers. There is no gear shift. The Prius v uses a continuously variable transmission. "Eco" is for fuel economy. "EV" prompts the car to run on battery power alone. "Power" increases throttle response. Without pressing the buttons, the car defaults to "normal."
Driving in Eco mode might be good for the planet but at times it makes the car feel underpowered. The Prius v strains to propel its 3,274 pounds forward. There was such a lag between pressing the accelerator and actually gaining speed from a dead stop that it felt a bit like driving a locomotive.
Cruising in EV mode is a short-lived experience. The vehicle is responsive, but it can only operate this way for less than a mile. That's by design. No matter what mode you choose, the Prius v often defaults to battery power for short periods to increase efficiency. So a separate button doesn't make a whole lot of sense.
Power mode was by far the most responsive and satisfying, though drivers will pay the price at the pump. Driving on the highway, I glanced at the dashboard and saw my fuel economy sink ever so slightly from 42 mpg to about 40. So I restricted my use of Power to city traffic, when I'd get the most fun out of it.
Like most alternative drivetrain cars, the Prius is equipped with a coaching mechanism to help the lead-footed cultivate a lighter touch. A simple, easy-to-read graphic lets drivers see when they're pigging out on fuel or are giving power back to the battery when slowing or braking.
Oddly, this information is displayed in a wide screen at the top of the center stack, which rises like a hooded cobra from the broad, black-plastic dash. There aren't any gauges directly in front of the driver, which helps explain why the graphics are so large: They're farther away from the driver than normal.
I was driving the Prius v Three — a mid-level trim with 16-inch wheels that, considering the car's size, didn't seem undersized or to compromise handling that was, for its dimensions, nimble. There is also a base-model Two and top-of-the-line Five, the latter of which is available with advanced technologies including a hard-drive navigation system, a panoramic moon roof and emergency assistance.
The Three comes with enhanced audio and a 6.1-inch touch screen for navigation, as well as a backup camera display that, unfortunately, does not negate the annoying, delivery-truck-style beeping that kicks in when the car is placed in reverse.
Otherwise, the technology is user-friendly. Ripping a page from Ford's technology playbook, the Prius v marks the debut of a new technology called Entune. Similar to MyFord Touch, Entune enables hands-free phone calling, iTunes tagging, Bluetooth music streaming and Pandora Internet radio listening. It also comes equipped with apps for Bing, OpenTable and Movietickets.com as well as a text-to-voice system that can read cellphone text messages.
But what's most notable about this car is the amount of interior space it offers in a vehicle that's so fuel efficient. The Prius v's driver visibility, passenger legroom and cargo capacity are value-added improvements over the regular Prius. Although the Prius v is roughly the same height as the regular Prius up to the car's midsection, the front seats are slightly taller, making it feel more like an SUV from the cockpit. And, although it has grown only six inches in length, the back hatch has been lifted, providing far more vertical and horizontal space.
Collapsing the 60/40 rear seat opens up 97.2 cubic feet of room — enough for a lifetime supply of Boogie Boards. The front passenger seat also folds flat, creating an even longer space along one side for surfboards, or, perhaps, even a kayak. There are, however, slight gaps between the collapsed seats and the cargo floor. It isn't a seamless, smooth floor from back to front.
Still, in my time with the car, this large-format Prius inspired more than a few approving looks from middle-aged drivers piloting Volvo wagons and other European imports. "Finally," their eye contact seemed to say, "a car that will let me carry my titanium mountain bike without the Hummer footprint. Hmm."
That holy-grail combo is clearly in demand.
Earlier this week, Toyota announced a collaboration with Ford that will expand its hybridization to even larger vehicles, including sport-utility vehicles and light trucks. The two major auto companies are joining forces to develop a new advanced, rear-wheel-drive hybrid powertrain more quickly and affordably than either manufacturer could accomplish on its own, Toyota said in a statement.
Until then, the Toyota Prius v will more than suffice.

Beat EV record on Nurburgring

As if being the world’s greenest brand weren’t enough, Toyota is now pushing the zero-emissions envelope even further, trying to best the current EV lap record at Germany’s 12.9-mile Nürburgring race course.

The 100 percent electric vehicle expected to break the record was built by Toyota Motorsport GmbH (TMG), a German-based division of Toyota that has been involved in rally and Formula 1 racing over the years. The two-seater’s high-performance powertrain employs two electric motors, generating as much as 280kW of power.

TMG is hopeful that its EV, with a maximum speed of 162 miles per hour and weighing in at 2,138 lbs., will break the lap record for an electric vehicle. The current record stands at 9 minutes 1.338 seconds, set earlier this year by the Peugeot EX1. The race is set for August 29.

“We are extremely confident we can break the record by some distance, which is an indication of how EV performance is continuously improving,” Rob Leupen, TMG’s Director of Business Operations, said in a statement.

To the prospective EV consumer, tales of EVs’ increased racing performance may not mean much. But TMG said it plans to begin selling its electric powertrain commercially by next year. So with what could be the next generation of EV motors on display, for EV enthusiasts of all stripes, next Monday’s race may be one to watch.

Toyota Supra

The Toyota Supra is a sports car/grand tourer that was produced by Toyota Motor Company from 1979 to 2002. The styling of the Toyota Supra was derived from the Toyota Celica, but it was both longer and wider. Starting in mid-1986, the Supra (in its third generation, Mark III) became its own model and was no longer based on the Celica. In turn, Toyota also stopped using the prefix Celica and began just calling the car Supra.Due to the similarity and past of the Celica's name, it is frequently mistaken for the Toyota Supra, and vice versa.

The Supra also traces much of its roots back to the Toyota 2000GT with the main instance being its engine. The first three generations were offered with a direct descendant to theToyota Crown's and 2000GT's M engine. All four generations of Supra produced have aninline 6-cylinder engine. Interior aspects were also similar, as was the chassis code "A".

Along with this name and car Toyota also included its own logo for the Supra. It is derived from the original Celica logo, being blue instead of orange. This logo was used until January 1986, when the Mark III Supra was introduced. The new logo was similar in size, with orange writing on a red background, but without the dragon design. That logo, in turn, was on Supras until 1991 when Toyota switched to its current oval company logo. (the dragon logo was a Celica logo regardless of what color it was. It appeared on the first two generations of the Supra because they were officially Toyota Celicas. The dragon logo was used for the Celica line until it too was discontinued.)

In 1998, Toyota ceased sales of the Supra in the United States and in 2002 Toyota officially stopped production of the Supra in Japan.

As an iconic sports car, the Supra has appeared in numerous video games, movies, music videos and TV shows. Some of the most notable appearances include the Gran Turismo,Forza Motorsport, Need for Speed, and Midnight Club series of video games and the 2001 film, The Fast and the Furious.

Toyota Crown History in Malaysia

The Crown was first assembled here in the early 1980s with a 2.8-litre petrol engine. Interestingly, it had a chassis frame construction like a pick-up. The price then was in the low RM30,000s. Two generations were assembled locally and in the mid-1980s, there was also a 2.2-litre diesel version which cost RM35,000 and the 2.8 petrol Super Saloon was RM47,000. I remember testing both and they had conveniences like power windows and central locking and the door locks also had auto-locks which were triggered by a metal ball bearing moving backwards. Assembly stopped after the mid-1980s as the yen shot up and large Japanese models were no longer cheap and people preferred to buy European models instead. Also, after Proton came out, the market went through 'restructuring' and companies dropped many models which would not sell in sufficiently large numbers. Later on, in the 1990s, UMWT imported Crowns mostly for its top management and they cost quite a lot but were never in the showrooms for public sale. Toyota never really pushed the Crown hard even though it was the flagship before Lexus came out. The Japanese recognised that while it was a big Japanese limousine and respected in their own market, outside Japan it was considered poorly against European limousines and in Australia, there was a time when some magazines even made fun of its name saying it was a 'Toyota Clown' and that its acceleration was so poor that you could even use the clock on the dashboard to time it! The Toyota Crown in Malaysia had a competitor in the Datsun 280C which Tan Chong also assembled in the early 1980s. This was also a large limousine and in the same price range and also had a diesel version (220C). I remember one of the 'exciting' features in the 280C was its overhead audio console which was actually an accessory supplied by National or one of those companies. It was attached to the ceiling and had a cassette player at one end and the switches were on the panel so you reached up to operate it... just like an aeroplane! Tan Chong also dropped the 280C by the second half of the 1980s. Its domestic name was Cedric, which was certainly not going to be good for markets outside Japan (just as Fairlady was not used for export versions of the 240Z). You may wonder where all those Crowns went. Well, in the late 1990s, a used car dealer in PJ Section 8 discovered that because of the chassis-frame construction of the Crown, it was a very tough car and East Malaysians liked it. So he began to buy up as many used ones as he could find in Peninsula Malaysia and did them up and then shipped them to East Malaysia and sold them for a nice profit. His buying efforts puzzled many people who wondered why someone was buying so many Crowns but before values could go up, almost all had been bought up by the guy. As for your observation about the taxis in Singapore, the Crown they have used for decades is actually a special taxi model made by Toyota which I remember was called the Crown Crew Cab. Its design didn't change for a long time and its main selling point was reliability and low operating costs. Because of its reputation, it was the choice of taxi companies down there and I think they still like it but maybe because of competition, there are attractive offers from other companies these days. I know that there are now Skoda and Sonata taxis there but a car company guy I spoke to (and he is not associated with Toyota at all) remarked that those who bought other models will probably go back to the Toyota later on because it's so well proven and very economical to run.

Toyota Camry

As previous shots have indicated, the new 2007 Camry has been due on our local shores for quite some time now, and today UMW Toyota Motor Sdn Bhd has finally launched it, the 4th generation Toyota Camry. And this time, unlike its previous 3 incarnations, it is a fully imported CBU model from Thailand. Toyota has decided to take advantage of AFTA rates and import Camrys from Thailand instead of assembling them here, as part of its production rationalisation plan for the ASEAN market.

Weve actually had a hint that the new Camry will be a CBU, previously spyshots have been available of the new Camry in port holding areas.

The new Toyota Camry is available in three versions a the low end Toyota Camry 2.0E priced at RM139,066, the Toyota Camry 2.0G at RM149,053 and the high end 2.4V going for RM168,303. This is a slight increase over the current prices where the 2.0E, and the 2.4V goes for RM134,700, and RM161,300 respectively. The 2.0G is a new addition to the Camry range, a higher spec version compared to the Camry 2.0E.

As for the 2.4 liter model, power is now 165 horsepower at 6,000rpm, up from the previous ranges 150 horsepower at 5,600rpm. Torque is up from 218Nm between 3,800rpm to 4,200rpm - its now 224Nm at 4,000rpm. The 2.4 liter model has a new gearbox, instead of the previous 4-speed Super-ECT, the new 2.4 liter Camry gets a 5-speed automatic gearbox with Sequential Shift. 2 of the gears are overdrive gears, for better during highway cruising.

Toyota‘s FT-86 II Concept finally made its Japanese debut at the Fuji 86 Style event

At a day dedicated to honoring the infamous Hachiroku in Japan, old generation AE86s stood by as Toyota‘s FT-86 II Concept finally made its Japanese debut at the Fuji 86 Style event. The Drift King, Keiichi Tsuchiya, was on hand to give his take on Toyota’s second FT-86 concept car as well as sharing his past experiences racing his AE86. But clearly the FT-86 II Concept was the star of the day, with Fuji Speedway Square Plaza completely filled with enthusiasts waiting to finally see the car in person many months after it first debuted at the Geneva Auto Show.

While Toyota has officially released few details, what they have said is that the car will be powered by a Subaru boxer engine, paired with a Toyota direct-injection system and either a six-speed manual or automatic transmission. A limited slip differential will be standard. (For a more extensive list of what will be included in the production model).

Set to debut at the Toyota Auto Show in December, it will be rebadged as the Scion FR-S for North America where it will bow at the New York Auto Show the following April.

Microsoft allies Ford and Toyota to collaborate on technology standards

A new partnership announced between Ford and Toyota this morning is attracting lots of attention, primarily focused on the companies’ plans to collaborate on a new hybrid-electric system for light trucks and SUVs. But also notable is the news that they plan to “collaborate on development of next-generation standards for in-car telematics and Internet-based services.”

That’s a reference to the information, communication and entertainment services that are becoming common in new cars — better known as infotainment systems.

Both companies are partners of Microsoft. The Redmond company provides the underlying technology for Ford’s Sync system and announced plans in April to collaborate with Toyota on new technology for its cars, based on Microsoft’s Windows Azure cloud computing platform.

In their news release, Ford and Toyota say they will “collaborate on standards and technologies needed to enable a safer, more secure and more convenient in-car experience for next-generation telematics systems.” They note that the collaboration “relates only to standards and technologies, and each company will continue to separately develop their own in-vehicle products and features.”

Still, the effort to develop common standards could be a boost to Microsoft, possibly making it easier to translate some of the fundamental work it’s doing on its automotive platform to the projects it’s pursuing with both companies.

Malaysia Toyota Price List 2011

MODEL                                                                                PRICE (RM)                      

Toyota Vios 1.5E                                                                   80,319.00

Toyota Vios 1.5J (A)                                                              74,883.00

Toyota Vios 1.5J (M)                                                             70,783.00

Toyota Yaris 1.5S                                                                107,591.00

Toyota Hilux 3.0G Double Cab 4×4 (A)                             106,000.00

Toyota Hilux 2.5 Single Cab 4×4 (M)                                  73,256.00

Toyota Hilux Double Cab STD 4×4 (M)                               82,251.00

Toyota Hilux Double Cab 2.5 4×4 (M)                                 90,035.00

Toyota Hilux Double Cab 2.5 4×4 (A)                                  95,035.00

Toyota Avanza 1.3E (M)                                                        62,000.00

Toyota Avanza 1.5S (A)                                                        77,100.00

Toyota Avanza 1.5G (A)                                                       74,300.00

Toyota Avanza 1.5E (A)                                                        69,900.00

Toyota Avanza 1.3E (M) (Non Metalic)                               61,270.00

Toyota Avanza 1.5S (A) (Non Metalic)                                76,760.00

Toyota Avanza 1.5G (A) (Non Metalic)                               74,286.00

Toyota Avanza 1.5E (A) (Non Metalic)                                69,286.00

* Please approach dealer for actual price.

Car thefts down in 2010 nationally, across Savannah

Bucking national trends, Savannah’s car thieves prefer later-model vehicles with the keys already in them.
Rounding out the city’s list of the most stolen cars in 2010 are the 2011 Toyota Tundra, the 2003 Chevrolet Silverado and the 2007 Ford Taurus, according to Savannah-Chatham police.
On the national level, Asian automakers held the top three spots, with models from the early to mid 1990s appearing most often, but this year the remainder of the top 10 consisted mostly of American brands, which is unusual, said Frank Scafidi, a spokesman for the National Insurance Crime Bureau.
He couldn’t say why exactly thieves shifted to domestic producers this year, but Honda and Toyota typically own the list because they own the streets, he explained.
“There’s just so many of them out there,” he said, adding the top 10 changes by location, depending on the tastes of the car owners and criminals who live there.
Thieves typically go for earlier models because they assume older cars won’t come equipped with security, but the majority of thefts in Savannah result from people leaving their keys somewhere in the automobile, said Julian Miller, metro police spokesman. Savannah’s car thieves are an opportunistic bunch, seizing vehicles when the keys are visible or after discovering a spare set during a break-in, he added.
“These guys aren’t stripping Maseratis and selling the parts overseas,” he said. “You see a car with keys in it, and you’ve got a car.”
William Hopkins III of Ardsley Park recently fell victim to exactly this when someone made off with his truck in the night. He said he accidentally left the vehicle unlocked with a set of keys resting in the console.
“The whole thing’s my fault,” he said. “I have no one to blame but myself.”
Nationally, car thefts dropped off sharply in 2010, and the same held true for Savannah, though the reason may differ, Miller said.
The National Insurance Crime Bureau credits improved technology from manufacturers, but Miller attributes the decline from 1,135 to 624 largely to Police Chief Willie Lovett’s decision to transfer greater control to precinct captains who know their area more intimately.
“His concept was you can’t have a cookie-cutter approach to crime,” he said. “You have specific issues in specific areas and they need specific tactics to address them.”
With 394 auto thefts so far this year, 2011 has largely mirrored the success of 2010, when the city posted 358 at this point.
The city’s central precinct, which runs from just west of Abercorn Extension at West 59th Street eastward to the Victory Manor neighborhood, has experienced the most auto thefts annually for many years running.
The islands precinct, which includes many east Savannah neighborhoods in addition to Wilmington Island, finished second twice in the past three years.
Miller said the problem is simple: Although the central and island precincts contain pockets of affluence, they’re also home to some of the most economically depressed areas in Savannah.
The Edgemore-Sackville neighborhood had to fight hard for the gains it made around the time in 2010 when auto theft rates improved, said Joan Williams, a former president of the neighborhood association who stepped down in 2010 after serving for nine years

kereta toyota: Toyota AE86 History

kereta toyota: Toyota AE86 History: AE86 History The history of the AE86 dates back to 1983 when it was released on the Japanese Domestic Market. Although new sales weren't am...

Toyota AE86 History

AE86 History

The history of the AE86 dates back to 1983 when it was released on the Japanese Domestic Market. Although new sales weren't amazing, the AE86 has developed a huge international following both in the street and racing scenes. In this section I will show the variations of the AE86, expain it's history and why it is still a popular car toady.

AE86 Versions

The AE86 was first produced in 1983 in Japan and this continued until half way through 1987. During this time there were two distinct versions produced, the zenki and the kouki. These two versions can be distinguished by their front indicators and their rear lights. The zenki has small front mounted indicators and rear lights with the word 'SPRINTER' across the top of the right light. The kouki has larger corner mounted front indicators and rear lights with either a red band across the top or a black band with a white stripe.
The AE86 was available in two body types, these were the coupe and the hatchback. The hatchback is the frame most enthusiasts think of when discussing the AE86.

To further broaden the purchasers choice when buying an AE86 there were two more variations on the AE86. These were the Sprinter Trueno and the Corolla Levin. These are still available today from Toyota as they have carried through the range up to present day in the form of the AE111. The key differences in the Trueno and Levin are in their light assembly. The Trueno was given pop-up head lights unique to the AE86 and the Levin was given fixed head lights very similar to those of the rest of the Corolla range of that era. Because of this set up the Levin had a larger grill between the lights than the Trueno, in later years the Trueno grill was phased out completely and the bonnet was simply extended between the lights.

The 4A-GE

In 1984 the 4A-GE was introduced as the replacement for Toyotas respected 2T-G engine. The 2T-G had a reputation as being a strong reliable engine and many people were initially scared of the fragile appearance of the 4A-GE. With 4 valves per cylinder, Toyota had to be careful with their construction methods as this new configuration did not allow for a design as visually robust as the 2T-G. This is because the head had to make way for 2 extra valves per cylinder and the engine as a whole needed to allow for high revolutions. Toyota improved its metallurgy to resolve these issues. For specifications of the AE86 4A-GE.

Why So Poplular?

Although the AE86 is now 18 years old it is experiencing a resurgence in popularity. There are three major factors contributing to this, firstly a Japanese cartoon called Initial D, secondly a form of Japanese motorsport known as drifting, and thirdly a lack of affordable, small rear wheel drive cars on the used car market.
In Initial D a young Japanese man who drives an AE86 engages in street racing with many of the most respected cars in the world today such as the Nissan Skyline GTR and the Mazda RX7. The series emphasizes the importance of driving ability and shows that expensive and powerful cars are useless without a skilled driver.
Drifting is a popular Japanese motorsport that involves inducing over-steer, usually in a rear wheel driven vehicle. This results in loss of traction in the rear wheels and the idea is to maintain this throughout the corner. Competition in Japan are rated on things such as drift style and ensuring the vehicle is drifted where ever possible. Drifting can be a graceful sport when executed properly but very expensive when things go wrong... and they usually do.

Finally, the most significant reason for me buying my AE86 was this. The AE86 was one of the last, if not the last, cheap rear wheel drive light light sports cars. After production of the AE86 ceased in 1987 there was very little choice for anyone wanting a similar car, most manufacturers, including Toyota switched to a front wheel drive format. The advantage of front wheel drive is that they generally weigh less, have more cabin space due to having no transmission tunnel, and are often thought of as safer for the average driver to handle. As most performance car enthusiasts know, if you open the throttle to much in a powerful rear wheel drive on a corner the consequences are usually much worse than doing the same in a powerful front wheel driven vehicle.
Because of the reasons above the AE86 has become a very collectable car and has a price to match. If you are lucky enough to find one to purchase. All that for an 18 year old car.... there must be something to it.

Toyota, Mitsubishi, Nissan Cars to Provide Home Back-Up Power

Still reeling from the March earthquake, tsunami and nuclear disasters, Japan has not only been forced to deal with energy shortages, the island nation has been forced to rethink the security and capacity of its electric grid, as well as the policies necessary to make any substantive changes in it. But boosting capacity from any energy source takes time, no matter how urgently it is needed. One untapped distributed energy source that could provide up to two days of electricity for the average Japanese household and that requires relatively little investment is just sitting in 10,000 driveways and garages across Japan.
More than 6,000 Nissan LEAF electric vehicles and more than 4,000 Mitsubishi i-MiEVs have been sold in Japan and the batteries in these electric cars could be used to provide back-up power for households - as long as that electricity is converted from the direct current (DC) used in the car battery to alternating current (AC) used in households.
While Nissan said last week it hopes to have a commercial version of the LEAF-to-Home system ready for sale in Japan next year, the Mitsubishi system was unveiled earlier this summer. But the problem up until this week, at least, was that a Nissan would not be able to hook up to a Mitsubishi system and vice versa. But this past weekend, Mitsubishi and Nissan announced a plan to address that problem and standardize such a device, The Daily Yomiuri reports.
According to Nissan officials, the LEAFs 24 kilowatt hour (kwh) battery can store enough juice to power the average Japanese household for two days.
Nissan said that home power systems for LEAF owners in other countries including the U.S. are also possible, but the timeline is longer. And because the average home uses substantially more electricity in the U.S. than in Japan, the back-up power provided would not last as long. At least not with the current generation of vehicle batteries.
Toyota, which has been a little late to the EV game as the company focused on developing its hybrid vehicle line, has announced a different kind of solution, making available AC outlets for the 2012 Prius Hybrid. The big difference between the hybrid home power model offered by Toyota and the EV home power model offered by Mitsubishi and Nissan, however, is that the Toyota hybrids can continue to provide electricity as long as there is gas in the tank, essentially turning the vehicle into a generator.

Scion iQ

This fall, Toyota’s Scion division will be rolling out its latest ride, the iQ, into dealer showrooms on the West coast.

With the small, extremely fuel efficient and feature-laden iQ, Scion is aiming for the same sweet spot as other undersized city cars — the Smart ForTwo, Mini Cooper and Fiat 500 — but it’s doing so with a much more affordable, and, it hopes, hipper package.

With a starting list price at a little under $16,000, the iQ continues Scion’s reputation for making inexpensive, funky-looking cars for young urbanites.

This blunt little box seems like a knock off of the two-seater Smart ForTwo, but it’s actually a four-seater. Cleverly dubbing the car a “3+1 seater,” Scion has massaged the overall design so the front passenger seat can be slid very far forward, allowing an adult to occupy the back seat immediately behind it without sacrificing leg room for either passenger (though the seat behind the driver is still a very tight squeeze). Scion bought the extra room by relocating things that normally occupy the area in and around the front seat passenger to other parts of the car. The glove box has been moved under the seat, and the heater/air conditioner unit has been miniaturized and moved to the center console. The airbag and dash remain the same.

And speaking of airbags, the iQ features eleven of them — a record for any car, and a feat made all the more impressive considering the iQ’s minuscule size. There are separate airbags for the head and knees of both the driver and the front passenger, side-curtain airbags, seat-cushion airbags, and even an airbag for rear window, which is a first.

Just how small is the Scion iQ? A tenth of an inch over ten feet long. That’s a little more than a foot longer than a ForTwo, and a full 20 inches shorter than a Fiat 500. It definitely makes the Mini look anything but. The iQ also tips the scales at a flyweight 2,127 pounds, or about as much as a first-gen Miata.

Speaking of Miatas, although the upcoming iQ is not sports car, nor does it possess handling that would make Colin Chapman smile, it does have an amazingly small turning radius. The front wheels can be spun to nearly 45 degrees, giving the iQ a turning radius of an astonishingly low 13 feet, or about the length of a Miata. Ergo, maneuvering this little guy through inner-city traffic and hanging a quick U-turn to snag that last parking spot is a snap.

The iQ is motivated by a 1.3 liter inline four. Nothing fancy, no turbos or superchargers. And no, there won’t be a hybrid version — lord knows where they’d put the batteries and other hybrid gear. To keep the length down, Toyota did some rather ingenious things like push the wheels and suspension bits way, way out to the corners of the car, much like Mini and Fiat have done. The 8.5 gallon gas tank has also been relocated so it resides under the drivers seat. Yes, that gave me a rather disconcerting feeling when I was tooling around Seattle in the iQ, but I eventually got past it.

With that little size and weight, and that small of an engine, the mileage numbers are very, very impressive for a non-hybrid car. Scion’s iQ returns 36 MPG city, 37 MPG highway and a combined figure of 37 MPG. These numbers make the little iQ the current record-holder when it comes to combined figures for internal combustion engine cars. Toyota is holding off on trumpeting that last fact until the EPA confirms it, though.

The iQ’s four-cylinder engine produces 94 horsepower and 89 pound-feet of torque. No, you won’t be walking away with any drag trophies from the local strip with this thing, but that’s more than enough juice to get you out of your own way when driving around town. Also making city driving easier is the iQ’s Continuously Variable Transmission (CVT), and the iQ is rated an Ultra Low Emission Vehicle (ULEV-II), which is nice.

The tech and gadgetry extends to the interior appointments, where the top of the center console houses the Scion Drive Monitor. It’s a small screen that displays information like outside temperature, average MPG, and an ECO-drive indicator that helps the driver maximize the iQ’s fuel efficiency.

Hipsters need music, so the iQ comes standard with a 160-watt, four-speaker Pioneer audio system with an AM/FM radio, CD player, a USB port, HD radio and a built-in hands-free phone connection with streaming audio capability. The audio system also features an organic electroluminescent (OEL) screen, and an RCA output for hooking up an aftermarket subwoofer.

There’s an optional “premium” audio system that has the same features as the standard unit, but ups the output to 200 watts and includes extras like a 5.8-inch LCD touch-screen display that allows iTunes tagging, Pandora radio (connected through your iPhone), and six RCA outputs to add external amplifiers. Plunk down even more cash and upgrade to the top-tier Scion Navigation package. You get all the goodies in the 200-watt audio system, plus a navigation system and DVD player — all accessible through a seven-inch touch-screen LCD display.

All in all, it’s a great city car, and it should hit a bulls-eye on price, performance and interior features with a certain demographic.

WIRED Tight turning. Great MPGs. No muss, no fuss CVT tranny. Comes with hipster cred.

TIRED 100 MPH speed limiter. That +1 seat is for pee-wees only. Hipster cred.

Toyota USA reveals new 2013 Lexus GS 350 at Pebble Beach

PEBBLE BEACH, Calif. /California Newswire/ — OPINION: Well, for the many long-time Lexus fans and owners (I am one) who stared aghast at the recent show car preview of the “future of Lexus design” and lost our cookies, I’m very happy to say the actual car revealed today at the Pebble Beach Concours d’Elegance looks pretty darn snazzy. While the new design has the outline of the grille shown to stunned media at recent car shows and teasers, there is in fact a normal cross bar in the middle providing horizontal visual identity for the semblance of a bumper.

While the overall design still has “looks like a …” aspects to it, meaning you can sense visual cues from German cars, prior Lexus models, and the LFA Supercar, it does give a good answer to making the style of Lexus less bland and frankly boring, while keeping the crisp “business suit in metal” styling so well perfected by BMW, Audi and Mercedes. I think the design speaks more to a response to Audi’s growing popularity in the U.S. than any other brand. BMW has shifted back to being more refined, and less edgy, while Mercedes continues to go off on some odd choices for the look of their new premium models.

From the official news release: In addition to the GS 350, other 2013 GS models that will be launched in early 2012 include hybrid and F Sport versions, with further details to be announced later this year.

“Today, buyers in the mid-size luxury segment want a more engaging driving experience, styling that makes a statement, and a roomier interior package,” said Mark Templin, Lexus group vice president and general manager. “With the all-new GS, we’re giving them what they asked for, and more.”

Along with a new Lexus signature spindle grille, the GS is a car that conveys a tangible sense of driver confidence, with a redesigned chassis and a wide, strong stance that inspires and rewards driver participation with crisp and precise handling.

GS engineers challenged themselves to develop a more spacious interior environment. While leaving exterior dimensions virtually unchanged, they dramatically increased cabin and trunk space to create an interior that can easily transport passengers and their luggage in luxury and style regardless of distance.

From certain angles it looks very classy, although from some angles it looks a little too much like their “sporty hybrid” model. Overall, it will give car buyers an additional choice if wanting a reliable, “sporty” luxury car. In depth details can be found on the Lexus website, and all the car pubs will be agog very soon about it, but I thought I’d share my initial impression of not throwing up upon the unveil, and being very happy to see something that didn’t look like a Transformer movie reject.

Toyota FE Series Engines

(3/5SFE / 4/7AFE / 4/5EFE / 1ZZFE / and V6 / V8s)
 The various FE series engines (using the FE head design) are the most thoroughly developed and purpose tuned Toyota power plants.  In the USA, 98% of current models Toyotas use this engine/head design.  The FE 4 valve per cylinder, narrow-angle Twin Cam heads (on the various Toyota blocks) are the reason for the amazing response and smoothness of the current generation Toyota motors.  The high torque characteristic designed into these engines give the driver all the advantages of the Twin Cam head design- plus low-end torque and fuel economy.  Torque is the reason why these engines respond quickly and smoothly.  The performance band has been engineered to provide power from low RPM to the designated redline.
There has been a lot of requests for parts and modifications for these engines, but unfortunately trying to raise the RPM band (or changing cams) will negate all the built-in attributes of these engines.  A camshaft change to raise the power band higher, will result in the loss of low-end torque and idling problems.  Drivability will suffer and the trade off will leave the customer with a compromised engine, trying to work against the ECU program and engine design.
By comparison, the performance oriented GE versions of the same series engines, (if available on the sporty models)- offer about a 20% horsepower advantage- but at a loss in low RPM response and torque.  The GE heads are more of the true Twin Cam design: wide-angle valves, long duration cams- suited for high RPM and high output- but at the sacrifice of throttle response in the lower RPM levels.
There are improvements that can be made to the FE engines- but the Toyota engineered power band should not be altered.  The ECU program and Camshaft profiles, if changed will result in a loss of drivability and risk internal damage.  You cannot do a better job than Toyota on coaxing power from these series engines, and needless to say, stay street-legal.
Upgrading these engines, is of course still possible:  intake systems, exhaust components, ignition upgrades all help in fine-tuning these engines.  The rule to follow and keep in mind is that all modifications are basically external in nature.  The only exception being pistons- to increase or decrease compression- within the same RPM band.   Turbocharging and/or supercharging will help- but keep in mind that based on the design parameters (again) these engines were designed for response- meaning lightweight internals: con rods/crankshaft (as compared to the sportier GE series engines).
The short answer is- if you are seeking a true high performance engine and high HP outputs- upgrade to the GE version of your engine (if available). 

Toyota pursues alternative fuel-saving technology

DETROIT — Toyota Motor, known for gasoline-electric hybrids such as its Prius, says it's branching into other alternative power plants to stay ahead of rivals.

It will offer low-pollution diesel engines on the Tundra pickup and Sequoia SUV, while doing more research on ethanol, President Katsuaki Watanabe said.

At the same time, it will introduce Toyota (TM) and Lexus hybrids next year as part of its plan to push U.S. hybrid sales to 1 million annually in the next decade.

By 2010, Toyota plans to build about 400 demonstration plug-in hybrids, which also can charge the batteries from wall sockets, to further cut gasoline use.

The announcements at the North American International Auto Show here underscore Toyota's dilemma: Competitors are rapidly seizing on alternative technologies that can deliver fuel savings similar to hybrids and at lower costs. That's forcing Toyota to broaden its focus beyond hybrids, even where it may harbor doubts about practicality.

"We are covering our bets in all alternative energy areas," said Jim Lentz, president of the U.S. sales operation.

It's easy to see why.

Hybrids are expected to grow to 6.5% of new vehicle sales in the USA in 2014. Passenger-vehicle diesels will take 10% of sales over the same period, predicts J.D. Power and Associates. (MHP)

"They are acknowledging there is a new ballgame opening up … and there is not one right answer," said Jack Nerad of Kelley Blue Book.

Watanabe told reporters Monday that Toyota remains devoted to hybrids. "We have not changed our strategy," he said through a translator. The company is seeking to halve the size and cost of the hybrid power plants.

Toyota now hopes to have hybrid options available on all models by 2020, some 10 years later than it forecast a few years ago. When it comes to plug-in hybrids, the next step is to see if lithium-ion batteries can be built on a large scale, Watanabe says. Those are lighter and more efficient than the nickel metal hydride batteries used today.

Even Toyota's hybrid leadership, unchallenged since it sold the first Priuses in American in 2000, is under fire.

General Motors, (GM) for instance, said here it expects to make a plug-in hybrid version of its Saturn Vue SUV as soon as 2010 that will be among "the world's most-efficient production vehicles."

"Toyota's going to be late to the party," warns Chelsea Sexton of advocacy group Plug In America. "They got too complacent."

Now that alternatives to hybrids are gaining too much momentum to ignore, Toyota "needs to be there," Nerad says.

toyota drift cars

This is the legendary drift car that was once the main character in the Japanese world of hashirya (street racers): The Toyota Corolla AE86. The last ever build Corolla models that were RWD are still being raced today by enthusiasts. It is said that it offers an incredibly exciting ride, something which you would not expect.

The AE86 is also known in Japan as the Hachiroku, which is basically nothing more than a translation of 86, where "hachi" stands for eight and "roku" stands for six.

Actually all of the Corollas that came out before the E80 series are RWD and so, perhaps with some drift modifications they are all good enough for drifting.

The AE86 had, and still has a massive cult status in Japan and was once even the main star in the popular anime series Initial D. This made it more famous and today it has actually become a pretty rare and expensive car. Expect high prices for a plus 20-years old model. And your chances of finding a stock AE86? Small!

The Corolla comes with pop-up lights (Trueno) or regular headlights (Levin) and is available in many styles & trims. It handles very well and doesn’t flatter the driver at all. It shows all your mistakes and doesn’t allow much room for error. Therefore it is a very hard car to really become good in. Generally speaking it usually seems only to be appreciated by enthusiasts that know of the car’s capabilities.

The power output is more than enough, as this 940 kilo Toyota features a twin-cam 1.6 liter 4 cylinder and 16 valves 4AGEU engine. It’s known to be rev-happy and it delivers about 130hp. Still though, most of the competition that consists out of turbo-powered cars are usually holding more than twice the amount of power.

The 86 it is not so much about power, it’s much more about balance! And because of that it’s a very good car to learn drifting in. It comes with a learning curve, but once that curve has been overcome......

And the AE86 still drifts in the D1 competition today, even winning from much faster and newer competition. The AE86 is still today most definitely one of the finest Toyota drift cars available!

There are many Toyota drift cars out there, not listed here. Only the important ones are shown on this page, you know that the only requirement for a drift car is of course it to be RWD, so with a little research and creative work there are many variations of Toyota drift cars available.

Toyota Corolla History

Lately the marketing types of the world have been calling it "brand equity," but in the real world it's always been plain old reputation. Carmakers don't get a good reputation just by showing up, they develop one over years by delivering either great or lousy products, treating customers right or like cattle and building cars people either want or ignore. Great word of mouth is a manufacturer's best asset, while a lousy rep is almost impossible to overcome.
No manufacturer is better known for building stalwart, reliable cars than Toyota. And the car that built that reputation was the Corolla.
Just about everyone seems to have a Corolla in their past. Maybe it was the beater you drove through high school, never once changing the oil, cleaning the interior or asking the squirrels to move from their nest in the trunk. Perhaps it was the first new car you bought with just 60 easy payments, or the car your grandmother drove when she decided to simplify her life in retirement. Corollas have been practically ubiquitous and never terribly exciting.
Except for the Land Cruiser, the Corolla name is the oldest in Toyota's current inventory of American products. It's also the first car Toyota made in America. And with over 30 million Corollas sold worldwide, it's the most popular car line in history.

First Generation (1968-1969)

Extreme simplicity was at the core of the first Corolla's engineering. Introduced during 1966 in Japan, the first Corolla came to the United States in the summer of 1968 riding on a 90-inch wheelbase in two-door coupe, four-door sedan and two-door wagon body styles. It was the smallest car Toyota had sold in America up until that time. A 60-horsepower, 1.1-liter overhead valve four-cylinder mounted longitudinally in the engine bay sent power to a four-speed manual transmission and then to a solid rear axle. An automatic transmission wasn't yet on the options list.
The first Corolla's unibody structure had a strut front suspension and mounted the rear axle on a pair of leaf springs. There was nothing sophisticated about the first Corolla and it wasn't pretty, but it was so simple that there were almost no parts to break.
Toyota worked hard through the '60s to overcome the then common perception that Japanese products were shoddy. And cars such as the compact Corona did an effective job of making that point. The Corolla, with prices starting under $1,700, showed that even when Toyota built a smaller, cheaper car, quality didn't suffer.

Second Generation (1970-1974)

As good a car as the first Corolla was, it was really too small and underpowered for North American tastes. The second Corolla showed up for the 1970 model year with a wheelbase stretched to 91.9 inches and power coming from a new 1.2-liter version of the OHV four making 73 horsepower. The strut front and leaf spring rear suspension carried forward.
Slight though the nearly two-inch wheelbase stretch may seem, and with minimal styling changes, the 1970 Corolla was a significantly more comfortable and confident machine than the '69 version, and an automatic transmission was now offered to widen its appeal. It quickly became the second best-selling car on the planet.
The Corolla got even better during the 1971 model year as the engine grew to 1.6 liters and output expanded to 102 horsepower. The grille was redesigned for the 1972 model year, becoming fussier to no great aesthetic advantage. There were few changes for either 1973 or 1974 other than larger bumpers to accommodate federal regulations and the introduction of sporty SR5 models with five-speed manual transmissions.

Third Generation (1975-1978)

Rather bizarrely styled, the 1975 Corollas featured a raised center section in the grille that carried back to more angular bodies. But then again, a lot of cars from the '70s were bizarrely styled.
A total of five Corolla models was available for 1975. The price leader, a two-door sedan powered by a 1.2-liter engine, was joined by a four-door sedan, a two-door hardtop, a sport-oriented SR5 hardtop and a five-door station wagon — all powered by the 1.6-liter four. The standard transmission in all models, except the SR5, was a four-speed manual. A five-speed manual was again standard in the SR5 and optional in the other Corollas. A three-speed automatic was also available. Emissions standards were stiffening during the mid-'70s and a catalytic converter was included in the '75 Corolla for the first time.
A new three-door hatchback was added to the Corolla line for 1976. Called the "Liftback" by Toyota, it looked a bit like a sporty two-door station wagon instead of a traditional fastback or economy car like a Ford Pinto. With a split fold-down rear seat, Toyota hoped the Liftback would account for up to 30 percent of Corolla sales in the United States.
Also introduced for '76, and sharing its front-end styling with the Liftback, was a new Corolla Sport Coupe in both standard and SR5 configurations. The fastback styling of the Sport Coupe gave Toyota a sporty car to sell that was slightly less expensive than the larger Celica.
Front-end styling of the sedans and wagons was modified for 1977 with a more conventional grille but these were never particularly attractive cars; they were overwrought in their details and undistinguished in their shapes. But they seemed to run forever.
The third-generation Corolla played out its life virtually unchanged during the 1978 model year.

Fourth Generation (1979-1983)

With a new chassis, the 1979 Corolla was a more sophisticated and satisfying car than any Corolla before it. But before this generation was through, it would get better still.
The 1979 Corolla finally dispensed with the rugged but primitive leaf spring rear suspension in favor of a more compliant coil spring system (the station wagon continued to use the leaves). The new unibody above that suspension was larger (the wheelbase was now 94.5 inches), stronger and more attractive in a boxy, clean-cut sort of way. A new 75-horsepower, 1.8-liter version of the OHV four powered the new Corolla with four- and five-speed manual and three-speed automatic transmissions available.
Particularly attractive during this generation was the SR5 in Sport Coupe, Hatchback and Liftback semiwagon configurations. With their effective use of detailing, they looked more expensive than they actually were.
While the 1980 and 1981 Corolla lines carried over from 1979 intact, in 1982 the automatic transmission was upgraded to a four-speed unit — a rare level of sophistication for an economy car of the era.
The big Corolla news for 1983 was a new 1.6-liter overhead cam engine that was both smoother and more powerful than the previous 1.8. But it was only a hint of what was to come next.

Fifth Generation (1984-1987)

Toyota finally succumbed to the emerging front-drive orthodoxy of the '80s with the introduction of the front-drive Corolla sedan for 1984. However, the SR5 Coupe and Liftback and the station wagon continued atop the previous-generation Corolla's rear-drive chassis.
The front-drive Corolla was as conventional as it had been in a rear-driver layout. The same 1.6-liter, SOHC engine used in the rear-drive Corolla sat transversely in the front-driver's engine bay feeding either a five-speed manual or four-speed automatic transmission. The rear was held up on coil springs. A few early fifth-generation front-drive Corollas were powered by a four-cylinder diesel.
Midway through the 1984 model year, the rear-drive Corolla coupe and Liftback were offered with a new dual-overhead cam, 16-valve version of the 1.6-liter four rated at a robust 124 horsepower. The resulting Corolla GT-S is now a classic of sorts, a highly tossable, fun-to-drive vehicle that has attracted a cult following of "drifters" who slide their vehicles through corners as a motorsport form in Japan. This DOHC engine, along with the front-drive Corolla's five-speed transaxle, also served as the drivetrain in the midengine MR2, which came to America in early 1985.
Through 1985 and 1986, the Corolla lineup stayed pretty much intact. Then in 1987 a new front-drive Corolla "FX" coupe was introduced. Produced at the NUMMI joint venture production plant in California (run by both Toyota and General Motors), the FX was a conventional hatchback in the Volkswagen Rabbit mold and was available with either the SOHC or DOHC, 1.6-liter engine. When equipped with the DOHC engine, it was known as the FX16. The FX also marked the start of Corolla production in North America.

Sixth Generation (1988-1992)

With the 1988 redesign, the rear-drive Corolla coupe and Liftback were replaced with a new front-drive coupe. While enthusiasts wept, the new Corolla coupe and Corolla GT-S were in fact significantly more refined and capable than the rear-drivers they replaced. They just weren't as much fun.
More conservatively styled than the ultraboxy fifth-generation sedan, the sixth-generation sedan was now built at both the NUMMI plant in California and in Japan, while the coupes and wagons came only from Japan. The station wagon was available with either front-wheel drive or full-time All-Trac all-wheel drive. Trim levels were base DX and better-equipped LE for the sedan, DX and SR5 for the wagon and SR5 and GT-S for the coupe. The FX hatchback was still part of the mix, though it was discontinued after a year.
The sixth-generation Corolla was built using the same 95.6-inch wheelbase as the fifth, but it was almost an inch wider. A slightly different version of the Corolla body (sold in Japan as the Sprinter) with identical mechanical pieces would be built at the NUMMI plant and branded the Geo Prizm. Sedans, coupes and front-drive wagons rode on a fully independent strut suspension, while the All-Trac wagons retained a solid rear axle with coil springs.
All engines were DOHC, 16-valve inline four-cylinders — the sedans, front-drive wagon and SR5 coupe got a carbureted 90-hp motor; the All-Trac wagons got a fuel-injected 100-hp version and the GT-S won the day with a 115-hp EFI version. Transmission choices were familiar — a standard five-speed manual with the option of a three- or four-speed automatic, depending on the trim level. Thirteen-inch wheels were standard, though the GT-S got 14-inch wheels, as well as four-wheel disc brakes and a six-way adjustable driver seat with sport bolstering. Otherwise, equipment levels on the sixth-generation Corolla were a bit spartan by today's standards as most conveniences, like air conditioning, power steering, dual outside mirrors and a stereo, were optional.
There were no changes for 1989, except for the addition of an All-Trac sedan to the lineup; it lasted only a year. All Corollas benefited from fuel injection in 1990, and the base engine was now rated for 102 hp. Meanwhile, the GT-S enjoyed a significant bump in horsepower — now measured at 130 — and five additional lb-ft of torque for a total of 105. In addition, an entry-level standard sedan was added to the lineup — it had all the basic Corolla equipment, including cloth upholstery, but wore a skinnier set of tires and could only be optioned with the three-speed automatic if you didn't want to shift your own gears.
The coupes were discontinued after the 1991 model year. Aside from a few new paint colors, the only change for 1992 was that you could only get the highline LE sedan with the four-speed automatic.

Seventh Generation (1993-1997)

Significantly larger than the car it replaced (it rode on a 97.0-inch wheelbase), the 1993 Corolla sedan and wagon moved up a size classification from "subcompact" to "compact" according to the EPA. But there were no more Corolla coupes or all-wheel-drive wagons. Sedans were offered in standard, DX and LE trim, while a front-wheel-drive wagon was offered in DX trim only. All cars rode on a fully independent suspension, though DX and LE models benefited from an additional stabilizer bar in front.
Power for the basic Corolla sedan came from the same 1.6-liter engine used in the sixth-generation car (output was 105 hp, except in California, Massachusetts and New York, where it was rated for just 100 due to more stringent emissions requirements), but a new 1.8-liter, DOHC, 16-valve four making 115 horsepower was offered in the ritzier Corolla DX and LE models. A five-speed manual was standard, with a three-speed autobox optional on the base sedan and a four-speed optional on all other models. All cars came with 14-inch wheels and front disc/rear drum brakes; ABS was optional across the line. Height-adjustable seatbelts and a driver-side front airbag were standard in '93; the front passenger got one, too, in 1994. Also new that year were locking retractor seatbelts in passengers' positions and CFC-free refrigerant for cars with air conditioning.
The DX sedan got new upholstery, all audio systems were redesigned and the 1.8-liter engine lost 10 horsepower for 1995 in order to comply with stricter emissions regulations, but it did get a smidge more torque for a total of 117 lb-ft (versus 115 previously). The LE model was discontinued for 1996. Additionally, the front grille received a color-keyed frame and the taillight panels were revised with the DX getting a full-width treatment (the base sedan got gray cladding). Inside, the interior trim was revised, and an integrated child seat was added to the options list. Upgrades to the manual transmission yielded shorter throws, improved feel and more positive gear engagement.
In 1997, the DX wagon was dropped, but a special CE (Classic Edition) sedan was offered and it incorporated a number of popular features in one value-priced package. Among the standard goodies were power windows and locks, A/C, power steering, a four-speaker stereo, manual remote mirrors and special floor mats and exterior badging. All models received additional side-impact protection to meet new federal standards. And for the first time, during '97, all the Corollas sold in the United States were built in North America at the NUMMI plant in California and the TMMC plant in Canada. By the end of the 1997 model year, the Corolla had become the best-selling nameplate in automotive history, overtaking the VW Beetle.

Eighth Generation (1998-2002)

The Corolla grew again in its eighth iteration, but it managed to lose some weight and increase its fuel mileage thanks to a new engine and a generally more efficient drivetrain. The big chunk of that weight savings and drivetrain efficiency came in the form of an all-new, all-aluminum 1.8-liter DOHC four-cylinder engine rated at a healthy 120 horsepower — exactly twice what the engine in the first Corolla was rated back in 1968. Fuel economy was improved by 10 percent over the previous generation; with the standard five-speed manual, a Corolla could pull down 31 mpg in the city and 38 on the highway.
Only a sedan was offered this time around, and there were three trim levels — base VE, midlevel CE and highline LE. The VE was stuck with an optional three-speed automatic, while CE and LE buyers qualified for the four-speed unit. Equipment levels were much the same as on the previous generation, though base cars now came with power steering and dual exterior mirrors. ABS remained optional on all models, and there were new extras like side airbags and a CD player.
With its simple yet elegant exterior, and handsome interior, the 1998 Corolla was a mature machine among such adolescent competitors as the Honda Civic and Nissan Sentra. It was also comparatively expensive and short on rear-seat legroom, but sales remained strong, with Toyota putting 248,195 Corollas into customers' garages during 1998. The nearly identical Prizm (now badged as a Chevrolet) continued to be built alongside the Corolla at NUMMI.
Changes for 1999 were minor. The VE model was given a cassette stereo, and the LE now came standard with last year's Touring Package items, including a front stabilizer bar, wider 14-inch tires, a tachometer and various exterior cosmetic enhancements. In 2000, the company added its VVT-i variable valve timing system to the 1.8-liter engine, which boosted output to 125 horsepower, made for a fatter torque curve and allowed the Corolla to achieve low emission vehicle (LEV) status. New front and rear fascias, headlights and taillights appeared in 2001, as did a quasisporty S version of this popular compact. S models came with unique wheel covers, foglights, intermittent wipers and color-keyed moldings, mudguards and grille. Inside, it offered sportier upholstery, a tachometer and a faux leather-wrapped wheel. In sum, the S was more about cosmetic upgrades than actual sport. Meanwhile, the base VE model disappeared — the CE took its place, along with its unloved three-speed automatic. For 2002, the Corolla line was unchanged, though Toyota lowered the prices for the optional value packages.

Ninth Generation (2003-2008)

While Toyota claimed its 2003 Corolla sedan was designed to attract younger buyers, it actually looked like a shrunken Camry. It could be argued that its inability to attract the youth of America led to the creation of Toyota's Scion brand.
Like every Corolla before it, generation nine was built to provide years of trouble-free driving. It was more comfortable, powerful, spacious and built to a higher quality than before. Still, we were never enamored with this Corolla given the rising quality of its competition. "If you're looking for nothing more than basic transportation," we wrote, "the Corolla — particularly a loaded-up version — seems a bit like overkill. There are a number of sedans that offer equivalent accommodations, features and performance for considerably less money."
The ninth-generation Corolla rode on a 102.4-inch wheelbase, which was more than 5 inches longer than before, and just 0.7 inch shorter than the contemporary Honda Civic sedan. But at 178.3 inches in overall length, it was 3.7 inches longer than that Civic. In fact, this Corolla had exactly the same wheelbase as the original 1983 Camry and stretches out 2.7 inches longer than that car.
The engine was an evolutionary development of the all-aluminum 1.8-liter, DOHC, 16-valve engine from the previous Corolla and was rated at 130 hp (later downgraded to 126 hp because of a change in horsepower measurement procedure). The five-speed manual transmission's shifter was precise, while the available four-speed automatic was smooth and cooperative. Either powertrain provided the unlikely combination of above-average performance along with class-leading fuel economy. The Corolla still wasn't as sharp a handler as more athletic rivals such as the Ford Focus, Mazda Proteg´ and Nissan Sentra, but that didn't matter to the primary audience who appreciated the Corolla's light steering and soft, quiet ride.
Equipment levels were also up in the original three trim levels: CE, S and LE. Even the base CE came with air-conditioning with micron filtration, a CD player, power mirrors and 15-inch wheels. The S basically added a body kit for a sportier appearance. The LE went the opposite route, with a luxury ambiance provided by fake wood accents and optional leather upholstery.
Changes were few during this Corolla's lifespan. For 2005, the XRS trim debuted boasting a 170-hp 2.4-liter four-cylinder engine and sport-tuned suspension. That year also saw a minor exterior refresh, as well as side curtain airbags, stability control and a JBL upgraded stereo added to the options list. For 2007, the XRS trim was discontinued along with the LE's leather trim option.

Tenth Generation (2009-Present)

The tenth-generation Toyota Corolla was introduced for 2009 offering evolutionary changes from its predecessor. Toyota stayed the course with its bread-and-butter economy sedan, offering styling that blended into the crowd. Not only was it similar in appearance to its predecessor, but the 2009 Corolla was virtually the same size — only its added width provided a bit more hip- and shoulder room.
Under the hood, the 1.8-liter four-cylinder engine got a boost in horsepower up to 132. A five-speed manual was standard, while a four-speed automatic was optional. This new generation saw the return of the sport-tuned XRS trim level, although this time it came equipped with a 2.4-liter four-cylinder good for 158 hp. It came attached to a five-speed manual or five-speed automatic transmission.
While the Corolla's size didn't grow much, its trim level selection did: base, LE, S, XLE and XRS. The base car had air-conditioning and a CD stereo with auxiliary audio jack, but for power windows and locks you'd have to step up to the LE. As before, the S was a quasi-sport trim with appearance items rather than the XRS's actual performance and handling upgrades. The XLE gained some additional niceties, but items like navigation, leather and a sunroof were options reserved for the XRS. For 2010, stability control became standard across the board.
Sadly, with the last few generations, the Corolla seemed to take a few steps back in terms of interior quality. A slew of dramatically improved competitors from Mazda and Hyundai had something to do with this, but the quality of materials and fit and finish were far from the class-leading levels the Corolla was once known for. Space was still good, though, with rear passengers benefiting from the new car's added width.
From behind the wheel, the Corolla was unremarkable. It once again had a comfortable, quiet ride, but provided little confidence behind the wheel. As Chief Road Test Editor Chris Walton wrote, "To say the Corolla's steering feel is vague would be to credit it with any feel, of which it has none. Practically no information is transmitted from tires to the driver's hands, leaving you to guess and approximate how much turning is needed. We understand that people like low-effort steering for parking lots and low-speed maneuvers, but it shouldn't come at the expense of car control."
While the tenth-generation Toyota Corolla will likely keep its status as the world's best-selling car nameplate — especially in these days of fuel-economy consciousness — its popularity won't necessarily be because it's the world's best compact sedan.