Toyota Venza

Toyota Corrola -2009

Toyota Corrola 2009

Engine  
1.8-liter DOHC 16-valve dual VVT-i 4-cylinder 132 hp @ 6000 rpm; 128 lb.-ft. @ 4400 rpm  
2.4-liter DOHC 16-valve VVT-i 4-cylinder 158 hp @ 6000 rpm; 162 lb.-ft. @ 4000 rpm  
Emissions Rating  
Ultra Low Emission Vehicle II (ULEV-II)  
Transmission  
5-speed manual overdrive  
4-speed electronically controlled automatic overdrive with intelligence (ECT-i)  
5-speed electronically controlled automatic overdrive with intelligence (ECT-i)  
Body construction  
Unitized body  
Drivetrain  
Front engine, front-wheel drive  
Suspension  
Independent MacPherson strut front, torsion beam rear suspension with front and rear stabilizer bars (XRS adds sport strut tower brace)  
Steering  
Electric Power Steering (EPS): Power-assisted rack-and-pinion with electronic power-assist  
Turning circle diameter, curb to curb (ft.) 35.6  
Brakes  
Power-assisted ventilated front disc/rear drum (rear disc brakes on XRS)  
4-wheel Anti-lock Brake System (ABS) with Electronic Brake-force Distribution (EBD) and Brake Assist [1]  
Vehicle Stability Control (VSC) [2] and Traction Control (TRAC) with off switch

Toyota YARIS - 2009

The Yaris has been a sales leader in Japan for years; in Europe, a localized Yaris was Toyota’s best-selling model, with sales increasing every year in its first seven years of sales. In the United States, though, the Echo was Toyota’s B-car, until the 2007 model year, when a newly redesigned Yaris replaced it; the Yaris was sold as a two and four door liftback and as a four-door sedan, providing more variety than the Echo. Styled at Toyota's European design studio, the 2007 Yaris had more fun-to-drive performance, a modern mono-form shape with a low center of gravity, and a new platform that was longer and wider. The Yaris was very aerodynamic, with a drag coefficient of 0.29 — better than the 1980s Celicas and Supras.

U.S.-market Yaris cars have a 1NZ-FE 1.5-liter four-cylinder engine with variable valve timing with intelligence (VVT-i) and impressive fuel economy. Mated to either a five-speed manual or four-speed automatic transmission, the engine produces 106 horsepower and 103 ft.-lb. of torque; the Yaris has a MacPherson strut front and rear torsion beam suspension.

The U.S. Yaris has optional seat-mounted side and front and rear side curtain airbags, air conditioning, anti-lock brakes, an audio system with MP3 capability and mini-jack port, power windows, mirrors and door locks, and a 60/40 split rear seat with reclining, sliding and fold flat features.

The big differences between the Yaris and Echo lie not in the drivetrain, which is quite similar, but in styling, refinement, and options packages. While the Echo was clearly bare-bones, the Yaris is styled to look more upscale, with a larger instrument panel and a larger center stack taking away from the massive expanses of bare plastic. The suspension makes it more fun to drive around turns, and standard features have been laid on generously rather than held back to the point of excess.

More Toyota Yaris car details
The Yaris Liftback had one grade, while the Sedan had a base model and sport-themed Yaris S.

Yaris Liftback was styled at Toyota’s European design studio and Toyota Motor Corporation (TMC) Design Division. Both the Sedan and Liftback feature class-up styling, and a new level of refinement, sophistication, and fun-to-drive experience to the entry subcompact segment. Both Yaris configurations ride on a new platform that is longer and wider than its European predecessor, and will be the basis for a wide variety of future vehicles.

Yaris construction includes high-tensile steel, creating a lightweight yet rigid body to help enhance driving control and responsive steering. NVH (noise, vibration, and harshness) is reduced with damping materials in strategic locations throughout the vehicle.

The Liftback features has short overhangs and a low center of gravity with color-keyed door handles and rear view mirrors. The front features a chrome-trimmed front grille centered between sharp character lines, which are integrated into its aerodynamic hood and windshield. Outer molding has been eliminated from the windshield and door glass to help enhance aerodynamics and reduce wind noise. The rear has large taillights and a wide rear door for easy and ample cargo area access.

The Yaris Sedan has a long stretched cabin with an arched beltline and its tires pushed outward at each corner, with integrated bumpers and headlamps as well as a low center of gravity. Like the Liftback, it features a “T” face grille, which emphasizes the Toyota identity. In the rear, the taillights are bookends to a wide trunk that extends down to the bumper molding for easy trunk access. Both the Liftback and Sedan will ride on P175/65 R14 tires with steel wheels and full wheel covers and offer available 15-inch steel or aluminum alloy wheels.

The Yaris S Sedan is designed to appeal to buyers looking for sporty styling. Side rocker panels, front and rear under bumper spoilers, 15-inch steel wheels and available aluminum alloy wheels give the Yaris S a more aggressive appearance.

Toyota Prius Hybrid - 2010 Models

Though most Americans don't realize it, the Toyota Prius was the world's first mass-produced hybrid gas-electric vehicle. While not bringing out any particularly new technology, Toyota beat every other manufacturer to actually making a hybrid - and is still the only company to make a practical sedan using a hybrid powerplant.

That's not to say that the Prius will remain unique. GM and Ford are planning to produce hybrid trucks by 2004, and Chrysler will reportedly be bringing out hybrid versions of the Durango and Ram starting in 2003. Honda's Insight, a two-seater, was brought to America just before the Prius, and stole the limelight. But the Prius is a practical, roomy four-door sedan, which can be used as a standard family car.

The Prius is not only efficient, but extremely low-emission. That may actually hurt gas mileage a bit, as the Prius tries to keep the catalytic converter at optimal temperatures.

Still, over 27,000 people purchased a Prius in its first two years (starting in December 1997), before it was brought to the United States.

The electronic controls that make up the Toyota Hybrid System (THS) allow Prius to run on electricity, gasoline, or a combination of both. The ratio of power provided by each system is constantly monitored, depending on speed and load, to keep the vehicle in its most efficient operating mode.

The Japanese version managed 66 mpg, but it was designed for congested, low-speed driving areas. The US version was changed extensively to match the higher speeds and greater proportion of highway driving, as well as to reduce emissions and comply with California's Super Ultra Low Emission standard (SULEV) - 85% cleaner than the ULEV standard.

How the system works
The five main modes are:

1. When pulling away from a stop or under a light load, only the electric motor powers the vehicle.

2. In normal driving, power from the gasoline engine is divided by a power-split device between the wheels and the electric generator. The generator runs the electric motor to provide additional power to the wheels.

3. Under full-throttle acceleration, the electric motor is supplemented by power from the batteries.

4. During deceleration or braking, the motor functions as a generator to recharge the batteries. The batteries never need to be recharged from an external source. The gasoline engine also shuts down, creating zero exhaust emissions and using no fuel.

5. The battery is regulated to maintain a constant charge. When the charge is low, the electric generator routes power to charge the battery.

The key to the system is a power-split transmission, which sends engine power either directly to the wheels or to the electric generator controlling the electric motor or battery state-of-charge. The power-split device uses a planetary gear to constantly vary the amount of power supplied from the engine to either the wheels or the generator. The electronically controlled transmission smoothly adjusts the rates of revolution of the gasoline engine, electric generator and electric motor to accommodate for acceleration and deceleration.

The engine is kept within its most efficient speed and torque range as much as possible to maximize fuel efficiency, as engine speed can be controlled independently of road speed through the planetary gear set. When the engine falls out of this range, such as when the vehicle is pulling away from a stop, descending a slight grade or moving very slowly, fuel is cut off and the engine is stopped. In this mode, initial move-off power is supplied by the electric motor as it produces 100 percent of its maximum torque immediately off of idle. When power requirements change, the engine is instantly and imperceptibly started by the generator and the electric motor is used to supplement acceleration.

To further boost system efficiency, Prius is fitted with a regenerative braking system. When the vehicle is coasting or the brakes are applied, the motor is turned into a generator, capturing energy that would normally be lost as heat or kinetic energy and transforming it into electricity to recharge the batteries. The system is particularly effective during stop-and-go driving. Indeed, without regenerative braking and coasting, the Prius would probably not be much more efficient than a standard gasoline car.

The braking system is a "brake-by-wire" design. When the brake pedal is depressed, a computer sends a signal to the regenerative system to begin to slow the vehicle. If the pedal is pressed further, the standard hydraulic brakes are operated. Front disc brakes are teamed with rear drums, and an anti-lock system (ABS) is standard.

American version specifications
Standard equipment includes ABS brakes, thermostat-controlled air conditioning, power windows, door locks and mirrors, an cassette stereo, an eight-year/100,000-mile battery and hybrid-related component warranty, roadside assistance and three-year basic maintenance programs.

Prius' primary power is provided by an all-aluminum 1.5-liter gasoline engine with a peak 70 horsepower at 4,500 rpm and peak torque of 82 lb./ft. at 4,200 rpm. Variable valve timing maximizes efficiency. The gas tank has a plastic bladder which reduces gasoline vapors.

The American also has a more powerful, more compact, and lighter main battery pack. The pack is 30 percent lighter in weight than the units in the first-generation Prius. The new lighter batteries reduce battery pack volume by 60 percent and allow for more cargo area in the trunk.

The electric drive motor is a permanent-magnet design that requires little maintenance as its internal componentry never wears. It produces its maximum power of 33 kW (44 horsepower) from 1,040-5,600 rpm, and maximum torque of 350 N-m (258 lb./ft.) from 0-400 rpm.

In addition to increased horsepower, the U.S. model Prius is equipped with a Toyota
hydrocarbon (HC) absorber and catalyst (HCAC) system for reduced exhaust emissions.
The engine can only rev to 4,000 rpm, so that the internal parts can be smaller and lighter, and to reduce friction loss.

Base MSRP: $19,995

EPA fuel economy: 52 city, 45 highway (that is not a misprint)

SULEV certification

Gas engine: Inline 4-cylinder DOHC, Displacement: 1,497 cc, Compression Ratio: 13.0:1
Peak Horsepower: 70 hp at 4,500 rpm
Peak Torque: 82 lb.-ft. at 4,200 rpm
Fuel Tank Capacity: 11.9 Gal.

ELECTRIC MOTOR - Permanent Magnet, Capacity: 6.5 amperes
Peak Torque: 258 lb./ft. (350.0 Nm) 0-400 rpm

BATTERY PACK
Peak Horsepower: 25 kW (34 hp)
Nominal Voltage: 274 volts

EXTERIOR DIMENSIONS
Length: 169.6 in.
Width: 66.7 in.
Height: 57.6 in.
Wheelbase: 100.4 in.
Weight 2,765 lb.
Seating Capacity: 5

INTERIOR DIMENSIONS
Headroom (front/rear): 38.8 / 37.1 in.
Legroom (front/rear): 41.2 / 35.4 in.
Shoulder room (front/rear): 52.8 / 52.2 in.
Hip room (front/rear): 50.7 / 51.9 in.
Passenger volume: 88.6 cu. ft.
Cargo volume: 11.8 cu. ft.
Total interior volume: 100.4 cu. ft.
EPA class: Compact

Transmission: Electrically Controlled CVT

Braking: Front ventilated disc/Rear drum (Hydraulic, with Power Assist)
with Integrated Regenerative Brake System

Steering: Rack and Pinion
Suspension (front/rear): MacPherson strut / Torsion beam

Japanese version specifications
Primary power comes from a 1.5 liter gas engine, which produces 58 horsepower in the Japanese version (75 lb-ft of torque). It has variable valve timing. The American version has more power. The engine can only rev to 4,000 rpm, so that the internal parts can be smaller and lighter, and to reduce friction loss.

The electric motor is a permanent-magnet design that requires no maintenance as its no-touch internal componentry never wears. It produces its maximum power of 30 kilowatts (40 horsepower) from 940-2,000 rpm, and maximum torque of 31.1 kg-m (225 lb./ft.) from 0-940 rpm.

Length: 168.3 in.
Width: 66.7 in.
Height: 58.7 in.
Wheelbase: 100.4 in.
Weight 2,728 lb.
Seating Capacity: 5

Gasoline Engine: Inline 4-cylinder DOHC, 1,496 cc.
Compression Ratio: 13.5:1 - (HP): 58/4,000 rpm - (Torque): 75 lb./ft./4,000 rpm
Fuel Tank Cap.: 13.2 Gal.

Electric Motor: Permanent Magnet
Max. Power: 30kW/40 horsepower (940-2,000 rpm)
Max. Torque: 31.1 kg-m/225 lb./ft. (0-940 rpm)

Braking: Front Disc/Rear Drum (Hydraulic, with Power Assist) with Integrated Regenerative System

Steering: Rack and Pinion
Suspension: F: Independent MacPherson Strut R: H-beam
Battery: 40 7.2-Volt Sealed Nickel-Metal Hydride - 6.5 Ah/3 HR capacity

Bill Powell noted: The 1998 Japan home model used round cells, and had a known problem with charging and supplying power: one of the reasons for the switch to prismatic. The prismatic "upgrade" involves a new HV battery pack and associated ECU as well as a replacement hybrid system ECU. It is NOT plug-and-play by any means. Those poor sods that have decided to use Japanese Prius elsewhere are in deep doo-doo since they will find NO support and minimal hope of ordering parts even if there is an in-country Toyota establishment...

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