The Diesel Driver » Diesel Road Tests

2012 BMW 320d EfficientDynamics Edition (F30) – First Drive and Review

Christian Stampfer — Tue, 24 Jan 2012 03:46:17 +0000

In 1975, BMW introduced the 3 Series, a model that has consistently set the standard for sports sedans. The 3er was introduced as the successor to the BMW Neue Klasse (BMW New Class), which included the BMW 1602 and 2002, among other models. Together with the 5 Series, which replaced the New Six (the 2500, 2800, and Bavaria models), a new era in the automobile history of the BMW Group had begun.

The BMW 3 Series became the backbone and heart of the BMW car production. Indeed, more than 12.5 million units have been sold since the market launch in 1975.

On 14 October 2011, the all-new 3 Series was unveiled and celebrated its world debut at the BMW plant in Munich. The official premiere was consciously held in Munich because, for the first time the BMW Munich plant is able to manufacture every possible configuration of the new 3er including right-hand drive cars. The experiences and the knowledge during the production process of the new car will be passed on to other production sites of the BMW Group, such as Rosslyn (South Africa) or Shenyang (China), where the new 3er will be manufactured or assembled as well.

At the end of the year, I had the opportunity to test drive a pre-production type of the BMW 320d EfficientDynamics Edition. The only difference between a pre-production model and a standard model is the higher amount of manual labor performed by employees instead of robots.

Since I was only had time to drive the car for about 50 km (31 miles,) the driving experience was somewhat limited. But what I saw in terms of fuel consumption, ride comfort, and handling was very promising indeed.

After a drive on the Autobahn for 20 km (12.4 miles), where the 320d showed excellent pulling power, I switched onto a country road for the last 30 km (18.6 miles). After I left the Autobahn, I immediately changed the driving mode to ECO PRO (a new high-efficiency mode) for maximum fuel economy.

The new cabin continues the BMW tradition of a driver-oriented cockpit and was very comfortable. There was very little engine noise audible.

Fuel economy was excellent and the the new ZF eight-speed automatic plays a big role here. In my non-Autobahn driving, it selected the second highest gear while I was driving at a speed of 80 km/h (50 mph). For my somewhat spirited 50 km drive, my fuel economy was very impressive 5.5 l/100 km (42 mpg).

Click here to continue to Page 2 – Engine and Drivetrain plus Infotainment and Safety Features

2012 Volkswagen Passat TDI SEL Review and Report

Jonathan Spira — Tue, 13 Dec 2011 01:49:37 +0000

In the U.S., the Passat has had a bit of an identity crisis. First introduced as the Passat in Germany in 1973
and developed from the Audi 80/Fox platform (VW had acquired Audi in 1964), the new front-wheel-drive sedan with a water-cooled engine was the harbinger of things to come out of Wolfsburg.

When it reached the U.S., it wasn’t called the Passat, however. (Passat is the German word for “trade wind”; at the time, VW was heavily invested in naming its cars after winds, including Golf (Gulf stream), Jetta (Jet stream), and Scirocco (Sirocco).) It was called the Dasher, which is not a wind, of course, just as the Golf, which was introduced in the U.S. by VW in 1974 as the Rabbit.

We first drove the new 2012 Passat TDI in June around the fine state of Tennessee but, since it didn’t reach dealerships until later in the summer, we didn’t get a chance to spend a week in one until just recently.

Known as the New Midsize Sedan (NMS) until its unveiling at the beginning of this year, the Passat NMS is not available in Germany. It was designed with the U.S. market in mind and is the sole production vehicle at Volkswagen’s brand new plant in Chattanooga. It’s also being built in China for the Chinese market.

The previous generation Passat (a facelifted version is still being sold in Europe but it was last sold in the U.S. in 2010 and there was no 2011 model available) was thought to be too small and too expensive for American tastes. With fluctuating exchange rates, lowering the price of an imported Passat would have proven to be quite a challenge.

Happily for customers, Volkswagen was able to neatly address all three problems in one fell swoop. The automaker decided to build the new Passat in the U.S. and make it bigger but use the same engineering and engines as the European version.

The 2012 Passat sells for $7000 less than its predecessor (this is a 25% reduction). The TDI (turbo diesel) model comes with the same inline-four as found in the Golf TDI and Jetta TDI. The new Passat is also available in two gasoline variants. The base model has a 2.5-liter inline five-cylinder engine and the Passat SEL has a 3.6-liter V-6. It’s also one of two new-for-2012 cars (the other is the Mercedes-Benz S350 BlueTec) that is a contender for the 2012 Diesel Car of the Year.

FIRST NEW PASSAT DELIVERY – A DIESEL!

The first of the new 2012 Passats to be delivered to a customer was, appropriately, a black Passat TDI, delivered on September 13, 2012 to its new owner, Matt Duchesne, of San Jose, California. The delivery took place at Stevens Creek Volkswagen.

While Volkswagen doesn’t offer factory delivery in Chattanooga (which is truly a pity), the automaker did fly Duchesne to the factory for a tour and filled his trunk with VW gear. Shell Oil presented him with $500 in gift cards to purchase diesel fuel, a gift which, since the Passat gets 43 mpg (5.47 l/100 km), should keep his tank full for at least the first 5,000 miles (8,000 km).

Click here to continue to Page 2 – Driving the 2012 Volkswagen Passat TDI and Passat TDI Interior

Infiniti M Hybrid (M35h) Review and Road Test

Jonathan Spira — Fri, 09 Dec 2011 23:41:03 +0000

Hybrids are boring, lackluster automobiles that simply cannot deliver great performance and fuel economy – at least that’s the typical perception your average new car buyer might have. Enter Infiniti with the M Hybrid, a car that sets out to challenge these outdated notions and deliver performance befitting a sporty luxury sedan.

Start with curvaceous Infiniti M and add what the automaker calls the Infiniti Direct Response Hybrid system, a one-motor, two-clutch parallel hybrid system, and you have a luxury car that delivers 360 hp and 32 miles per gallon (7.35 l/100 km) on the highway and 27 mpg (8.71 l/100 km) in city driving.

POWERPLANT

The Infiniti Direct Response Hybrid System, which made its debut in the Infiniti Essence concept car, a two-door coupe that was shown in 2009, starts with a Lithium-ion battery and 50 kW electric motor mated to the car’s seven-speed automatic transmission which powers the rear wheels. Paired with the time-tested 3.5-liter V-6 engine that develops 302 hp and 258 pound-feet of torque, you end up with a total of 360 hp and 457 pound feet of torque – not bad for a hybrid!

The Direct Response Hybrid System is different than most hybrids because Infiniti uses Lithium-ion batteries, not Nickel-Metal-Hydride batteries. The Lithium-ion batteries have twice the energy density and are quick to alternate between charging and discharging. In addition, the Direct Response Hybrid System directly delivers the power to the rear wheels through the transmission.

Keep in mind that most hybrids use two electric motors, one to provide propulsion and the other to recharge the battery during braking. The second motor, like an extra and unnecessary appendage adds complexity and weight to the hybrid-drive system and takes away from the normal feel you get when braking because the second motor works to charge the battery when you brake.

In addition to better braking feel, the new design promises to make for a smoother transition between all-electric power, all-gasoline power, and hybrid power.

Beyond this, two additional systems, Hybrid Electric Power Steering and Electric Driven Intelligent Brake regenerative braking, conserve power and contribute to the improved fuel economy.

Of course, when the car is running in electric-only mode, the engine is silent. One of the most interesting aspects of the M Hybrid is the Approaching Vehicle Sound for Pedestrians (VSP) system, its audible pedestrian warning system. VSP uses a variety of different sounds to alert pedestrians and others of the car’s movement and presence. It sends out a sine-wave sound as soon as the car begins to move, cutting back on the sound at 15 mph (24 km/h) and shutting off completely at 20 mph (32 km/h).

Click here to continue to Page 2 – Driving the Infiniti M Hybrid and M Hybrid Interior

2011 Mercedes-Benz R350 BlueTec 4Matic Review and Test Drive

Jonathan Spira — Fri, 02 Dec 2011 04:55:34 +0000

The Mercedes-Benz R350 BlueTec is a true puzzle and, in many respects, defies categorization. It’s a crossover, but a very large one. It’s a minivan – at least it’s large enough to be one. It’s a six-passenger wagon – but one that can be configured for seven passengers… Well, you get the picture.

The R-Klasse has received an extensive refresh for 2011, bringing it in line with the new design language in the Mercedes M-Class and GL-Class which, incidentally, are both offered with diesel powerplants. The new, more angled grill and redesigned headlamps give the front a more assertive looking face. The side profile is sleeker than before and emphasizes a coupe-like line (think CLS) at the very rear. The rear, which sports new LED taillights and a new bumper with integrated exhausts, completes the picture.

THE ENGINE

The R350 BlueTec shares the time-tested BlueTec 3.0-liter diesel engine with AdBlue DEF (diesel exhaust fluid, also known as urea) injection found in the E350 BlueTec and the S350 BlueTec. The V-6 produces 210 hp and 400 pound-feet of torque. By contrast, the petrol variant, a 3.5-liter V-6, produces 268 hp and 258 pound-feet of torque.

Both R350s come with Mercedes-Benz’ 4Matic four-wheel drive system and a seven-speed automatic transmission. Steering-wheel paddles and the column-mounted shifter that is Mercedes standard fare are present here as well. Drivers can select the standard shift program or an energy saving option.

The EPA rates the oilburner at 18 mpg (13 l/100 km) in city driving and 24 mpg (9.8 l/100 km) on the highway. By contrast, the gasser is rated at 14 mpg (16.8 l/100 km) and 19 mpg (12.4 l/100 km).

The diesel accelerates nicely from a stoplight but it won’t break any records. Once on the highway, however, it truly is in its element and six (or seven) people can ramble down the Autobahn at decent speeds while still getting decent fuel economy.

INTERIOR

Inside the roomy cabin, little has changed since the R’s launch in 2005. The instrument cluster is all new (dials now have white needles and the overall user interface it better) but that’s about it. The fit and finish is excellent and the materials used are top notch.

The key to the R’s interior is its inherent versatility. In U.S. models, the six-seat configuration is standard; seven is optional. In European markets, the five-seat model is standard, even in the long-wheelbase version that is not available in the U.S., and there’s an optional four-seat configuration as well.

Once inside, there’s more than enough room in the front two rows and the third row had a surprising amount of room as well.

As many as three child safety seats can be installed in the rear of the R-Class and the third row folds down when not in use, providing significantly more storage space. With 85 cubic feet of luggage space, the R-Class is the most spacious Benz on the boulevard today.

The panorama roof makes the interior seem even more spacious than it is and the roof simply looks great on the outside.

The optional harman/kardon Logic7 sound system does an impressive job of filling the cabin and the optional rear entertainment package features two 8” displays mounted on the backs of the front seats that connect to wireless headsets and a DVD player, all controlled by a remote. Here Mercedes needs to do a far better job in terms of integrating the displays into the interior because the current system stands out like a sore thumb.

My only other complaint about the interior is the lack of an armrest-mounted cockpit controller or pointing device for the Comand system. While the car comes with the latest Comand software, the car’s equivalent of a mouse is the same one that was available in 2005 at the launch and was also found in the prior-generation M-Class (it’s still what buyers get in the GL- and G-Class but it should have been updated with the mid-life refresh). It’s much harder to navigate around the Comand system’s many functions while the armrest-mounted controller, now on the new M-Class and also in most Mercedes models makes using Comand while driving a breeze.

Click here to continue to Page 2 – Driving the Mercedes-Benz R350 BlueTec

2011 BMW X5 xDrive35d Review and First Drive

Jonathan Spira — Fri, 09 Sep 2011 00:59:34 +0000

The BMW X5, which first appeared in 1999 as a 2000 model, was completely redesigned for the 2007 model year. In 2009, BMW of North America introduced the diesel-powered X5 xDrive35d alongside the BMW 335d. In many respects, the X5 diesel competes against the Mercedes-Benz ML350 BlueTec ,the Audi Q7 TDI, and the Volkswagen Touareg TDI although each has unique qualities. The four are the only diesel-powered SUVs available in the U.S. at the present time.

We last looked at the BMW X5 diesel at the beginning of 2010 and the car we liked then has gotten even better. In the first two quarters of 2011, 24.5% of BMW X5 drivers chose the diesel mode as opposed to the comparable petrol variant, down from 29% in the first half of 2010.

For 2011, the X5 got a new front bumper and air intakes, a new rear apron as well as numerous minor cosmetic changes. BMW claims that its engineers created a total of 4000 new parts for the 2011 model but this includes two new engines and drivetrains for the gasoline-powered versions.

The X5 xDrive35d remains the fastest and most fuel efficient vehicle in its category (its 0-60 time is 6.9 seconds with fuel economy of 19 mpg (12.8 l/100 km) city/26 mpg (9.0 l/100 km) highway/22 mpg (10.7 l/100 km) combined versus, for example, the new 2012 Mercedes-Benz ML350 BlueTec, which goes from 0 to 60 mph in 7.3 seconds with fuel economy figures of 20 mpg (11.8 l/100 km) city/25 mpg (9.4 l/100 km) highway/22 mpg (10.7 l/100 km) combined.

Most of the significant changes relate to infotainment technology. As of March production, the X5 comes with BMW Apps, a low-cost infotainment option ($250) that brings compatible iPhone apps and certain functionality into the BMW in an integrated fashion. Currently, supported apps include Facebook, Twitter, and Internet radio powered by TuneIn Radio, as well as the ability to display the iPhone’s calendar and last-mile navigation allowing the driver to remove the iPhone from the car and get directions from his parking spot to the actual destination.

To use the apps, simply download the BMW Connected App from the iTunes store (it’s free). BMW Apps is fully integrated with the vehicle including the iDrive display and controller and the iPhone is connected to the car using the standard iPhone USB cable or a snap-in adapter in the center armrest that provides charging.

Once connected, the phone is operated using the iDrive controller and buttons on the multi-function steering wheel.

BMW recently added support for Pandora and announced plans for a Mog app. The Pandora app allows the driver (or passenger) to access existing stations, create new stations, rate tracks with a thumbs up or thumbs down, and bookmark songs. The Mog app will bring that company’s on-demand streaming music service, which includes access to virtually any artist, album, or song, and Mog’s unique “artist only” radio, plus the ability to store music on the iPhone and tap into Mog radio and Mog’s curated content (e.g. new releases, editor’s choice, and top charts).

Click here to continue to Page 2 – Driving the BMW X5 xDrive35d

2011 Audi Q7 TDI Quattro Review and Test Drive

Paul Riegler — Sat, 03 Sep 2011 15:25:37 +0000

The Audi Q7 TDI, last reviewed here in 2009, is Ingolstadt’s largest and was eagerly awaited here for its combination of aggressive styling, overall useability, and good handling. Few vehicles provide seven seats, massive torque, and 21.5 mpg (10.94 l/100 km). Its optional towing package can handle up to 6,600 pounds (2,994 kg).

Buyers considering the Q7 diesel frequently also look at the BMW X5 xDrive35d, the Mercedes-Benz ML350 BlueTec, and the Volkswagen Touareg TDI.

INSIDE THE 2011 AUDI Q7 TDI QUATTRO

As we have come to expect of Audi, the interior is elegant and well executed. Leather upholstery and dual-zone climate control are standard, and high quality materials abound.

Audi upgraded the Q7 TDI’s interior for 2011, adding numerous standard features including hand-picked wood inlays, heated steering wheel power tilt/telescoping steering column, and 12-way power front seats. In addition, the TDI Prestige comes with ventilated seats and a large panoramic sunroof. Our Q7 had the $6,000 Premium Plus package, which included the aforementioned sunroof, navigation, xenon headlights, LED daytime running lights and turn signals, and a Bose stereo. 18” wheels and the vaunted Quattro all-wheel drive system are standard as well.

The layout of the dash and driver’s area is clean and everything is easy to find. Seats are more than comfortable and are very supportive.

It took a while to get used to the quirky location of the glove compartment release button (it’s next to the display in the center stack) but this only baffled passengers who were overly curious and wanted to see what was inside. Audi’s MMI cockpit controller works well but, like any sophisticated system, takes time to get used to. The shortcut buttons around the controller help to some extent, but unlike BMW’s, which have different shapes so your fingers can recognize them, you basically have to look down to make sure you press the right one.

Click here to continue to Page 2 – Driving the Audi Q7 TDI Quattro

2012 Mercedes-Benz S350 BlueTec Review and First Test Drive

Jonathan Spira — Thu, 01 Sep 2011 16:01:52 +0000

The 2012 Mercedes-Benz S350 BlueTec diesel-powered sedan is the latest S-Class entry in the U.S., a lineup that currently starts with the S400 Hybrid ($91,000) and also includes a V-8 (the S550, $93,000) and a V-12 (the S600, $158,050). It’s also the most economical S-Class when it comes to fuel usage and, more importantly, it can go over 737 miles (1186 km) between fill-ups. Of course, Mercedes-Benz has the American luxury diesel sedan market all to itself: at the present time, BMW doesn’t import the 730d or 735d, Audi doesn’t import any of the A8 TDIs, and Jaguar doesn’t import the XJ diesel.

The current version of the S-Class has been on sale since 2006 (as a 2007 model) and it was refreshed in 2010, getting a new bumper and grille, LED taillights and daytime running lights, and an integrated exhaust at the rear.

The S350 BlueTec is the automaker’s first S-Class diesel in the United States since the 1995 model year and it’s powered by a powerful V-6 diesel engine that develops 240 horsepower and 455 pound-feet of torque, bringing the oil burner S-Class from 0 to 60 mph in seven seconds. (This is the same engine that is found in the new 2012 ML350 BlueTec.) The S350 BlueTec comes with Mercedes’ 4Matic all-wheel drive technology standard.

The new V-6 is designed to minimize diesel exhaust emissions through the use of several technologies including a four-valve-per-cylinder engine that features centrally located piezo-electric injectors, CDI direct injection, a variable-nozzle turbocharger, and exhaust gas recirculation.

But that’s not all. The S350 BlueTec also treats the exhaust stream with an oxidizing catalytic converter, a (maintenance-free) particulate filter, an SCR converter, and a NOx storage converter. In the “denox” storage converter, nitrogen oxides are temporarily absorbed and then released during brief regeneration pulses of a richer fuel-air mixture. They then react with other exhaust gas to form nitrogen, which is harmless. The regeneration pulses also raise temperature inside the particulate filter, which then in turn burns off the deposits.

A new seven-speed transmission features an advanced torque converter lock-up clutch that provides better fuel economy and quieter operation while being more responsive to the driver’s input. It uses FE-ATF, a new low-viscosity transmission fluid that is blue instead of red. The FE-ATF, along with new planetary gears, bearings, and internal seals, provides less friction and improves fuel economy.

The diesel S-Class’ fuel economy is by far the most impressive in the S-Class range with 20 mpg (11.76 l/100 km) in the city and 31 mpg (7.58 l/100 km) on the highway. Even compared to the S400 Hybrid, which has the same EPA highway fuel economy rating as the S550 (25 mpg or 9.4 l/100 km) but got 22% better fuel economy in the city (19 mpg or 12.37 l/100 km compared to 15 mpg or 15.68 l/100 km), the diesel’s almost 20% superiority in highway fuel economy over both models gives it a range of 737 miles (1180 km), which is unparalleled range in its class.

Mercedes-Benz S-Class Performance

S400 Hybrid

S350 BlueTec

S550

S600

S63

S65

0-60 (seconds)
7.2

7

5.4

4.5

4.4

4.2

Top speed (mph)
130

130

130

130

155

186

Fuel mileage, city/hwy (EPA estimates, mpg)
19/25

20/31

15/25

12 / 19

15/23

12/19

Click here to continue to Page 2 – Inside the Mercedes-Benz S350 BlueTec Sedan and Driving the S350 BlueTec

2011 Volkswagen Jetta SportWagen TDI – Review and Test Drive

Jonathan Spira — Mon, 01 Aug 2011 20:51:01 +0000

In 2010, the ratio of buyers who chose the Volkswagen Jetta SportWagen TDI versus the gasoline-powered variant was more than four to one. After spending a week with the JSW (as it’s often called), I quickly discovered why.

The Jetta SportWagen, known as the Golf Variant in its home market, Germany, and sharing only basic components with the completely redesigned Jetta, is updated for 2011, getting a new front end that includes a narrow double-bar grille, angled halogen headlamps in blacked-out housings, and a new lower front fascia. The rear remains the same, which is just fine as far as we are concerned.

The Jetta SportWagen is a five-passenger wagon and comes in S, SE, and TDI (diesel) variants. Standard equipment on the JSW TDI includes 16” alloy wheels, heated mirrors and windshield-washer nozzles, heated front seats (which have a power backrest but otherwise manual controls), 60/40 split-folding rear seat, a leather-wrapped multi-function steering wheel, Bluetooth hands-free connectivity, and a 10-speaker stereo with a very nice touchscreen interface.

Options include a panoramic sunroof, an iPod interface, and navigation. Buyers also can choose between V-Tex and cloth upholstery.

Under the hood is a 2-liter four-cylinder turbodiesel engine that produces 140 hp and 236 pound-feet of torque. Regardless of transmission choice (manual or DSG, which stands for Direct-Shift Gearbox or Direkt-Schalt-Getriebe), the JSW uses only 5.6 l/100 km (42 mpg) on the highway (in city driving, it’s 7.8 l/100 km or 30 mpg). 0-60 performance isn’t bad for its class. While it’s rated at 9.5 seconds, some tests have reported 8.7 and 8.9 seconds.

The JSW TDI attracts buyers thanks to its unusual combination of cavernous cargo space (32.8 cubic feet with rear seats up, 66.9 with them down) and unsurpassed fuel economy for its class. Pass a Prius on the road and you may very well wonder, who needs hybrids?

Indeed, the new Prius v, which has a mere 34.3 cubic feet of cargo space, has an EPA highway rating of 44 mpg but takes over 10 seconds to get from 0 to 60.

In addition, in an age of SUVs of all shapes and sizes, a traditional wagon, believe it or not, still makes sense. Indeed, one thing I noticed immediately was the excellent visibility when backing out of a spot, something most SUVs can’t begin to offer.

The JSW is roomier inside than today’s popular compact crossovers (which include the Volkswagen Tiguan as well as the Chevy Equinox and Kia Sportage). Since it’s a wagon, it is lower to the ground and lighter than these models, making it far more fuel efficient and also more fun to drive.
Click here to continue to Page 2 -Driving the 2011 Volkswagen SportWagen TDI

2012 Mercedes-Benz ML350 BlueTec First Look and Review

Jonathan Spira — Mon, 18 Jul 2011 01:27:45 +0000

The 2012 Mercedes-Benz ML350 BlueTec is all new, with a look that harkens back in many respects to the first-generation M-Class introduced in 1997. That car launched the mid-sized luxury SUV segment that year and it was also the first SUV with electronic stability control standard.

The second-generation M-Class, introduced in March 2005, used unibody construction which gave it a more car-like ride, and this is continued in the latest version. Just like the previous models as well as the R-Class and GL-Class, the new M-Class is built at the Mercedes-Benz plant in Tuscaloosa, Alabama, which opened in 1997 specifically to produce the first-generation M-Class.

The new, third- generation M-Class is understated and elegant, with sleek, sophisticated lines and a front fascia that comes directly from Mercedes-Benz’ current design language. Key design elements include the prominent hood and grill, the swept-back headlamps, the unique C-pillar design, and the top rear exaggerated spoiler (which is functional).

In terms of overall size, the new M-Class is an inch longer, half an inch wider, and three-quarters of an inch lower than its predecessor. It also has improved storage capacity and a power liftgate is now standard.

INSIDE THE MERCEDES ML350 BLUETEC

The new ML350 BlueTec is all-new inside as well. High-quality materials abound and attention to detail is evident everywhere. The center display is now larger (7”), and Mercedes’ engineers neatly addressed a problem with the placement of the steering wheel stalks in earlier models, making them more accessible and visible. The turn signal stalk is now at 10 o’clock and the cruise control is at 8 o’clock. This sounds trivial but it was far too easy to hit the wrong stalk in the older cars.

Mercedes moved the seat controls to the door and this is one move I’m not a fan of. While this makes the controls far more visible, it also means that the driver or passenger is reaching forward, not down, while making adjustments. My hand instinctively reached down to the side of the seat to make adjustments each time I entered the vehicle but someone driving the car full time should get used to the positioning. My only other complaint in the interior is the overuse of aluminum trim, especially in the center stack.

Mercedes’ Comand cockpit controller has been updated with two favorites buttons, making it more user friendly (for example, you can program them for favorite destinations, such as the office or grandma – although for security reasons, I would not recommend programming your home location as a favorite). A really cool (literally) optional feature is cupholders that heat and cool.

The steering wheel frames the instrument cluster without obscuring any information and a new 4.5” display between the speedometer and tachometer provides navigation instructions, trip computer functionality, and other useful information. It is controlled by buttons on the steering wheel that provide scrolling and selecting functions and information.

Other new features include Bluetooth audio streaming, LED daytime running lights, 19” aluminum wheels, heated front seats which are eight-way power adjustable, and aluminum roof rails.

Click here to continue to Page 2 – Mercedes-Benz ML350 BlueTec Safety and Engine

2012 Toyota Prius v First Look, Review and Test Drive

Jonathan Spira — Thu, 16 Jun 2011 03:41:28 +0000

Toyota hopes that the Prius family of vehicles will eventually be its top-selling model line and promises to offer different prii for different needs. The first new Prius will be the Prius v (the “v” is lower case by design). The v offers 50% more cargo space than the current Prius liftback and, according to Toyota, has more room than 80% of small SUVs.

The roof is higher by 3.3”; the rear doors are longer. Think of it as a station wagon meets SUV meets minivan.

The Prius v comes in three trim levels, the Prius v two, which is the basic model, the Prius v three, which adds Entune (more about that later), and the top-of-the-line Prius v five.

A new color, blue sky metallic, is available for the v, along with six colors carried over from the liftback.

Toyota has done a lot to reduce weight in the v. The panoramic roof is made of resin, not glass, which is significantly lighter and provides greater resistance to heat transfer. The optional SofTex seat material is far lighter than leather.

Other interesting details abound. The rear spoiler has a notch for enhanced aerodynamics and the eyebrow-like piece of plastic on the headlight is an aero fin that reduces wind noise in the cabin.

Once inside, you’ll notice a lot of differences from the current Prius. The interior is all new and the rear seat is split 60-40. The rear seats also recline to 45 degrees. The new color display is much easier to decipher than the liftback.

The new single-dial climate control is easy to use and far more logical than previous controls. Everything is accomplishment from one very large knob.

I had the chance to drive the Prius v three and the Prius v five (both in pre-production form) for several hours in Westchester County on a combination of winding country roads and major highways. The first thing I noticed was that the steering was tight and responsive, a major change from the liftback. I felt engaged in the driving process while I had suggested that, in the liftback, I felt more as if I were being transported.

The new seats are quite comfortable and I experienced little fatigue after several hours behind the wheel of the v.

The v has the same two electric motors and the 1.8-liter four-cylinder gasoline engine delivering a total of 134 hp. The final-drive ratio has been changed from 3.27:1 to 3.70:1. While the additional 232 pounds slow the car down (0-60 mph takes more than 10 seconds), it felt surprisingly zippy. The 42 mpg (5.6 l/100 km) estimated fuel economy is impressive for a vehicle that holds so much – in my drive, I averaged 40 mpg (5.88 l/100 km).

Under the hood, the v has the same motor but there are some engine system changes. One improvement is a shortened warm up time which saves fuel. The v also has bigger brakes and I found them to be quite good.

Toyota is using new technology, pitch and bounce control, to reduce torque to counterbalance bouncing and improve ride quality. Some of the roads in Westchester were in need of repaving and the Prius v did quite well here in cushioning the blow.

Click here to continue to Page 2 – High-Tech in the 2012 Toyota Prius v

Mercedes-Benz S-Class Performance
	S400 Hybrid	S350 BlueTec	S550	S600	S63	S65
0-60 (seconds)	7.2	7	5.4	4.5	4.4	4.2
Top speed (mph)	130	130	130	130	155	186
Fuel mileage, city/hwy (EPA estimates, mpg)	19/25	20/31	15/25	12 / 19	15/23	12/19