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2020 Toyota 86 Hakone Edition: A DriveWays Review…

by Frank A. Aukofer

In American slang, “86” means to get rid of, cancel, eject or bury something. In the Japanese automobile industry, 86 is the name of a nimble Toyota sports car that is actually built by Subaru.

The joint venture dates back to 2012, when Toyota introduced the two-door coupe as the Scion FR-S (then Toyota’s youth-oriented brand, now 86ed). The FR-S name went away with Scion. The FR-S and successor 86 also was — and still is — sold by Subaru as the BRZ. The two vehicles gave each manufacturer something it did not have.

For Toyota, it was the 200-hp, 2.0-liter horizontally-opposed four cylinder engine, also called a flat or boxer engine. In a boxer, the cylinders lie flat, feet to feet, on both sides of the crankshaft, instead of standing straight or leaning sideways as in-line or V engines.

Subaru is the only manufacturer that uses boxer engines in all of its models. The configuration is the same as that used in millions of Volkswagen Beetles and microbuses from the 1930s until the 1970s. 

The other manufacturer currently using boxers is Germany’s Porsche, in its Boxster, Cayman and 911 models. In those cars the engine is mounted amidships, forward of the rear wheels, or behind them in a rear-engine design.

That leaves the Subaru BRZ and Toyota 86 with a unique layout in which the boxer engine nests up front and sends its power to the rear wheels via a driveshaft. Nobody else does a boxer front engine, rear drive layout. It also is the only two-wheel drive model in the Subaru lineup; the others come standard with all-wheel drive.

The 2020 86 gets its name from its production numbers — hachi-roku in Japanese. It still uses the boxer engine, now with 205 hp and 151 lb-ft of torque. Tested for this review was the special Hakone Edition with a six-speed manual gearbox (a six-speed automatic is available). Hakone is the name of a famed curvy turnpike near Tokyo. It also is the name of the Hakone Edition’s deep green paint, similar to British Racing Green.

The Hakone Edition package also includes bronzed alloy wheels and smart-looking front seats done up with black suede cloth seating areas trimmed with tan leather. But the fancy stuff ends there; the two vestigial back seats are monotone.

That’s likely because Toyota doesn’t expect them to get much use. The 86 is what used to be called a “two-plus-two,” meaning a coupe with tiny back seats and no knee or leg room. In an emergency, you could squeeze two small humans back there but only if the front seat occupants run their seats as far forward as possible, likely compressing the driver’s chest.

So think of the 86 as a two-seater, not unlike a Mazda MX-5 Miata with a hard top and a bit of extra space in back for melons or capuchin monkeys. At least the 86’s back seat augments the meager seven cubic feet of trunk space.

Another way to consider the 86 is as the smaller, less powerful sibling of the resurrected Toyota Supra two-seater, which comes with a 382-horsepower in-line six cylinder engine from BMW. At $56,720 as reviewed here, it costs twice as much as the $28,015 base 86.

The Hakone Edition comes nicely equipped for $30,825 with the manual gearbox. Prices include the destination charge. The test car had Bluetooth connectivity but no Apple Car Play or Android Auto, though it was compatible with those apps. There was an AM-FM radio but no SXM satellite radio.

However, the 86 is a pure sports car so the entertainment comes from the driving. Engine noise intrudes harshly into the cabin any time the tachometer needle passes 3,000 rpms. The zero to 60 acceleration time is less than seven seconds (compared to less than four seconds for the Supra).

For enthusiasts, the stick shift is preferable to the automatic. But the 86’s clutch action can be a bit touchy, and the shift linkage is taut and even a bit bumpy changing gears. 

Handling is the 86’s forte. It corners flat, and the somewhat stiff steering provides good feedback. The tradeoff is a harsh ride on rough roads. Combine the ride with the echoing engine racket in the cabin and a long trip on freeways could become taxing.

Complaints include a hard-to-read, tiny backup camera mounted in the inside rearview mirror, and sun visors that do not slide on their support rods to adequately block sun from the side.

Specifications

  • Model: 2020 Toyota 86 Hakone Edition two-door sports coupe.
  • Engine: 2.0-liter four-cylinder; 205 hp, 151 lb-ft torque.
  • Transmission: Six-speed manual with rear-wheel drive.
  • Overall length: 13 feet 11 inches.
  • EPA/SAE passenger/trunk volume: 77/7 cubic feet.
  • Weight: 2,810 pounds.
  • EPA city/highway/combined fuel consumption: 21/28/24 mpg.
  • Base price, including destination charge: $30,825.
  • Price as tested: $30,825.

Disclaimer: The manufacturer provided the vehicle used to conduct this test-drive and review.

Photos (c) Toyota

2020 Toyota Prius is the Proto-Hybrid

by Jason Fogelson

As the automotive industry does its best to catch up, the 2020 Toyota Prius posts incremental improvements and additions. Prius has been the poster child for hybrid cars for over 20 years now, a beacon that identifies its owners as green and woke (and maybe a little self-congratulatory). Say what you will about image and perception, it’s hard to criticize the roomy, efficient Prius when it comes with an EPA rating of 52 mpg city/48 mpg highway/50 mpg combined when equipped with newly available (as of 2019) all-wheel drive.

Front 3q Left Blue

For 2020, Toyota has added more standard features to Prius, sweetening the pot. On the audio front, Apple CarPlay and Amazon Alexa have been added to the system’s capability. This is particularly welcome for users who find the Scout GPS app that links with Toyota’s Entune system lacking (I do), because they can now connect an Apple iPhone via a USB cable and have the Apple Maps app operate through the Prius’ infotainment screen. This works way better than Scout, in my experience, and lets you get a quick link between other information in your smartphone and your mapping program. Amazon Alexa functionality is great, too, if you’re willing to take the time to set up Alexa skills in the Alexa app. If you have iOT devices at home – smart lightbulbs, a smart thermostat, etc. – this can be very convenient and fun. These are the kind of tech upgrades that Prius should get – the kind that help integrate the vehicle into owners’ (users’) lives beyond transportation.

Front 3q Right

The other big area of upgrade to Prius for 2020 is in standard safety systems. Toyota Safety Connect is now standard (with a free three-year trial subscription) on all Prius grades, including Emergency Assistance, Stolen Vehicle Locator, Roadside Assistance and Automatic Collison Notification. Similar to the tech upgrades in the audio area, this connectivity is also a smart, appropriate addition for Prius and its connected owners.

Dash

Beyond those upgrades, the 2020 Prius is pretty much a carryover model, very similar to the 2019 Toyota Prius XLE AWD-e model that I reviewed last year for Forbes. This year’s test car had an optional feature that I very much appreciated: the $800 Advanced Technology Package that included a Head-Up Display (HUD). This bright, color projection above the steering wheel solved the slight unease that I feel with the Prius’ center-mounted instrument panel. With the HUD, I was able to keep my head straight, my eyes on the road, and still have visual access to my car’s speed and the activity of the hybrid system. I’m a big fan of a well-executed HUD in the first place, and on Prius I would consider it an essential feature, not an extra.

Engine

My test vehicle, a 2020 Toyota Prius XLE AWD-e, came with a base price of $29,250. With options, including the HUD, $259 Carpeted Floor Mats, $299 Illuminated Door Sills, $125 Door Edge Guards, $69 Rear Bumper Applique, and $955 Delivery Processing and Handling Fee, the as-tested price was $31,757. Bracketed in the Toyota lineup by the new 2020 Corolla Hybrid (starting at $23,100) and 2020 Camry Hybrid (starting at $28,430), it’s not the only smart choice in the Toyota lineup – just the most visible.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Rear 3q Right

Photos (c) Toyota

2020 Honda Civic Sport Touring: A DriveWays Review…

by Frank A. Aukofer

Anyone who thinks that the sales-surging crossover sport utility vehicles have ripped the wheels off hatchbacks should take a look at the 2020 Honda Civic Sport Touring.

Though hatchbacks, as well as station wagons, have been disrespected over time by U.S. buyers, there still are a number of very good and relatively popular examples available. Moreover, there still exists a cadre of customers who recognize the advantages they offer over traditional sedans with trunks.

Front 3q Left

That’s certainly the case with the Honda Civic, which currently is the biggest selling compact automobile in the United States, with 430,248 total sales in 2019 and through May of 2020. Of that number 22% were hatchbacks — a total of 94,655 — certainly a respectable showing.

The big news in recent years, if you haven’t noticed, is the insurgent takeover of the vehicle marketplace by crossovers, which essentially are tall hatchbacks — often, but not always, with optional all-wheel drive.

Front 3q Right

They are distinguished from SUVs because they usually have unit bodies, built like automobiles, instead of using body-on-frame construction like pickup trucks. (Of course, in the olden days even cars were built with bodies dropped onto frames).

Different manufacturers at various times in the late 20th and early 21st centuries tried marketing new station wagons and hatchbacks to U.S. buyers, usually without much success as motorists stuck to traditional sedans, big wagons and minivans. Then SUVs showed up and became popular, led by Jeeps and the Ford Explorer.

2017 Honda Civic Hatchback Sport Touring

So the manufacturers finessed the situation. They built competing SUVs, then redesigned hatchbacks and wagons, jacked them up somewhat for a taller profile and baptized them as crossovers. Subaru, for example, which did not have a truck-based SUV, simply elevated its Legacy station wagon for more ground clearance and created the popular Outback, later joined by the dedicated crossovers Forester and Crosstrek.

Honda joined the crossover revolution with its compact CR-V, midsize Passport and three-row Pilot. The Accord started out as a wildly sought-after two-door hatchback in 1976 but morphed into a conventional sedan and, at various points, a station wagon and the Crosstour hatchback, both of which ran into a ditch of buyer indifference.

Dash

The Civic soldiered on and expanded its reach and popularity, now with a lineup of sedans and coupes with performance Si versions of each, as well as the hatchback Type R, a paragon of performance offered only with a six-speed manual gearbox for dedicated enthusiasts.

The thing is, you can get some of the Type R kicks without paying its current $37,255 price. That’s where the tested 2020 Civic Sport Touring Hatchback comes in. Sure, the Type R has a 2.0-liter four-cylinder turbo motor that delivers 306 hp and 225 lb-ft of torque.

Center Stack

There are not many places short of a racetrack where you can put that sort of power to the pavement and be held harmless. But you can spend $7,475 less for a $29,780 Civic Sport Touring, with a 180-hp, 1.5-liter turbo that delivers 162 or 177 lb-ft of torque and find almost as much joy behind the wheel on the public roads.

The conundrum for this review is that the tested Sport Touring came with Honda’s continuously-variable automatic transmission (CVT), which uses belts and pulleys to multiply its engine’s162 lb-ft of torque. Though it has a computerized manual-shifting mode with steering-wheel paddles that mimics a seven-speed manual, it is nowhere near as entertaining as the six-speed manual gearbox, which by the way gets the engine with 177 lb-ft of torque.

Center Console

Most customers, however, likely will be happy with the CVT, which goes about its shifting duties unobtrusively and without hiccups. In manual mode, you can hold selected gears on hilly and twisting roads, though the computerized system doesn’t totally trust the driver. If you don’t select the correct gear, it simply shifts for you.

The Sport Touring is no Type R, but is satisfying and comfortable to drive, though the preference here would be for the six-speed manual gearbox. The front seats are supportive with good seatback bolstering to hold the torso in hard cornering. In back, there’s head- and knee-room for two, though the center-rear passenger contends with a big floor hump and a hard perch.

Second Row

The hatchback advantage shows up behind the rear seats. There’s 23 cubic feet of space for cargo (compared to 15 cubic feet in the Civic sedan’s trunk). A clever sideways-sliding shade hides the cargo and the space grows to 46 cubic feet if you fold the rear seatbacks.

CargoSpecifications

  • Model: 2020 Honda Civic 1.5T Sport Touring four-door hatchback.
  • Engine: 1.5-liter four-cylinder, turbocharged; 180 hp, 162 lb-ft torque.
  • Transmission: Continuously-variable automatic with manual-shift mode.
  • Overall length: 14 feet 10 inches.
  • EPA/SAE passenger/cargo volume: 95/23 cubic feet.
  • Weight: 3,012 pounds.
  • EPA city/highway/combined fuel consumption: 29/35/32 mpg.
  • Base price, including destination charge: $29,780.
  • Price as tested: $29,780.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2018 Honda Civic Hatchback

Photos (c) Honda

Twelfth Time’s the Charm: Driving the 2020 Toyota Corolla

by Jason Fogelson

I’ve never owned a Toyota Corolla. I don’t know how I have avoided it, because I have owned at least five of the other top 10 best-selling vehicles of all time. Corolla has been manufactured over 12 generations since 1966, and has sold over 46 million examples worldwide to date, making it the number one best-seller in history. I made space for a 2020 Toyota Corolla XSE in my driveway for a week recently, and I was pleasantly surprised.

Profile Right Action

The Corolla sedan is all-new for 2020, following closely on the heels of the revised Corolla Hatchback, which arrived last year. It rides on the TNGA (Toyota New Global Architecture) platform, which underlies the current Toyota Prius, C-HR and Camry, along with the Lexus IS and a few other vehicles in the Toyota/Lexus family. The platform has proven to be versatile and adaptable. It is stiff, and allows for a low center of gravity that enhances stability and handling.

Profile Left

In the past, Corolla could be criticized for bland exterior design. In some generations, it looked like a generic car – or maybe it just felt that way, because there are so many of them on the road. The new Corolla is bolder, more futuristic, with a face that echoes the Camry’s. The XSE model even wears standard 18-inch wheels, the biggest ever for a Corolla. Like any bold design choice, this Corolla may be polarizing, but I like it.

Front 3q Left

My test vehicle was a top-of-the-line XSE model with a base price of $25,450. The XSE trim level and SE models come with a new engine, a naturally aspirated (non-turbo) 2.0-liter four-cylinder that uses direct and port injection to produce 169 hp and 151 lb-ft of torque. Base models (L, LE and XLE) come with a 1.8-liter port-injection engine that puts out 139 hp and 126 lb-ft of torque. The 30-hp advantage for XSE is significant, delivering livelier, more engaging performance.

Dash Beige

XSE models also get a new transmission, a continuously variable automatic (CVT) with a physical first gear. The CVT, which Toyota calls “Dynamic Shift CVT,” uses its first gear to launch the Corolla, then shifts to the variable ratios once the car is underway. The effect mitigates one of the things that plagues CVT performance, yet still allows Corolla to achieve good fuel economy – 31 mpg city/38 mpg highway/34 mpg combined – better, actually, than the base L model’s 30/38/33-mpg rating with its smaller, less powerful engine.

JBL Tweeter

Inside the Corolla, things are extremely tidy and simple, with a minimum of buttons, knobs and clutter. An eight-inch touchscreen is prominent at the top-center of the dash, flanked by neat rectangular buttons and a rotary volume control and rotary tuner knob. Just below is a clean HVAC control setup. A seven-inch driver information display is housed in the instrument panel, nestled beside analog gauges. The steering wheel houses cruise control, volume, mode and driver info buttons. The dash is layered, crisp, and clean, and so is the rest of the cabin.

Cabin

My test XSE model came with a $1,715 package that included premium audio and navigation and infotainment. The JBL audio system included eight speakers and a subwoofer, along with wireless smartphone charging, Apple CarPlay, Bluetooth hands-free and audio streaming, Siri Eyes-Free, a six-month trial of Verizon Wi-Fi, a three-month trial of SiriusXM, six months of Destination Connect, three years of Toyota Safety Connect and Service Connect, and more – in other words, a ton of technology for a bargain price. My car also included optional Adaptive Front Lighting ($450), Carpeted Floor Mat Package ($249, not such a bargain), and a $930 Delivery Processing and Handling Fee, resulting in an as-tested price of $28,794.

Second Row seats

Safety is one area that has greatly improved over the life of Corolla. Not only does the new Corolla come with standard four-wheel disc brakes, every Corolla comes with Star Safety (Vehicle Dynamics Integrated Management, Vehicle Stability Control, Traction Control, ABS, Electronic Brake-Force Distribution, Brake Assist and Smart Stop Technology), they also get eight airbags, an electric parking brake, and Toyota Safety Sense 2.0 (Pre-Collision System with Pedestrian Detection, Lane Departure Alert with Steering Assist, Auto High Beams and Dynamic Radar Cruise Control). XSE models also include Full-Speed Range Dynamic Radar Cruise Control with Road Sign Assist and Lane Tracing Assist. This level of advanced driver assistance technology is quite remarkable in an economy car.

Front

I guess that Corolla has made grown up a bit since 1966, leaving the entry-level slot open for Yaris to handle on its own. The competition in this class is stiff, with the Honda Civic, Mazda3, Nissan Sentra, Hyundai Elantra and Kia Forte all representing good alternatives, with the Chevrolet Cruze and Ford Focus fading away.

Rear 3q Right

Not only is the 2020 Toyota Corolla all-new for the model year, it is the best version of Corolla that Toyota has produced to date. And that’s saying something, with 46 million Corolla vehicles in its wake.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Rear

Photos (c) Toyota

Hoopla for the Supra

by Jason Fogelson

Ever since the Supra made its debut at the 2019 North American International Auto Show in Detroit this January, I’ve been itching to get a drive. I waited (sort of) patiently, bugging my local Toyota reps every few weeks for my chance. Finally, to get me to stop calling, I think, Toyota delivered a Renaissance Red 2.0 2020 Toyota GR Supra Launch Edition to my house for a week of fun. The Launch Edition is a special, limited trim level that carries a list price of $55,250. My test car came with an optional ($1,195) Driver Assist Package, a Delivery, Preparation and Handling Fee of $930 for an as-tested price of $57,375.

White Front 3q Left

In case you’ve missed the hoopla, Supra is a two-seater GT-style sportscar that was developed in a cooperative venture between Toyota and BMW, and which shares many powertrain and technology features with the new BMW Z4. Not that you’ll find many mentions of that in Toyota’s press materials, or BMW’s for that matter. Toyota is proud to crow about its in-house engineering and on-track development with GAZOO Racing (the “GR” part of the new car’s name). Akio Toyoda himself was hands-on with the performance tuning of the new Supra, and was visibly proud and excited when he unveiled the car in Detroit.

Red Front 3q Left

The Supra nameplate was used on Toyota models in the United States for four generations from 1978 to 1998, and returns here for the first time in 20 years. Supra was one of the first Toyota models to receive serious attention and respect for its handling and performance on the race track and on the road, and probably hit its pinnacle when it was featured in the 2001 film “The Fast and the Furious.”

White Front

I really love the exterior design of the new Supra. It has a long hood, a very expressive face with piercing headlamps, big air intakes at the bottom, and a tasteful Toyota logo on its nose. Big 19-inch forged aluminum heels tuck under the front fenders, with wider 19-inch wheels under more muscular fenders in the rear. The roof is distinctive, with bubbles over the driver and passenger’s heads, and a slight depression running down the middle. The short cabin ends in a fast slope, with a tastefully upturned tail that is said to suppress lift. There’s a little bit of retro feel to the car – if you squint, you can see influences from the cool 2000 GT, one of Toyota’s sports cars from the 1960s.

White Profile

Inside, the design is crisp and clean. I especially like the horizontal slot that houses the HVAC outlets, and the tastefully minimal array of knobs and buttons on the center stack. Befitting a modern car, there’s a big 8.8-inch diagonal touchscreen prominently placed at the top of the center stack, home to Toyota’s infotainment setup. All of the expected technology is aboard, plus the pleasant appearance of Apple CarPlay, which is just starting to populate the Toyota ecosphere. A color head-up display is standard.

Dashboard

The Supra seats are race-inspired, very supportive and comfortable, and roomy enough for my American form. The leather seats in the Launch Edition are nicely finished, as is all of the trim throughout the cabin. Special carbon fiber trim is used tastefully, and adds a high-tech feel.

Center Console

What’s it like to drive? I thought you’d never ask. Under the hood lurks a turbocharged 3.0-liter inline six-cylinder engine that’s tuned to produce 335 hp and 365 lb-ft of torque. An eight-speed automatic transmission with an active differential and paddle shifters sends power to the rear wheel. MacPherson strut front suspension and a multi-link rear use adaptive dampers. Toyota estimates that the 3,300-lb Supra can scoot from 0 – 60 mph in 4.1 seconds, and will be electronically limited to a top speed of 155 mph. It certainly feels fast, thanks to assertive shifting by the transmission and a low, low seating position. The car is beautifully balanced, and hugs the curves like a champ. In true GT fashion, it is a serene cruiser, too, eating up highway miles with ease. The cabin is small, but outward visibility is quite good, so there’s no feeling of claustrophobia in traffic. I just wanted to drive and drive during my week with the Supra – and I did. I think I passed every mile with a smile pasted across my face.

Seats

I guess I’m a little bit old-fashioned, because while I appreciated the smooth shifting of the automatic transmission, my one disappointment with the Supra was the absence of a manual transmission option. The paddle shifters gave me the chance to interact with the engine, but I found myself wishing for a little more visceral engagement.

Engine

The 2020 Toyota GR Supra is not cheap, but I feel like it’s a good value for the money. The base 3.0 model starts at $49,990, and the 3.0 Premium starts at $53,990. I’d compare the Supra to the BMW Z4, Porsche Cayman, Audi TT, Lexus RC F, Jaguar F-Type – some pretty heady company, which should tell you how much I liked the Supra.

Blue Rear 3q Right Static

Welcome back, Supra.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Grouping

Photos (c) Toyota

2020 Toyota Camry TRD V6: A DriveWays Review…

by Frank A. Aukofer

Though the sport oriented 2020 Toyota Camry TRD is distinct from its more expensive Avalon TRD sibling, you could argue that the two sedans actually are fraternal twins.

Both have been massaged by the Toyota Racing Development team, hence the TRD designation. Though the Avalon is marketed as a large car and as Toyota’s flagship, it is classified by the Environmental Protection Agency as a midsize car and is almost the same size as the Camry.

20_CamryTRD_SupersonicRed_MidnightRoof_0031The Camry is 16 feet 3 inches long with 99 cubic feet of space for passengers and 15 cubic feet of trunk volume. The Avalon is an inch longer, at 16 feet 4 inches, with 103 cubic feet of passenger space and a trunk of 16 cubic feet.

The two cars also use the same engine and transmission combination: a 3.5-liter V6 that makes 301 hp and 267 lb-ft of torque, or twisting force, mated to an eight-speed automatic transmission controlled by paddle shifters mounted on the steering wheel. They have the same city/highway/combined fuel economy rating of 22/31/25 mpg.

Both have received extensive TRD modifications to their body structures, suspension, exhaust systems and brakes to heighten the driving experience with better handling and a more sporting feel.

20_CamryTRD_SupersonicRed_MidnightRoof_001The big difference is that the Avalon is more luxurious with a higher level of equipment — and therefore is more expensive — than its Camry counterpart. An Avalon TRD reviewed recently for this column came with a base price of $43,255 and a tested price of $45,410.

However, the Camry TRD tested for this review started at $31,995 and had a bottom-line sticker of $32,920. So a buyer can get some of the same driving buzz and save anywhere from $11,260 to $12,490.

Based on the Camry XSE trim level, the TRD model came with underbody braces for a more rigid structure, stiffer coil springs and sway bars, special TRD shock absorbers, lightweight black alloy wheels and high performance tires — all aimed at improved steering and handling over other Camry versions. Stronger brakes with shorter pedal travel enhanced the package.

Camry_TRD_008_C784C2FDC14583F188032FF4B5EA58CB9443CFABAll of that reported for driving duty during testing. Though there was no opportunity to compare the TRD with every other Camry that ever existed, the overall impression strongly suggests that this is best-handling Camry ever. Acceleration is swift and braking is superb, though the ride necessarily is taut because of the stiffened body structure and suspension system. Off the line, the Camry TRD can effortlessly nail 60 mph in a bit more than five seconds, according to independent tests.

Though not needed except for looks, the Camry TRD is distinguished by a trunk mounted spoiler that comes as part of a $500 appearance package. Other embellishments: brake calipers painted red and a prominent gloss black grille, along with exterior trim and interior TRD items that include red seatbelts and stitching, and striped cloth inserts for the leatherette trimmed seats.

Standard safety equipment: pre-collision braking with pedestrian detection, lane departure alert with steering assistance, brake assist, radar adaptive cruise control, and automatic high headlight beams.

Camry_TRD_012_CBEA3134B72223A118ECF89B38084379F933A146Inside convenience items included pushbutton starting, automatic climate control, six-speaker audio system, power driver’s seat with lumbar support, a manually-adjusted front passenger seat with height adjustment welcomed by shorter passengers, seven-inch infotainment screen, hands-free Bluetooth connectivity for audio streaming and smart phone, SXM satellite radio and two USB ports.

One serious shortcoming: reading the instruments. The Camry TRD’s speedometer, odometer and other gauges were done up with pale red numbers and other indicators on a black background. There was backlighting but it was so dim that it was difficult for even a driver with 20-20 eyesight to read the speedometer, and impossible in bright sunlight. There was no way to adjust the daytime lighting intensity though the gauges were more visible at night.

Camry_TRD_010_D78DD0799D47C0248647DC0314B96E535569272CToyota’s Camry has been the nation’s best-selling midsize sedan for nearly two decades, although like other four-doors it has been losing ground as buyers flock to crossover sport utility vehicles like Toyota’s own RAV4 and Highlander.

That’s certainly part of the reason for the 2020 Camry TRD. Manufacturers often deliver special models of existing cars during their brief generations to spark buyer enthusiasm. The Camry TRD comes across as one of those. At its relatively modest price, it delivers an embraceable driving experience along with family car practicality and Toyota’s reputation for reliability and durability.

Now, if Toyota would just brighten the speedometer for better readability.

20_CamryTRD_SupersonicRed_MidnightRoof_004Specifications    

  • Model: 2020 Toyota Camry TRD V6 four-door sedan.
  • Engine: 3.5-liter V6; 301 hp, 267 lb-ft torque.
  • Transmission: Eight-speed automatic with manual shift mode and front-wheel drive.
  • Overall length: 16 feet 3 inches.
  • EPA/SAE passenger/trunk volume: 99/15 cubic feet.
  • Weight: 3,572 lbs.
  • EPA city/highway/combined fuel consumption: 22/31/25 mpg.
  • Base price, including destination charge: $31,995.
  • Price as tested: $32,920.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Camry_TRD_011_4340B2057ABBFD07AC0AA10A7E2067DE8141CBB0Photos (c) Toyota

 

 

2020 Nissan Sentra SR Premium: A DriveWays Review…

by Frank A. Aukofer

Every so often, an automobile rolls onto the national stage and surprises the critics. The 2020 Nissan Sentra has done that — certainly in this reckoning.

It’s a compact sedan from the Japanese manufacturer that has been around for 32 years, usually undistinguished and an also-ran competing with the compact class leaders — the Honda Civic and Toyota Corolla.

2020 Nissan Sentra_O-10-sourceBut the all-new version bears no resemblance to its predecessors. The step up is a good thing because Sentra sales have been dropping, mainly because of the surge in popularity of small crossover sport utility vehicles like Nissan’s own Rogue, Kicks and Rogue Sport. Between 2018 and 2019, the Sentra’s U.S. sales dropped by 28,428 to 184,618.

The 2020 model not only will have to overcome that but also will be hobbled by Nissan’s intention, reported in Automotive News, the industry Bible, that the company initially will not offer the Sentra for sales to rental car companies and other fleets.

It will have to stand on its own merits with the general buying public. Well, guess what? If you have any doubts, take a test drive, as we did.

2020 Nissan Sentra_O-12-sourceIt’s short of astounding but it is an eye opener. This new Sentra stands out as a desirable, roomy, well-performing compact sedan that  bunches of people can afford to buy and operate. Moreover, it has the bones to attract customers who could easily buy something more expensive.

Take the Sentra SR Premium tested here. The starting price, including the destination charge, is $22,355. Loaded with every option, the bottom-line sticker price came to $25,325. That’s somewhere around $12,000 less than what the average new car sells for these days.

The Sentra’s starting price for the base S version is $20,015. There’s also a midlevel SV version. Previous SR Turbo and performance Nismo models are not available — at least for now.

2020 Nissan Sentra_O_s-sourceLike all the 2020 Sentra models, the base S and SV come with full safety equipment, including automatic emergency braking with pedestrian detection, rear cross-traffic alert with automatic rear braking, lane-departure warning, blind-spot warning and tire pressure monitoring. In addition, all Sentra examples have rear-door alert to prevent a driver from forgetting a child or pet in the back seat.

The tested SR Premium also came with pushbutton starting and remote locking, leatherette seats (heated in front), a motorized glass sunroof, automatic climate control, six-way power driver’s seat with power lumbar adjustments, rear camera with around-view monitor, LED headlights and fog lights, heated steering wheel, 18-inch alloy wheels, rear trunk-mounted spoiler, premium Bose audio system, SXM satellite radio, and Apple CarPlay and Android Auto capability.

Besides the pleasantries on the pricing and equipment lists, the tested 2020 SR Premium presented itself well on the highway stage. With all-new styling, it had the signature Nissan V-Motion grille, which to the eyes of this viewer has a sort of sad-sack look.

2020 Nissan Sentra_O-3-sourceNever mind. The tester was done up in two-tone Monarch Orange and Super Black exterior colors, with the now familiar Nissan floating roof design. The color scheme would do justice to a BMW, Lexus or Audi.

According to the U.S. government, the Sentra straddles official size classes. With the sunroof, as on the tested SR, it is classified as a compact. But without that amenity, it creeps just barely into the midsize category.

Either way, there’s plenty of room and comfort for four, with good bolstering on the front seatbacks for spirited driving on curving roads. Rear seat head and knee room are adequate, though getting in and out of the back seat requires a bit of agility. Even the center-rear seat can carry a fifth passenger because the cushion is not too hard and the floor hump not too tall.

2020 Nissan Sentra_O-5-sourcePower gets delivered to the front wheels from an all-new 2.0-liter four-cylinder engine that makes 149 hp and 146 lb-ft of torque. That may not sound like much to hot rodders, but in everyday driving it’s plenty. With the responsive Xtronic continuously variable automatic transmission (CVT), the Sentra is rapidly responsive to throttle inputs.

Some critics deride CVTs but Nissan has vast experience with the transmissions, which are buttery smooth without shift points except when you punch the pedal to pass. Then the Sentra’s kicks down like a standard passing gear.

Handling on twisting roads is flat with little body lean. The suspension system soaks up most road irregularities for a decent ride under most circumstances and the interior is reasonably quiet except for  tire noise that varies with road surfaces.

2020 Nissan Sentra_O-14-sourceSpecifications

  • Model: 2020 Nissan Sentra SR Premium four-door sedan.
  • Engine: 2.0-liter four-cylinder; 149 hp, 146 lb-ft torque.
  • Transmission: Xtronic continuously variable automatic and front-wheel drive.
  • Overall length: 15 feet 3 inches.
  • EPA/SAE passenger/trunk volume: 94/14 cubic feet.
  • Weight: 3,084 pounds.
  • EPA city/highway/combined fuel consumption: 28/37/32 mpg.
  • Base price, including destination charge: $22,355.
  • Price as tested: $25,325.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2020 Nissan Sentra_O-13-sourcePhotos (c) Nissan

2020 Toyota Avalon TRD: A DriveWays Review…

by Frank A. Aukofer

Wait. Hold on. Toyota’s Racing Development team took the 2020 Avalon and massaged it for better performance? That Avalon? The one they used to call Toyota’s Buick?

Turns out it’s true. But they took the new Avalon TRD only part of the way. It has a host of suspension and tire modifications, as well as extra body braces, an earthy exhaust sound and lots of snazzy interior and exterior visual enhancements. But the engine and transmission are the same as in other Avalon models.

20_AvalonTRD_CelestialSilverMetallic_002That’s actually not shabby because the Avalon’s standard power plant is a 301-hp, 3.5-liter V6 that develops 267 lb-ft of torque, or twisting force, enough to propel it to 60 mph in about six seconds.

The Avalon has come a long way since its introduction in 1995 as Toyota’s flagship. For years, a main distinguishing characteristic was that it was one of the few sedans anywhere that could seat three adults comfortably in the back seat, thanks to a flat floor and a real center-row seat.

It was classified as a large car by the federal government, defined by the EPA as an automobile with 120 cubic feet or more of interior volume, which includes the passenger and trunk space.

20_AvalonTRD_CelestialSilverMetallic_001In 2013, the Avalon joined the masses when was downsized to its current state as a midsize car with a center-rear seat that featured a small, uncomfortable seat cushion and a big floor hump — pretty much like almost every other car, and even some SUVs, on the market. It continues in that configuration for 2020, now barely larger than its popular — and lower-priced — sibling, the Toyota Camry.

The 2020 Avalon TRD, with 119 cubic feet divided into 103 for passengers with a trunk of 16 cubic feet, misses the large car mark by just one cubic foot, though Toyota markets it as a full-size automobile. The Camry is close as well, with 114 cubic feet, divided into 99 for passengers and 15 cubic feet in the trunk.

20_AvalonTRD_SupersonicRed_002The TRD is not the most expensive Avalon. Its base price of $43,255, including the destination charge, slots it beneath the more luxury-oriented Touring trim line. The tested TRD, with options that included a navigation system and a high-performance JBL audio system with 14 speakers, checked in at $45,410.

Full safety equipment is standard, including pre-collision braking with pedestrian detection, adaptive radar cruise control, lane departure warning with steering assist, blind spot monitoring, automatic headlight high beams and rear cross-traffic alert.

It takes only a glance to discern the Avalon TRD’s intention to  advertise its performance personality. The grille is huge, black and menacing, and the lightweight 19-inch alloy wheels are painted black with red brake calipers showing through.

20_CamryTRD_Interior_005The theme carries through inside with black leather upholstery trimmed in bright red. There’s red stitching on the steering wheel, TRD emblems embossed on the headrests and the floor mats, and bright red seatbelts — standard equipment here but on some other sporting cars — a Porsche, say — would be an extra-cost option costing hundreds of dollars.

There are eight-way powered and heated front seats with lumbar support on the driver’s side; seat memory settings, automatic climate control, SXM satellite radio, hands-free Bluetooth connectivity, Apple CarPlay and wireless smart phone charging.

20_AvalonTRD_Interior_003Front seats are a bit flat, with little bolstering, but nevertheless are supportive and comfortable. The outboard back seats deliver ample head and knee room, with decent comfort, although that center-rear seat — well, you know.

Out back, the truck is large, and well-shaped and finished. One negative: The large, C-shaped trunk hinges are not isolated or protected and could damage contents in a fully loaded trunk.

20_AvalonTRD_Interior_001Despite the TRD’s lack of engine modifications, the Avalon TRD is a stellar performer. The horsepower, torque and braking are more than adequate in the push, pull and rapid lane-changing of modern clogged freeway traffic, and the eight-speed automatic responds quickly to throttle inputs. There are paddles to manually shift but not worth the bother in traffic. Better to save manual shifting to hold gears on twisting mountain roads.

Despite its midsize rating, the Avalon’s length of 16 feet 4 inches has the look of a big car. But it epitomizes the old adage that a small car should drive big and a big car drive small. Its strong suit is small-car quick handling.

Except for the intentional raucous exhaust sounds, especially under hard acceleration, the Avalon TRD cruises serenely with a somewhat stiff but supple ride.

20_AvalonTRD_SupersonicRed_001Specifications

  • Model: 2020 Toyota Avalon TRD four-door sedan.
  • Engine: 3.5-liter V6; 301 hp, 267 lb-ft torque.
  • Transmission: Eight-speed automatic with manual shift mode and front-wheel drive.
  • Overall length: 16 feet 4 inches.
  • EPA passenger/cargo volume: 103/16 cubic feet.
  • Weight: 3,700 pounds.
  • EPA city/highway/combined fuel consumption: 22/31/25 mpg.
  • Base price, including destination charge: $43,255.
  • Price as tested: $45,410.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

20_AvalonTRD_CelestialSilverMetallic_0031Photos (c) Toyota

 

2020 Infiniti Q60 Red Sport 400: A DriveWays Review…

by Frank A. Aukofer

If nothing else, the 2020 Infiniti Q60 Red Sport 400 qualifies as a beauty. It is one of those cars that invites unsolicited raves about its stylish lines from strangers and friends alike.

Yet this tidy coupe also shines as an adept performer that will not disappoint enthusiasts. However, some will fault it for not offering a manual gearbox to rely instead on a seven-speed automatic transmission that can be shifted manually with steering-wheel paddles. The transmission features automatic rev-matching on downshifts.

INFINITI Q60 RED SPORT 400

The Red Sport 400 is the high-performance version of the Q60 coupe from Infiniti, the luxury division of Japan’s Nissan. Its force surges from a 400-hp, 3.0-liter V6 engine with twin turbochargers that delivers 350 lb-ft of torque, the twisting force that boosts acceleration. Rear-wheel drive is standard with all-wheel drive optional for $2,000, as on the version tested for this review.

Though it sensuously stretches to 15 feet 4 inches long, the Q60 is a small two-door car with tight interior space and a small trunk. Classified as a subcompact by the Environmental Protection Agency, it has 85 cubic feet of passenger room and a trunk of just nine cubic feet — enough to hold a couple of roll-aboard suitcases and a few satchels.

However, if you don’t have to carry a couple of extra passengers, the back seat can hold a hefty load of cargo — a pile of gifts and other holiday or vacation stuff, for example. Loading all that is something of a chore, even with the passenger seatback as far forward as possible.

INFINITI Q60 RED SPORT 400

Inside, the appointments are stylish and the materials of high quality. The powered and heated front seats are comfortable and supportive, upholstered in soft leather, which also wraps the heated steering wheel. Also enhancing the environment: dual-zone automatic climate control, motorized glass sunroof, heated side-view mirrors with LED turn signal lights, and rain-sensing windshield wipers.

The tester came with sport brakes identified by red-painted calipers, 20-inch alloy wheels, and LED headlights, fog lights, turn signals and taillights.

All of that comes with the Red Zone 400 AWD’s $60,175 price tag, including the destination charge. Options included a $2,280 package of carbon-fiber enhancements of the rear deck lid spoiler, fender vents, outside mirror covers and fog lamps.

2020 INFINITI Q60 Edition 30

With options, the bottom-line suggested sticker price came to  $65,950. But curiously and unusual in a car in this price class, there was no adaptive cruise control or lane-departure mitigation. However, the standard equipment included forward collision warning and blind-spot monitoring.

Two people can sit in the back seat, but only if the driver and front passenger move their seats uncomfortably forward to produce knee room in back. Head room there also is in short supply, and entering and exiting the back seat requires athletic contortions.

But as a personal conveyance the Red Sport 400 is an amiable and adrenaline-inducing companion for an individual who doesn’t often need to haul passengers and cargo. There are plenty of sport utility vehicles and crossovers lined up for that duty.

2020 INFINITI Q60 Edition 30

Despite its stealthy profile and cozy interior, the Red Sport 400 is a comfortable long-distance cruiser. On the road, it is quiet to the point of snooze-inducing with a supple suspension system that adapts itself to road surfaces.

In straight-line freeway cruising the Red Sport feels like a larger car, fatigue-free with few steering corrections required. It validates the old adage that small cars should drive big and big cars should feel smaller. Its size, responsive steering and handling inspire confidence on fast curves. This is a driver’s car.

It’s also a point and shoot machine in urban driving, quick with athletic moves in traffic. Off the line, it can nail 60 mph in about 4.5 seconds, according to instrumented tests by Car and Drivermagazine.

2020 INFINITI Q60 Edition 30

Hammering it like that, however, will intrude on the Red Sport 400’s EPA city/highway/combined fuel consumption rating of 20/27/22 mpg of premium fuel.

A switch on the console controls Infiniti’s drive mode selector, which provides settings that tailor engine, transmission, steering and suspension adjustments to the driver’s preferences. There are six: ECO, Snow, Standard, Sport, Sport + and Personal, as well as further settings within some of those choices.

The tested Red Sport came with a full suite of infotainment features, including Apple CarPlay and Android Auto, SiriusXM satellite radio, navigation system, voice recognition, Wi-Fi hotspot and Bluetooth hands-free phone and text-messaging assistant.

INFINITI Q60 RED SPORT 400

Specifications

  • Model: 2020 Infiniti Q60 Red Sport 400 AWD two-door coupe.
  • Engine: 3.0-liter V6, twin turbochargers; 400 hp, 350 lb-ft torque.
  • Transmission: Seven-speed automatic with manual shift mode and all-wheel drive.
  • Overall length: 15 feet 4 inches.
  • EPA/SAE passenger/cargo volume: 85/9 cubic feet.
  • Weight: 3,862 pounds.
  • EPA city/highway/combined fuel consumption: 20/27/22 mpg. Premium fuel recommended.
  • Base price, including destination charge: $60,175.
  • Price as tested: $65,950.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2019 INFINITI Q60

Photos (c) Infiniti

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