(energetic music)
(race noises)
- We just walked into Daytona on take day
and all of the sudden we are directing cup drivers
and other Toyota drivers.
- How many shots do we have?
- Eleven shots. (laughing)
- Ooh.
- [Todd] Aw man, this is scary.
- All right ladies and gentleman,
we are gonna be side by side with the Rav 4 in the center,
the Camry on the outside, and the Supra on the inside.
- Ooh ho ooh ooh that was good.
- This could be a professional commercial.
- [Harrison] I feel so official right now.
I just want to let everyone know, I'm running the show.
Camry, good job ripping the fence there, I like it.
- You think we should try this on Sunday?
- Yeah, ya know what?
If we could get all four of us in the lead,
we might as well just run four wide and just block
the whole damn thing.
Just drag brake.
(laughing)
- [Harrison] That guy with that- (laughing)
All right, come right up to the camera
and then split into the flying V.
Three, two, one, go.
(engines revving)
- [Todd} Aw, that is awesome.
- [Harrison] This is the most beautiful thing
I have ever seen.
- [Producer] Switch all of the drivers
from the cars, so who was driving can be passenger now.
(energetic music)(engines revving)(tires squealing)
(laughing)
- [Harrison] Hailie is about to throw up back there.
That looks so sick.
- Dude.
- Ooh.
[Todd] That was sweet.
[Harrison] Wait for it.
Oh...my...God.
(laughing)
- This is sick.
Aww.
(laughing)
- I want a damn Supra now.
- Me too.
For more infomation >> Team Toyota Takes Over Daytona | Toyota - Duration: 2:10.-------------------------------------------
TOYOTA FJ CRUISER Custom off road - Duration: 3:53.
-------------------------------------------
Ford Ranger vs Toyota Tacoma vs Chevy Colorado: 2019 Truck Comparison Test | Edmunds - Duration: 26:55.
[MUSIC PLAYING]
DAN EDMUNDS: For the last several years,
the Toyota Tacoma and Chevrolet Colorado
have dominated the mid-size pickup market.
But we haven't seen a Ford Ranger since 2011.
But now it's back.
JASON KAVANAGH: And we've got all three pickups here today
at the same time, the same place to find out--
where does new Ranger fit in?
ELANA SCHERR: But before we find out,
we need you to subscribe to the channel.
And visit Edmunds for all your truck buying needs.
JASON KAVANAGH: These trucks are all crew cab
4x4 configurations.
We've got a Ford Ranger XLT with the FX4 package, a Chevrolet
Colorado Z71, and a Toyota Tacoma TRD Off-Road.
Now, these are affordable off-road packages
and not the top-dog offerings.
ELANA SCHERR: You know, I gotta get in here and say,
I like big trucks and I cannot lie.
But I might be willing to be won over to mid-size.
I mean, I get it.
It's a lot more convenient for daily driving,
and hey-- if they can play in the dirt, that's even better.
JASON KAVANAGH: Yeah, and I've got a Le Mans race
car I have to tow, but I live in a city,
so I can't deal with a full-size pickup.
It's just too big.
For me, a mid-size pickup is the only solution.
DAN EDMUNDS: As for me, I go overlanding,
and off-road performance is really important.
I'm willing to put up with a truck that isn't perfect Monday
through Friday if it does what I want on the weekend.
JASON KAVANAGH: You might be wondering,
where's the Honda Ridgeline?
After all, it's our top-ranked mid-size pickup.
The reason why is because it lacks
some of the off-road capability of these other trucks.
For example, it doesn't have a locking differential,
low range, or even some of the ground
clearance of these others.
For those reasons, we parked it for this test.
DAN EDMUNDS: This version of the Tacoma
has been around since 2016.
It's available with a four-cylinder,
or what this truck has-- a 3.5-liter V6.
It's pretty much a 4Runner pickup truck.
JASON KAVANAGH: The Ranger is all-new to North America.
It's been sold in its current form in Australia
and other places for a few years now.
The difference is, we get a unique engine
and transmission-- an EcoBoost four-cylinder
with a 10-speed automatic.
ELANA SCHERR: The current Colorado dates back to 2015.
It's got kind of a big truck energy,
like a shrunken Silverado.
You can get it with a four-cylinder, or a diesel,
or the gasoline V6, which is what we're testing.
All right, I don't mean to make a pun on the Toyota name,
but the inside of the Tacoma is kind of like a toy--
in a good way, like one of those old Playskool cars,
where it's big, chunky plastic controls, big knobs,
and gauges and vents.
It's all really easy to get to, easy to use.
The off-road controls are all up here,
which is fantastic because you don't need them when you're
driving around in the city.
And they're easy to get to and very clear when you're out
in the dirt.
There's a lot of storage in convenient places for both
the driver and the passenger-- very egalitarian in here.
I do wish that maybe instead of 10 cup holders,
they'd had two USB ports-- there's only one.
And there's also no Apple CarPlay or Android Auto.
It's like, hi-- it's 2019.
If you don't like that stuff, or you
don't care about that stuff, you'll
really like the interior because it's very friendly, very
on-brand for Tacoma.
I feel like Toyota sort of forgot
about the comfort of the passengers in the rear seat
when they designed this.
You sit up really high.
The seats are really flat.
And there's not a whole lot of leg room
and definitely not a lot of headroom.
That might be a little bit because we've
got the optional sunroof.
But as it sits, I certainly wouldn't
want to be off-roading in the back of this.
There's also just not a lot to do back here.
You don't even have an armrest.
As mentioned, you definitely don't have a USB port.
Mm, you've got cup holders though--
six of them.
Where the backseat of the Tacoma really shines though,
is in the usability and flexibility
of its in-cab storage.
I'm going to show you.
There are a couple of different ways
to use the storage back here.
First of all, no matter what you're
doing there's a 60-40 split in the seat,
so you can fold down one and let someone sit in the other.
First is the quick and dirty way--
just fold up the seat bottoms.
Gets you a little more space this way
and access to these bins.
They're connected, so you can put, like, a fishing pole
or something in there.
To fully use the storage back here is a little bit more
complicated, but I think you'll agree it's worth it.
[LATCHING, RATCHETING]
Look at this nice, big, flat shelf.
You can put a lot of stuff here-- tie it down, plenty
of anchors.
Or maybe put a dog bed back here and take your buddy for a ride.
JASON KAVANAGH: The first thing that
jumps out about the Colorado's cabin is the sense of space.
It's a pretty roomy cabin.
The controls are also really well-placed.
You've got big, chunky knobs, well-labeled buttons,
and the infotainment system is really good, too.
It's got Apple CarPlay, Android Auto, and four USB ports-- two
in front, two in rear.
And also, it looks like there's a lot of in-cabin storage,
but it's kind of misleading.
For example, this center console bin is huge
and it holds a ton of stuff.
But the downside is, it's kind of just a big hole.
There's no storage organization whatsoever.
And you look at the door pockets--
it looks like you've got three places to store stuff there.
But really, they're small and they're hard plastic,
so if you put anything in them, they're
just going to rattle around and make noise.
So from a functionality standpoint,
the Colorado's cabin is kind of a mixed bag.
Like the front seat, the Colorado's backseat
is pretty wide.
And you could fit three people across back here,
and the person in the middle is not
going to hate you afterward.
When they're not there, the center armrest folds down
and there are two pretty big cup holders here.
Backseat passengers will also appreciate that there's
a 12-volt Power Point.
And did I mention those two USBs?
One thing we noticed is, you've got to be a little bit
careful getting in and out of the back seat
because it's easy to catch your toes.
But on the plus side, you've got a couple of different options
when it comes to in-cab storage.
The backseat is split 60-40.
The seat bottom folds up like this
to reveal some in-cab storage.
Alternatively, you can flip the backrest down,
and that's super easy.
Boom.
The only downside is this stack height is pretty high.
But overall, this is simple and easy.
DAN EDMUNDS: Here in the Ranger, there's
no mistaking you're in a Ford truck.
And it's really spacious, too.
And I like the fact that it's got Apple CarPlay, Android
Auto, and four USB ports.
And the controls are mostly really near at hand
and easy to figure out.
But there are some exceptions-- these HVAC
controls are lookalike, and tiny,
and hard to see in low light.
The four-wheel drive control could use a little hash mark
to tell me which one it's in because I
have to shade it to see if there's a lot of sunlight here.
And this touchscreen needs a shortcut button or two
as you have to do everything on the touchscreen.
As for the storage, there's a couple of cup holders
but not much else.
This armrest is only really good on the driver's side.
The passenger-- they don't get anything.
Overall, the new Ranger feels like a Ford truck, just not
a very new one.
And that's because it really isn't.
Here in the backseat of the Ranger,
things are a little bit tight for me.
My headroom's OK, but my knees are jammed up against the seat
here.
And the rear seat back angle is a little bit vertical-- not
too bad, though.
Rear seat is cushioned well.
But what I really like are there are two USBs back
here and a 110 outlet and a little shelf for a phone.
And there's also a center armrest
that you can fold down to reveal a couple of cup holders.
But let's take a look at the in-cab storage.
You've heard of 60-40 split rear seats.
How about 100-0?
In this truck, you can't have three people in this cab
and carry cargo.
It's all or nothing.
And here it's really kind of lumpy.
I don't think your pet's going to want to lay on this.
This isn't too good.
Let's see what happens when we fold the seat back.
Fold these here and that's as far as it goes.
This is not a package platform.
It's just access for the jack.
I expected more, frankly.
They may have optimized this for the US market,
but they didn't spend much time back here.
For many people, these trucks are a means to an end--
a way to haul their toys out of town for the weekend.
If only we had a dirt bike.
[WHOOSHING, ENGINE REVVING]
Whoa!
Check it out.
Let's get it in the trucks.
The dirt bike fit in all three trucks with no problem.
The differences between them were the tie-downs, features,
and bed construction, rather than the size.
ELANA SCHERR: The Tacoma is the best equipped
in the bed department and it all comes
standard on this trim level.
No need for an expensive spray-in liner here.
Toyota uses a composite bed.
It's molded to include 110 outlet, two storage
compartments, and two-tier loading.
You can throw a couple of 2x6s in the notches,
and then throw a sheet of plywood
across to make a second shelf.
There are plenty of places to strap stuff
down with six tie-downs and four movable cleats.
Other conveniences include a damped locking tailgate, a bed
light, and a step-down bumper.
For me, the best thing about the Tacoma is the lower bedsides.
Look, I can reach the D-rings.
JASON KAVANAGH: The Ranger's bed is pretty basic.
It has six fixed tie-down points,
an optional spray-in bed liner.
But what it doesn't have is two-tiered loading or even
a damped tailgate.
What the Ranger does have that the others don't-- a tailgate
that locks and unlocks with the key fob.
DAN EDMUNDS: There's not a lot to the Chevy's bed.
It's a basic steel box, has pretty tall sides.
It doesn't come with a bed liner unless you
opt for a spray-in one like this truck has.
It's only got four tie-downs even
though you can add more using these optional holes here.
It's got a damped tailgate, and it locks, but with a key.
But the thing I really like is this corner bed step
and the handhold that goes with it.
[MUSIC PLAYING]
ELANA SCHERR: Dan, when we were driving earlier,
you pointed out something to me about Ranger.
DAN EDMUNDS: Oh, yeah--
Ranger.
You can chop letters off and it keeps spelling a word.
Ranger-- range-- rang--
ran-- Ra-- r.
JASON KAVANAGH: Anger.
DAN EDMUNDS: Anger-- take the front one off
and spell something too.
ELANA SCHERR: So, guys--
it's not that common that you get
carsick in the driver's seat--
DAN EDMUNDS: [LAUGHING] Right.
ELANA SCHERR: --but somehow, Ford
has managed to make that possible in this truck.
DAN EDMUNDS: Yeah.
This front end floats around quite a bit.
And there's a little bit of pitch
too-- more than I would have expected.
JASON KAVANAGH: It's not confidence-inspiring
in terms of ride quality.
It just doesn't feel like there's a lot of control.
ELANA SCHERR: No, it's enough that I'm actually a little bit
anxious going around corners.
I mean, it's the kind of handling you'd
expect from, say, a '70s sedan.
DAN EDMUNDS: I feel differently about the handling.
I think this thing goes straight nicely,
and it goes around corners pretty well
unless you hit a bump in the middle of the corner.
But my biggest problem with the handling
is there's no feel through the steering.
In other words, as the tires are loading up, you don't feel it.
So you don't have no confidence.
But it's actually tracked pretty well.
ELANA SCHERR: You don't have no confidence?
DAN EDMUNDS: I have confidence.
Well, maybe I don't.
JASON KAVANAGH: Yeah, I'm with Dan.
The front end-- it feels too soft
and the steering is too numb and too light.
ELANA SCHERR: The engine and trans combo
are the best thing about this truck--
super fun, super fast.
This engine doesn't have the most horsepower, numbers-wise,
but it definitely has the best response,
and it does have the most torque.
DAN EDMUNDS: It has plenty of punch.
And it gets off the line really well.
And the transmission seems to-- hey,
now you're just showing off.
ELANA SCHERR: [LAUGHING] Well, why wouldn't you, because--
DAN EDMUNDS: Right.
ELANA SCHERR: --I agree with you.
It's got-- it's the most fun, in terms of acceleration.
And it also sounds the best, which is sort of a surprise.
JASON KAVANAGH: It's also really quiet, too.
But you're right-- you've got that wall of torque,
which is great for any kind of passing maneuver.
The only thing I'd say is in D, it
tends to favor the higher gears and the revs are too low,
and then it's constantly having to downshift.
But if you put it in S, it transforms that driving
experience.
DAN EDMUNDS: Yeah, I think that makes sense, though.
D for fuel economy and S for having a little fun.
ELANA SCHERR: The seats are adjustable,
but they could use, like, a couple of notches in between
where they are, especially in the angling of the back seat.
I don't feel like it's super comfortable.
DAN EDMUNDS: Well, this is the XLT
with the basic mechanical seats.
There's an upgrade package that will give you
power seats with finer control.
ELANA SCHERR: Oh, that would be nice.
DAN EDMUNDS: And then the Lariat is the same, but with leather.
ELANA SCHERR: Oh yeah, how is it back there?
JASON KAVANAGH: Well, with this seat the way
it is for you, Elana, I've got plenty of leg room.
And even Dan, who's 6'9"--
[LAUGHTER]
ELANA SCHERR: At least.
JASON KAVANAGH: I've got--
I've got knee room right now, so it's not terrible right now.
Dan, is that chair in a spot-- seat
in a spot where you'd be happy on a long trip?
DAN EDMUNDS: Yeah I could be.
I'd probably put it back a little bit more,
but I wouldn't have to.
And by the way, I'm 5'14", OK?
Just for the record.
ELANA SCHERR: That's a lot of math.
[MUSIC PLAYING]
DAN EDMUNDS: The thing that stands out
about this truck to me the most is--
nothing stands out that much.
I mean, it's pretty well-rounded.
I like the way it rides.
I like the way it steers.
It feels pretty civilized.
JASON KAVANAGH: Yeah I agree.
The drive quality, especially, is the most tied-down,
the most sorted of the bunch.
It just feels cooperative and confidence-inspiring.
ELANA SCHERR: You could go and just do
whatever fun thing you wanted to go do in your truck
and not spend any time worrying about any
of the elements of driving to go do that thing.
Or just, like, around town, you know,
running errands, or, like, even date night.
DAN EDMUNDS: Yeah, which is going to be most of the time.
ELANA SCHERR: Yeah, 'cos you go on so many dates.
DAN EDMUNDS: I meant around town running errands--
Home Depot, usually.
JASON KAVANAGH: It's pretty quiet overall.
I mean, you think about road noise, wind noise,
engine noise.
All of these are pretty well suppressed.
ELANA SCHERR: Yeah, it's silent in here.
Like, I'm glad you're not eating snacks
because I would hear every crunch
and I'd be all irritated with you.
DAN EDMUNDS: The seats feel a little bit small
and a little bit firm, but--
JASON KAVANAGH: Well, that works for me, especially.
I'm a narrow guy, pretty slim.
So the seats actually worked in my favor.
DAN EDMUNDS: Well, about three years ago, I
weighed about 40 more pounds than I do now.
And then I thought that seats were tiny and terrible,
but now that I've lost a little weight,
I actually like them better.
JASON KAVANAGH: Now you're in my camp.
All right.
ELANA SCHERR: Bragging skinny guys.
DAN EDMUNDS: Another thing I liked
about the Colorado that goes along with everything else--
just the overall competence-- is the brake pedal.
It feels nice and firm.
You get good response out of it--
easy modulation-- it just feels real natural.
JASON KAVANAGH: Powertrain-wise, we've
got a V6, normally aspirated, and an 8-speed automatic.
Guys, what do you think?
DAN EDMUNDS: I think it's just about right.
I mean, eight seems to be enough gears.
And this engine doesn't have the most torque in the world
but has good power, and I don't find it lacking.
JASON KAVANAGH: And definitely, I think, that Colorado
has the best on-road manners of the bunch.
I'm really curious to see how it stacks up off-road being
that, you're right, it doesn't have a locking differential
or different terrain condition response stability control
settings-- that kind of thing.
So we'll see.
DAN EDMUNDS: The thing that stands out
about the Colorado is nothing stands out very much.
There's nothing here that I don't like.
It's got great steering, handling,
and it goes down the road smoothly.
The damping seems about right over big bumps and small alike.
You know, I could spend a lot of time behind the wheel in this.
No real weak points to speak of.
ELANA SCHERR: Said the driver.
JASON KAVANAGH: Hey-o.
[LAUGHTER]
ELANA SCHERR: I'm just kidding.
DAN EDMUNDS: I could use a new passenger, too.
ELANA SCHERR: That was really mean.
Jay is doing a good job.
JASON KAVANAGH: Yeah, why you gotta bag on me?
I'm just sitting here.
[MUSIC PLAYING]
[CLUNKING]
ELANA SCHERR: Oof.
DAN EDMUNDS: Oh.
Ow.
ELANA SCHERR: You OK?
DAN EDMUNDS: Yeah, what was that?
ELANA SCHERR: That was an attempt
to not be quite so straight up and down,
but I didn't realize that your knees were where they are.
JASON KAVANAGH: All right, out here
on the pavement in the Tacoma--
this feels like the oldest truck here for a number of reasons.
But the one that sticks out the most is the powertrain.
The transmission always seems to be in way too high a gear,
and there's not enough torque down low for the engine
to be able to pull that gear.
So that's the first thing that jumps out to me.
DAN EDMUNDS: Yeah, it keeps changing its mind, you know.
It dithers between one gear and the next
at the slightest provocation.
JASON KAVANAGH: Yeah, it's a modern powertrain,
but it feels like an old powertrain.
The engine's loud.
There's a lot of road noise.
And the steering, too--
it's really slow steering that has, actually, some feel.
DAN EDMUNDS: Yeah, I do like that.
JASON KAVANAGH: But it's also weighted indifferently.
So the steering just kind of doesn't work for me either.
ELANA SCHERR: I hate a steering wheel
that doesn't care about you.
JASON KAVANAGH: Right?
DAN EDMUNDS: It just feels the most
like a truck of any of the--
JASON KAVANAGH: Yeah, this is the "truck-iest", definitely.
DAN EDMUNDS: It's the truck-iest one.
JASON KAVANAGH: Yeah, although I do prefer the ride quality here
to what we had in the Ranger.
ELANA SCHERR: No barfing.
JASON KAVANAGH: A barf-free zone.
Yeah, let's talk driving position too.
The floor in the Tacoma is much closer to your butt
than in the other trucks, so you have this legs-out driving
position.
The greenhouse in the Tacoma also is shorter than the rest
as a consequence of the floor being raised up.
And also, did you guys notice the steering wheel
telescopes, like, maybe an inch, inch and a half?
DAN EDMUNDS: Yeah, I need another inch, inch and a half.
ELANA SCHERR: So the floor's up and that's actually
what gives us all of the--
all the clearance underneath that Dan's
so happy about off-road though, right?
DAN EDMUNDS: Right.
It's a compromise Toyota was willing to make.
JASON KAVANAGH: Yeah, the Tacoma definitely
has more off-road inherent goodness baked in,
so I'm curious to see how that pans out.
ELANA SCHERR: I gotta say, and this sounds sort of mean,
but I almost feel like we've gone back in time
and are doing reviews of all three trucks from like four,
even six years ago.
DAN EDMUNDS: Yeah, this truck was redesigned in 2016.
But its bones date back beyond that.
The Colorado's a fewer years old.
And the Ranger, you know, has been in a similar form
in Australia back to 2011.
So none of them are all-new.
JASON KAVANAGH: To me, the Tacoma
feels like the oldest truck of the bunch,
and there's a number of reasons why.
The steering is another one I'm not crazy about it.
It does have feel, but the weighting
is sort of indifferent and the steering ratio is slow.
So if you're in a parking lot situation,
you're just putting armful after armful of steering input
into this thing.
DAN EDMUNDS: The brake pedal--
JASON KAVANAGH: Oh.
DAN EDMUNDS: --I noticed that it has good braking,
but it's kind of really hard to modulate smoothly.
It's kind of like grabby and inconsistent
as you put on the brakes.
JASON KAVANAGH: In summary, the Tacoma
feels the truck-iest of the bunch, which
can be good and bad.
ELANA SCHERR: There's nothing sophisticated about the Tacoma,
but it does feel like it was designed for something.
I'm gonna find out what that thing is.
DAN EDMUNDS: Yeah, and I feel like whatever it's doing,
it's doing it on purpose.
[MUSIC PLAYING]
JASON KAVANAGH: We just moved from the pavement
in our off-road-oriented trucks on to the first couple
of miles of our trail.
And Elana, what were your impressions?
ELANA SCHERR: Well, all of the trucks made it, no problem.
But they felt very different as you were in the cab.
I think it's probably easiest if I
describe that in a sort of interpretive dance.
So first, the Ford Ranger--
DAN EDMUNDS: Pretty much.
ELANA SCHERR: Like a dolphin.
The Toyota-- sort of jittery, but very stable.
The Colorado-- in between the two.
A lot of up and down, but again, very stable.
JASON KAVANAGH: Dan, what do you think?
DAN EDMUNDS: Well, the Toyota is the only one
with push-button start.
That doesn't sound like an off-road feature,
but there were no keys to the knees--
big difference.
JASON KAVANAGH: Yeah, definitely.
The Tacoma, so far, feels like it's the most capable
and the Ranger--
kind of squishy.
The Colorado is kind of someplace in between.
Well, the more aggressive and harder terrain is yet to come,
so we're going to hit the trail.
[MUSIC PLAYING]
ELANA SCHERR: So, unlike Dan, who does this, sort of,
big, rocky, dirt trail driving for fun,
I usually only end up on this kind of road by accident.
Weet.
Oh.
[GASPS] I have no idea what I'm doing,
and yet, the truck seems to just, kind of, keep going.
I made it all the way up the hill
in 4-High, like, I never had to use 4-Low.
But I'm going to put it into 4-Low for the way down,
partially just so I know how to do it,
and also because then I can use the gearing of the truck
to slow me down, rather than sort of riding the brakes all
the way down.
The thing that's making the Tacoma
so forgiving of my inexperience off road
is that as long as I don't drive it directly
into a ditch or a giant rock, it has enough
articulation that the suspension will move around--
drop into the hole, or whatever--
without bringing the tires up off the ground,
and so I still have traction.
And then I can just drive myself out of a problem.
[RATTLING]
Whoop.
[LAUGHING] Or into a bush.
Maybe I'll start doing like Dan and looking
for these roads on purpose.
[MUSIC PLAYING]
DAN EDMUNDS: This is pretty cool.
The map database knows which trail we're on,
and I'm on a trail that is a black diamond trail.
So far it's not black diamond.
I'm still in high range.
Four-wheel drive, of course.
All right, I think this is where I put it into low range.
Well, let's see how it goes.
[GRINDING]
Uh oh.
I think I'm teetering on two wheels.
All right, let's try putting it in low range now.
It's not doing it.
All right, AdvanceTrac off.
Low range engaged.
Back to drive.
Did that help?
No.
It looks like I'm going to have to lock the rear differential.
So push the rear diff lock button--
and it's locked-- and forward momentum restored.
Straddle the V and go for the rock.
That wasn't much of a frame twist
area that would get that wheel that far off the ground.
That's surprising.
Yeah, looks like we're going to get more of the same up here.
Woo-hoo-hoo-hoo-hoo hoo-hoo hoo hoo hoo hoo.
Now, we've got the wheel up in the air.
I want to see this.
Excuse me while I open the door.
[CHIMING]
Oh, yeah.
About six inches.
You know what I didn't like is that somewhere
in there, this thing automatically
shifted from 4-Low to 4-High.
So I came down that section in 4-High,
and I never made that choice.
That's terrible.
I was going too fast.
I wasn't able to use the transmission to slow me down.
If it goes into 4-High, it's because I put it there,
not because the truck did.
Bogus.
[MUSIC PLAYING]
JASON KAVANAGH: I'll go for those bumps on top of him.
Straddle this crack.
Oh, oh, oh.
A little momentum goes a long way sometimes.
That noise you hear is the key bouncing around.
We're just kind of walking over these rocks.
Traction control's grabbing us a little bit,
but it's still going up the hill.
Get my tire on that big, giant boulder in front of us.
Get a little bit of speed going.
There we go.
And it's just doing it.
It's just going up the hill.
All right.
So we're just making our way down in low range still.
It hasn't automatically shifted itself into anything else.
So it's very faithfully responding to my commands.
So even though the Colorado doesn't
have a locking rear differential,
it made it through the spot that the Ranger got stuck in.
Its hood is pretty broad and it can be hard to see over it.
[MUSIC PLAYING]
JASON KAVANAGH: I took the Colorado off-road,
and it did better off-road than I expected.
However, there's something missing from this Colorado.
This thing is the air dam that goes
underneath the front bumper.
If we left it on, we would have tore that thing off
within 10 feet.
If you want to take your Colorado off-road,
you're taking off the air dam.
ELANA SCHERR: I was actually a little bit nervous
about taking my turn behind the wheel.
I actually made Dan give me a little bit of direction.
So we get up to the top, and he's
like, all right, we're done.
Turn around.
I was like, we're still in 4-High.
Aren't we supposed to be in 4-Low?
He's like, you didn't need any of them
because you never even lifted a wheel up.
I'm really ready to go straight up a mountain,
as long as it's in a Tacoma.
DAN EDMUNDS: The trail wasn't even that difficult
and I was lifting wheels off the ground.
The traction control doesn't really
offer any help in low range.
So then I was forced to lock the differential.
And I don't think you should have
to do it on a trail that's pretty much moderate,
not really that difficult. It really needs more.
[MUSIC PLAYING]
ELANA SCHERR: If this was just an off-road test,
we'd have a unanimous winner.
We all loved the Toyota Tacoma on the trail.
It was really good.
JASON KAVANAGH: But this isn't just
a test of off-road ability.
We're looking for the truck that is best on-road
and also has moderate off-road ability.
That decision was unanimous, as well.
The Chevy Colorado is our overall winner.
[MUSIC PLAYING]
DAN EDMUNDS: So where does that leave the Ranger?
After all, that's the question we
wanted to answer when we started this whole test.
Well, it was a split decision, 2 to 1--
Colorado first, Tacoma second, and the Ranger
bringing up the rear.
ELANA SCHERR: We're really happy to see the Ranger
back on the market.
I mean, the more competition, the better.
But for now, out of these three, it's third.
DAN EDMUNDS: I mean, what was up with that, Jay?
It rides like a pogo stick.
It won't stay in low range.
The backseat is just awful--
JASON KAVANAGH: I heard this enough.
I'm done.
DAN EDMUNDS: [GRUNTING]
JASON KAVANAGH: There's a lot more than just this video
if you head to Edmunds.
You'll find pricing, features, ratings, and reviews
on all three of these trucks.
And if you want to see more videos, subscribe.
[MUSIC PLAYING]
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Sengaja Direkam !! Pria ini Bikin Heboh !! Beli Toyota Rush pake Uang Koin !! WOW - Duration: 4:09.
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Toyota Prius C to be axed in the US | CarAdvice - Duration: 1:10.
North American division to drop compact hybrid hatchback in favour of new petrol-electric Corolla
As for Australia? We're not sure what the future holds just yet. Toyota's North American division will cull the little Prius C from its line-up in the coming months, making way for the new-generation Corolla Hybrid to take its place in the range
Speaking with the US's Autoblog, a Toyota spokesperson confirmed the move, adding there's around 700 units left in dealer stock in the US
"The transition to Corolla Hybrid [should be] in the next couple of months," the spokesperson said
First launched in North America in 2012, the Prius C currently retails from US$21,530 ($30,033
27), a little over $2000 less than the regular and newer Prius line. That high starting price probably doesn't help the ageing hatchback's case, given the regular Prius is based on the newer TNGA platform and offers the company's latest active safety and driver assistance features, while the Prius C does not
Furthermore, the new 2020 Corolla Hybrid will offer more power than the Prius C, while also being more frugal according to official data
Provided Toyota USA can price the petrol-electric Corolla below the Prius, it seems like a no-brainer
Australia CarAdvice has contacted Toyota's local division regarding the future of the Prius C in Australia, and is awaiting a response
The range currently starts at $24,040 before on-road costs, making the Prius C the most affordable hybrid in Australia at the moment
In saying that, the cheapest Corolla Hybrid starts at $25,870, offering new-generation underpinnings, more standard equipment, and the latest infotainment and driver assistance tech as standard
Stay tuned for an update.
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Toyota HiAce 2019: Australian details confirmed - Duration: 2:16.
Longer, safer, more refined, and it will reach Australian showrooms this year. Toyota has finally put to rest the fevered speculation sweeping (complete with leaked pictures) about the next Toyota HiAce van, confirming that it will arrive in Australia this year, with new engines, a longer wheelbase and, possibly, a five-star safety rating
It's the first time in 15 years that Toyota has revealed an entirely new generation of the huge and hugely popular van and bus range
As you can imagine, technology has moved on a lot in that time, so HiAce buyers can expect improvements measured in leaps and bounds, including more power, more fruit in the cabin and even enhanced ride comfort
The new HiAce will shift to the "semi-bonneted" design we've all goggled over in the spy pics, and the new design - maintains the much-loved cargo space while also providing a stiffer frame, greater stability and manoeuvrability and more pliant suspension
The sixth generation of Toyota's big bus, expected to go on sale in mid 2019, will offer a choice of two-seat vans in long wheelbase (LWB) and super-long wheelbase (SLWB) configurations, as well as five-seat LWB crew vans and the 12-seat SLWB Commuter buses so beloved of footy teams
Toyota Australia's vice president of sales and marketing Sean Hanley predicted the all-new HiAce would be a hit with both private buyers and fleet and corporate customers
"All-new HiAce is the total solution for transporting cargo, tourists, workers and families," Mr Hanley said
"Beyond expanding the vehicle's core mission as capable, durable and reliable transport, it has now stepped up to deliver the comfort and safety that today's motorists demand for private use
" Hanley also pointed out that the new semi-bonnet design, which gives the HiAce a more modern and roguish front end, will also make maintenance faster and thus cheaper, because it is far easier to get to and replace things like oil, air filters, the battery and coolant
The new semi-bonnet design gives the HiAce a more modern and roguish front end. The new HiAce range will feature two new engines; a 2
8-litre four-cylinder turbo-diesel and a 3.5-litre naturally aspirated petrol, both a choice of six-speed manual or automatic transmissions
Cargo capacity has been maintained - at 6.2 cubic metres for the LWB or a whopping 9
3 cubes for the SLWB - thanks to a new, longer wheelbase. Cargo capacity is rated at 6
2 cubic metres for the LWB or a 9.3 cubes for the SLWB. Towing capacity is also up by as much as 500kg, with a maximum of 1900kg on some variants
For those who'll use the HIAce for hard work, the SLWB two-seat van is capable of accommodating Australian standard pallets (1165mm x 1165mm) through its wider side doors
Toyota is tipping the HIAce to achieve the maximum five-star safety rating, thanks to its highly rigid structure and updated safety technologies, including AEB with pedestrian and cyclist detection, plus a reversing camera and nine airbags
The reversing camera will be displayed on the media screen. There's even a clever, but optional, digital rear-view mirror, that "provides a wide field of view unobstructed by headrests, occupants or cargo"
Aussie customers, who've bought more than 330,000 HiAces over the years, many of which are no doubt still running, will be particularly thrilled to hear that new MacPherson struts for the front suspension and new leaf-spring suspension at the rear combine to improve handling, stability and comfort
This, truly, is a whole new van. And it looks like it's been worth the wait.Will the new HiAce rattle the cages of the Ford Transit, Hyundai iLoad and Renault Trafic? Tell us what you think in the comments section below
More News Volkswagen Golf GTI 2019 priced at $47,990 drive-away Volkswagen Australia has introduced revised drive-away pricing for the 2019
Bentley Bentayga Speed 2019 claimed as world's fastest SUV Bentley has launched what it claims is the world's fastest SUV: the
Lamborghini Miura 'blown up' in the name of art You might imagine Lamborghini, or anyone who owns one of its classic Miuras,
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Toyota Stadium Chef Previews Menu Items For Upcoming FC Dallas Season - Duration: 2:00.
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Toyota Aygo 1.0 12V VVT-I 5DRS Aspiration Green Airco - Duration: 1:12.
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Toyota Corolla recalled to replace entire gearbox - Duration: 1:28.
The all-new Toyota Corolla hatchback is the subject of a significant recall following the discovery of a serious issue with the car's CVT gearbox that can cause a loss of power at high speeds
It's a blow to what is Australia's best-selling passenger car, with Toyota to replace the entire gearbox in recalled cars
Toyota Australia has confirmed the recall will impact 2640 Toyota Corolla's powered by the brand's 2
0-litre petrol engine, and that were produced between August and October this year
Another 1100 vehicles have yet to be delivered to customers, with Toyota to carry out the repair work prior to delivery
But given the wide-reaching nature of the recall, the required parts are on backorder, and aren't expected to arrive until sometime in the first half of 2019
It means Corolla customers will need to continue driving their vehicles for some time yet
It is understood that Toyota will provide customers who suffer a power loss with a loan car until their cars can be repaired
"This recall is due to a problem with the torque converter in the Continuously Variable Transmission (CVT) assembly," Toyota's statement reads
"There is a possibility that due to a manufacturing error, the blades of the pump impeller in the torque converter may detach, causing damage to the torque converter and potential loss of motive power
Loss of motive power while driving could increase the risk of crash. "Replacement parts are presently being arranged with anticipated availability in Australia in the first half of 2019
Toyota dealers will remove and replace the CVT and torque converter on all affected vehicles, which will take approximately 10 hours to complete
This will be carried out free of charge." The recall impacts vehicles sold in Australia, China and North America
Toyota in Australia says vehicles with a VIN range from 03013727 to 03023629 are being recalled, and urged concerned customers to contact their dealer
Have you bought a new Corolla? Tell us what you think in the comments below.
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Toyota Verso 1.8 VVT-i Business ( Navigatie - Trekhaak ) - Duration: 1:12.
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Is the Toyota HiLux diesel only? - Duration: 1:04.
Despite consistently being one of the best-selling cars in Australia, Toyota's stalwart HiLux ute range is almost an exclusively diesel affair, with just one petrol engine left in the range
The last petrol-powered HiLux is a 2.7-litre four-cylinder, non-turbo producing 122kW/245Nm and is restricted to Workmate 4x2 single and double cab variants only
The 4.0-litre naturally-aspirated petrol V6 was phased out for the 2018 model year due to low demand
At the time Toyota said the V6 accounted for just 0.5 per cent of HiLux sales. The rest of the current Australian HiLux range employs either a 2
4-litre turbo-diesel producing 110kW/400Nm or a 2.8-litre turbo-diesel (for all 4x4 and Hi-Rider variants) producing 130kW/450Nm
That looks unlikely to shift for the foreseeable future, with many of the HiLux' rivals like the Ford Ranger, Nissan Navara and Isuzu D-Max now existing as diesel-only offerings
While petrol variants could be the first to meet the chopping block, the manual variants could be next as the ute passed a milestone in 2017 of over half of sales being automatics
Toyota says this is due to HiLux customers - including tradespeople and fleet buyers - increasingly choosing autos
As a result, for the 2018 model year, Toyota began offering even more automatic variants
Do you think the HiLux faces an all-diesel all-automatic future? Share your thoughts in the comments below
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Toyota Prius 1.8 Business met lederen bekleding - Duration: 1:08.
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Toyota RAV4 2.5 VVT-i Hybrid 197pk AWD Aut ( Navigatie - Park. assist - 18 `` Velgen ) - Duration: 1:10.
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Toyota RAV4 2.0 VVT-i AWD Comfort Automaat - Duration: 1:13.
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Toyota Auris Touring Sports 1.8 Hybrid Executive Nederlandse Auto/Trekhaak afneembaar - Duration: 1:15.
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Toyota Aygo 1.0 VVT-i x-fun - Duration: 1:12.
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Toyota Prius 1.8 Executive - Duration: 0:53.
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Toyota Avensis 1.8 VVTi Luna Business ( Climate control, Parkeersensoren achter ) - Duration: 1:22.
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Toyota Prius C Getting The Boot To Make Way For Corolla Hybrid - Duration: 2:04.
With the advent of the 2020 Corolla Hybrid, Toyota will soon kick the Prius C to the curb Group Vice President of Toyota Marketing Ed Laukes confirmed the news to Motor 1 during a recent media event: "You're probably not going to see Prius C for long
The Prius C has served its purpose well".Toyota introduced the Prius C for the 2012 model year as a cheaper and smaller alternative to the regular Prius
The Prius C also happens to look significantly better than the larger model and features a 1.5-liter four-cylinder engine paired with an electric motor to deliver a combined 99 hp
While the Prius C aged well and recently received a facelift, the arrival of the Corolla Hybrid in Toyota's range means it's become redundant
The Corolla Hybrid is newer and more fuel efficient, almost matching the regular Prius for efficiency
According to the U.S.Environmental Protection Agency (EPA), the Corolla Sedan Hybrid achieves 53 mpg city, 52 mpg highway, and 52 mpg (4.5lt/100 km) combined
To put that into perspective, the Prius records 54/50/52 city/highway/combined
Powering the Corolla Hybrid is a 1.8-liter four-cylinder running on the Atkinson cycle paired with two electric motors and a nickel-metal-hydride battery
Maximum combined power sits at 121 hp, and it's coupled to a continuously variable transmission that includes a 'preload' differential to reduce the CVT's usual, and much-maligned, 'rubber-band' effect during acceleration
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