Toyota’s Entune System is Amazing and Catching on!!

If you haven’t seen or checked out the all new Entune System from Toyota, you are definately in for a treat!!  Super easy to use and great features!!  You can link up your Pandora account, listen to iHeartRadio, do Bing searches, make restaurant reservations, buy and book movie tickets, check stocks, sports scores, weather, and there’s more to come!!  It is as simple as downloading the Entune application to your phone and pairing up your bluetooth which also allows for handsfree calling!!

We’ve found some of the coolest features by using the system in our demos!!  You can literally say a name and artist you want to hear play from your phone and it plays in the car!  You can simply say aloud the address you want to go to and the navigation takes you to the front door!  Want to make a radio station of your own and listen to that artist and music from the same genre?  No problem, make as many as you want!!  All Entune Systems come complete with a full Navigation system, apps, Sirius XM Satellite Radio, Traffic, Sports, Weather and more updates in the future to be added!!  You can come check it out and see for yourself at David Bruce Auto Center!!

2012 Toyota Camry All New! Check out Specs, Reviews, and more!!

You can check out the all new 2012 Toyota Camry at David Bruce Auto Center.  You can see actual photos, details, window sticker information, discount pricing and specials by Checking out Live Inventory!!  Just see what other customers have said about there experience here!

This is some great information below provided by NewCarTestDrive.com and Sam Moses:

OverviewThe 2012 Toyota Camry is the seventh generation, with redesigns coming every five years since 1982. Toyota claims that the new Camry is not only the current bestselling midsize sedan, but also the safest, quietest, and most fuel-efficient. Five models of the 2012 Camry range from the stripped-down L to the sport-tuned SE to the Hybrid. New for 2012, the Camry hasn’t changed its size, as the wheelbase, length, track and height are within fractions of an inch of those of the sixth-generation 2011 model. But the sheetmetal is totally new, and a new roofline makes it slightly more slippery. The 2012 Camry’s lines are attractive, and it’s clearly more contemporary than the 2011. What Toyota calls aero-corner design enhances this image. There are four new colors: Clearwater Blue, Attitude Black, Cypress Pearl and Cosmic Gray Mica. The 2012 Camry interior is all new, both design and materials. Interior dimensions stay the same within fractions of those of the previous version. There’s a bit more backseat legroom, and some interior parts have been thinned to create more eye, knee and elbow room. The instrument panel is pretty and functional, storage spaces well thought-out, and a 60/40 split rear seat is standard. A new leather dashboard is neat and stylish. For powertrains, the standard I4 and optional V6 engines are carryovers from 2010 and 2011, respectively. Six-speed automatic transmissions are standard. The standard 2.5-liter I4 has double VVT-I technology, making 178 horsepower. The 3.5-liter V6 produces 268 horsepower. Fuel economy is an EPA-estimated City/Highway 25/35 mpg with the four-cylinder, 21/30 mpg with the V6. We were impressed with such smooth and responsive acceleration from the standard four-cylinder while averaging 30 miles per gallon, and Toyota boasts a range of 650 miles. The 2012 Camry boasts a new chassis with increased rigidity, using more high- and ultra-high-strength steel, as well as 56 more welded spots. It reflects ongoing research in impact energy management. The tuned suspension in the Camry SE might be too firm for some; we didn’t find the SE uncomfortable, but we did find the softer Camry XLE more relaxing around town. We preferred the SE’s tighter steering in all circumstances. The Camry Hybrid uses a new 2.5-liter Atkinson Cycle engine, with more horsepower and electric power than before. It feels like a totally different car than the I4 or V6, as it slows everything down and makes the vehicle feel bigger. The 2012 Camry Hybrid LE is rated by the government at 43/39 mpg, Camry Hybrid XLT at 40/38 mpg.

Model Lineup The 2012 Toyota Camry comes in five models. Camry L ($21,955) uses the 2.5-liter I4 and is hard to find. More likely is a well-equipped Camry LE ($22,500), which comes standard with power doors and windows, cruise control, 60/40 rear folding seats, overhead console, display with 6.1-inch screen, AM/FM/CD/MP3/USB with iPod, Bluetooth hands-free phone capability, projector beam headlamps, manual front seat adjustment, and 16-inch steel wheels with wheelcovers. Camry XLE ($24,725) adds a power moonroof, foglamps, heated outside mirrors, dual-zone automatic climate control, leather-wrapped steering wheel, leather-trimmed seats, heated front seats, power front seats, back-up camera, and 17-inch alloy wheels. Camry XLE V6 ($29,845) upgrades to the 3.5-liter V6 engine. The sporty Camry SE ($23,000) and SE V6 ($26,640) has a thoroughly tuned suspension, sport mesh body-colored front grille, halogen headlamps, rocker panels and rear spoiler, SofTex-trimmed sport seats, paddle shifters, and 18-inch alloy wheels on the V6, 17-inch on the I4. Safety equipment standard on all models includes 10 airbags, electronic stability control with traction control, ABS with Brake Assist and Brake Force Distribution, and a tire pressure monitoring system.

Walkaround The redesigned 2012 Camry hasn’t changed its size, as the wheelbase, length, track and height are the same within fractions of an inch. But the sheetmetal is 100 percent new, and a new roofline makes it slightly more slippery, at 0.27 Cd vs. the previous 0.28. It’s quite attractive for a vanilla car, with clean sides and nice edges, with no lumpy cladding or gratuitous chrome. Hold up pics of the 2011 and 2012 side-by-side, and clearly see the styling evolution from yesterday to today. In fact there’s almost no chrome, which makes the new Camry look svelte. Indeed it has lost weight, 150 pounds (220 pounds for the Hybrid). It might all be under the skin, but no matter, it’s all good. What Toyota calls aero-corner design enhances this image. Hips and shoulders tucked in. The Camry LE uses wheelcovers over 16-inch steel wheels, the Camry XLE uses 17-inch alloy wheels, and the Camry SE uses 17- or 18-inchers. All three styles successfully avoid cookie cutting, with the LE’s 20-spoke titanium-tinted wheelcovers ironically being the most ambitious and eye-catching, if not the classiest. The new roofline angles the windshield more steeply. There’s a nice character line under the windows slanting slightly up to the rear deck, where there’s a small spoiler lip on the SE. Windows outlined in chrome, but no more, except for a thin strip at the rocker level on the LE and XLE. Body-colored door handles on all models. The face of the Camry SE is tweaked, for the better, with body color over the black mesh grille, and more aggressive air intakes in the valance under the bumper. Headlamps are the same, angled, narrow and sleek, with a neat little notch in the line at the bottom.

Interior Features Interior dimensions for the seventh-generation 2012 Camry are within fractions of an inch of the sixth-generation (2007-11) models. There’s a bit more backseat legroom, with 38.9 inches on a flat rear floor decent for a midsize car. Some interior parts have been thinned to create more eye, knee and elbow room: A-pillars, control panels on the doors, front seatbacks, center console. Interior materials are different depending on the model, with the Camry L, LE and XLE using a nice standard fabric, and the Camry SE fabric with SofTex synthetic leather trim. Real leather is available on the Camry XLE I4 and standard on the XLE V6, with leather-trimmed ultrasuede available on the SE and XLE Hybrid. The fit of the front buckets is good on the Camry LE and XLE, with more bolstering on the SE. The Camry Hybrid has its own material, more like the SE. Trims are different too: LE is silver, XLE wood, SE silver grain, and Hybrid a metallic tech grain. Steering wheels too, with LE a four-spoke urethane, XLE four-spoke leather, and SE four-spoke leather. They all work well enough, no inconveniences noted in driving all four models. The Camry LE feels quiet, solid and firm; but the XLE with optional leather and a grander display screen feels markedly uptown. It’s hard to make a dashboard not boring, because after all it is a board, but the Camry succeeds. The standard leather is overlapped in an arc with neat stitching, for a saddle-like effect; new passengers will compliment it and maybe run their hands over the seam. The little window for the clock up at the top looks like a hood scoop. We found the driver’s position comfortable, with thoughtful padding for the driver’s right leg against the center console, and high armrests. Decent door pocket, great cubby forward in the center console, big glovebox with light door. The instrument panel is all new for 2012. The four Camry models have four different faces, and those on the LE, XLE and SE are in 3D. We wonder what the stripper Camry L model without the 3D face looks like. Instruments are the same, only difference is in the rings around the gauges, chrome or satin. The Hybrid’s panel is the same only prettier. In Toyota-speak it has optitron meters with white illumination, blue metallic printing, and white lighting pointer. Three gauges, with clear dials and numbers that glow up at you in crystal clear white. We like it. Another plus: relocation of the battery packs increase the trunk space in the Camry Hybrid to 13.1 cubic feet (from the previous 10.6). Trunk space on all Camry models except the Hybrid is a roomy 15.4 cubic feet. The manually operated climate control has big dials and easy buttons on the Camry LE. The automatic climate control on Camry XLE uses a 6.1-inch LCD touch-screen also used for radio tuning, and navigation. The screen grows to 7 inches with upgrade systems. In pursuit of fuel mileage, the torque converter ratio was changed to lower the revs at freeway speeds, making the car quieter inside; at 70 mph you can’t hear the motor. But you can hear the tire noise, new tires with less rolling resistance, louder on the pavement. There’s the optional JBL Green Edge sound system, which uses up to 58 percent less power and is 27 percent lighter; and Entune, which does Bing searches and allegedly enables you to buy movie tickets while you’re driving into the city on a crowded freeway in a hurry at night, and stuff like that. Safely and simply they say, and we say don’t believe it. It can all be bundled with navigation and satellite radio and voice recognition, and controlled on the 7-inch touch screen. Have fun, good luck, and don’t crash.

Driving Impressions Ironically, after driving four models of the 2012 Toyota Camry, we think the model we didn’t drive might be the call. That would be a Camry SE with the I4 engine, rather than our V6. That’s because the Camry SE is tighter than the Camry XLE or LE; and the 178-hp I4 is quick, silent and smooth, no matter that the 268-hp V6 is faster. Both the I4 and V6 are carried over, the I4 new in 2010 and V6 new for 2011. On the Camry XLE, using the lighter 6-speed for the I4, we noted good ratios, smooth upshifts and invisible kickdowns around town. With the I4, to get 30 mpg with that kind of performance is great. Toyota boasts a range of 650 miles, at 35 highway mpg. Four-cylinder and V6 models use a 6-speed automatic that on the Camry SE comes with paddle shifters and normal and sport modes. No problems with the way the transmissions were programmed; both 5th and 6th gears in the V6 transmission are overdrives, with 6th being super overdrive at 0.068:1, for highway fuel mileage. There’s a big leap between 1st and 2nd gears, but the 248 foot-pounds of torque in the V6 can make it. The even-keel Camry SE suspension might be too firm for some; we didn’t find it uncomfortable, but did find the softer Camry XLE more relaxing around town. We preferred the SE’s tighter steering in all circumstances. Slightly bigger brakes felt good too, sensitive with good feel. The Hybrid uses a new 2.5-liter Atkinson Cycle engine in 2012, with more horsepower and electric power than before. It feels like a totally different car than the I4 or V6. It slows everything down and it feels bigger; even the seats feel wider. Don’t expect much from acceleration, cornering, or quick response, although Toyota says 0-60 acceleration is 0.5 seconds quicker than before. Braking is regenerative and sensitive, sometimes diving the nose. It’s quieter, when you’re not straining at throttle, but the tire noise on a rough freeway is still there. Eco mode reduces the throttle opening, slowing the car way down, although Eco defaults to Power mode when you need more speed. EV mode with a good charge couldn’t get us out of the parking lot. It wouldn’t even run the air conditioner with the car at a standstill. The Hybrid is more slippery in the wind, with underbody fairing panels lowering the Cd to 0.27, but a small blue badge is the only visible difference. The Camry XLE Hybrid is rated at 40 combined mpg (on Premium gasoline because the compression ratio with the Atkinson Cycle is raised to 12.5:1). We actually saw 45 mpg on our test run, probably because we were aghast at the idea of booting it.

Summary The Toyota Camry is redesigned for 2012, using a two-year-old I4 engine, one-year-old V6, and new hybrid. It features a more rigid chassis and sleeker body, with a smooth 6-speed automatic transmission. Camry powertrains are so different you should consider your needs or drive them all before you choose. The I4 is exceptional, with good smooth response while delivering 30 mpg combined. The suspension is comfortable and all-new interior clean and convenient, while infotainment options can move the Camry upscale. Sam Moses filed this NewCarTestDrive.com report from the Columbia River Gorge.

2011 Cadillac CTS Coupe AWESOME Reviews and Information!

Meet the CTS Coupe in this Video HERE!!

Get yours at www.DavidBruce.com today!!

Check out the complete 3rd party reviews and details submitted by NewCarTestDrive!

Overview
A new Cadillac CTS Coupe has joined a growing family of CTS-branded vehicles. The family started with the CTS four-door sedan in 2003, based on a new rear-wheel-drive platform, a major change for a division that had been heavily front-wheel-drive for many years. Then Cadillac added the high-performance CTS-V, using a variant of the Chevrolet Corvette V8 engine and a manual transmission, and then added the slick CTS sport wagon. Now the CTS family includes a radically edgy coupe. Cadillac’s last coupe, the Eldorado, went out of production in 2002.

The powertrain chosen for the CTS Coupe is a 3.6-liter V6 engine with four valves per cylinder, variable valve timing, and direct fuel injection, about as modern as any other V6 engine on the planet, and it is capable of producing a whopping 1.4 horsepower per cubic inch at engine speeds approaching 7000 rpm, or 304 horsepower from only 217 cubic inches, on regular fuel. For reference, the old 500 cubic-inch Cadillac V8 made 400 horsepower, or 0.8 horsepower per cubic inch, and generated unspeakably bad fuel economy, whereas the new engine can reach 27 mpg on the highway easily. Even in a car that weighs more than 4000 pounds with two people in it, the V6 pulls very strongly at full-throttle and sounds muscular and powerful while doing it, which some other V6 engines in this class do not.

The CTS Coupe is available with all-wheel drive.

The CTS Coupe offers a six-speed automatic transmission. It’s also available with an Aisin six-speed manual transmission, which comes with summer performance tires and rear-wheel drive. The Summer Tire Performance Package is also available with the automatic transmission equipped with paddle shifters.

What started out as a purely provocative concept vehicle under former GM product czar Bob Lutz got such a strong response that GM decided to build the CTS Coupe as a regular production vehicle to compete with the new rash of luxury coupes from the German and Japanese luxury brands. The sheetmetal, decoration and dimensions of the production coupe are all nearly identical to the concept vehicle, and it is one angular and angry-looking beast.

Inside, the CTS Coupe mimics all the other cars in the family with a rich mix of chrome, wood, leather, and in-car electronics and entertainment systems that are on par with any other vehicle in this relatively small class, with navigation, AM/FM/XM/CD/MP3 audio, OnStar, Stablitrak chassis control, and a comprehensive information display.

The CTS Coupe competes with the Mercedes-Benz E-Class coupe, BMW 335i coupe, Audi A5, Lexus IS 350 C, and Infiniti G37 coupe.

The CTS-V Coupe boasts a 556-hp, 6.2-liter supercharged V8, upgraded suspension, larger high-performance tires and alloy wheels, huge Brembo brakes, and GM’s Magnetic Ride Control shock absorbers, for what Cadillac claims is the world’s fastest sedan.

Model Lineup

The Cadillac CTS Coupe ($38,165) comes with leather seating surfaces, dual-zone climate control, OnStar with navigation, directions and connections, 18-inch alloy wheels and P235/50VR18 tires, remote starting, keyless operation, AM/FM/XM/CD/MP3 eight-speaker Bose audio, power seats, mirrors and locks. The CTS Coupe AWD ($40,065) adds all-wheel drive.

The Performance Connection ($42,605) adds HID xenon headlamps, adaptive forward lighting, 10-way power leather seats, Bose 5.1 Surround Sound, USB integration, 40GB hard drive; it’s also available with AWD ($44,505). To that, the Premium Collection ($47,010) and AWD ($48,910) adds interior ambient lighting, rearview camera, heated/vented front seats, heated steering wheel, wood trim, navigation, sunroof.

Options include P245/45ZR19 front and P275/40ZR19 rear Continental summer tire performance package with 19-inch polished alloy wheels, a limited-slip differential, and manual transmission ($2,090); power sunroof ($700); navigation ($2,145).

The CTS-V Coupe ($62,165) features a 6.2-liter supercharged V8, paddle shift controls, Brembo brakes, Magnetic Ride Control, and 19-inch wheels with performance tires.

Safety features include front and side airbags, side air curtain, ABS, traction control, StabiliTrak electronic stability control. All-wheel drive is optional.

Walkaround

Is the CTS Coupe really all that different from the CTS sedan? Yes, and in some key places and dimensions. The coupe is virtually identical to the concept vehicle shown at the Detroit auto show in January of 2008.

The coupe’s wheelbase is the same as the sedan’s, but the roofline is two inches lower, the body is two inches shorter, and the rear track has been widened by two inches compared to the existing sedan, to plant those big tires. The windshield rake angle is much steeper than the sedan’s, at 62.3 degrees, and the rear window is nearly flat when viewed from the side.

The rear end treatment features a centered dual-exhaust outlet under the bumper that complements all of the other sharp angles on the car. In order to have good ingress/egress into the back seat, the coupe’s doors are as long as a summer day in June. There are no traditional door handles outside or inside; instead, the CTS Coupe uses pushbutton openers adapted from the Chevrolet Corvette. In spite of the very fast look of the coupe, the actual drag coefficient number is high for a coupe and high in this class, just under 0.36, when some of the competition is down around 0.26.

Interior Features

The interior of the CTS Coupe is pretty much the same as those of the CTS sedan and Sport Wagon, with a combination of analog and digital readouts in the main three-pod instrument cluster bathed in a very nice, crisp blue light that’s easy to see and easy on the eyes.

The interior designs have made the driver’s seat, center stack and center console into a well-organized command center, topped by a retractable navigation screen and slathered in brushed metal that can reflect lots of light in the wrong lighting conditions. There’s just the right amount of decorative wood on the door panels, steering wheel, instrument panel and console to lend an air of richness and luxury without looking like a Victorian library.

The front bucket seats are generously sized for American male drivers, they’re cushy without being mushy, and there are thick, supportive and retentive bolsters for the torso for long rides in the country. Nothing in here is difficult to see or understand or operate, and there is plenty of latitude for adjustment in the seats and steering wheel. It’s a lovely place to drive from.

There really is room for four American adults inside, although entry and exit at the rear are as cumbersome and difficult as with any coupe out there.

We give it high marks for fit, finish, materials, and especially its interior design, which differs not one jot from the sedan’s and which we love.

Driving Impressions

The 3.6-liter direction-injection V6 with dual overhead camshafts and 24 valves produces 304-horsepower, 273 foot-pounds of torque. The engine can be combined with one of two six-speed transmissions, an Aisin manual or a Hydra-Matic automatic with manual shift control. To get more acceleration out of the same engine as the sedan has, the CTS Coupe gets a lower 3.73:1 rear axle ratio. The CTS Coupe comes in a standard rear-drive layout, with computer-controlled all-wheel-drive optional.

In a brief driving experience over the course of two days in and around the Napa Valley in California’s wine country, the CTS Coupe offered no surprises. The 3900-pound coupe performed pretty much like the CTS V6 sedan, but quicker off the mark, with a good, solid V6 engine sound at full throttle, relatively quick upshifts and downshifts from the automatic and its steering-wheel paddles, and a reassuringly buttoned-down feel when it came to sticking to the asphalt.

The chunky leather-wrapped steering wheel leads down to a power steering system that feels connected and commanding, quick to turn in, and a slightly harsher ride than we were expecting, but not objectionable.

The brakes came on powerfully and progressively whenever one of Napa’s ever-present work trucks pulled out of a winery driveway.

Summary

Coupes are not for everyone, but if your tastes and lifestyle fit fine with a coupe, the Cadillac CTS Coupe is one to look at. While we could always wish for more power and less weight in a car that looks this advanced and adventurous, we think that the CTS Coupe’s level of performance on demand would satisfy a great many potential buyers, especially at 27 miles per gallon or more in touring driving situations. Its dynamics, handling and isolation are all very, very good. The level of luxury and the quality of build, fit and finish is very high, and the pure, edgy style of this car is breathtaking.

Jim McCraw filed this NewCarTestDrive.com report from California’s Napa Valley.

Check out the New Toyota Highlander!!!

Get your New Toyota Highlander at www.DavidBruce.com today!!

Awesome reviews and information provided by NewCarTestDrive.com

OverviewThe Toyota Highlander is smooth and comfortable, a crossover SUV with generous space for passengers and cargo. The Hybrid version delivers excellent fuel economy with minimal emissions, while the base-level four-cylinder model offers decent fuel economy at a lower price point. An available V6 engine delivers smooth performance and respectable fuel economy.A versatile cabin adds to the attractiveness of the Highlander as a family vehicle. The second row can slide forward and back, and the third-row seat is hospitable for children and capable of carrying adults. Getting in and out of the first two rows is easy, and Toyota provides both a walk-through and a fold-and-slide-forward second-row seat to ease access to the third row.The Highlander was completely redesigned for 2008, and made larger than the previous generation in every significant dimension. A more economical four-cylinder version arrived for 2009. Displacing 2.7 liters, the four-cylinder makes 187 horsepower and 186 pound-feet of torque, and delivers attractive EPA fuel economy ratings of 20/27 mpg City/Highway. It has a variable intake manifold and Variable Valve Timing with intelligence (VVT-i) to optimize torque and fuel efficiency and to deliver strong response at all engine speeds. The inline-four is matched with a six-speed electronically controlled automatic overdrive transmission, and is available only with two-wheel drive.The Highlander is available with a power tilt-and-slide moonroof on both four-cylinder and V6 models. The Highlander V6 comes standard with a multi-information display, including back-up camera. And the mid-range Sport model is being replaced by the Highlander SE, which is more near-luxury and less sporty. The V6 is a 3.5-liter unit that delivers 270 horsepower and 248 pound-feet of torque. We found the 3.5-liter V6 is buttery smooth. Also smooth is its five-speed automatic transmission, which downshifts seamlessly to provide ample passing punch. Front-wheel-drive Highlanders with the 3.5-liter V6 are EPA-rated at 18/24 mpg City/Highway, while all-wheel drive models are rated slightly lower at 17/23 mpg. The Highlander Hybrid has a gas/electric powertrain that provides smooth, plentiful power. The gasoline engine is a 3.3-liter V6 that delivers 209 horsepower and 212 pound-feet of torque and is matched to an electronically controlled continuously variable transmission (ECVT). With its gas engine and three electric motors, the complete Hybrid powertrain can deliver the same 270 peak horsepower as the 3.5-liter V6 alone. The Hybrid is rated at 28/28 mpg City/Highway. Gasoline-only Highlanders come standard with front-wheel drive, with all-wheel drive available for customers who want all-weather capability and enhanced safety. Hybrids come standard with all-wheel drive. The Highlander is a so-called crossover, meaning it’s built more like a car than like a truck. The Highlander is based on the architecture of the Toyota Camry midsize sedan. As a result, the Highlander offers a quiet cabin and a luxurious ride quality. Overall, we found the Toyota Highlander to be a pleasant way to carry a group of people.

Model LineupThe Toyota Highlander offers a choice of three powertrains, three trim levels and front or all-wheel drive. The base Highlander comes with the 2.7-liter four-cylinder engine ($25,855) or a 3.5-liter V6 ($27,750). The Highlander SE ($32,480) and Limited ($33,220) come standard with the 3.5-liter V6. The all-wheel-drive models all have the 3.5-liter V6, and are available in base ($29,200), SE ($33,930), and Limited ($34,670) trim. Highlander Hybrid models come standard with all-wheel drive and are available in base ($34,900) and Limited ($41,220) trim only.Highlander comes standard with cloth upholstery; air conditioning; three-row seating for up to seven passengers; a 40/20/40 second-row seat with a removable center section that can be stowed under the first-row center console; AM/FM/CD with six speakers and MP3/WMA playback; power windows, door locks, and foldable mirrors; remote keyless entry; cruise control; variable intermittent wipers front and rear; rear defogger; rear spoiler; tilt/telescope steering wheel; two front and one cargo-area 12-volt power outlets; and 245/65R17 tires on alloy wheels. A fold-flat third row is standard with the V6, optional ($740) with the four-cylinder.Hybrid models come with keyless entry and starting, and a 3.5-inch multifunction display screen that includes a rear backup camera, a clock, tire-pressure display, air conditioning readout, and outside temperature and trip computer information, in addition to all the hybrid-related features. Like the four-cylinder model, base Hybrids come standard with two seating rows; the third row is optional. Highlander SE adds leather seats with heat for the front row, tri-zone automatic climate control, power tilt/slide moonroof, six-disc CD changer, Homelink universal transceiver, heated outside mirrors, daytime running lights, and a tow package. Highlander Limited models upgrade with a 10-way power driver’s seat, four-way power front passenger’s seat, Smart Entry, fog lamps, a multi-function display, leather-wrapped steering wheel with audio and display controls, lighted vanity mirrors, visor extenders, second-row reading lights, opening glass in the rear hatch, a rear tonneau cover, and a lever in the cargo area to fold the second-row seats. The Limited models are distinguished with more chrome and bright trim than other models, and bold 19-inch, five-spoke alloy wheels wearing 245/55R19 tires. Hybrid Limited models come with the same features as the Limited. Options are too numerous to list and vary in both price and availability with trim level. Among them: a power tilt/slide moonroof ($910); a multi-information display for the base V6 ($500). Base models offer a power-adjustable driver’s seat ($320), rear air conditioning ($415), a tow package ($220), and a Cold Weather Package ($60) consisting of a windshield-wiper de-icer grid and heated outside mirrors. Higher-level models offer a JBL audio system with nine speakers and a Bluetooth hands-free cell phone link, with navigation ($2,625) or without ($750); a power rear tailgate ($400); rear DVD entertainment ($1,780); and automatic rear air conditioning ($585). Safety features on all models include dual front airbags, front side-impact airbags for thorax protection, head-protecting curtain side airbags that cover all three seating rows, a driver’s knee airbag, active front headrests, tire-pressure monitor, antilock brakes, traction control, antiskid control, and hill-start assist. Hill descent control is standard on AWD models.

Walkaround Exterior Features The Toyota Highlander is in the heart of the midsize crossover SUV market, and is about the same size as the Honda Pilot. Highlander’s 95.4 cubic feet of cargo room is more than all but a handful of competitors in the popular midsize class. The Highlander fits in the middle of Toyota’s four-pronged midsize SUV lineup. It features softer styling than the 4Runner midsize SUV and the retro-styled FJ Cruiser. Truck-based platforms, rugged suspensions and low-range transfer cases make 4Runner and FJ Cruiser highly capable off road. The Highlander is based on the same architecture as that of the Camry and Avalon sedans. Highlander’s all-wheel-drive systems are designed for taming slippery pavement and wintry conditions, not for climbing rocks and traversing rough terrain. Likewise, the Toyota Venza is a mid-size vehicle that further blurs the line between wagon and SUV. (Whether you call these vehicles SUVs or wagons seems like a specious argument to us, and we could argue either side. The point in our view is whether the vehicle meets your needs.) Also based on the Camry platform, the Venza is even more carlike than the Highlander. The design of the Highlander is clean, and accented on each side by a character line that leads into pronounced wheel arches. The look is more SUV than station wagon, and the available 19-inch alloy wheels add to the muscular stance. Alloy wheels come standard, so every Highlander looks well-equipped. Hybrid models are differentiated by blue-tinted lighting, a finer-textured grille, and 10-spoke alloy wheels with alternating thicker and thinner spokes.

Interior Features Climb into the driver’s seat of the Highlander and you are greeted by a quality, upscale cabin. Fit and finish are excellent and the design is attractive. There are more hard plastic finishes than in a Lexus, but those plastics are nicely grained and assembled with care. The secondary controls are easy to spot, and they move with precision. A 3.5-inch screen displays trip computer and climate control information; its optional on the base model and standard on all others. This same screen displays the image from the rear backup camera whenever you shift into Reverse. The picture is very small, but it could help the driver avoid making the tragic mistake of backing over a child, and in everyday use it speeds parallel parking or backing up to a wall. Opt for the navigation system, and the camera is projected onto the larger navigation screen, making the image easier to see. This is a far more useful tool than the standard screen when it comes to backing up. This screen also displays some of the audio controls, adding an extra step or two when changing stations, but the system works very well. Cup holders abound, with 10 cup holders scattered throughout the cabin. Larger bottle holders are provided in the doors, handy for large water bottles. There’s also plenty of storage for small items. Hybrid models have some exclusive interior touches. The gauges are trimmed in blue instead of red, and a power meter replaces the tachometer. Displayed either on the multifunction screen or the navigation screen are Consumption and Energy Monitor information. The Consumption screen displays fuel economy in real time and five-minute increments, and the Energy Monitor screen employs a schematic to show when the gas engine and electric motors are in use. It may be fun to watch these screens, but be careful because they can distract attention from the road. Many buyers prefer SUVs because the high seating position lets them see over traffic. The Highlander’s elevated ride height and upright seating position give it that desirable SUV trait but with easier step-in than what’s found in older, truck-based SUVs. Head and leg room are generous in the first and second rows. Up front, the leather seats are comfortable, and visibility is good to all corners. The second-row captain’s chairs are comfortable, and the Highlander has a handy removable center seat that can be replaced by a center console. The area between the second-row seats can also be left open to provide a walkthrough to the standard third row. Either the center console or the center seat can be stowed beneath the front seat center console. The third-row seating is aided by second-row seats that can slide forward. Adults can fit, but the seat cushion is set low, so it’s still not ideal for long trips. Access to the third row is easy from the passenger’s side, as the second row captain’s chair flips and slides forward in one motion. The driver’s side chair folds flat, but doesn’t slide forward far enough to allow passengers to walk through. For cargo space, the second- and third-row seats fold flat to open up a very useful 95.4 cubic feet. Tethers and levers are provided in the cargo area to make folding and unfolding the seats a breeze. The available separate opening rear glass is a nice convenience, and the load height is low for an SUV, making it easier to load groceries, duffle bags, and other cargo.

Driving Impressions The Toyota Highlander is a pleasant vehicle to drive. Most notable is the ride quality, which is luxurious or soft, depending on your viewpoint. Even with the available 19-inch wheels, the suspension smoothes all but the most jarring bumps. There is a bit of unwanted float on highways and on winding roads, though, and some folks find it too soft. Hybrids have slightly more road feel, but are still quite comfortable, making them a better choice for those who find the standard suspension too soft. The suspension emphasizes a soft ride over taut handling. All models lean when cornering and braking. Steering feel is light, but the response is somewhat slow. We would not describe the Highlander as nimble. The Nissan Murano offers better handling. Traction control and electronic stability control come standard on the Highlander to help keep you on your intended path in slippery conditions or if you enter a corner too fast. If this happens, remember to look and steer where you want to go. The brakes feel soft but provide fine stopping power thanks to standard Electronic Brake-force Distribution and Brake Assist. The all-wheel-drive system in the gas models provides a full-time 50/50 front/rear torque split. In Hybrid models, the AWD system is front-drive biased, but when it detects slippage, the rear-mounted electric motor can kick in to deliver up to 25 percent of the available power to the rear wheels. Both systems will help you get the kids to school on snowy days. The 3.5-liter V6 propels the Highlander front-drive models from 0 to 60 mph in 7.6 seconds and all-wheel-drive models in 7.8 seconds. A manual shift gate also allows choosing a lower gear for more immediate power delivery. From inside the cabin, the V6 can barely be heard, emitting only a refined growl under hard acceleration. The Hybrid’s powertrain is called Hybrid Synergy Drive, and it mates a 3.3-liter V6 with three electric motors for a total of 270 horsepower. The transmission is a continuously variable automatic that constantly adjusts gearing ratios instead of changing gears. The Hybrid version feels a bit more responsive off the line, but in reality it isn’t as quick as the standard versions, accelerating from 0 to 60 mph in 8.1 seconds. Driving the Hybrid is different than driving a standard V6 model. You start to notice those differences when you turn the key and nothing happens. Rest assured, it’s ready and operational. The gas engine just doesn’t start until it’s needed. The gas engine shuts off at stoplights but starts again as soon as you step on the accelerator. Under the right conditions (full battery charge and proper coolant temperature), you can press the EV button and drive the Hybrid up to two miles at less than 25 mph on electric power only. That can be a big benefit in stop-and-go traffic. The Highlander Hybrid is the first Toyota hybrid to offer an EV button in the United States. Hybrid models also have an ECON button that reduces throttle response to improve fuel economy. The continuously variable transmission feels natural. It has a standard drive mode, which allows the Hybrid to freewheel down hills, as well as a B mode, which uses engine compression to slow the vehicle when the driver’s foot is off the throttle. B mode helps recharge the battery pack. The Hybrid powertrain is a little rougher than the standard V6 but is still quite refined. In all models, wind noise is well-checked, and the only notable interior noise is some tire hum on rough pavement.

Summary The Toyota Highlander offers generous room for people and cargo, a choice of powertrains, ample performance and good fuel economy. Hybrid models offer excellent fuel economy, particularly in the stop-and-go traffic of major metros, along with extremely low emissions. Add in Toyota’s reputation for reliability and resale value, and the Highlander is a wise choice for active families.

Check out the new 2011 Toyota Sienna!!

 

This detailed information below is provided by NewCarTestDrive.com!!  Come check it out at http://www.davidbruce.com and go for a drive today!!

OverviewMinivans have always been superior as people movers. They’re easier to park and drive than SUVs, have a low step-in height for easy access, plus comfortable seating and cushy ride characteristics.The 2011 Toyota Sienna, now in its fifth generation, has been designed for those reasons since the beginning. But for 2011, as transportation needs change, so does the Sienna.The all-new 2011 Sienna is still very much a transportation solution for moving up to eight people. But it is now more versatile, with more flexible interior configurations, and available in a broader range of models. There are models aimed at practical transportation, models driven by luxury tastes, and even a sport model, the SE, that drives and handles more like a sports sedan.Interior seating arrangements have been completely redesigned and can now be re-arranged more easily to carry passengers, haul cargo, or any mix of both. Visually, the 2011 Sienna looks less like a minivan than previous generations, with lower, longer lines, and a wider stance. Toyota designers have altered the profile and stance to make the Sienna more appealing. The 2011 Sienna is based on the same platform as the prior generation, with the same wheelbase, but it has more interior room. The 2011 Sienna is available in five grades, with seating configurations for seven or eight. Sienna is available with the 2.7-liter four-cylinder engine; higher grades are all V6-powered. Front-wheel drive is standard. All-wheel drive is available with the V6. We found the four-cylinder a good choice. It gets a couple miles to the gallon better fuel economy and works nearly as well for everyday driving. The Sienna SE handles quite well and will be appreciated by more aggressive drivers. The SE sits lower, on a sport-tuned suspension and steering system for quicker feedback and better handling. At the other end of the spectrum is the Limited model, which glides along nice and easy, and it has steering assist that makes it easier to park. The Toyota Sienna is made in America, designed in California, developed at Toyota’s technical center in Ann Arbor, Michigan, and assembled in Indiana. It will be sold only in North America and Puerto Rico.

Model LineupThe 2011 Toyota Sienna ($24,260) comes standard with cloth upholstery, tri-zone manual air conditioning with air filter and rear-seat control panel, seven-passenger seating, power windows with auto up/down and jam protection in all positions, 60/40 split and stow third-row seat with one motion stow, removable second row seats with tip-up and long-slide feature, cruise control, windshield de-icer, integrated color-keyed rear spoiler, AM/FM/CD with four speakers, 17-inch aluminum alloy wheels with 235/60R17 tires. Sienna is also available with a V6 ($25,500).Sienna LE ($25,345) upgrades with eight-way adjustable driver’s seat with lumbar support, third-row sunshade, six-speaker audio, XM Satellite Radio, steering wheel controls for audio and telephone, Bluetooth for hands-free cell phone operation, compass and outside temperature displays, dual power sliding doors, HomeLink garage door opener. Sienna LE V6 ($28,900) is similarly equipped. LE AWD V6 ($30,550) adds all-wheel drive, 18-inch wheels with 235/55R18 tires.Sienna XLE V6 ($32,175) and XLE AWD V6 ($34,515) upgrade with leather upholstery, automatic air conditioning, power liftgate, power moonroof, heated front seats, anti-theft system, leather-wrapped steering wheel, wood trim, towing package, power rear quarter windows. Sienna Limited V6 ($38,500) and Limited AWD V6 ($39,770) get upgraded 6CD JBL audio with 10-speakers, overhead consoles, integrated antenna, chrome door handles, push-button start, smart key, deluxe mirrors, dual panel moonroof, sonar parking system, second-row captain’s chairs, third-row power seats stow in floor, memory for driver’s seat, four-way power front-passenger seat, leather with wood steering wheel, 18-inch wheels with 235/55R18 tires. Sienna SE ($30,550) features special body trim, 19-inch alloy wheels, and it comes with exclusive instrumentation and unique interior colors and trim. Options include navigation and a rear-seat entertainment system. Safety features include Toyota’s Star Safety System with anti-lock brakes (ABS), Electronic Brake-force Distribution (EBD), Brake Assist, Vehicle Stability Control (VSC), and Traction Control; the mandated tire pressure monitor system; three-point seatbelts in all seating positions with adjustable seatbelt anchors on front and second row seats, driver’s seatbelt Emergency Locking Retractor (ELR), and Automatic Locking Retractors (ALR) on all other seatbelts; front seatbelts with pretensioners and force limiters; driver and front passenger Active Headrests; driver and front passenger airbags with Advanced Airbag System; driver and front passenger seat-mounted side airbags; driver knee airbag; three-row side curtain airbags; side impact beams in front and sliding side doors; LATCH (Lower Anchors and Tethers for Children); child protector sliding door locks; jam protection for power windows. Optional all-wheel drive enhances safety in adverse conditions. The Pre-Collision System is optional with Dynamic Radar Cruise Control. Vehicle Dynamics Integrated Management System (VDIM), Hill Assist Control (HAC), Safety Connect, and front and rear sonar are optional or included on premium models. All of this stuff is a very good idea. All prices are Manufacturer’s Suggested Retail Prices (MSRP), which may change without notice at any time. Prices do not include destination charges.

Walkaround The new 2011 Toyota Sienna doesn’t look exactly like a minivan, because a number of classic minivan visual cues have been eliminated. It has a wider stance, with broader flared shoulders, and a more compelling, contemporary front face with sophisticated, highly angular headlamps. The lights have projector lamps and halogen high beams combined in a compact, slender design. From the side, the 2011 Sienna looks much sleeker overall, and less boxy in appearance than previously. The track for the sliding rear doors is completely concealed, so the rear doors look like they belong on a sedan or crossover SUV. The rear windows are shaped in a tapered trapezoid and inclined inward like a sedan, again contradicting the standard boxy minivan look. The rear has been designed with a low, wide bumper and a roof spoiler that hides the rear wiper, for a stronger, cleaner appearance. LED tail and stop lamps are used, which illuminate more quickly and consume less power. Overall, the exterior looks cleaner and sleeker, and it is. Aerodynamic work, including underbody covers to help manage airflow, has reduced the coefficient of drag to 0.306. There are quite a few differences from model to model. Each has a distinctive grille, ranging from the sporty mesh grille on the SE to the chrome four-slot arrangement on the Limited. Unite 17-, 18-, and 19-inch wheels are used depending on the model and options. SE, XLE and Limited models have integrated front fog lamps, and Limited has HID headlamps as an option. The SE has dark chrome accents around the lights and smoked headlight covers. The Sienna SE gets special styling cues. The front has a more aggressive appearance. Side skirting visually lowers the vehicle and smoked headlights and taillights make a distinctive statement. Aerodynamic sculpting hugs the standard 19-inch alloy wheels. The SE sits lower, on a sport-tuned suspension.

Interior Features The 2011 Sienna interior is distinctly modernistic. From the driver and passenger perspective, the cockpit uses flowing lines and round controls to achieve a sense of unified, integrated design. Prominently visible at the base of the center stack is a shape, something like a tadpole, that tapers laterally toward the passenger, to create the feeling that there is more room to share. To our eye, it’s modern and effective, preventing the center stack from looking like a pile of squared-off rectangular boxes. Instead, the design suggests shared space and control areas, in a freshly contemporary atmosphere. Design aside, the center stack contains the usual controls, with the message center at the top, the audio system just below, the climate control system below that, and storage and convenience features, such as cupholders and 12-volt plugs, at the lowest level. The shifter is located on the dash, closest to the driver, freeing center console space for storage. There are three instrument designs, but the standard analog system uses bright blue numbering with red needles. In all three designs, a large speedometer and tach are combined with fuel and temperature gauges. The automatic transmission range and odometer are displayed on the LCD in the center of the meter, and an ECO-drive light has been added to indicate economical driving. The dash materials and cloth upholstery look and feel nice enough, although the upper pieces of the dashboard, while attractively textured, turn out to be hard plastic. The steering wheel, padded and contoured, has buttons for audio system control on the left and Bluetooth phone control on the left. The wheel tilts and telescopes. The front seats are passenger-car comfortable. They are six-way adjustable on the base Sienna model, and power eight-way adjustable on all other models, with memory available for the driver on Limited models. The front passenger seats are four-way, with power adjustability available on the Limited. The Sienna seats now travel about an inch farther, forward and back, compared to the previous generation, and have longer, wider cushions and adjustable armrests. Leather-trimmed and heated seats are standard on the XLE and Limited. Second-row comfort was obviously a design priority. The second-row seats are mounted on very long sliders, 25.6 inches in length, so they can be moved very far forward or very far back, depending on the way the interior needs to be configured for people or cargo. With the seats at adjusted to the limit, a walk-in isle is created, big enough for an adult to walk through to help a child or an older passenger. With the second row seats adjusted all the way forward, walk-in access to the third row becomes possible. Eight-passenger models use an arrangement that splits seating in a 40/20/40 proportion. That makes the second-row center seat small relative to the two outside seats, probably only actually useful for smaller people. When not in use, the center seat can be removed and stowed in a specially-designed compartment in the back, converting the second row to captain’s chairs with room in between. The standard chairs are quite comfortable, but there is also an optional Lounge Seating feature available with Limited that equips the second-row captain’s chairs with extended footrests. On certain models, the back half of the center console can be extended rearward about a foot into the passenger area. With the console moved rearward, second-row passengers have more easily reached cupholders and another handy storage option. Third-row seats are split 60/40, and fold flat with one touch. The third-row hip point is now two inches further back, which translates into leg-room for the third row occupants, and the seats recline a bit as well. Versatility was another design priority, along with the ability to reconfigure the interior for different mixes of people and cargo. To convert from carrying people to carrying cargo, the Sienna’s third-row seats easily fold flat and, when the second-row seats are folded far forward, 117 cubic feet of cargo area becomes available. With the second-row seats removed altogether, cargo area expands to 150 cubic feet. Even with just the third-row seats folded flat, there is 87 cubic feet of stowage behind the second row. An oversized screen for the entertainment system is available for the Limited models that’s large enough to split into two screens in case rear-seat occupants want entertainment from two different sources. That allows for playing a video game on half of the screen, and showing a movie on the other. Wireless headphones are available. The screen is unusually large, big enough for third-row passengers to see. Tri-zone automatic climate control is standard on Sienna, LE and SE models, as is a cabin air filter that prevents pollen and dust from entering the vehicle. The navigation system, a voice-activated, touch-screen system, is available on LE and Limited models. It supports an integrated backup camera with two views, and the 10-speaker JBL audio system, plus Bluetooth-capable audio devices. The system allows the user to control the source device using the car’s steering wheel controls to play, pause and seek. Toyota Safety Connect includes automatic collision notification, an emergency assistance button with 24-hour roadside assistance and the ability to locate a stolen vehicle by GPS. It comes standard on all models, with a one-year trial subscription. A sonar parking assist system, with four ultrasonic sensors, is available on Sienna XLE models. The system sounds progressively as an object becomes closer to the vehicle. A similar system, with six sensors, is standard on Limited.

Driving Impressions We spent a day in Laguna Nigel, California, testing the new Sienna. Our driving routes varied, taking us along the scenic Pacific Coast highway, through Dana Point harbor, and up the notoriously winding Ortega Highway. We started with a four-cylinder LE, moved into a LE V6, then an SE V6, and finally, a Limited with everything on it. Each model has a slightly different character, with the SE and Limited being the most distinctive. The Sienna has electric power steering, which allowed engineers to tune the steering response for the different models. The Sienna SE has the tightest, most accurate and responsive steering of the models, along with the best handling and the best chassis control. The Limited model had the most power assist in the steering, and the chassis was tuned for comfort. Sienna LE and XLE models are somewhere in between, with steering and chassis priorities balanced 50/50 between comfort and handling. Of the Sienna models we drove, the SE is by far the most appealing from a driving dynamics point of view. It steers exceptionally well for a minivan, more like a sports sedan. It corners without much body roll, with a nice crisp turn-in and a clean, stable track through the bends. This responsive personality is achieved with not too much ride tradeoff in the process. The 19-inch wheels and lower profile tires do allow a bit more road feel into the cabin, but it’s not annoying, and the extra confidence allowed us to drive mountain roads at higher speeds in a relaxed manner. Frankly, we wish all minivans handled this well. We’re not sure if a good-handling minivan is likely to become a major player in the marketplace, but if it is, the SE is a home run. We noticed the brakes become a little touchy when we hustled the SE down the Ortega Highway, but they don’t lack for stopping power. All in all, we’d say the SE is a fun and responsive car to operate, in an attractive package. Drivers who drive aggressively will like the SE. We also drove a four-cylinder LE and a V6 LE to get a sense of the difference between the two engines. The verdict: driven around town, and without a full load, there is not much difference. The four-cylinder is definitely peppy and powers the Sienna well around town and through traffic. It has slightly lower final drive gearing, but shows 2000 rpm at 60 mph, which is not appreciably different from the V6. There is a little more vibration coming from the four-cylinder when you ask it to work hard, but other than that, the Sienna drives well with either engine. We would expect the V6 to be the smoother engine at highway speeds, with better passing power, but we think the two would be reasonably comparable the rest of the time. The 2.7-liter four-cylinder makes 187 horsepower, but delivers its torque peak at 4100 rpm, about 600 rpm earlier than the V6, so it’s quite driveable. In terms of fuel economy, with EPA ratings of 19/26/22 City/Highway/Combined, the four-cylinder is about two mpg better than the V6 overall, and one mpg better around town. We did not have a chance to drive an all-wheel-drive Sienna AWD, but it has the same system as in the Toyota Highlander SUV, which biases torque based on information from wheel sensors. When wheel slip is detected, torque distribution is adjusted accordingly, providing better grip on icy or snowy roads. A key difference is that AWD models have run-flat tires and no spare. The tires, specially developed by Bridgestone, offer improved safety and performance in the event of a puncture through unique cooling ribs on the sidewall. They are designed to provide the capability to safely drive to a repair location. We would expect that they would ride a little harder than regular tires, and wear a little differently because of their unique construction and rubber compound. Our conclusion is that the AWD would be worth the investment in areas where weather conditions demand superior traction, but perhaps not attractive for owners who don’t live in four-season climates. Our last test loop of the day was in a Sienna Limited, which is the top of the line. It has the nicest interior; undeniably comfortable and well equipped. We immediately noticed the steering was tuned for ease of operation, with very high levels of power assist. That made the Limited easy to park and maneuver at low speeds, but it also required more attention to keep in the center of the lane driving quickly down a mountain road. The Limited is the kind of luxury wagon we would drive with hands in our lap, steering with the wrist, just taking it nice and easy. All Sienna models have huge rear doors for easy entry. Access to the second and third row is easier than any minivan we can recall, because the door is so large, and headroom is good. Also, because the second row seats are on long tracks, it’s possible to move them all the way forward to access the third row, or all the way back to walk into the passenger area. We think it would be possible for an average-size person to step in with a car seat, fasten it down and walk out, without having to kneel or crawl around. Pretty much, all the Sienna models we drove were well insulated against wind, engine, and road noise. Toyota engineers used every trick in the book, padding, phase-shifting techniques, noise cancellation, sound absorbing materials and better engineered seals in the doors, among others, to keep noise to an absolute minimum.

Summary The current Sienna was designed as a 2004 model, with minor changes in 2007. Since then, there have been momentous changes in the way cars are equipped, the way they look and handle, and the safety equipment that has evolved. With the 2011 Sienna, Toyota has designed all the latest advances into the car, and introduces new features never offered on any Toyota.

Check out the new 2010 4Runner Video and Review!!

Take a look at this awesome video review by Edmunds.com on the ultra cool 2010 Toyota 4Runner!  Get yours at www.davidbruce.com!! 

 These details provided by NewCarTestDrive.com!

OverviewThe Toyota 4Runner is all-new for 2010. This multipurpose midsize SUV combines rugged body-on-frame construction with true all-terrain capability. The 2010 4Runner is intended to be a tough and reliable platform for the more adventurous SUV owner, adding advanced four-wheeling equipment that was previously unavailable.The 2010 Toyota 4Runner comes in three distinct models, each with specialized equipment packages, to suit a variety of luxury, recreational capability, and affordability priorities. All are sturdily built, with an extensive suite of safety features, flexible seating, and multiple cargo options. The interior design is based on the concept of multi-purpose use, with improved cargo volume, back-row legroom and enhanced storage for 2010. The all-new 2010 4Runner has more horsepower than ever before, and gets better mileage. The 2010 4Runner engine lineup consists of a standard 4.0-liter V6 and an optional 2.7-liter four-cylinder. The prior 4.7-liter V8 is no longer offered, but the 2010 4Runner is still more energetic than any of the previous editions, thanks to improvements made to the V6. The 2.7-liter four-cylinder is available for 2WD SR5 models only. The 4Runner has good on-road dynamics with rack-and-pinion steering and well-proportioned disc brakes. It may be as nimble as the lighter-duty Highlander crossover, but it’s far more capable and much more durable for use on rough terrain. Compared to the FJ Cruiser, the 4Runner is more versatile and more passenger-friendly, and nearly as capable off-road. The 4Runner seats up to seven people or can haul a lot of cargo. The 4Runner is rated to tow up to 5,000 pounds, enough for light boats, ATVs and snowmobiles.

Model Lineup The 2010 Toyota 4Runner is available in 2WD or 4WD and in three distinct models, SR5, top-of-the-line Limited, and Trail Edition. A full-time multi-mode 4WD system is available with the Limited; a part-time system is standard on SR5 and Trail Edition. Two-row or three-row seating configurations are available, for five or seven passengers. The 4.0-liter V6 mated to a five-speed automatic is standard across the range. A lower-cost 2.7-liter four-cylinder engine is available on 4×2 SR5 models.

Walkaround The 2010 4Runner is lightly larger overall than the prior generation, but with the same wheelbase. Because the A-pillar has been moved forward slightly, the new 4Runner has a slightly more upright appearance. Still, the exterior is sleek enough to allow for a reduction in the coefficient of drag to 0.365 Cd. There are three distinct appearance packages for the 2010 4Runner, matched to the model. All share a boxy form with a wide stance, with wide fenders to suggest muscularity. The wheelwells are squared off and generously sized for larger tires, like the FJ Cruiser. New bumpers add a sense of heft. Roof rails are standard on all models, emphasizing the 4Runner’s potential as a recreational gear transporter. Improved-performance projection-beam head- and tail lamps lend a technical appearance, distinguished by unusually conspicuous lens bulges. The effect is contemporary, advanced, and yet in keeping with 4Runner’s five-generation tradition of body-on-frame construction. The Trail Edition is styled to project rugged good looks, a sense of mystery, and a sporting nature. It has a sporty hood scoop, blacked-out mirrors and bumpers, and a dark smoke treatment on the head and tail lamps. Both the Trail Edition and SR5 have similarly styled overfenders and mud guards, and both have 17-inch alloy wheels as standard equipment, although each grade has its own distinctive wheel. On the SR5, there is greater use of chrome accents, and the roof rack is silver with black end caps. Heated exterior mirrors have turn signal indicators and puddle lamps. The Limited comes on lower-profile P245/60 tires mounted on 20-inch alloy wheels. All models come with a full-size spare, and the Limited has a matching alloy spare. Like the SR5 and Trail Edition, the Limited has a rear spoiler that houses the rear wiper, keeping it tucked away when not in use. Read more regarding the 2010 Toyota 4Runner HERE!!

Meet the Awesome New 2011 Toyota Avalon!!

Check out the awesome new 2011 Toyota Avalon. This car has received rave reviews! You can view more at www.davidbruce.com. Check out this information provided by NewCarTestDrive:

The 2011 Toyota Avalon mixes a new look with new technology and what Toyota calls simple, familiar pleasures.

Re-styled inside and out, the next Avalon will trickle into Toyota’s top selling dealerships through the spring, with national availability by mid summer 2010. Toyota’s largest sedan benefits from an infusion of practical features, including a standard rearview video monitor and an updated, easier to use navigation system. Yet the company says the guiding design principle was straightforward: The 2011 Avalon remains true to the idea that comfort is honest and uncomplicated.

This Avalon was designed at Toyota’s Calty studio in Newport Beach, California. Its calling card is jewel-like headlamp clusters connected by a wider, meatier grille with thick horizontal slats. The effect is similar to that adapted recently by Ford’s styling studios, and particularly the current Ford Fusion. The Avalon’s headlights feature separate light pipes for markers, high and low beams. HID lamps will be optional.

The front end flows into a broad, flat hood that widens the Avalon’s appearance. In side view, the rocker panels are edgier than before, and there’s more chrome trim. The taillights use LED elements, and all models have dual exhaust tips tucked under the bumper. All Avalons come with 17-inch alloy wheels, though those on the up-line Limited have a polished mirror finish.

The 2011 Avalon has been updated as thoroughly inside, with new materials and color combinations. Controls are large and evenly spaced. The new instrument panel uses Toyota’s Optitron electro-luminescent gauges, with graduated white illumination and white pointers. They’re some of the most readable and attractive dials anywhere. The steering wheel on all models features a full set of redundant controls for air conditioning, audio and communications.

Leather upholstery comes standard for the front seats. Dual-zone climate control is standard, too, with an easy-to-use interface, nine air-flow modes and a dust-pollen filter. The side doors have three stop or lock positions through their travel, as opposed to the conventional two stops. There are niceties such as a pneumatic door damper and bright illumination for the amply sized glovebox.

The new Avalon’s rear seat is as roomy as ever, configured for three with standard reclining seatbacks and a rear-glass sunshade. Both features are rare in the Avalon’s price range. The sunshade automatically lowers when the driver selects reverse, and lifts again when the shift lever returns to drive.

The standard rearview camera monitor is small, and imbedded in the rearview mirror, though the image projects on the big navigation screen when the Avalon is so equipped. The base audio system has nine speakers, standard XM satellite radio hardware, USB and 1/8-inch auxiliary connections for iPods or other audio devices, and Bluetooth connectivity for hands-free phone operation and music streaming. The audio upgrade is a JBL Premium Synthesis system with 12 speakers, 660 watts of power and a two-coil sub-woofer.

The optional navigation system has been updated with a higher-resolution touch screen and new software intended to simplify operation.

The 2011 Avalon engine-transmission package is unchanged from 2010: Toyota’s 24-valve, 3.5-liter V6 with variable valve timing, and a six-speed automatic. Still, the combo delivers 268 horsepower, which is more than lively in this car, and a rational 20 mpg city, 29 highway, according to the EPA. The Avalon is rated as an Ultra Low Emission Vehicle (ULEV).

Avalon comes standard with seven airbags, including a front knee bag for the driver and head-protecting side curtains front and rear. Active safety features include Toyota’s Vehicle Stability Control (VSC) and TRAC traction control system, with anti-lock brakes, Electronic Brake force Distribution (EBD) and Brake Assist. The TRAC and VSC functions can be disengaged if a driver needs to free the Avalon from mud or snow.

The 2011 Avalon will be available in two grades: standard ($32,245 MSRP before destination charge) and Limited ($35,485). Avalon Limited adds features, including an eight-way front passenger seat with lumbar support, driver’s seat cushion extension, rain-sensing wipers, proximity key, ventilated front seats and the JBL audio upgrade.

Options are few beyond the navigation system, though the JBL Premium Synthesis audio is available on the standard Avalon.

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2010 Cadillac SRX reviews…AWESOME!!

The 2010 Cadillac SRX is an amazing new Crossover that comes with all the sport and luxury you expect!  David Bruce AutoCenter has been awarded to keep the Cadillac franchise and execute 2010 orders and deliveries!!  Be one of the first to get your hands on this amazing new vehicle!  Here is a nice compliation of reviews by some of the leading critics in the industry:

 

 SRX V6 Starting at $40,460* 3.6L V6 VVT with 255 hp
Available All-Wheel Drive
Hydra-Matic 5L40-E 5-speed automatic transmission with Driver Shift Control; 4-channel StabiliTrak, electronic stability control system
17″ cast aluminum wheels with painted finish; Ultrasonic Rear Parking Assist; Remote power rear liftgate
Adaptive Remote Start; 8-speaker Bose® Sound System, AM/FM stereo with in dash CD player and Radio Data System (RDS)**; and more

SRX V8 Starting at $47,460* 4.6L Northstar V8 VVT with 320 hp
Available All-Wheel Drive
Hydra-Matic 6L50-E 6-speed automatic transmission with Driver Shift Control; 4-channel StabiliTrak, elelectronic stability control system; Limited-slip differential
18″ cast aluminum wheels with machine finish; Ultrasonic Rear Parking Assist; Remote power rear liftgate; Xenon High-Intensity Discharge (HID) headlamps with integrated washers
Adaptive Remote Start; 8-speaker Bose® Sound System, AM/FM stereo with in-dash 6-disc CD changer and Radio Data System (RDS)**; Universal Home Remote; Heated front seats; Power adjustable lumbar support; Memory settings for two drivers; Leather-trimmed and heated steering wheel; and more

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2010 Toyota 4Runner information Release!!

Check out the new 2010 Toyota 4Runner Video! You can get yours at www.davidbruce.com!!  Amazing new design.  I’ve put more details below the video!

 

That’s not to say it’s not still as friendly on the road as any Toyota; ever since the original hit the roads in 1984, the 4Runner has been as much about comfort as it is about capability. But unlike some of the mid-sized SUV competition, Toyota has adhered to the 4Runner’s off-road roots as well, sharing the same body-on-frame platform as the FJ Cruiser and growing both longer and wider than the current 4Runner.

Three trims are available on the 2010 4Runner: Trail, SR5 and Limited. SR5 and Limited grades add a chrome-plated grille insert, fog lamp bezels and front bumper molding to the Trail’s basic layout, plus color-keyed front and rear over-fenders and chrome-plated side molding, roof rack and rear bumper. Integrated side-mirror turn signals are also standard on SR5 and Limited grades.

Gone is the option of a big V-8 engine, but nothing is really lost with a new 4.0-liter V-6 engine providing 270 horsepower and 278 pound-feet of torque, up 34 horsepower from the previous V-6 and even 10 horsepower more than the previous V-8. Toyota has done its best to balance power and efficiency in this engine, leveraging Variable Valve Timing with intelligence (VVT-i) to help deliver low-end grunt and cruising efficiency.

Together with a more slippery exterior, the new 4Runner is good for an estimated EPA rating of 17 mpg in town and 23 mpg on the highway for two-wheel-drive models, with the all-wheel-drives good for 17 mpg in town and 22 mpg on the highway. That’s an improvement of 1 mpg city and 2 mpg highway across the board over 2009 models.

For those that want slightly more efficiency and don’t need the towing power of the V-6, a 157-horsepower, 2.7-liter four-cylinder is also available, rated at 18 mpg city and 23 mpg highway. The four-cylinder is only available with a four-speed automatic transmission.

A wide range of two-wheel-drive and part-time and full-time four-wheel-drive powertrain options are available, with the 4Runner Limited topping the off-road range with full-time four-wheel drive, a locking center differential and a three-mode console-mounted switch. To help increase off-road grip, all 4×4 models get a standard A-TRAC force distribution system, ensuring any one wheels with grip gets the power. A Crawl Control system is also standard on Trail grade models, which helps keep vehicle speed low for navigating particularly tricky or steep terrain.

Exterior styling is another major change for the 2010 Toyota 4Runner, with a new wider, more rugged fender and bumper design accenting new headlights and taillights that improve nighttime visibility. Seventeen-inch aluminum alloy wheels are standard on SR5 and Trail models, with 20-inch wheels standard on the Limited, with all models getting a full-size spare.

It’s not all about getting over big rocks or down to the hardware story, however. The 2010 4Runner also offers a lot of entertainment features, including a standard five-speaker (Trail) or eight-speaker (SR5) CD stereo system with XM satellite radio capability. A premium 15-speaker JBL audio system is available, and adds Bluetooth, iPod and MP3 control. When it’s time to tailgate before the big game, the 4Runner’s premium JBL sound system even has a “party mode” that biases output to the rear of the vehicle and cranks up the bass.

Safety is a big concern with the new 4Runner as well, and all models get the Star Safety System, which is Toyota’s name for a slate of electronic aids including stability control (VSC), traction control, electronic brake-force distribution (EBD), brake assist and ABS. Passive safety features include eight standard airbags for front, side and knee airbags in the front row, and side curtain bags for the second and third rows.

Toyota’s foray into the telematics field with Safety Connect also makes its way into the 2010 4Runner, and is available both with and without the optional navigation system. Safety Connect offers: Automatic Collision Notification, Stolen Vehicle Location, Emergency Assistance Button and Roadside Assistance.

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