2010 Toyota Corolla Overview

Introduction

The Toyota Corolla is among the best of the compact sedans: reliable and economical yet refined and comfortable.

The 2010 Corolla comes in five trims: Standard, LE, XLE, S, and XRS. The principal powertrain is a 132 horsepower, 1.8-liter dual VVT-I engine, matched with a five-speed manual or four-speed automatic transmission. An added powertrain, available only in XRS models, is a 158 horsepower, 2.4-liter VVT-I engine with a five-speed manual or new five-speed automatic transmission. All models come standard with front, side-impact and side-curtain airbags, ABS with brake assist, and whiplash protecting front seat active head restraints. New for 2010, Vehicle Stability Control with Traction Control is standard on all models.

Completely redesigned for 2009, the 2010 Toyota Corolla is a rollover.

2010 Mercedes-Benz E63 AMG declares checkmate

Every experience we've had with Mercedes-Benz's new eighth-generation E-Class has been a positive one. From the near-stately luxury of the E350 and E550 sedans to the sporty thrills of the E-Coupe to the "ineffable joy"of the E-Cabrio, we've been big fans. Except... we all seem to end our reviews saying something like this, "While there is no doubt that the [whichever E-Class] is a first rate automobile, we can't help but wonder what the AMG version would be like." Well friends, let me tell you.

It's like driving veal. No, the E63 AMG is smoother than that. It's like driving veal fat. Citroëns wish they had rides as glassy. Potholes, ruts, expansion joints (i.e. Interstate 5 near Downtown Los Angeles), it really doesn't matter what the road surface is like. The E63 wafts you over it in serene comfort. And should you (somehow) become uncomfortable, just switch on the massaging seat. The max setting is stellar. "Wait a second," you say, this is an AMG product. It's not supposed to be all soft and cushy. Well, I'm kind of pulling a fast one, because I'm talking about driving the E63 with all of the adjustable stuff turned off. This is also known as "Comfort" mode, and truer words have rarely been printed in an owner's manual.



Of course, situated just in front of the gear selector is the AMG Drive Unit button that firms up the suspension in one of two ways. Push once for "Sport" and once again for "Sport Plus." Unlike the majority of cars fitted with such functionality, this button makes a world of difference. With Sport Plus engaged (who has time for regular old Sport?), moving at 110 mph with four grown men inside is like puttering about in traffic in any other car. Talk about an Autobaun cruiser, talk about a gentleman-thug. There's just no drama. Blame it on the E63's curious suspension set up.

There's an age-old problem that goes something like this: The weight on a car's front end is fairly static, specifically a front-engine, rear-wheel-drive sedan. However, the weight pressing down on the rear axle fluctuates. With four adults and a week's worth of luggage, we could be talking a quarter of a ton – or more. Most trucks have a perfect solution for this problem: Leaf springs. Of course, Mercedes-Benz would rather re-buy Chrysler than go down that path. Multi-link rear-ends with gas-shock dampers (like you'll find on most performance sedans, including the lesser E-Classers) can't adjust to the added and arbitrary weight. They require additional rear-spring stiffness to keep the car semi-level and this hurts ride quality. AMG's answer: Air suspension, but only in the rear.

2010 Land Rover LR4 makes a better boxy SUV

Unmistakably a Land Rover, the LR4 comes in for an exceedingly subtle outward metamorphosis. Look (very) hard and you'll notice the reworked grille and fascia. There's also a larger intake in the restyled front bumper, which itself has been reshaped to enhance aerodynamics – not that the LR4's squared-off look screams "wind tunnel-tested." New headlamps, LED taillamps, a trio of new paint colors and new 19- and 20-inch wheel designs round out the exterior tweaks. No one's complaining about the conservative approach to the visual facelift; iconic styling is an asset changed at your own peril.

Inside, Solihull has lavished substantial attention on the LR4 accommodations. The dashboard and center stack have been cleanly restyled and simplified, exorcising many of the buttons that used to clutter up the space. Much like the exterior, changes to the dashboard and controls are refinements rather than revolutionary alterations. Things are generally where they were in the LR3, but the materials and design are vastly improved. Some elements, like the new piano black accent that extends from the lower center stack and extends back to surround the shifter, may be in vogue, but it's dastardly to keep free of smudged fingerprints.



The relocation plan moves the controls for the updated Terrain Response into a more logical location by the shifter. Thanks to the upgraded materials, Range Rover drivers will feel right at home when they get an LR4 loaner at the service department. Front and second-row seating is revised, and HSE buyers can choose the Premium Leather Pack and its electrically-adjustable seat bolstering. The third row is still coach-class, largely the domain of priveleged brats, but grown-ups do fit more easily than in some other three-row vehicles with a similar footprint.

The interior refit pays off by improving the LR4's driving experience. Were it not for the obscene amount of fuel required to shove a tall, blocky, heavy thing through the air, this would be a nearly ideal vehicle for long-legged journeys. The seating position is high, and visibility is fantastic. The front and middle-row seats are fantastically comfortable, and a heated steering wheel feels decadent on subzero mornings. Equally sublime is an electrically heated windshield, though the squiggly grid can be initially distracting.

Three classic Ferraris break the million-dollar mark at Amelia Island

1967 Ferrari 275 GTB/4 Berlinetta 

While the iconic 250 series of 1960s-era Ferraris – including the GTO, California Spyder and Testa Rossa – continue to break records at auction, the models that followed are quickly catching up, as those who lusted after them in their wonder years are coming up with the cash to acquire them today. As with any great collector cars, the more perfect and more rare the specimen, the more it'll fetch at auction.

Case in point, three classic Ferraris hovering around the 40-year-old mark each sold for seven figures last week at the RM Auctions Amelia Island event in Florida. One example, a rare Daytona Spyder once owned by Edsel Ford II, brought in $1,017,500 – safely inside the $1-1.25 million estimate range. Another, an alloy-bodied 275 GTB/4 in stunning copper, which was purchased new by Luigi Chinetti and displayed at the 1967 New York Auto Show, went for $1,265,000 – a little short of its estimate. It was bested, however, by a meticulously-restored, concours-winning 275 that greatly exceeded its estimate with a $1,650,000 winning bid.

Along with the headline-catching Duesenbergs, these classic cavallinos helped RM achieve an 88% sale rate at Amelia Island, accounting for over $19 million in sales.

Ford to attempt 1,000-lap challenge at Bristol Motor Speedway in V6 Mustang

While true Ford Mustang fans will really only care that the new powertrains being introduced for 2011 produce substantially more power than before, Ford is equally interested in promoting their improved fuel economy. We already know about the new V6's 19 mile per gallon city and 31 mpg highway ratings from the EPA. On June 23, Ford will take a V6 Mustang to Bristol Motor Speedway in Tennessee and attempt to run over 1,000 laps on a single tank of gas. Bristol is one of NASCAR's old school half-mile bullrings, so that means over 500 miles on a tank.

A crew of Ford test drivers will circle the track until the tank runs dry, hopefully topping the 1,000 lap mark. During the run-up to the event people can go to www.Mustang1000LapChallenge.com and guess how many jelly beans are in the jar how many laps the Mustang will complete before it's running on fumes. Of those who guess correctly, Ford will randomly draw the name of one person who'll win a 2011 Mustang V6. Hats off to Tim for the tip.

[Source: Ford] 

2011 Ford Edge Sport

Manufacturers used to roll out all-new cars every five-to-eight years. Somewhere around the halfway point – usually year three – much hoopla would be made about new front and rear fascias, the addition of some standard features and some new option packages. (*Yawn*). These changes were designed to give shoppers a reason to look at a car that was getting long-in-the-tooth.

Ford Motor Company sung by this songbook for decades, but it's not any longer. As we've seen with the Escape, Fusion and Mustang, the Ford brand is rolling out significant product changes any time they darn well please. For example, the 2010 Fusion could have been a standard refresh, but instead included three all-new powertrains, a significantly upgraded interior, and the expected front and rear fascias.

Introduced as a 2007 model at the close of 2006, the Edge was Ford's second attempt at a more car-like crossover. (Anybody remember the Freestyle/Taurus X ... uhh, not so much.) Heading into its fifth year of production, the Edge needed some serious attention.

2011 Ford Edge ordering guide hits the Intertubes

After spending some time with the 2011 Ford Edge Sport, it's obvious Ford did more than just a run-of-the-mill mid-cycle refresh. And with the overhauled crossover hitting showrooms this summer, more and more information is trickling out. A member of the Blue Oval forums apparently found the Edge's order guide, giving us a complete rundown of the four Edge packages available at launch.

First, let's begin with what we already know. The Edge will be available in SE, SEL, Limited and Sport trims, come standard with an overhauled 285-horsepower 3.5-liter V6 powerplant and the Sport model will get the same 305-horsepower 3.7-liter V6 that powers the 2011 Mustang V6. According to the ordering guide, Ford expects 17 percent of customers to opt for the base SE model, 39 percent to go for the mid-level SEL, 40 percent to choose the Limited and only four percent to choose the 22-inch wheels of the Sport model.

SE buyers will have two Rapid Spec option packages from which to choose, though the pickings are slim. Spec 101A includes a convenience package with auto-headlamps, a compass, keyless entry and a reverse sensing system. The SEL will add everything from the best SE model plus standard equipment including 18-inch painted aluminum wheels, heated mirrors, a six-way power driver's seat and dual-zone temperature control. The SEL trim will also afford three different packages: Rapid Spec 201A includes the eight-inch LCD MyTouch interface with SYNC and a rear-view camera while Spec 202A adds features like leather seating surfaces, heated front seats, a 10-way power driver's seat and ambient lighting.

Stand alone options include an expansive Vista Roof (available with spec 201A or 202A) and Ford's excellent navigation system (available with spec 202A). Jump to the Limited Edge and MyTouch, SYNC, leather, heated seats with power adjust in the front row and visual cues all around are all standard. The Limited has three rapid specs, with The Blue Oval expecting 301A to be the most popular. The package includes navigation, HID headlamps and the Vista Roof. Spec 302A adds BLISS blind spot protection and adaptive cruise control, while the low volume Sport model comes with scores of standard features including the aforementioned 22-inch wheels and 3.7-liter drivetrain. All options, including navigation, are a-la-carte. What the alleged Edge order guide doesn't include is pricing or any information about the 2.0-liter turbo model, which reportedly won't be available until 2011. Check the gallery below for the full guide.

2010 Aston Martin Rapide is always ready for its close-up

The Aston Martin Rapide is a sports car first, a sedan second.

Those exact words may have never been spoken or alleged while the Rapide was under development. Nevertheless, that mantra subconsciously repeated itself countless times during our day with the British manufacturer's first four-door vehicle since the angular William Towns-designed Lagonda left the world stage.

Even to the uninitiated openly-gazing public, the Rapide is purely an Aston Martin. The family resemblance – to the DB9, DBS and Vantage – is unquestioned thanks to Aston's world-renowned and incredibly sexy, sleek silhouette. The designers have done such a noble job hiding the extra 12 inches of length and two inches of height that only on second glance do most realize that this isn't another coupe. Regardless, in a compliment to the designer, most will still believe the Rapide is a stretched variant of the DB9. In truth, all of the body panels on the sedan are new – none of the sheetmetal is shared.



With that in mind, it is no surprise to find that under the skin, Aston Martin has utilized its V/H platform – shared with the DB9, DBS and Vantage – to construct the Rapide. Using technology borrowed from the aerospace industry, the British automaker employs adhesives to bond – not weld – aluminum components together. The front quarter panels are composite, while the doors and roof are aluminum. The rear quarter panels are steel. The end result is a chassis that is very light and extraordinarily stiff. The curb weight of the Rapide is 4,387 pounds – about 500 pounds heavier than the DB9 coupe. Thanks to the engine being set low and back in the front of the platform and a rear-mounted transaxle, the Rapide's weight balance is a nicely proportioned 49 percent front, 51 percent rear.

Under the long hood of the Rapide is a hand-assembled all-alloy 48-valve V12. Displacing 6.0-liters, the normally-aspirated engine is rated at 470 horsepower (at 6,000 rpm) and 443 lb-ft of torque (at 5,000 rpm). Power is sent rearward through a carbon-fiber propeller shaft within an alloy tube to the mid-mounted gearbox. The transmission is Aston Martin's "Touchtronic 2" with electronic shift-by-wire control (that's an overly eloquent way of saying it is a traditional six-speed slushbox with a torque converter and overrides for manual control). A standard limited-slip differential ensures power is sent consistently to each rear wheel. While the four-door shares a powertrain with the DBS, it has been customized for the Rapide, including its own unique final drive ratio of 3.46:1.

CHP report seemingly sides with Sikes on case of the Runaway Prius

In reality, the California Highway Patrol isn't taking sides with anyone regarding the recent speeding Prius of Jim Sikes. But the CHP doesn't see any reason to doubt Sikes' version of events that led to his hybrid reaching speeds of around 90 miles per hour, apparently unable to bring the barreling vehicle to a stop. Also of note is the fact that a Border Patrol agent had also responded and was leading the Prius with its emergency lights on when the CHP officer arrived.

The officer that responded to the scene states that he "could see the driver sat up off his seat indicating that he was possibly applying the brake pedal with his body weight... His back was arched and both hands were pulling at the steering wheel." A short time later, the officer positioned his patrol car in front of Sikes' Prius when he "noticed that the Prius' speed had dropped dramatically" before coming to a complete stop on the highway. According to Sikes, this happened after he applied both the standard and parking brakes.

Paramedics arrived on the scene and found that "Sikes' blood pressure and pulse rate were very high." Another interesting tidbit is the the officer encouraged Sikes to speak with the media, despite the fact that the driver indicated he preferred not to. Later at the station, the officer took a statement from Sikes, who described his Prius as 'feeling funny' under braking, saying that the "whole car was shaking and vibrating" when the brakes were applied.

Sikes also claims to have manually pulled up on the gas pedal three separate times with no effect, and he was afraid that shutting the car off would cause the steering to lock up. The officer reports seeing the car's brake lights on and off intermittently, smelling the scent of worn brakes and seeing that the pads were worn completely down after the event.

CHP spokesman Brian Pennings has said that it is the CHP's position that no evidence has emerged to doubt Sikes' version of events. See the CHP officer's complete report in our image gallery below. For a slightly different view, click here and here to see what Toyota and the National Highway Traffic Safety Administration found after inspecting Sikes' Prius.

McLaren MP4-12C takes the stage at company unveiling

Early this morning, at least in the U.S., McLaren Automotive had a coming out party in its home town of Woking, England. We were there in person and witnessed the unveiling of not only a new sports car company, McLaren Automotive, but also its flagship product: The MP4-12C. This will be the first of an entire range of new McLaren sports cars, and the company best know for its exploits on the F1 race circuit appears to have built a doozy of a supercar to kick things off.

McLaren F1 drivers Jenson Button and Lewis Hamilton were on hand at McLaren's technology center to pull back the sheet on the MP4-12C. The rear-wheel-drive supercar features a mid-mounted 3.8-liter V8 producing 600 horsepower and 443 pound-feet of torque with an 8,000-rpm redline. Comparisons with the legendary McLaren F1 will no doubt be made, but no performance numbers are available for the MP4-12C yet and, we suspect, their missions in life are not exactly the same. The MP4-12C appears to be a supercar you could live with on a daily basis, more like a Gallardo than a Murciélago (though we suspect it might leave both in the dust).

Since we were there, we also meandered about McLaren's facilities and captured stills of a bare MP4-12C chassis, rolling bodies on the assembly line, the XP11 prototype that was used for testing and various historical McLaren automobiles that were hanging out in the lobby.