REVIEWS AND ROAD TESTS

How time flies

Since the Toyota Highlander is a spin-off of the Lexus RX300, this review can be applied to both.

After solidly establishing its luxury automobiles’ reputation for quality and reliability, Lexus decided to set its sights on new territory. First it ventured cautiously into the off-road world with the big LX450, since replaced by the opulent LX470. Then, for the first time ever, Lexus played its AWD card with the RX300.

At the time, this vehicle was completely unusual, in a market niche that is still that way. In fact, the RX is neither a traditional "4×4" nor a close relative of a wagon model. And it’s not a real off-road vehicle since, like the Subaru Outback and Volvo XC, it doesn’t feature a short gear ratio.

One thing is certain : the RX300 is preparing to turn over its niche to a new generation of Lexus models, assembled for the first time outside of Japan.The driving position is high and visibility is impeccable, with the exception of the blind spot created by the 3rd roof pillar and hefty rear headrests. Access is easy and seats are comfortable and mold well. The average adult will find that seats are positioned low and as a result, rear-seat passengers ride with their knees a bit higher than they should be. In addition, intrusive wheel wells make getting out of the RX somewhat problematic in winter weather. The hatchback trunk is fairly roomy, but its high sill makes loading heavy objects a pain. Although presumed to be rivals, these two models have fundamentally different missions. They both have the same modern design and refinement, but the RX300 is focused on luxury and comfort while its rival is designed to be functional above all else. Lexus uses materials of impeccable quality, finishing is remarkable and attention to detail is consistent and very impressive. Other positive examples: the RX 300 has a CD player (6 discs, optional), mounted in a fairly big glove box; windows that roll down and up with one touch of a button by any one of the passengers in the four main seats, an efficient air conditioning system, plenty of easily accessible, practical and often ingenious storage spaces.

The center console features two drawers designed to accommodate all the essentials of modern life : cell phone, sunglasses, a huge change holder and maybe even a giant cappuccino. The dashboard is audaciously styled with a center portion that juts out like the prow of a small ship. Whether you like it or not, you’re bound to notice the cathode screen positioned smack in the middle and offering redundant information on air conditioning and sound system settings; Japanese consumers get a complete navigation system, which could soon come our way. The only drawback is that bright sunlight often makes the screen illegible. But most ironic of all, primary controls have been shoved aside precisely to make room for the famous screen.

This small mistake aside, the new RX300 offers excellent overall styling, comfort and driveability and the perfect blend of pleasure and practicality that Lexus is famous for bringing to the automotive market.With its new RX300, Lexus is taking aim at the Mercedes ML320, even daring to give it a base price that is virtually identical to the German-American SUV. Both models have similar lines and similar powertrains: a 220-hp 3-liter V6 versus a 215-hp 3.2-liter unit. Performance levels are close, as are acceleration and braking capabilities. They even drive and handle very similarly. The Lexus is just a little bit smoother and has just a little bit less manoeuvrability, mainly because of its long turning radius.

The RX swallows kilometer after kilometer effortlessly and with almost no noise when it’s out on the highway, but is is somewhat sensitive to crosswinds. The RX features a unitized body, while the ML has a separate chassis. The first can handle 1588 kg (3500 lbs.), while the latter can take on 2268 kg (5000 lbs.), a major and crucial difference for campers and vacationers.

PROS
Excellent powertrain
Impeccable finishing
Fully equipped

CONS
Sensitivity to crosswinds
Towing capacity
Trunk access

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * * *
2003 Japan

REVIEWS AND ROAD TESTS

The latest addition to the family

When Toyota’s engineers designed the Echo, they set out with the objective of developing an economical, affordable, practical and reliable sedan. But it also had to be a good replacement for the Tercel and it needed good arguments to win over subcompact owners. Mission accomplished.When I got into the Echo I was immediately impressed by its high-perched seats and exceptional headroom. The driving position is more than adequate and the bucket seats are comfortable even if the cushions are a bit too soft. As for the rear bench seat, it can easily accommodate two adults.

The passenger compartment is roomy in both the front and back. In fact, the Echo does better than the Tercel in this regard and it compares well with a lot of compacts when it comes to passenger room. The model we test drove had an unappealing two-tone grey interior dominated by a strange dashboard scarred by a type of centre nacelle housing the instrument cluster and pointed towards the driver. That said, there are plenty of storage spaces, including the inevitable cupholders.

How about the trunk? It’s deep and its capacity can be increased by folding down the split rear bench seat.It doesn’t take all that long to adapt to the Echo. After only a few minutes behind the wheel, this model holds no more secrets, except maybe for the fact that its handling is a compromise between what you find on the Tercel and the Corolla.

The ride is comfortable, notably because of a smooth suspension that makes child’s play of road defects. However, the Echo leans quite a bit when cornering, though not enough to create a problem. On wet pavement the tires lack grip, which is all the more obvious when you apply the brakes.

The 16-valve DOHC 1.5-litre four-cylinder engine is good at getting its job done in spite of a meagre 108-hp output. It clearly has no sporty pretensions whatsoever and it should be good at hitting two targets: fuel economy and low pollution. The finishing touches are the sturdiness and reliability typically associated with Toyota engines.

PROS
 Considerable comfort
Surprisingly roomy interior and reliable

CONS
Roll when cornering
Unconventional dashboard arrangement
Dull plastics (interior)

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: no data

2003 Japan

REVIEWS AND ROAD TESTS

The latest addition to the family

When Toyota’s engineers designed the Echo, they set out with the objective of developing an economical, affordable, practical and reliable sedan. But it also had to be a good replacement for the Tercel and it needed good arguments to win over subcompact owners. Mission accomplished.When I got into the Echo I was immediately impressed by its high-perched seats and exceptional headroom. The driving position is more than adequate and the bucket seats are comfortable even if the cushions are a bit too soft. As for the rear bench seat, it can easily accommodate two adults.

The passenger compartment is roomy in both the front and back. In fact, the Echo does better than the Tercel in this regard and it compares well with a lot of compacts when it comes to passenger room. The model we test drove had an unappealing two-tone grey interior dominated by a strange dashboard scarred by a type of centre nacelle housing the instrument cluster and pointed towards the driver. That said, there are plenty of storage spaces, including the inevitable cupholders.

How about the trunk? It’s deep and its capacity can be increased by folding down the split rear bench seat.It doesn’t take all that long to adapt to the Echo. After only a few minutes behind the wheel, this model holds no more secrets, except maybe for the fact that its handling is a compromise between what you find on the Tercel and the Corolla.

The ride is comfortable, notably because of a smooth suspension that makes child’s play of road defects. However, the Echo leans quite a bit when cornering, though not enough to create a problem. On wet pavement the tires lack grip, which is all the more obvious when you apply the brakes.

The 16-valve DOHC 1.5-litre four-cylinder engine is good at getting its job done in spite of a meagre 108-hp output. It clearly has no sporty pretensions whatsoever and it should be good at hitting two targets: fuel economy and low pollution. The finishing touches are the sturdiness and reliability typically associated with Toyota engines.

PROS
 Considerable comfort
Surprisingly roomy interior and reliable

CONS
Roll when cornering
Unconventional dashboard arrangement
Dull plastics (interior)

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: no data

2003 Japan

REVIEWS AND ROAD TESTS

Just like the Camry of a decade ago

I remember when entry-level compacts cost $12,000. Back then, the deluxe, fully-loaded versions could still exit a dealer’s doors for less than $15,000. Maybe I’m just dating myself, but it strikes me that those shopping for a new compact after a decade off the market often face a debilitating case of sticker-shock when first stepping into an automobile showroom. As the most price-sensitive segment in Canada, entry-level sedans have faced more upward price pressure than other categories.

No matter what mainstream manufacturer you shop at, most well-equipped compacts are just a pair of Nike sneakers short of $20,000, and precious few start substantially below $15,000. But while some of the reason for those increases is good old inflation and the ever-decreasing value of our Canadian loonie, the fact remains that we’re getting a whole lot more car for our smaller dollars.

For one thing, most cars now come with increased safety equipment. Anyone who’s had to replace a set of airbags can attest to how much they cost. And most cars are now bigger and faster than ten-year-old versions carrying the same name badge. The subject of this test, Toyota’s Corolla, had less than 100 horsepower in 1990 while the current version’s 1.8 litre four sports 125.Most appealing amongst the Corolla interiors is the Sport version. Replacing the VE touring package of previous years, the S gets a unique steering wheel, instrumentation and a black interior with a faux carbon fibre look. It also includes air conditioning, power locks, an audio system with a single CD player and four speakers, variable intermittent wipers, alloy wheels with larger 185/65R14 all-season radials and fog lamps.

Immediately impressive is the fit and finish inside the baby Toyota. It’s amazing that such an economical car can be built with a precision matching many luxury models. There’s plenty of room for front seat passengers, though less for those in the rear. Anyone planning on comfortably accommodating a full load of five adults might be better served by Mazda’s Protege.On the highway, the Corolla has a surprisingly good ride. It simply doesn’t feel like a subcompact. Independently suspended at all four wheels by MacPherson struts, the Corolla rides over bumps like a bonsai version of a Cadillac. It soaks up bumps, large and small, with none of the hopping and jarring common to subcompacts.

Getting that extra oomph without dramatically increasing fuel economy requires some expensive technology, namely Toyota’s high tech VVT-i variable valve timing system, and some very sophisticated engine management electronics. So, there’s no free lunch.

Nonetheless, today’s Corolla feels remarkably like the Camry of a decade ago. Riding on a 2465 mm (97.0 in.) wheelbase, the 2001 Corolla has a whopping 1080 mm (42.5 in.) of front legroom along with 998 mm (39.3 in.) of front headroom. Both numbers virtually equal a decade-old Camry.

Then there’s performance. 125 horsepower along with 126 pounds-feet of torque. That means substantial acceleration even when the small engine is hooked up to the 4-speed automatic. And even though it helps to rev the snot out of the little 1.8 litre four, little vibration or harshness intrudes into the cabin.

Better yet, the magic of that VVT-i system means even better fuel economy. This year’s five-speed manual model requires only 7.3 litres for every 100 kilometres traveled in the city (39 mpg) and a mere 5.3 L/100 km (53 mpg) on the highway. That’s an increase of at least five miles per gallon over the 120 hp Corolla of just two years ago.

PROS
Ride Fuel economy
Visibility

CONS
Not very nimble
Small cargo load
Base car feeling

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * *

REVIEWS AND ROAD TESTS

A fine achievement

Unlike its predecessor, which lacked personality and vitality, this Celica – the seventh generation – is inspired and even exciting. In a few words, thanks to its increased power and race car looks, the new Celica is well-armed to take on the competition.

Designed in Toyota’s California studio, the new Celica has lower, more aggressive lines that make it look like a wild beast about to spring. Like them or hate them, its sleek curves, flowing lines and tapered nose can’t possibly go unnoticed.The Celica, a 2+2 coupe, offers limited space for rear-seat occupants. The bench seat is good only for very short outings or for very young children.

In contrast, the driving environment is impeccable thanks to comfortable, fully-adjustable bucket seats that are an ideal fit. A tilt steering wheel makes the driver’s life easier and legroom and headroom is satisfactory.

Like other Toyota models, the Celica boasts careful interior finishing and a choice of quality materials. Assembly is precise, even on the model that I test drove, although some plastics have a shiny finish that I didn’t particularly like.The two engine choices give the Celica two very different personalities. The GT-S has a 24-valve DOHC 1.8-litre four- cylinder whose 180 horses can show an impressive level of energy while staying smooth and environmentally friendly. On the other hand, buyers looking for a more docile and more economical coupe will go for the base (GT) model, powered by a reliable 140-hp 1.8-litre.

Note that the GT-S’s engine was developed in cooperation with Yamaha’s research department. As a result its VVTL-i valve lift system is even more "intelligent" than the GT’s, which has a VVT-i system. Practically speaking, these two 1.8-litre engines are more efficient in the lower or higher rpm range.

The GT comes with a choice of a four-speed automatic or five- speed manual transmission. The GT-S also boasts a four-speed automatic that can be operated manually using controls positioned on the steering wheel; it can also be equipped with a six-speed manual that is easy to use and precise. However, the clutch pedal could be more progressive.

You have to admit that Toyota engineers did their homework well when they designed the GT-S’s chassis and suspension – this version shows excellent balance, regardless of road conditions. The fully independent suspension is a bit firm, but not uncomfortable, and road stability is excellent. However, those who want a smoother ride should opt for the GT. The power rack-and-pinion steering system is precise and responsive.

The GT-S’s brakes are efficient and show no tendency to fade, and four discs (divided in the front) and the anti- lock system are standard (optional on the GT).additional feature distributes braking power evenly between the front and rear wheels.

The first impressions behind the wheel of the preproduction GT-S were positive. This is a powerful and well-balanced sport coupe with superior driveability.

PROS
Good road stability
Brilliant engine (GT-S)
Efficient transmission

CONS
Limited room for rear-seat occupants
Stubborn clutching
Some poor quality plastics

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * *

 New nose
2004 Japan

REVIEWS AND ROAD TESTS

The tradition remains

This Toyota’s road test can be applied to its mechanical twin, the Lexus ES300.

The faster the rise, the more brutal the descent. But don ’ t worry: every step has been taken and every angle has been covered for the fifth generation Camry to walk in the successful footsteps of its predecessors. Though new, this Camry gives a strange dйjа vu feeling: it shows how much the designers were afraid to take a distance from the previous model. First, style. Yes, the Camry looks young and fresh with its more expressive opticals and its finer, leaner bumper-to-bumper lines. Will this be enough to bring down the average buyer ’ s age from 53 to 49 as desired by Toyota ’ s management?

Although its looks may not be striking, it reveals very efficient aerodynamically, with a 0.28 drag factor, in a segment where competitors average 0.32 Why is this important? To improve fuel efficiency, of course, but also to reduce wind turbulences that increase the decibel level inside the cabin. But aerodynamics comes at a price: exterior mirrors are especially small.

The classic, anonymous body of the Camry now hides a new platform, according F. David Stone, Director, Public Relations at Toyota Canada. The previous model, introduced in 1997, used sensibly the same platform as the original 1989 Camry. This new platform is designed to be more rigid, sturdier, wider and longer (wheel span has been increased by 50 mm). This new frame is equipped with a somewhat classic 4-wheel McPherson suspension, recalibrated by engineers. Before starting our tour, one word on the line ’ s names. The Camry come sin three trims: LE, XLE and SE. The latter, the sporty member of the Camry family, comes with a V6 only. Other deliveries offer a choice of engine.

The good news are that the Camry is cheaper than last year (the basic model, that is) and that there are not that many options in Toyota ’ s catalogue. The more affordable model, the LE, is undoubtedly the winner, with lots of extra equipment such as air, cruise control, and heating rear view mirrors, among others. Options include ABS ($715), CD changer ($678), block heater ($117 or $119 depending on the engine), and a luggage net ($71) for the trunk.

The Camry ’ s doors open on a carefully finished and roomy interior. The back seat deserves the look. The back seat has been brought up by a few millimetres (remember, the Camry is higher than before), which, with the longer wheel span, provides for increased legroom. Forget the previous lacklustre design: the Camry ’ s rear seats can now compete with the best in their class. The front buckets are comfortable and only their weak support can be criticized.

To deflect sunrays and make reading more comfortable, a tiny visor caps the comprehensive instrument panel. On the right side, on top of the central console, a new on-board computer indicates fuel consumption, time and temperature (only on the XLE). In the middle section of the console, on all trims, you ’ ll find a radio with CD player (the changer is in the trunk) and lower, the air conditioner controls. At the bottom, there are cup holders and storage bins. Engine-wise, there is new and not so new under the Camry ’ s hood. The 2.2-litre 4-cylinder engine is replaced by a 147 hp 2.4-litre (an increase of 21 hp over last year). More efficient and flexible, this 4-cylinder engine is also some 30 kg lighter and comes with a flawless 5-speed manual that will delight many drivers. The availability of the 4-cylinder- manual transmission combo has apparently been an issue in the past. For an extra $1,045, you could get yourself a 4-speed automatic transmission, just as efficient as the manual gearbox. And if you need extra flexibility and power, try the good old 3.0 litre V6, with new injection and intake systems. This reliable power plant will reduce your acceleration times and spice up your pick-ups, but it will also use more fuel (premium, if you don ’ t mind) while adding some 100 kg on the front end of the Camry. I will tell you more on this later.

Besides zestier performance, V6 Camry all feature four-wheel disk brakes with ABS, optional on 4-cylinder models. The more luxurious deliveries (SE and XLE) also feature an additional driving aid: Vehicle Stability Control (a.k.a. VSC) that helps keep the vehicle ’ s path straight.

Once boring and dull, driving a Camry can now stimulate a few nerve connections. Its peppier 4-cylinder engine will be enough for most drivers. Quite performing and flexible, this 2.4-litre is not as potent as the Altima ’ s (Nissan), but reveals definitely quieter than the Accord ’ s (Honda) engine.

Once my favourite, the V6 does not seem so necessary any more. The four-cylinder engine is never as dull as its predecessor and the Altima ’ s 240 hp V6 simply eclipse its performance. Besides pure performance (the V6 remains more powerful and responsive than the 4-cylinder), the main difference is in road handling. The V6 LE XLE and SE Camry ’ s come with 16-inch tires (four-cylinders are equipped with slippery 15-inch) for increased accuracy and comfort. In the SE, the difference is even more noticeable (probably because of the stiffer suspension. A 4-cylinder SE is offered in the U.S., but not here, unfortunately. Nonetheless, the Camry is not the most exciting sedan in terms of driving pleasure. It beats the Malibu (Chevrolet) or the Magentis (Kia), but it is no match for the Passat (Volkswagen) or the Altima (Nissan). So you ’ re not likely to spend more time than necessary driving your Camry.

The model ’ s unique flaw consists in the LE ’ s braking, instable and frightening without ABS. One piece of advice: make sure you get ABS.

Even though the critics may have wished for more glitter, this new Camry can still be many driver ’ s gold with its proven blend of reliability, quality and durability, that its devoted fans demand.

PROS
Quality/rice ratio
Assembly and
finish quality
More comfortable and accessible rear seats

CONS V6 needs to evolve
Manual transmission unsuited to the
V6 Slippery tires

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * * *

New model 2002 Japan

REVIEWS AND ROAD TESTS

Unassuming

To keep their future rosy, Toyota is offering its Camry owners the chance to go one step higher up the ladder, behind the wheel of an Avalon. The thing is, consumers aren’t beating down any show room doors to buy one. Maybe they’d show more interest if they could have taken a look at it before ever having purchased a Camry, which is only slightly less expensive when it’s decked out with all the accessories listed in the catalogue. Do the math! The difference may be worth the few extra millimetres (which means more usable space inside) and the few additional horses that the Avalon offers as a bonus.The driver looks over a modern dashboard, but Toyota would be well-advised to take another look at the air conditioning and radio panels and to cut down on the number of buttons used to control them. Another disadvantage is the limited number of storage spaces. On the positive side, the trunk design makes it very easy to load baggage.Only one engine, a 3.0-litre V6, is available to transfer power to the front drive wheels. Supple and responsive, it comes with a four-speed automatic transmission that reflects the very same qualities. Strong acceleration leads to a torque effect in the steering system, which is light, but not as much as the systems on some of its American-built rivals. The suspension swallows road irregularities efficiently and willingly and it keeps things well under control when cornering. Brakes ensure safe and straight-line stops.

Not prestigious enough to threaten the TL (Acura), not enough fun to worry the 3-Series (BMW) and not elegant enough to cast a shadow on the Millenia (Mazda), only in its XL guise can the Avalon be the better choice compared to a Buick Le Sabre, for example.

Unassuming

PROS
Comfortable ride
Roomy interior
Reliable mechanical system

CONS
Not much fun to drive
Fuzzy personality
Overly expensive
XLS version

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * *
No major changes 2004