2014 Toyota FJ Cruiser MT 4WD V6 SUV

Given Toyota's reputation for play-it-safe vehicle designs, the funky FJ Cruiser stands out. Even in the eighth year since its introduction, it still looks whimsical and retro, a throwback to the FJ40-series Land Cruisers from decades past. Behind that iconic styling, there's real off-road capability, so the 2014 Toyota FJ Cruiser is rare not just among Toyotas, but also among sport-utility vehicles as a whole. It's with a heavy heart, then, that we bid farewell to the FJ Cruiser: Toyota has announced it will discontinue this midsize SUV after the 2014 model year.
With its two primary front doors and two, rear-hinged half-doors, the FJ Cruiser has always been more like a tall coupe than a traditional five-passenger SUV. This door design makes the FJ Cruiser interesting and distinctive, but it also makes getting in and out of the backseat cumbersome, especially if you have small children. Furthermore, the FJ's bunker-like windows make seeing out of this vehicle a challenge, whether you're on an off-road trail or just trying to negotiate your way into the Starbucks drive-through. Apart from these practicality issues, the Toyota FJ Cruiser is a pretty neat vehicle to drive. Its strong V6 engine, responsive steering and relatively comfortable ride make it a lot more viable as a daily driver than you might expect.
At the same time, its spiritual home is definitely off the pavement. Even in stock form, the FJ is quite capable of scaling rocky hillsides or frolicking in the sand dunes thanks to its high ground clearance, capable suspension and generous approach and departure angles. It's also available with serious four-wheel-drive hardware, including low-range gearing, a locking rear differential and a pretty sophisticated off-road traction control system known as A-TRAC. The Trail Teams Ultimate Edition package ups the ante with a TRD-developed suspension that includes special Bilstein shock absorbers (with remote reservoirs for the rear dampers) and new front springs that increase ride height.
The departure of the Toyota FJ Cruiser will leave a bit of a void in the small population of midsize SUVs with legitimate off-road credentials. The 2014 Jeep Wrangler is the obvious alternative, as it's virtually unstoppable off-road, available in two- or four-door body styles and easily customizable thanks to extensive aftermarket support. Yet the Wrangler isn't as likable for commuting, given its louder cabin and bouncier ride. The Nissan Xterra, meanwhile, is a more civilized option with a more accommodating backseat, but its interior isn't as high-quality as the Toyota's and it's not as capable off-road. Although not perfect, the 2014 Toyota FJ Cruiser represents a desirable middle ground between these two. If you want one, this is certainly the year to buy.

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Body Styles, Trim Levels, and Options

The 2014 Toyota FJ Cruiser is a five-passenger midsize SUV with two conventional (front-hinged) front doors and two half-sized, rear-hinged doors.
The FJ Cruiser is offered in only one trim level and comes standard with 17-inch steel wheels, an electronically controlled locking rear differential (manual-transmission 4WD models only), a limited-slip rear differential (2WD models only), full power accessories, air-conditioning, an eight-way manually adjustable driver seat, four-way manually adjustable passenger seat, a 60/40 split-folding rear seat, a tilt-only steering wheel, water-resistant cloth upholstery, heavy-duty vinyl flooring, Bluetooth phone and audio connectivity, and a six-speaker sound system with a CD player, satellite radio, an auxiliary audio jack and an iPod/USB audio interface.
Most options are bundled in packages. The Convenience package adds rear privacy glass, a rear wiper, a spare tire cover, keyless entry, cruise control, a rearview camera and an auto-dimming rearview mirror. The Upgrade package adds 17-inch alloy wheels, upgraded traction control on four-wheel-drive models, rear parking sensors, a leather-wrapped steering wheel, ancillary gauges and trip computer functions, and an 11-speaker JBL sound system with a six-CD changer. The Off-Road package adds Bilstein shock absorbers, the locking rear differential (for automatic-transmission models), an upgraded off-road-oriented traction control system (known as A-TRAC) and additional instrumentation (including an inclinometer and compass). Other options include 16-inch alloy wheels with BFGoodrich all-terrain tires, upgraded Bilstein shock absorbers, larger brakes and a performance exhaust kit.
The Trail Teams Ultimate Edition package arrives later in the model year and will include a specially tuned TRD suspension (with remote reservoirs for the rear shock absorbers), 16-inch bead-lock wheels (better for aired-down tires during off-roading), all-terrain tires and an upgraded front skid plate that provides better protection. All Trail Teams FJ Cruisers get a Heritage Blue paint job (with a matching blue roof) and include the bulk of the content from the Convenience and Upgrade packages.

Powertrains and Performance

The 2014 Toyota FJ Cruiser is powered by a 4.0-liter V6 engine that produces 260 horsepower and 271 pound-feet of torque.
Three different drivetrain configurations are available: A five-speed automatic transmission with rear-wheel drive (and a limited-slip differential) is the standard setup. You can also get one of two different four-wheel-drive systems: There's a part-time 4WD system mated to the five-speed automatic transmission and a full-time system fitted with a six-speed manual transmission and a rear locking differential. The locking differential is optional on automatic-equipped 4WD models.
EPA-rated fuel economy for the two-wheel-drive model is 18 mpg combined (16 mpg city/20 mpg highway) -- not great, but typical for an off-road-oriented midsize SUV with a gasoline engine. With four-wheel drive, those numbers are 18 mpg combined (17 mpg city/20 mpg highway) with the automatic and 16 mpg combined (15 mpg city/18 mpg highway) with the manual.

Safety

Standard safety features on the 2014 Toyota FJ Cruiser include antilock disc brakes, traction and stability control, front-seat side airbags, side curtain airbags and active front head restraints.
In crash testing by the Insurance Institute for Highway Safety, the FJ Cruiser received the top rating of "Good" in the moderate-overlap frontal-offset and side-impact tests. Its seat/head restraint design was also rated "Good" for whiplash protection in rear impacts. The FJ received the second-best rating of "Acceptable" in the Institute's roof-strength crash test.

Interior Design and Special Features

The 2014 Toyota FJ Cruiser sports a no-frills interior design with a touch of style. Certain dash panels are color-matched to the outside body color. Controls are well placed and easy to use, though some buttons and knobs are comically huge. The front seats offer good comfort, and the water-repellent upholstery and rubber floor covering are ready for the kind of abuse active owners may inflict upon them when the FJ is used as intended.
The thick rear roof pillars and outside-mounted spare tire that make the exterior look so cool create enormous blind spots and diminish rear visibility, so the rearview camera and parking sensors are very worthwhile add-ons. Even the view out the front isn't that great because of the high dash and hood. The wide but slim windshield needs three wipers for complete coverage in the rain, but admittedly, the trio looks pretty cool in operation.
The rear seating area has its own problems, starting with the rear-hinged back doors. As on old-school extended-cab pickups, you have to open the front doors first before anyone gets in or out of the backseat. The FJ Cruiser's tall ride height also requires a bit of a climb to get inside, and once you're in, the accommodations are fairly tight for three people. There is plenty of legroom back there, however, with the rear bench set rather far back in the cabin. Folding down both sections of that 60/40-split rear seat creates a cargo hold with a healthy 67 cubic feet of space. That's about the same as in a Honda CR-V.

Driving Impressions

On the road, the 2014 Toyota FJ Cruiser performs surprisingly well, considering it was designed with serious off-roading in mind. The V6 engine offers lots of grunt and moves the heavy truck with authority, though it can get coarse and loud at high rpm. The ride is surprisingly compliant over serious bumps, and the suspension tuning and precise steering feel put the more rudimentary Jeep Wrangler to shame when driving on pavement. There's a considerable amount of wind noise at highway speeds due to the Toyota's decidedly un-aerodynamic body, but it's still more serene than the Jeep.
Once the road goes away, the Toyota FJ Cruiser is in its element. The combination of ample ground clearance, available knobby all-terrain tires, and the available locking rear differential and advanced traction management system gives it the ability to tackle rugged trails with ease. It can keep up with the Jeep Wrangler on most trails, though due to the FJ's challenging visibility, it can be hard to see what you're running over.

2016 Toyota Mirai Sedan

If Toyota has its way, the 2016 Mirai hydrogen fuel-cell car could go down in popular history as the car that brought the future to us. Its name, after all, means "the future" in Japanese. Forget the Prius, the Tesla Model S and the BMW i3, Toyota executives say; the Mirai and its hydrogen fuel-cell technology is the first step in the next century of the automobile.

If you ask Toyota, the 2016 Mirai signals that the future is now.

The beauty of hydrogen fuel-cell cars is that they deliver all of the benefits of electric cars without being limited by a charging cord. The all-new 2016 Toyota Mirai sedan seeks to optimize this formula, promising a fuel-cell system that is lighter, smaller and less expensive than anything that's come before it. On the road, the Mirai delivers 300 miles of range, putting most plug-in electric cars to shame.
At the moment, however, the future is mostly confined to California, where the majority of just a handful of current public hydrogen stations are located. So it is with the 2016 Mirai, which is only available in the Golden State. Toyota says it has plans to sell the Mirai in the Northeast, too, pending the construction of new hydrogen stations between Massachusetts and New Jersey. But for the time being, California residence is a must for Mirai ownership.
If you've got that part down, and you're not overly concerned about hydrogen fuel safety (you shouldn't be), this Toyota is certainly a car worth considering. One question, of course, is how you feel about the polarizing exterior styling. Toyota designed the Mirai to stand out from the crowd, and it does so with a daring shape marked by radical angles, scoops, curves and accent lines. Inside, the Mirai's spaceship-like instrument layout makes another strong impression. There are just four seats, though; engineers decreed that the added weight of a fifth passenger would hurt both range and performance, so there's no middle seat in the back.
If you want your next car to have "hydrogen" written all over it, the Mirai is pretty much without competition. The only other fuel-cell vehicle in the retail market right now is the California-only Hyundai Tucson FCEV, and supplies are very limited. Honda plans to launch its own fuel-cell sedan sometime in 2016, but the next batch of fuel-cell vehicles will require a longer wait. For now, at least, the Edmunds "B" rated 2016 Toyota Mirai is indeed "the future" of hydrogen-powered cars.

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Body Styles, Trim Levels, and Options

The 2016 Toyota Mirai is a four-door sedan with seating for four. It's available in a single trim level.
An official list of features was not available as of this writing, but we expect standard equipment on the 2016 Mirai to include 17-inch aluminum wheels, LED headlights, cruise control, dual-zone automatic climate control, neoprene-look cloth upholstery, eight-way heated power front seats with power lumbar adjustments, heated rear seats, a heated tilt-and-telescoping steering wheel, an 8-inch touchscreen, a rearview camera, a navigation system with a fuel-station finder, Bluetooth audio and phone connectivity and a JBL audio system with satellite radio, a USB port and an auxiliary jack.

The Mirai's standard equipment list appropriately includes a number of high-tech items, including an 8-inch touchscreen interface.

Also standard are a 24-hour concierge service, 24-hour roadside service, three years of free maintenance and an 8-year or 100,000-mile warranty on all fuel-cell system components.
The sole option is a trunk-mounted power take-off system that enables the Mirai to serve as an emergency generator, providing up to 60 kilowatt-hours of electricity from a full load of hydrogen, sufficient to power a small home for up to a week, Toyota says.

Powertrains and Performance

Driving the front wheels of the 2016 Toyota Mirai is a front-mounted electric motor that delivers 151 horsepower and 247 pound-feet of torque. A Prius-sized 1.6-kWh nickel-metal hydride battery mounted behind the rear seats stores some of the juice generated by the fuel-cell system for use when an extra burst of power is needed.
In Edmunds track testing, a 2016 Mirai accelerated from zero to 60 mph in 8.7 seconds, beating the 2016 Prius by 1.1 seconds. Top speed is 111 mph. Toyota says the Mirai can travel about 300 miles on the 5 kilograms (11 pounds) of pressurized hydrogen it carries. With 1 kilogram of hydrogen delivering the same amount of energy as a gallon of regular gasoline, that's a fuel-efficiency equivalent of 60 mpg.

Safety

Standard safety equipment on the 2016 Mirai includes antilock disc brakes, traction and stability control, front and rear side airbags and a rearview camera. Active safety equipment includes lane-departure alert, a blind-spot monitor, adaptive cruise control and a frontal collision mitigation system with automatic braking. Special hydrogen sensors will issue warnings and shut down the hydrogen tanks' stop valves if they detect a hydrogen leak.
In Edmunds brake testing, a 2016 Mirai stopped from 60 mph in 130 feet, a longish distance that's nonetheless not unusual among hybrids and EVs.

Interior Design and Special Features

Toyota lavished Lexus-like quality on the Mirai's cabin, with soft-touch materials at all the places where people come into contact with interior surfaces. Fit and finish is excellent. The instrumentation and controls are generally user-friendly, although the instrument panel can take a little getting used to, as it floats directly above the center stack on the top level of the Prius-like two-tier dash. There's nothing behind the steering wheel where the gauges usually reside.

There's a lot going on with the 2016 Mirai's dashboard.

The supportive front seats are roomy but still grippy, and there's plenty of head-, leg- and hiproom in all four seating positions. A large armrest with an integrated storage bin separates the heated rear seats. On the downside, the center console's storage compartments are fairly small, and the expanse of glossy plastic surrounding the climate controls is a magnet for fingerprints.
Because the car was designed from the start to be a fuel-cell vehicle, the bulky fuel tanks and battery don't intrude much into either cabin or trunk space. The Mirai's trunk isn't as large as that of most conventional cars its size, but it's still roomy enough to handle typical chores like grocery shopping or runs to Target.

Driving Impressions

Ride quality in the 2016 Toyota Mirai is smooth and comfortable. Thanks in part to the weight of the low-slung fuel-cell stack, the Mirai feels secure around the turns. Steering and suspension feedback are pretty numb, but this isn't a car you buy for the thrill of tearing through corners or dancing along tortuous mountain routes.
As in any electric car, all of the 2016 Toyota Mirai's torque is available as soon as you start pressing the accelerator, so the car feels rather quick from zero to 40 mph. Things slow down after that, so acceleration during highway passing can be relatively sluggish, but we suspect most drivers will be just fine with the Mirai's level of performance.

Some might find the 2016 Mirai's styling a bit too adventurous, but it certainly stands out in a crowd.

The brakes feel firm and sure, though, and while the Mirai's rather mild regenerative braking system won't let you slow the car almost to a dead stop without applying the brake pedal (as is the case with some electric cars), it also won't alarm you with an abrupt jerk when you lift off the accelerator pedal.
Without the background noise of an internal combustion engine, the Mirai's cabin remains fairly quiet. At lower speeds, the clicking hydrogen injectors, humming hydrogen pump and whining air compressor are faintly audible, but never intrusive.

2016 Toyota Prius Two Hatchback

The fully redesigned 2016 Toyota Prius further cements the model's reputation as the most fuel-efficient hybrid car you can buy. But the company that dominates the hybrid sales market is not coasting on its success. Toyota turned its attention to refining the rest of the car, with impressive results. At the same time, Toyota produced a radically different exterior design that many of us find challenging to like, though whether Prius fans will love it or hate it remains to be seen.

The redesigned 2016 Prius has styling unlike anything else, unless you count the hydrogen-powered Toyota Mirai, which seems to have been the inspiration.

The essential appeal of the Prius, of course, lies in its fuel economy, and for 2016 the numbers are indeed impressive, with an EPA combined rating of 52 mpg for the standard car. But there is one hybrid that can beat it, and that machine is the new Prius Eco, a fuel-economy-oriented variant (as if the Prius needed one) that is rated at a whopping 56 mpg combined. As an added bonus, the gas engine is now noticeably quieter when it comes to life, and it sounds less strained during hard acceleration.
But there's plenty more to recommend the new Prius than just the powertrain. The previous Prius' odd upright driving position is no more, replaced by a lower, more natural orientation that makes the car feel less like a science experiment. There's more front leg- and headroom, too, although a couple inches of rear legroom have been lost. The payoff is found in the cargo bay, which grows by 14 percent. Hybrid credentials aside, the Prius has long been a smart pick due to its hatchback practicality, and for 2016 it's even more practical than before.
As for the car's underlying architecture, a lower and wider stance combines with the new double-wishbone rear suspension to improve the car's ride and handling. Bumps are now more readily absorbed, and the steering's added heft is reassuring. This new Prius is still not speedy or all that exciting to drive, but there are far fewer failings to overlook. It's a pleasant car to drive in its own right.
With these refinements, the Prius also has fewer peers than ever before. Honda has shelved its slow-selling Insight, and no other automaker is attempting a Prius rival. At this point it's a matter of size, mpg, configuration and, yes, styling. Is the 2016 Prius hatchback big enough, or do you want the extra passenger space of a midsize sedan that has a trunk? If so, the 2016 Ford Fusion Hybrid or the 2016 Toyota Camry Hybrid might be worth a look. If a plug-in hybrid is more to your liking, the redesigned Chevrolet Volt is pretty impressive. But for a regular hybrid, we highly recommend the 2016 Toyota Prius.

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Body Styles, Trim Levels, and Options

The 2016 Toyota Prius is a four-door hatchback that seats five passengers, and it comes in six trim levels: Two, Two Eco, Three, Three Touring, Four and Four Touring. The compact Prius C and larger Prius V are different models covered in separate reviews.
Standard features found on the Prius Two include 15-inch alloy wheels, automatic LED headlights, LED running lights and taillights, heated mirrors, keyless entry (driver door only) and ignition, automatic climate control, dual 4.2-inch driver information screens, cruise control, a tilt-and-telescoping steering wheel, cloth upholstery, a height-adjustable driver seat, a 60/40-split folding rear seat, a 6.1-inch touchscreen display, a rearview camera, Bluetooth phone and audio connectivity, voice recognition with Siri Eyes Free and a six-speaker audio system with a USB port, an auxiliary audio jack and a CD player.
The more efficient Prius Two Eco is fitted with ultralow-rolling-resistance tires, two-tone wheel covers, a lighter lithium-ion hybrid battery, a lightweight inflation kit instead of a spare tire and illuminated keyless entry on three doors. The rear wiper that comes standard on the other trims is deleted here.
Inside the Prius Three you'll find leatherette steering wheel and armrest trim, white interior accents, a wireless phone charging pad (compatible phone case not included) and the Toyota Entune premium infotainment system with a 7-inch touchscreen, navigation, satellite radio, HD radio, real-time data (traffic, weather, fuel prices, sports, stocks) and access to apps like Pandora, iHeartRadio, OpenTable and Yelp via a paired smartphone running the Entune app.

Sleek automatic climate controls share space with Toyota's familiar touchscreen infotainment system in the 2016 Prius.

The Prius Four comes with a blind spot monitor, rear cross-traffic alert, automatic wipers, leatherette upholstery with contrasting white stitching, heated front seats, a power driver seat with adjustable lumbar, seatback storage pockets and a rear cargo cover.
Standard equipment on the Three Touring or Four Touring includes everything on the corresponding Three or Four plus 17-inch alloy wheels, foglights, LED clearance lights, unique rear bumper styling and leatherette upholstery with contrasting blue seat stitching. Both also come standard with the Toyota Safety Sense package, which includes full-speed adaptive cruise control, lane departure warning and intervention, a pre-collision warning system and automatic high beams.
The Prius Three and Four can be upgraded with the Advanced Technology package, which consists of a sunroof, a head-up display and the Toyota Safety Sense equipment found on Touring models.
Finally, the Prius Four and Prius Four Touring can be equipped with the Premium Convenience package, which includes JBL 10-speaker premium audio, a self-parking system and Safety Connect emergency services.

Powertrains and Performance

As before, the new 2016 Toyota Prius is powered by a 1.8-liter four-cylinder engine and a pair of electric motor/generators. Their outputs are blended in a unique electronically controlled continuously variable transmission (CVT) that feeds as much as 121 horsepower to the front wheels. Light to moderate braking transforms one of the electric motors into a generator to keep the hybrid battery topped up.
In Edmunds track testing, a 2016 Prius Three accelerated from zero to 60 mph in 9.8 seconds, a few tenths quicker than the outgoing model but 2.1 seconds slower than the last Camry Hybrid sedan we tested. The upside is an EPA fuel economy rating of 52 mpg combined (54 city/50 highway). Our on-road testing of a Prius Three proved that this rating can be readily matched or beaten. Those looking for ultimate frugality can turn to the new Prius Two Eco, which earns an astonishing rating of 56 mpg combined (58 city/53 highway).

Safety

Every 2016 Toyota Prius comes standard with antilock disc brakes, stability and traction control, front side airbags, full-length side curtain airbags, a driver knee airbag and a passenger seat cushion airbag. A rearview camera also comes standard.
Blind spot monitoring with cross-traffic alert comes standard on the Prius Four and Four Touring. The Toyota Safety Sense package includes full-speed adaptive cruise control, forward collision warning and lane departure warning and intervention. It's standard on the Prius Three Touring and Four Touring and optional on the Three and Four.
The Safety Connect system that can be added to the Prius Four and Four Touring is subscription-based (with a one-year free trial) and includes automatic collision notification, stolen vehicle locator and one-touch access to roadside and emergency assistance.
In Edmunds brake testing, a Prius Three came to a halt from 60 mph in 120 feet, which is solidly average.

Interior Design and Special Features

The 2016 Prius has a more conventionally laid out interior than its predecessor. A traditional center console between the seats contains cupholders, a shallow storage bin (home of the wireless phone-charging pad) and an armrest. The stubby shifter with its separate Park button remains, and the speedometer and gauge array still sit high in the center of the dash. A new head-up display option can present the most crucial information directly in front of the driver.

The 2016 Toyota Prius trades the last generation's sporty wraparound cockpit for a cabin with a more spacious feel.

Materials quality feels appropriate, with interesting seat fabrics and leatherette materials showing up on lower trim levels. But the choice of pearl white as a prominent center console accent color is sure to be polarizing. And though some legacy Prius design quirks remain (as well as one or two new ones), the layout and control placement are generally easy to understand and use.
The intuitive 7-inch touchscreen upgrade responds quickly to commands. A clumsy Entune app is necessary for high-level smartphone integration, but you can do without and still have a satisfying experience via the USB or Bluetooth audio connections. Bluetooth pairing, incidentally, has been greatly simplified.
Perhaps the biggest change involves the driving position, which features a lower seat with a less upright posture and more maximum head- and legroom despite a roof line that's almost an inch lower. The view out is still clear thanks to a lower cowl and side glass. And the telescoping steering wheel now has ample range of adjustment, with simplified control buttons that have a more positive feel.
But more than 2 inches of rear legroom has been lost. The remaining space is still enough for most families, but the Prius may not be the choice it once was among taxi drivers. The payoff is increased luggage capacity, which stands at 24.6 cubic feet, a full 3 cubic feet more than the last model. The Prius Two Eco and Prius Four twins lack a spare tire, which lowers the floor and raises their luggage capacity to a cavernous 27.3 cubic feet.

Driving Impressions

The 2016 Prius is just slightly quicker than before, so it's not going to win any speed contests. That's perfectly acceptable in light of its maximum-mpg mission. The new Prius powertrain is more evocative of a full-on electric vehicle than ever. Part of this is due to improved noise suppression: You don't hear the engine as much when it is running. But the system also stays in EV propulsion mode more of the time, provided you're not a leadfoot.

The all-new Prius drives better than the nameplate's reputation might lead you to believe.

On diverse real-world roads, the Prius is even easier to drive than before, with smoother-acting brakes and a bit more reassuring heft to the steering. The new double-wishbone suspension is far more adept at soaking up road imperfections and quelling body motions than before, and it's also an effective road noise filter.

2015 Toyota Corolla S Sedan

If the 2015 Toyota Corolla was somehow competing on a reality TV show it'd probably be voted off in the first few rounds. It's just not an attention-grabbing kind of car. But for a majority of small sedan shoppers, having a car that avoids histrionics is exactly the point. If you're somebody who just wants to set it and forget it with a minimal amount of fuss, chances are you'll find plenty about the 2015 Corolla that's to your liking.
Coming after a complete overhaul last year, the latest Corolla's restyled exterior won't exactly blow your hair back, but the fresh interior is a big step forward, bringing a newfound sense of style along with widely available niceties like a user-friendly touchscreen and automatic climate control. The backseat's cavernous legroom gives the compact Corolla near-midsize passenger space, while the continuously variable transmission (CVT) enables stellar fuel economy. Throw in the Corolla's pretty high crash test scores and its historically robust reliability and you've got pretty much everything most people need and want for a small sedan.
Just keep in mind that if you value driver engagement, the Corolla remains one of the least inspiring options in this class. More dynamic alternatives include the sophisticated and similarly fuel-efficient 2015 Mazda 3 and the frugal yet fun-to-drive Ford Focus. Although the 2015 Hyundai Elantra lacks that sporty edge, it does offer ample style at an attractive price, and the always-popular Honda Civic and Volkswagen Jetta have been remade into strong all-around contenders. But considering its undeniable appeal for the money, this Toyota still earns a solid Edmunds.com "B" rating. Other small cars will steal the headlines, but don't let that distract you from the 2015 Corolla's fundamental competence.

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Body Styles, Trim Levels, and Options

The 2015 Toyota Corolla is a five-passenger compact sedan available in four main trim levels: L, LE, LE Eco and S. All but the L are further offered in Plus and Premium sub-trims.
Standard features on the base L model include 15-inch steel wheels, LED headlights (low beams only) and running lights, powered accessories, air-conditioning, a tilt-and-telescoping steering wheel with auxiliary controls, a height-adjustable driver seat, a 60/40-split-folding rear seat, Bluetooth phone connectivity and a four-speaker sound system with a CD player, a USB/iPod interface and an auxiliary audio jack.
The LE adds 16-inch steel wheels, heated mirrors, variable intermittent wipers, keyless entry, metallic cabin accents, cruise control, automatic climate control, a rearview camera, a six-speaker sound system with a 6-inch touchscreen display, Bluetooth audio connectivity, phonebook download capability and voice controls.
The LE Plus adds 16-inch alloy wheels, foglights, piano black interior accents and eligibility for both an optional sunroof and the Driver Convenience package, which includes the sunroof and adds keyless entry and ignition, a roof-mounted antenna (versus the standard in-glass antenna), satellite radio, HD radio, a navigation system and Entune App Suite mobile-app integration.
Going with the LE Premium gets you the LE Plus model's standard and optional features plus a power driver seat, heated front seats and premium vinyl upholstery.
The LE Eco starts with the LE's features and adds efficiency-maximizing engine and transmission tuning, 15-inch steel wheels with low-rolling-resistance tires, a rear spoiler and enhanced aerodynamics. The LE Eco Plus adds special 16-inch alloy wheels, foglights, chrome window trim, an Eco driving mode and the same options as the LE Plus. The LE Eco Premium shares the LE Premium's upgrades.
Should you choose the sport-themed S trim you'll get the LE's features plus unique wheel covers, a chrome grille frame, foglights, color-keyed mirrors with signal repeaters, a rear spoiler, a chrome exhaust tip, sport front seats, a leather-wrapped steering wheel with paddle shifters, a Sport driving mode, sport instrumentation and a trip computer.
You can upgrade the S trim with the S Plus that has 17-inch alloy wheels, firmer suspension tuning and rear disc brakes (versus the standard drums), and it's eligible for the sunroof and Driver Convenience package like the other Plus models. Notably, if you specify the six-speed manual transmission (offered only on S Plus), you don't get the shift paddles or Sport driving mode, but you do get the Driver Convenience package as standard. The S Premium starts with the S Plus' equipment and shares the upgrades of the other Premium models, including the premium vinyl upholstery.

Powertrains and Performance

The 2015 Toyota Corolla is powered by a 1.8-liter four-cylinder engine that comes in two different versions. On every trim level except the LE Eco, it produces 132 horsepower and 128 pound-feet of torque. The LE Eco's more efficient version also makes a little more power, checking in at 140 hp and 126 lb-ft of torque.
The base Corolla L comes standard with a six-speed manual transmission, offering a four-speed automatic as an option. The other trims feature a continuously variable transmission (CVT), though the S can also be ordered with the six-speed manual.
In Edmunds performance testing, a Corolla LE Eco sauntered to 60 mph in 9.2 seconds, comparable to a CVT-equipped Honda Civic but nearly a full second behind the Ford Focus and Mazda 3.
EPA-estimated fuel economy varies depending on which Corolla you choose. It checks in at 31 mpg combined (27 city/36 highway) with the four-speed automatic and also 31 mpg combined (28/37) with the six-speed manual. The CVT returns 32 mpg combined (29/38) in the LE and a comparable 32 mpg combined (29/37) in the S. The LE Eco leads the way at 35 mpg combined (30/42) in standard form and 34 mpg combined (30/40) in Plus or Premium form.

Safety

Standard on every 2015 Toyota Corolla are stability and traction control, antilock brakes, front side airbags, side curtain airbags, a driver knee airbag and a passenger seat cushion airbag. A rearview camera is standard on all trims except the base L.
Note that most 2015 Corollas feature cheaper rear drum brakes, with only the S Plus and S Premium upgrading to rear discs. In Edmunds brake testing, a Corolla LE Eco with the rear drums stopped from 60 mph in 130 feet, a longer than average result.
In government crash testing, the Corolla earned the top overall rating of five stars, including five stars for frontal impacts and five stars for side impacts. The independent Insurance Institute for Highway Safety awarded the Corolla its top rating of "Good" in the moderate-overlap frontal-offset, side-impact and roof-strength tests. In the small-overlap frontal-offset test, though, the Corolla received the second-lowest rating of "Marginal." Its seat/head restraint design was rated "Good" for whiplash protection in rear impacts.

Interior Design and Special Features

The current Corolla's cabin is easily the most interesting one to date, and yes, we realize that's not saying much. Still, it's clear that the designers were given freer rein this time, and the result is a reasonably stylish dashboard, accented by un-Corolla-like flourishes such as a sportily contoured steering wheel and an eye-catching asymmetrical shifter surround. The top priority remains ease of use, so the various audio interfaces employ tried-and-true knobs for volume and tuning, while the LE-and-up automatic climate-control panel (a welcome luxury in this price bracket) consists of a large knob and a few foolproof buttons.
Another pleasant surprise is the 6.1-inch touchscreen interface, also standard on LE and above, which provides large virtual buttons and simple, clear graphics. The screen responds quickly to inputs, and its feature set is generous for an economy car offering. The available Entune App Suite integrates smartphone-connected services from Bing, Facebook, Yelp and Pandora, among others, as well as real-time traffic data and sports and stock information. Note that getting started with Entune can be a bit of a hassle, since you have to install an app on your phone and register for an account.
The Corolla's front seats provide generally adequate comfort, particularly the S trim's better-bolstered chairs, though some may wish for more lumbar support. Also, longer-legged drivers could use more range from the telescoping steering wheel. Thanks in part to a 3.9-inch-longer wheelbase than the previous Corolla, the current car offers considerably more rear legroom than most small sedans, if not a commensurate amount of headroom. The middle rear position is made more hospitable by the nearly flat floor, which lacks the traditional center "hump." Trunk capacity is average at 13 cubic feet, but the wide opening facilitates loading and unloading.

Driving Impressions

Despite last year's complete redesign, the 2015 Toyota Corolla delivers much the same driving experience as its predecessor. Partly, that's down to Toyota's tried-and-true but generally underwhelming 1.8-liter engine. Acceleration is adequate but nothing more. The LE Eco's version gets some tweaks that add a few horsepower, but we couldn't detect a difference. We do like the CVT, as it has computer-simulated "shifts" to mitigate the typical CVT's constant-rpm drone during acceleration. Skip the archaic four-speed automatic in the base L unless the price is simply too good to pass up.
The Corolla's handling, too, is familiar. Sporty S-trim touches notwithstanding, there's no playfulness to be found here; instead, enthusiastic driving around turns is met with a lifeless steering feel and pronounced body roll. Instead, this car is all about no-hassle commuting comfort, with a quiet, compliant ride that makes the daily grind seem less onerous.

2010 Toyota Tundra Grade 5.7L V8 Truck

The full-size pickup market has gone though a lot of upheaval in the past year few years, with almost all the competing trucks in this segment receiving full redesigns. The Toyota Tundra proved itself worthy in our most recent full-size truck comparison test, narrowly missing 1st place among the stalwart models from Chevy, Dodge and Ford. This highly respectable finish is due in no small part to the Tundra's burly chassis and powerful 5.7-liter V8 engine option, and the truck's handling precision also helped make it one of the most confidence-inspiring trucks to drive as well.
For 2010, the Tundra also gets a new midrange V8 that now pumps out 310 horsepower -- that's 39 additional horses, yet fuel economy improves by 2 mpg. This V8 now boasts the best combination of power and fuel economy among full-size V8 pickups, with enough towing capability for most full-size truck owners. Returning is the optional (and quite potent) 381-hp 5.7-liter V8 for those who need to do serious hauling.
The 2010 Toyota Tundra lineup has also been expanded to offer trim packages on opposite ends of the spectrum. The new Platinum Package adds features usually associated with luxury cars, while the Work Truck Package is the Tundra's new bare-bones workhorse intended mostly for businesses.
As good as the Tundra is, the recently redesigned Dodge Ram and Ford F-150 are now as good or better than the Toyota. In comparison, the Tundra's interior trades function for form -- the gauges are hard to read and its frequently used controls are difficult to reach. Meanwhile, the Tundra's occasionally bouncy and unsettled ride quality is that much more apparent this year due to the arrival of the impressively smooth-riding Dodge Ram.
On the whole, though, the Tundra still has the sturdy platform that most truck buyers are looking for. During our long-term test, we found it immensely capable when it came to towing and hauling, and it was also comfortable, durable and spacious. Plus, with its new midgrade V8, you no longer need to pony up for the biggest engine. Full-size truck buyers would be well-advised to take a serious look at the 2010 Toyota Tundra when shopping the domestic brands. This workhorse still has plenty going for it.

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Body Styles, Trim Levels, and Options

The 2010 Toyota Tundra is a full-size, half-ton pickup truck available in three body styles: regular cab, Double Cab (crew cab) and CrewMax (really big crew cab). Regular and Double Cabs can be ordered with either a 6.5-foot or 8-foot bed, while the CrewMax comes only with a 5.5-foot bed. Trim levels include base Grade and plush Limited. The regular cab is only available in the Grade trim.
Standard Grade features for regular cab models include 18-inch steel wheels, a 40/20/40-split cloth bench seat, a tilt steering wheel, dual-zone manual climate control, a stereo with CD and auxiliary audio jack and rubber flooring. Upgrading to larger cab models adds a power-sliding rear window, full power accessories, fold-up rear seats, cruise control and carpeting. Bucket seats, a console-mounted shifter and a tilt-telescoping steering wheel can be added with the Bucket Seat Package. Those items are included on the Limited trim level along with alloy wheels, a utility rail system for cargo, automatic climate control, an upgraded sound system with CD changer, satellite radio, iPod connectivity, Bluetooth, steering-wheel audio controls, front and rear parking sensors and power-adjustable leather seats and overhead and center console storage.
Availability on option packages can get quite complicated and depend largely on the chosen body style. The popular SR5 package adds many of the features from the larger cab models to the regular cab along with engine skid plates. The SR5-equipped Double Cab and CrewMax models add towing and cold weather packages. Also very popular are two off-road packages that vastly improve the handling dynamics when venturing off pavement, with an upgraded suspension, trail-capable tires and wheels, skid plates and various cosmetic cues. Other packages largely enhance the Tundra's appearance. New for 2010 Tundras are the Platinum and Work Truck packages. The Platinum package, available on Limited CrewMax models, is the fully loaded Tundra with nearly every available option -- basically turning it into a Lexus pickup. The Work Truck Package goes decidedly downscale by adding vinyl seating, eliminating nearly every comfort and convenience feature, and is available only on regular and Double Cab models.

Powertrains and Performance

The 2010 Toyota Tundra is available with a choice of three engines and is offered in either two- or four-wheel drive. The 4x2 Tundra regular cab and standard bed 4x2 Double Cab come standard with a 4.0-liter V6 producing 236 hp and 266 pound-feet of torque. This engine is mated to a five-speed automatic transmission -- manual gearboxes are not available on the Tundra. The EPA estimates fuel economy for this engine at 15 mpg city/19 mpg highway and 16 mpg combined. Given these figures, we'd skip it. Optional on these models and standard on all other Tundras is a new 4.6-liter V8 with 310 hp and 327 lb-ft of torque. Fuel economy with this V8 is 15/20/17 (14/19/16 with 4WD). This engine comes standard with a six-speed automatic transmission with manual shift control. Equipped with the tow package and depending on body style, the Tundra 4.6 can tow up to 8,600 pounds.
Optional on all Tundras is a muscular 5.7-liter V8 that produces 381 hp and 401 lb-ft of torque. The six-speed automatic is similarly standard here. When fitted with the big V8, this truck is seriously quick, as a CrewMax SR5 4x4 we tested went from zero to 60 mph in just 6.9 seconds. Fuel economy is an estimated 13/17/14 mpg (14/18/16 with two-wheel drive). Equipped with the tow package and depending on body style, the Tundra 5.7 can tow up to 10,800 pounds.

Safety

Antilock disc brakes, traction control, stability control, front-seat side airbags and full-length side curtain airbags are all standard, as are front-seat knee airbags for 2010. As of this writing, government crash tests have not yet been published for the 2010 model, but last year's Tundra scored four stars out of five in frontal impact tests for both driver and passenger. In the Insurance Institute for Highway Safety's frontal-offset crash testing, the 2009 Tundra also earned the highest possible "Good" rating. In side-impact crash testing, a Tundra Double Cab also achieved a "Good" rating.

Interior Design and Special Features

The 2010 Toyota Tundra's interior has not seen a refresh since this current generation debuted in 2007 and in the face of redesigned Dodge and Ford trucks, the Tundra's cabin isn't as appealing as it once was. Specific complaints we have include audio controls that are out of comfortable reach for the driver, gauges that are less than legible, and interior materials quality that now trails behind the competition. The new Platinum Package addresses some of these deficiencies, but for drivers who intend on using the Tundra for work or play, the regular interior treatment should suffice.
The regular cab offers comfortable seats as well as a generous amount of interior cargo space. In Double Cabs, the backseat is fully usable for adults, while the CrewMax offers the roomiest rear seat of any pickup truck. With a limolike 44.5 inches of rear legroom, even 6-footers can stretch out and cross their legs.

Driving Impressions

The 5.7-liter V8 makes the 2010 Toyota Tundra one of the quickest pickups on and off the road, while the engine's delivery is impressively smooth. Shifts from the six-speed automatic transmission are prompt, and the console shifter's precise action makes it easy to use the manual mode while tackling steep highway grades or off-road challenges. Towing a sizable trailer is similarly no problem, as the truck can maintain its speed up steep grades without having to resort to full-throttle applications. The truck is similarly capable off-road when equipped with the TRD Off-Road Package.
For normal, daily use, the Tundra's light steering makes the truck very easy to drive, though at times it feels bigger than competing trucks. We were satisfied with the Tundra's ride quality a few years ago, but the new Dodge Ram's rear coil spring suspension and the Ford F-150's sturdier frame make the Tundra's ride seem jiggly by comparison.