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Off-Road Fun With a Toyota FJ Cruiser Ultimate
August 18, 2014 by admin 3 Comments
Toyota is saying "good-bye" to its FJ Cruiser in a big way. To mark the end of this utility vehicle's 8-year model run, it launched a special "Ultimate" edition in Jan. Instead of the usual solid color body with a white roof, this edition features a white grille and Heritage Blue paint, a look that pays tribute to the FJ40 from which the FJ Cruiser's design is based.
Just 2,500 units of this special edition model have been built. One copy found its way to me recently, giving me the opportunity to experience everything it offers, especially its off-road prowess.
One and Done Model
But first some background information regarding the model at hand. When Toyota released the FJ Cruiser for the 2007 model year, it said that it would be a "one and done" model. In other words, Toyota promised that it would build the FJ Cruiser for just one generation, then end production.
That generation lasted about as long as Toyota dared to keep this model around with the automaker confirming last fall that production would end following the close of the 2014 model year. The timing was just right too as its platform-mate, the Toyota 4Runner, had just made its own generational shift. Toyota wasn't about to invest in a new model and break its promise, nor was it going to extend production of the older model at the expense of the 4Runner.
The FJ Cruiser, along with the 4Runner, the Nissan XTerra and the Jeep Wrangler are among the last body-on-frame utility vehicles on the market. These truck-based platforms are more rugged, less refined, but can handle an assortment of off-road conditions that today's crossover sport utility vehicles would find difficult to do. Sure, there are models such as the Jeep Grand Cherokee that are designed to take a beating, but if you are a hardcore 44 person, it is the traditional SUVs that offer the best design.
2014 FJ Cruiser Ultimate Edition
The 2014 Toyota FJ Cruiser is priced from $27,680 for the standard 42 (rear-wheel drive) edition. The 44 MT, equipped with a six-speed manual transmission, retails from $28,860. Choose the 44 AT ($29,270) and that comes equipped with a five-speed automatic transmission with overdrive. If your heart is set on the Ultimate package you will pay an $8,185 price premium for the many goodies offered. When all was said and done, my test model came in at $39,494, including an $815 delivery fee.
Among utility vehicles, the FJ Cruiser won't easily be confused with other models on the road, although my wife kept referring to it as a "Jeep." Indeed, this model's closest competitor is the Jeep Wrangler, itself drawing on a rich legacy that extends back to the early 1940s. Toyota, for its part, has long built a Jeep-like vehicle as it was first commissioned by the US Army in 1950 to build 100 copies based on Willys' specifications. Known as the Jeep BJ (Toyota Jeep, that was before the Jeep name was trademarked and likely has led to some of the confusion that remains even to this day. The BJ later became the Land Cruiser, with Toyota also adding the smaller FJ.
2014 Toyota FJ Cruiser Ultimate
View manufacturer details and pricing
Like the 4Runner, the exclusive engine for the FJ Cruiser is a 4.0-liter, 24-valve V-6 making 260 horsepower and 271 foot-pounds of torque. Toyota did not make any engine enhancements with the Ultimate edition, although a supercharger is available for any 4Runner or FJ Cruiser courtesy of Toyota Racing Development (TRD). The engine has been around for some time, first put into use in 2002 and updated in 2010 to include dual variable valve timing with intelligence (VVT-i), technology that varies the timing of the intake valves for improved engine efficiency.
Toyota Racing Development
TRD's hands are all over the Ultimate edition. Besides the special color scheme and white grille, this edition brings in a roof rack with rails, 16-inch Goodrich tires with headlock TRD wheels, wheel locks, special badging and privacy glass. The suspension system was enhanced with Bilstein shock absorbers; a TRD aluminum skid plate, active traction control, a rear wiper, and remote keyless entry were also added. Inside, this model has a floating ball multi-information display affixed to the dash with an inclinometer, compass and outside temperature readout. Gray fabric seat inserts, a leather-trimmed steering wheel, and a 120-volt/400-watt outlet were also added.
A few other goodies were included with the test model. These were: all-weather mats and cargo mats ($200), a TRD cat-back exhaust system ($550), a towing hitch with wiring harness ($349) and a passenger armrest ($125). Further customization such as light bars, grille guards, cargo covers and an assortment of performance upgrades can be had from Toyota.
Part-Time 4×4 System
The FJ Cruiser's 4×4 system is part-time and that means that the four-wheel-drive system must be engaged to activate it. Toyota says that you can do this on the fly, up to speeds as high as 50 mph. You may find it easier to move the shifter when stopped and in park or while in neutral before making the changeover. I've heard people say that a lot of force must be applied to shift into 4×4 mode when on the move.
Once you are locked and loaded, the off-road fun begins. I had already fulfilled my on-road travels with the FJ Cruiser when I "found" a logging road that wasn't in use on a recent Saturday. Here in North Carolina, those trails are all over the place as landowners sell off mature trees and dump trucks move back and forth across large swaths of land. That means the clay is packed down in some places, but is also quite loose mostly everywhere else.
Not once did I become stuck nor did I have to rely upon a lower gear for improved crawl ratio. The FJ Cruiser skipped, no romped, through the mess and splattered red mud everywhere. I am no 4×4 maven, but after 10 minutes of churning, stomping and kicking up clay, I felt fully confident that the FJ Cruiser would not let me down. Had more time been allotted to me, I would have headed to the Appalachian range to ford a few creeks and taken to a handful of wooded trails. Even so, I found a second off-road area where the trees had been felled and the stumps are taken out, hilly terrain that extended my off-road experience.
The big, boxy look of the FJ Cruiser places this vehicle somewhere between the Jeep Wrangler and the defunct Hummer H3. It is a four-door model, but the rear doors are rear-hinged and about half the size of the front doors. To access, you need to open the corresponding front door first, then reach inside to pull up a lever that opens the rear door. It is an unusual design, one that adds to this model's mystique. You can get three people in the back, but legroom for tall passengers is limited.
Other notables about this model include its three front wipers, a huge rear door that swings out to the left side, and numerous hooks and tie-down points in the cargo area. The cloth seats are water-resistant, rubberized flooring is standard and the center console has an iconic face that hearkens to the original FJ display.
Toyota 4Runner Goes it Alone
With the FJ Cruiser's departure, the 4Runner will handle midsize SUV duty for Toyota. The latest edition is an off-road beast in its own right, something Toyota proved at a journalist meetup I attended last September north of Atlanta. We put this burly beast as well as the Toyota Tundra pickup truck through a punishing off-road course and both vehicles shined brightly. You can find that review here.
Sticker price from $29,270
Price as tested: from $39,494
Seats 5 occupants
4.0-liter 24-valve V-6 gasoline engine
260 horsepower @ 5,600 rpm
271 foot-pounds of torque @ 4,400 rpm
3.70 inches bore by 3.74 inches stroke
Engine compression ratio: 10:4-to-1
Passenger volume: NR/li>
Storage volume: 27.9/66.8 cubic feet
Towing capacity: 4,700 pounds
EPA: 17 mpg city, 20 mpg highway
Regular grade gasoline
Fuel tank: 19 gallons
Curb weight: From 4,295 pounds
IIHS safety rating: Good; Roof Strength (Acceptable)
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 5 years/Unlimited miles
Vehicle assembly: Hamura, Japan (Hino Motors)
More Car Reviews
Grand and Efficient Sedan: Toyota Avalon Hybrid
Active Hybrid: 2014 Lexus CT 200h
Now Competitive: 2015 Chrysler 200S
Extended Electric Range: 2014 Toyota Prius Plug-In
2014 Toyota FJ Cruiser Ultimate photos copyright Auto Trends Magazine. All rights reserved.
Filed Under: New Car Reviews Tagged With: : 4WD, 2014 MODELS, four-wheel drive, Jeep, SUV, TOYOTA 4RUNNER, TOYOTA FJ CRUISER
August 8, 2014 by admin 7 Comments
Latest edition Toyota Avalon hits all the right marks.
After three consecutive weeks of driving hybrid electric vehicles, little did I know that the best one would be saved for last. While the Toyota Prius and the Lexus CT 200h both have a place among hybrids — the Prius for starting it all and the Lexus for embellishing the segment — the Toyota Avalon Hybrid may just be the cream of the crop.
The fourth generation Toyota Avalon now offers a hybrid line.
2014 Toyota Avalon Hybrid Limited
A 2014 Toyota Avalon Hybrid Limited edition closed out my string of electrified models just this very week. It is a large sedan and is now in its fourth generation.
Beginning in 2013, Toyota added a hybrid model to the Avalon line. That model joins the Camry Hybrid, the Prius family and a Highlander Hybrid. Toyota not only owns the hybrid market, but it continually seeks to redefine it.
This was not my first go around with the Avalon either. Last fall, I spent a week with the 2013 Toyota Avalon XLE Touring edition, finding an "attractive, competent" sedan serving as Toyota's flagship. It had the right engine, a comfortable suspension, attractive exterior looks and generous cabin amenities to deliver a classy ride.
I understood that marrying these attributes to a hybrid powertrain would certainly change one thing: its performance would be sacrificed in the name of fuel efficiency.
Hybrid Powertrain System
Indeed, the Toyota Avalon Hybrid (priced from $35,555) is powered by a 2.5-liter four cylinder engine. I am not a big fan of small engines in larger cars unless they have direct injection or a turbocharger. Both are preferred. A 156 horsepower rating is not a lot to work with, but with its electric motor, the total output rises to 200 hp. Moreover, this powertrain makes 199 foot-pounds of torque. So, while coming in slower than the V-6, the hybrid system does something that no other big sedan can deliver: nearly 40 mpg fuel economy.
We'll take a closer look at the performance numbers a bit later. First, we'll look at the Avalon's history. Second, we'll review the model at hand.
The Avalon made its debut in 1995, the first large sedan to wear a Toyota nameplate. Toyota had been building big cars in Japan for years, but concentrated on the lower end of the market for the US before expanding and moving up. Even then, it chose to launch its premium Lexus brand five years earlier, including its very first large sedans.
In the Avalon, Toyota targeted Buick, especially its LeSabre sedan. The new Avalon was warmly received by the senior set and its place in the Toyota portfolio was assured. Even so, for three generations Toyota served up Avalons that were luxurious, but bland, effectively holding down the model's sales potential.
2014 Toyota Avalon Hybrid Limited.
Fourth Generation Toyota Avalon
The 2013 edition maintains a habit that has worked well for Toyota in the past: take the highly competent Camry platform and stretch it to accommodate the Avalon, adding nearly two inches to the wheelbase and six inches overall. The side overhangs are slightly wider too, but the Avalon sits nearly a half-inch closer to the ground. The practice of platform sharing is much more common these days than what you might realize. In the Avalon, you probably won't notice the Camry relationship — nor should you care.
The fourth generation Avalon assumes the styling convention of current Toyota models. Its signature grille is flanked by standard quadrabeam headlights (HID in the Limited). The most pronounced feature, however, is its oversized air intake/lower grille, itself flanked by fog lamps set within scalloped recesses. That intake is surrounded by brightwork trim, what provides an elegant look.
Overall, the Avalon Hybrid advances a much more vigorous look. Imposing profile characteristics, including rocker panel embellishments put forth a more stately look. The roof line sweeps back to the trunk's edge, to advance its upscale pedigree. Attractive and stylish wrap around tail lamps and dual chrome finishers enhance this model's rear look.
Toyota sells the Avalon Hybrid in XLE Premium ($35,555), XLE Touring ($36,750) and Limited ($41,400) trim levels. Each one adds from $1,500 to approximately $2,400 to comparable standard models, not a bad mark up for a hybrid. Keep in mind that you essentially downgrade the engine to win hybrid efficiencies.
Cabin Amenities and Equipment
The Premium and Touring editions come equipped with standard dual-zone climate control and rear seat vents. The Limited edition brings in three-zone climate control to permit rear seat passengers to adjust same.
The infotainment package in the Limited offers all the bells and whistles you want including an 11-speaker GreenEdge audio system with SiriusXM satellite radio, HD Radio with iTunes tagging, voice recognition and Bluetooth wireless technology, among other features. That represents an upgrade over the standard eight-speaker audio system found in the Premium edition and the nine-speaker system standard in the Touring edition.
All models are outfitted with a backup camera and cruise control. Dynamic radar cruise control, often marketed as adaptive cruise control in some models, is available with the Limited only. This technology ensures that you maintain a safe distance between vehicles as you move down the road regardless of cruise setting.
The instrument panel is clear and easy to configure, featuring analog and digital displays. Instead of a tachometer, you get an "EVometer" what tells you when the vehicle is operating in charging, eco or power modes. To the right is the speedometer and in the center is the driver information center — check the various driver information such as trip, distance to empty, average fuel economy and other information by flipping the switch.
Other standard features include: wood grain style interior trim with smoked chrome interior accents and door handles, ambient lighting, keyless entry, push button start, power accessories, automatic headlamps, three 12-volt outlets and four cup holders.
Leather Seating Standard
Leather seating is standard across the Avalon line and is upgraded to perforated leather in the Limited. The top-of-the-line Avalon Hybrid provides a 10-way power driver's seat with lumbar support and power extension, and an 8-way passenger seat. Heated and ventilated front seats are standard with heated rear seats (outboard position only) standard in the Limited.
As far as seating comfort, the Limited provides what you expect, but not a lot more. The bucket seats are not very well bolstered, but there is no need for that: spirited driving is hardly possible even when operating in Sport mode. In the Limited, the front lip of the driver's seat also expands out, providing improved thigh support.
The rear seat is very comfortable and holds three adults with ease. It offers three adjustable headrests and has a fold down arm rest with cup holders in the middle place. What it doesn't do is recline or fold down, a feature found in the most recent edition. The Avalon's 14 cubic-feet trunk space is small for the class too, so keep that in mind if your storage requirements are significant. Highlander Hybrid, anyone?
On the Road Performance
On the road, this vehicle performs as expected. You get the cushy ride and a quiet interior. You won't get a lot of power, but you may be surprised when you step on the accelerator and the sedan moves steadily, if not briskly. One short trip taken with my family of four revealed a few things: the Avalon Hybrid can get up to highway speeds without sounding like it will break. Simply shift the driver mode to sport and you'll enjoy better handling. Once you are at highway speeds, shift into "eco" mode and engage the cruise control — you'll want to see how close to 40 mpg you can get.
My weeklong journey with the Avalon Hybrid yielded 36.6 miles to the gallon. I am sure that I could have squeezed more miles out of the sedan, but I was satisfied with what I got. Heck, there are some compact models that struggle to get 35 mpg and in the Avalon Hybrid you get the best of Toyota's luxury touches thrown in.
Price as tested: from $41,400 (Limited edition)
2.5-liter 16-valve four cylinder hybrid engine
200 hybrid system net horsepower
199 hybrid system net torque
Electronically controlled continuously variable transmission
Wheelbase: 111 inches
Passenger volume: 102.3 cubic feet
Storage volume: 14 cubic feet
Towing capacity: NR
Curb weight: From 3,585 pounds (XLE Premium)
IIHS safety rating: Good
Corrosion warranty: 72 months/Unlimited miles
Hybrid warranty: 8 years/100,000 miles
Vehicle assembly: Georgetown, Kentucky
Raw to the Core: 2014 Dodge Challenger SRT
2014 Toyota Avalon Hybrid photos copyright Auto Trends Magazine. All rights reserved.
Filed Under: New Car Reviews Tagged With: 2014 MODELS, front-wheel drive, hybrid, Lexus, sedan, Toyota, TOYOTA AVALON, TOYOTA AVALON HYBRID
Lexus has taken its own approach to the premium/luxury segment. Its model line is composed mostly of a variety of sedans and utility vehicles, each powered by a gasoline engine. There is nary a diesel found in its North American lineup. Instead, Lexus serves up five hybrid models to demonstrate its fuel-efficient side.
The smallest of the five hybrids is the CT 200h, a compact five-door hatchback that served as a recent weekly driver. It is based on the same powertrain found in the Toyota Prius. Its unique body, lower stance, upgraded interior and improved handling characteristics set this small model apart from the Toyota.
I had the Toyota Prius (PHEV) and the Lexus CT 200h in successive weeks. Though there are notable differences, both models deliver exceptional fuel economy, the chief reason why people purchase either one. The Prius easily fulfills its role as a model for the masses. The Lexus, however, attempts to apply the luxury mantle to this hybrid, but falls short.
If you are looking for meaning in the Lexus CT 200h's name, you won't find it. The "200" is not representative of the engine's size — the same 1.8-liter, four cylinder engine found in the Toyota is used in the Lexus. CT could represent "compact tourer" but it does not. Interestingly, the floor mats simply read "Lexus CT" and that is the best way to remember a complicated model name.
The 2014 Lexus CT is priced from $32,050. It is sold in one trim level, although an "F Sport" package is also available. F Sport is nothing more than Lexus' beauty package, what brings in a mesh grille, special wheels, a black roof, adds a unique rear spoiler and includes special badging. There is no performance upgrade and "F Sport" should not be confused with Lexus' high performance "F" line as found in the IS F and other models.
The 2014 Lexus CT 200h is one of five Lexus hybrid models.
The Lexus CT is marked by the same spindle grille design that advances Lexus' current design language. Its sporty front fascia includes a wraparound headlamp assembly with deep grooves housing the fog lights and distinctive hood creasing.
The hatchback's profile characteristics include: rocker panel creases, sporty side mirrors with turn signal indicators and puddle lamps, and stylish five-spoke aluminum wheels. The roof line tapers to the rear pillar and features a moon roof. To the rear, this model has wrap around tail lamps, aero-styling fins and a diffuser. Yes, there is an exhaust pipe, but it is hidden away under the car.
Interior Embellishments
Inside, the Lexus CT features a 10-way power driver's seat and a 4-way power front passenger seat. Both seats were comfortable, fairly well bolstered and covered in NuLuxe a pleasantly synthetic material that you may swear is leather. Indeed, it breathes so you won't experience that clingy stickiness during the summer. Hot Carolina temperatures reminded me of this fact multiple times.
The steering wheel tilts and telescopes, and includes driver assisted controls. The instrument panel is a three-gauge analog display with hybrid information, a speedometer and a fuel gauge. Embedded with that gauge is a digital driver information display that provides trip information, current fuel mileage, cruising range, elapsed time and your average speed. I found that I averaged 46 mph on my trips and 41.7 mpg or just shy of the hybrid's 42 mpg combined fuel economy rating.
The center stack is an interesting arrangement with an optional navigation screen seated on top of the dash. It looks like an iPad mini, but you don't want to try to pull it out of its slot. The navigation system package is a $3,490 upgrade what also brings in a backup camera, Lexus Enform infotainment and a 10-speaker audio system. Other upgrades included a $900 premium package with rain-sensing wipers, heated front seats and a power seat for the front passenger. An intuitive park assist feature was a $500 add on that drove the CT's final price up to $37,850.
Lexus makes good use of traditional knobs and switches on the center stack and console. The knob that should be of most interest to you is the rotary dial that controls your driving mode. Normal is for every day driving, Eco allows you to maximize fuel efficiency while the Sport mode sharpens engine throttle and provides a tighter feel with the electronic power steering — more about that later. Yes, there is even a switch for an EV mode, what will allow you to take small, low-speed trips on electric-only power.
The Lexus CT also has a "mouse" that allows you to control the navigation screen. It takes some getting used to, but once you do you can move it with ease and keep your eyes on the road. Yes, Lexus serves up the customary driver warning notice when you start the car telling you not to fiddle with the system while driving. Voice commands through your Bluetooth-enabled device can solve that problem.
About That Back Seat
The Lexus CT has one of the most disappointing backseats in the segment. There are three seatbelt positions present, but squeezing a third person into the middle position means intruding significantly onto the other two positions.
Quite frankly, the Lexus CT should have been designed as a two-seat coupe. Access and egress to the backseat requires turning your backside in, then plunking it down and hoping that your head does not hit the door. The bench 60-40 split seat is not particularly well bolstered and other than the head rests the seat does not adjust.
There are no in-door bottle holders present in the rear nor are there center seat cup holders as there is no fold down armrest. More recent editions of lower-end Toyota products have better and more comfortable rear compartments.
With its backseat deficiencies, about the only way to make good use of this model is to keep the rear seat folded and use it as an extended storage compartment. Thats the advantage of a hatchback and something that might appeal to people who value having the maximum amount of storage space on a small footprint. Otherwise, going with a higher end and roomier Prius may be a more sensible approach when considering small hybrids.
All things considered, the Lexus CT offers a decent drive. It doesn't have the same feel as the Prius and the hatchback's handling, although not spectacular, is quite good especially as you lean into curves on twisting roads. This, despite its 60-40 front-to-rear weight distribution.
The CT certainly is no pocket rocket — you will travel from 0 to 60 in just under 10 seconds — there is just no getting around its hybrid system. "Eats Asphalt. Sips Fuel." — that's Lexus' marketing people talking, but it isn't true. But, the hybrid hatch's looks are clean and sporty, presenting a package that will appeal to some.
Indeed, the Lexus CT along with the rear/all-wheel drive IS sedan and the ES sedan represent three entry points to the Lexus brand. I've driven all three and can tell you that they are each very different vehicles with the IS representing a sports sedan, the ES an entry-level luxury sedan and the CT entirely suited for the individual who puts fuel economy above everything else.
Price as tested: $37,850
98 horsepower @ 5,200 rpm
Engine compression ratio: 13.0-to-1
Passenger volume: 86.1 cubic feet
Storage volume: 14.3 cubic feet
Fuel tank: 11.9 gallons
Limited vehicle warranty: 48 months/50,000 miles
Powertrain warranty: 72 months/70,000 miles
Vehicle assembly: Miyata, Japan
American Luxury Sedan: 2014 Lincoln MKZ
2014 Lexus CT 200h photos copyright Auto Trends Magazine. All rights reserved.
Filed Under: New Car Reviews Tagged With: 2014 MODELS, hatchback, hybrid, Lexus, Lexus CT 200h, NuLuxe, Toyota, Toyota Prius
July 24, 2014 by admin 6 Comments
The Toyota Prius is the best-known hybrid in the world. It is also a consistent top seller for Toyota, with upwards of 20,000 units sold per month. In the US, Toyota sells about twice as many hybrid electric vehicles under its Toyota and Lexus brands than do all other manufacturers combined.
2014 Toyota Prius Plug-In
Last year, I received as my weekly driver the standard Toyota Prius (priced from $24,200 for 2014) or what the manufacturer calls "the hybrid that started it all." Since then, Toyota has expanded the line to include a wagon- or crossover-like Prius v ($26,750), a subcompact Prius c ($19,080) and a Prius Plug-In ($29,990). A 2014 Toyota Prius Plug-In was a recent weekly driver, a model with a final price of $31,189 before tax credits.
Before we look at the model at hand, there is the matter of a federal tax credit. That credit applies to vehicles purchased in or after 2010, a credit for an amount of up to $7,500.
The credit amount depends on how long a vehicle runs on electric-only power which is why the Chevrolet Volt with a 35-mile plus range nets a tax credit of $7,500, while the Toyota Prius Plug-In and its approximate 11-mile range comes in at $2,500.
It isn't a tax rebate either, instead the funds can offset your tax burden — so don't look for your Toyota dealer to hand you the $2,500. You may need to work with an accountant to figure this out because higher income folk may have their credit reduced or eliminated depending on their adjusted income.
2014 Toyota Prius Plug-In edition.
Plug 'n Play Prius
At first glance, there are very few differences between the traditional Prius and its plug-in variant. The most noticeable difference is a plug-in port on the passenger side of the vehicle, directly opposite the fuel door. Underneath is where the changes are more pronounced as the plug-in provides a larger and more efficient lithium-ion battery pack that can also be recharged externally.
It can take up to three hours to recharge with your home's 120-volt outlet, providing a range of at least 11 miles of electric-only power. Don't worry: if you need extra power, the gas engine kicks in for as long as it is needed. And provided that your speeds stay below 63 mph, you can enjoy full electric vehicle benefits until the battery system returns to its traditional hybrid status.
Adding a plug-in electric variant means that you can go much further on a tank of fuel, making 50 mpg child's play if you want. The new model is rated at 95 eMPG, a formula that considers a mixture of electric-only performance to deliver better numbers. Certainly, an argument can be made that the formula is not precise. What you cannot argue is that you will use much less gas or at least try to.
That "trying" part means recharging the Prius at home, using the 24-foot cable to connect to your three-prong outlet. You don't need a 240-volt outlet or a supercharger here — your home's 120/110-volt outlet will do.
Finding Public Charging Stations
I am by no means a "greenie" but I can play the role without being asked. There is something about plug-in vehicles that makes me to want to extend the range, a bit of psychology I suppose that manufacturers employ to persuade people like me.
In the Raleigh, NC, area there is no shortage of electric charging stations. Credit should be given to North Carolina State University, the city of Raleigh, the town of Cary, and numerous companies, groups and private individuals who have pushed for convenient places to recharge. Even a number of McDonald's in my area have spaces set aside to recharge.
You can also credit the Plug-In Conference people who chose Raleigh to host the 2011 conference. That event was the first and only time such a conference was held on the east coast, with more than four dozen exhibitors on hand. In keeping with the conference's debut, permanent charging stations were strategically placed in and around Raleigh, underscoring that the "City of Oaks" was an early supporter of EV technologies.
With EV charging stations in mind, I set out to Pittsboro in Chatham County to hook up at the local Central Carolina Community College charging station, offering a pair of Eaton systems to recharge. While the Prius Plug-In recharged, I went into the library and did some work. I came out a few hours later and found that the charging was complete.
Next, I disconnected the cable and moved to another spot to give others access. Not that there were people clamoring for my spot — it was the middle of the summer when most classes are not in session. Not another EV spotted among the other cars present.
An out-of-commission recharge station in Raleigh.
Electric-Only, Mostly
With a fully charged battery at work, I began my 30-mile journey home. On the way, I observed on the dashboard panel that the Prius Plug-In was using electric-only power at all times except when I required more power as in a hard acceleration or at highway speeds. About two-thirds of the way home, the Toyota's EV-only status had quit. Instead of returning home, I went to my town's community center where I knew two more public charging stations were available. Once again, I repeated the process before heading home. Yes, you guessed it: I got connected at home too.
By the end of the first day, I found myself hooked. Some might say addicted. It became a game, almost an obsession to find places where I could make a connection.
On the second day, I headed to downtown Raleigh on electric-only power, what ran out just as I arrived at the designated public charging spot. Unfortunately, the Eaton system was taped off. A torn sign reading, "This EV Charging Station Will Be Replaced on June 20, 2014," was posted along with a "We are sorry for any inconvenience." Realizing that a month had passed since that I date, I decided to call the person listed on the sign. I wasn't able to get through to the city of Raleigh's assistant parking administrator. I did not leave a message.
Fortunately, Google Maps does an admirable job of listing available public charging stations. Raleigh showed at least one dozen of them, but as I reviewed the addresses I found that most were in parking garages. Given that I was looking to park and recharge for free, I decided to eliminate most of them. Fortunately, I found a pair of spaces right across from the Raleigh Municipal Hall, with a Nissan Leaf already connected. I pulled in and hooked up to what looked like a pair of spanking new GE charging stations.
The one thing I did not realize was this: although the station dispensed free electricity, you still had to pay for parking. In Raleigh, there are no parking meters, rather there are central paying stations on each block where you are to make payment. For some reason I thought my parking was free, but found out that a $20 parking ticket was slapped on the Prius' windshield. Lesson learned.
2014 Toyota Prius PHEV
Prius Plug-In: No Driving Excitement
It should be understood that the Prius Plug-In provides as close to absolutely no driving excitement that you will find in any vehicle today. Even with the performance mode selected, this hybrid makes a cursory effort to get moving. Its nondescript steering and squishy braking are well noted. The hollow noise you hear as you close any door underscores that this vehicle is a lightweight, both in matters of proportions and performance.
What the Prius Plug-In does deliver is room for five. Not compromised room either, but authentic seating capacity for five adults. Although the car is small, its aerodynamic body shape and expansive interior has the federal government classifying this vehicle as a midsize model.
The base edition of the Prius Plug-In comes with climate control, a tilt and telescopic steering wheel, a six-speaker audio system with audio display, a back up camera, cruise control, power accessories, smart key access, and push button start. The test model added an accessory package ($303) equipped with a first aid kit, carpet floor mats, a cargo mat and a cargo net. Wheel locks ($67) and rear bumper appliqué ($69) were also included.
Even with the many amenities offered, the standard Prius Plug-In may not be as well equipped as some would like. Toyota solves that problem by offering an Advanced ($34,905) trim level that brings in a premium navigation system, an eight-speaker audio system, Entune app suite, leather-like SofTex seats, 8-way power driver's seat, dynamic cruise control, and Bluetooth connectivity, among other features
Toyota Hybrid Options
And if hybrid technology interests you, but you prefer another model, Toyota has you covered there. For there are hybrid versions of its midsize Camry and large Avalon sedans as well as for its midsize Highlander crossover. The Prius may dominate the market, but you have other options from the Toyota fold.
1.8-liter 16-valve hybrid engine
IIHS safety rating: Top Safety Pick+
Vehicle assembly: Tsutsumi, Japan
Driven: 2014 Hyundai Santa Fe Sport 2.0T (FWD)
Performance Luxury Sedan: 2014 Lexus IS
2014 Toyota Prius Plug-In photos copyright Auto Trends Magazine. All rights reserved.
Filed Under: New Car Reviews Tagged With: 2014 MODELS, ELECTRIC VEHICLE, EV, PHEV, plug-in hybrid, Toyota Prius
Where the fun begins.
Say "muscle car and the Ford Mustang and Chevrolet Camaro immediately come to mind. These two sport coupes are the best known and the longest produced models in the segment, but they are not the only two. The Dodge Challenger is the third model, one that bases its styling cues on the first generation model produced from 1970 to 1974.
While the Mustang and Camaro battle for sales leadership, the Dodge Challenger is content to occupy its niche by serving up a variety of increasingly more powerful coupes including the upcoming 2015 Challenger Hellcat. Indeed, it was the very week that the Hellcat was announced that a 2014 Dodge Challenger SRT Core showed up, my weekly driver and a heck of a one at that.
Return of the Challenger
It was in spring 2008 when the Chrysler Group released the 2008 Dodge Challenger in limited quantities. The revived Challenger, based on the platform underpinning the full-size Dodge Charger and Chrysler 300 sedan models, returned to the market ahead of the Camaro and just after the most recent Mustang overhaul. The timing was perfect because by the end of that year Chrysler was battling for its life and most likely the Dodge Challenger would never had been produced if its arrival was planned for a year later.
Of the three current muscle cars, the Challenger seems closer to its roots than its competitors, delivering a style that strongly resembles the original. That look includes the customary long hood, coupe roof line, short rear deck, massive wheel wells and an assortment of special characteristics including the iconic gas cap that pays tribute to the original Challenger.
Dodge also wants you to remember only the original and current models, forgetting that the Challenger name was ever ascribed to a captive import supplied to them by Mitsubishi in the late 1970s to early 1980s. Car manufacturers are prone to making huge marketing mistakes (as in naming that imported model the Challenger) — get behind the wheel of the current iteration and all is forgiven.
2014 Dodge Challenger SRT Core
The 2014 Dodge Challenger SRT Core retails from $39,485, well above the $26,495 base price for this model. SRT stands for "street and racing technology" a sub-brand and performance department that has brought forth several Dodge, Chrysler and Jeep variants as well as the Dodge (SRT) Viper.
You will be forgiven if you find that the Challenger's nine editions present some overlap. There are special 100th anniversary Dodge models included in the mix and, besides, the 2014 Challenger is the last of the current generation. The next generation comes out this summer and will include the 707-horsepower Hellcat.
For 2014, the SRT Core is the most powerful Dodge Challenger you can buy and the only one outfitted with the larger of two HEMI engines offered by Chrysler today: a 6.4-liter V-8 making an even 470 horsepower and 470 foot-pounds of torque. It is a normally aspirated, 16-valve HEMI engine paired with a five-speed automatic or a six-speed manual transmission. Sadly, my tester had the slush box (hangs head down in shame).
Despite the automatic, the Challenger SRT serves up lots of power and in spades. This sports coupe begs to be let loose, delivering a sweet, guttural exhaust note that will urge you to take authoritative action. Quite simply, you are commanded to respond.
Take it to the Track
And that response means shifting the transmission into drive and letting it take you up to speed, bringing you to 60 mph in approximately 4.7 seconds and enabling you to punch through the quarter mile in under 13 seconds. If you are fortunate enough to get in some track time, the SRT's top speed is 182 mph.
The Challenger SRT is a speeding ticket waiting to happen. Cruise control can keep you under control until you arrive at your secret destination where you can open her up. And it is somewhere out there where you will fully appreciate the twisting power under your control as you take the speedometer up yet another notch.
To its credit, Dodge outfitted the SRT Challenger with a sport-tuned steering, a rear stabilizer bar, a high performance suspension system, and a 3.92 rear axle ratio. This two-ton beast feels and looks heavy, but manages to stay planted even as it negotiates twisty roads.
I am not recommending that you perform the same tricks with the SRT Challenger that you might undertake in a BMW M6 or a Porsche Cayman S, but I will say that you should feel more comfortable in turning things up a notch than you would with the base model. Need to stop fast? You have vented/slotted rotors with four-piston Brembo fixed calipers at the ready.
Keeping Up With Appearances
Dodge called the test model's paint scheme, "plum crazy pearl." You might reference it as "purple people-eater" or something to that end. Either way, the color elicited not a few comments, mostly positive, and some "wows" as well. The oddity about this model is that the handsome "392" badging found near the front wheels in older models was replaced with black stickers, something a few people noticed and expressed disappointment in. I cannot say why the change was made, but I will say that the older look was the better look.
Inside, the cabin is roomy up front, fairly cramped in the back and laid out simply. Nothing to brag about as far as materials used — lots of plastics, bright work trim and cloth seat surfaces with SRT embossed on the headrests. Even so, it is a marked improvement over the first generation model with clean, easy to read analog displays, useful steering wheel mounted controls and a colorful infotainment system display that is easy to read and configure as you zoom your way around.
Beneath the center stack is the console containing the transmission shifter, a cup holder and a smart phone holder. That latter holder is more of a slot, a smart way to hold your delicate device as you run the Challenger through your paces.
Price As Tested
The test model retailed for $44,925, with nearly $4,500 in optional equipment added and a $1,000 gas guzzler tax slapped on the hood. Rated 14 mpg in the city and 23 mpg on the highway for a combined 17 mpg, you get "fined" for the pleasure of putting the pedal to the metal.
As equipped, a six-speaker Boston Acoustics audio package was a $450 add on. An electronics convenience package added another $750, delivering a security alarm, power heated side mirrors, and a temperature and compass gauge. The slush box added another $1,200 with performance tires tagging on an additional $150. The UConnect infotainment system was extra as well ($895), bringing in the 6.5-inch display, a Garmin navigation system and Sirius Travel Link, among other benefits.
On the storage side of the house, Dodge provides a split-folding rear seat that expands storage space smartly. I think most people who buy this car do so with only themselves and perhaps their "significant other" in mind. Thus, the added storage room gained by folding down the rear seat is an important benefit.
Beyond 2014
When writing about the Challenger you can't escape talking about "what's next." That "next" is the 2015 edition or next generation model that at first glance seems more like a refresh than anything else. What will be changed is the interior, providing a more sophisticated and refined look. The 707-hp supercharged Hellcat also makes it debut, a limited edition model priced from $59,995.
The Dodge Challenger certainly isn't for everyone, but if you like the look and feel of a traditional sport coupe, it bears your consideration. Your only question at this point is whether to grab a 2014 or go with the 2015. I can't give you the answer, so I guess you will have to try them both.
6.4-liter 16-valve HEMI V-8 engine
Five-speed automatic transmission
Premium grade gasoline
IIHS safety rating: Not available
Powertrain warranty: 5 years/100,000 miles
Vehicle assembly: Brampton, Ontario, Canada
Bargain Hatch: 2014 Nissan Versa Note SV
Peak This: 2014 Jeep Grand Cherokee Summit
2014 Dodge Challenger SRT Core photos copyright Auto Trends Magazine. All rights reserved.
Filed Under: New Car Reviews Tagged With: 2014 MODELS, 392, DODGE CHALLENGER SRT, HEMI, SPORTS COUPE, SRT
The Ford Motor Company has turned its attention to reviving Lincoln, once a leading luxury brand. In the past decade Lincoln has been overtaken by three German makes, three Japanese makes as well as Cadillac, its domestic competitor.
Two new models — the MKZ and MKC crossover — are among a group of new or updated products Ford has promised for Lincoln, vehicles that should help begin to turn the tide for the flagging brand. A 2014 Lincoln MKZ AWD edition was a recent weekly driver, an all-new second generation midsize sedan model.
The Lincoln MKZ made its debut in 2007 replacing the Zephyr name rolled out the year before. The name change was made to align the sedan with the brand's new three-letter naming convention with all vehicles, except the Navigator, starting with an MK followed by a unique third letter. Initially, Lincoln referred to these models as "Mark" Z or "Mark" X, but customers and analysts simply say "em-kay" followed by the letter. Yes, Lincoln's nomenclature is one of the least understood, one that this writer would love to see scrapped.
Naming convention aside, the Lincoln MKZ is a five-passenger front- or all-wheel drive midsize sedan. Audi and Acura take the same front/all-wheel drive approach while the other German makes, Lexus, Infiniti and Cadillac offer standard rear-wheel drive with all-wheel drive optional. Allow me to cut to the chase here: if you prefer superior handling, all-wheel drive is the way to go.
As before, the Lincoln MKZ shares its platform and most of its mechanical underpinnings with the Ford Fusion. The current MKZ has unique sheet metal and enough exterior differences to present a distinctly different model. Indeed, when I presented the MKZ to several friends, not one knew about the Ford Fusion similarity. After that, I figured that it was a point not mentioning — the MKZ's designers did an admirable job of working with what they had to dress the Lincoln for success.
Standard Turbo, Available V-6
Lincoln offers MKZ shoppers two engine options. Only the base engine, a 2.0-liter direct injection, turbocharged four cylinder can be found in the Ford Fusion. The base engine makes 240 horsepower and 270 foot-pounds of torque. The available 3.7-liter normally aspirated V-6 is rated at 300 horsepower at 6,500 rpm and 277 foot-pounds of torque. Both engines are paired with a six-speed select shift automatic transmission and paddle shifters.
The 2014 Lincoln MKZ is priced from $34,190 and offers standard front-wheel drive and the base engine. For $36,080 you get all-wheel drive. The base V-6 retails from $35,420 or $37,310 when outfitted with all-wheel drive. Also available is a Lincoln MKZ hybrid, priced from $35,190.
Like some of its competitors — Infiniti comes to mind — the Lincoln MKZ is sold in one trim level. The base models are outfitted with a Premiere equipment group that also includes an 11-speaker sound system, continuously controlled damping suspension, electric-power assisted steering and active noise control.
Packages and Upgrades
The other three packages are: Select ($1,145), Reserve ($3,195) and Preferred ($5,375). The first package brings in a rear view camera, rear parking sensors and an HD radio. The second package features a voice recognition navigation system, a blind spot information system with cross-traffic alert and a power deck lid. The third package brings in 19-inch polished aluminum wheels, a heated steering wheel and heated rear seats and an excellent THX II premium audio system.
Beyond the packages there are additional upgrades you can select, including a single panel moonroof ($1,200) or a retractable panoramic roof ($2,995), the latter unique to this model and like nothing else you have seen before (more about that later). A technology package ($2,250) brings in multiple safety features including adaptive cruise control and lane keeping assist as well as active park assist.
As for the test model at hand, the top packages plus smoke quartz tricoat paint ($495), multi contour seats ($595) and inflatable rear seat belts ($195) were added. Some $13,135 in options pushed the final price of this weekly driver to $52,110.
2014 Lincoln MKZ AWD
Exterior Embellishments
Of the sedan's design language, Lincoln calls it "subtly distinctive" perhaps to send a message that the look is not radical, but has certain stand out features of note.
One of those features is the stylish split wing grill that defines the front fascia. It represents Lincoln's current design language, offering a more elegant and contemporary persona than the previous layout. Other enhancements include: A steeply-raked windshield, profile characteristics and a taillight arrangement that spans the entire length of the rear deck.
Interior Amenities
Slip in behind the wheel and the Lincoln's high-tech design is immediately evident. You may wonder where the transmission shifter is as it isn't attached to the steering column nor is it found on the center console. Instead, Lincoln provides a five push button vertical control panel to the left of the center stack's screen, an arrangement that frees up room where it is most needed.
Lincoln wraps the seats and steering wheel in leather with genuine wood trim found across the instrument panel, around the cluster and on the interior of the doors. The instrument cluster features a brightly lit and easy to change message center. Other interior amenities include: dual zone automatic climate control, heated front seats, power heated side mirrors and 10-way power operated front seats.
Perhaps the main challenge for a Lincoln MKZ owner is getting used to the center stack. Not only does it feature transmission and navigation controls, but it also dispenses with the traditional switches and knobs for climate control and the audio system. Instead, a pair of horizontal bars control temperature and sound, simply by running a finger to the right to increase air circulation or sound, or back to left to decrease the same. It is a simple to use arrangement, but it does take getting used to.
The Lincoln MKZ offers comfortable, supportive and cushy seats up front and a very good bench seat to the rear. Three can ride in the back fairly comfortably, but room for two is the ideal. Fold down the center compartment for your drinks and arm rest or make use of the pass through to bring with you your gear, such as your skis.
The single most outstanding feature of the 2014 Lincoln MKZ is a $2,995 option worth considering. And that option is a panoramic, retractable roof that transforms rather ordinary premium sedan into an extraordinary and handsome motorcar. The unique roof is fetching in its closed position alone. When open, it offers convertible-like access to the great outdoors as its 15.2-square-foot panel slides partially own the rear window.
There is nothing else like it on the market, what gives this sedan an open air feel that no moonroof offers without the hassle of a drop down roof. I had it open only twice, but it was an enjoyable experience that makes all the difference for this car.
I would have been disappointed had Lincoln offered a weak engine with this sedan. Happily, the base two-liter four is robust and the V-6 rivals the performance of motors found in competing models. With 300 horses at work, it was always more than enough power to deliver. The trade-off here is gas mileage, coming in at a combined 21 mpg. If excellent fuel mileage is important to you, then the MKZ hybrid delivering 37 mpg with its combined 188 horsepower might be worth a look. That model carries a $1,000 price premium over the base edition.
Electric-powered steering, continuously controlled damping (CCD) and all-wheel drive combine to deliver good steering and handling. The CCD system automatically adjusts the shocks as road conditions warrant to ensure a smooth ride and improved handling. Lincoln provides three driving modes: normal, comfort and sport to provide the desired measure of control you want.
Model Considerations
The 2014 Lincoln MKZ is a step in the right direction, offering many of the luxury touches that buyers want and expect in this class. While some of its competitors such as the BMW 3-Series and Cadillac ATS provide better handling and a more robust driving experience, this Lincoln matches up quite well in the technology and interior comfort departments. The on-dash transmission shifter, the THX II audio system and the state-of-the-art reclining roof are among the special features that help this luxury sedan get noticed.
3.7-liter 24-valve V-6 engine
Six-speed automatic transmission
Vehicle assembly: Hermosillo, Mexico
2014 Lincoln MKZ AWD photos copyright Auto Trends Magazine. All rights reserved.
Filed Under: New Car Reviews Tagged With: 2014 MODELS, Ford Fusion, LINCOLN MKZ, luxury, Midsize Sedan, RETRACTABLE ROOF, SYNC, THX, turbo, V6 engine
Versatile Crossover: 2014 Toyota Highlander XLE
Toyota offers customers six utility vehicles — seven if you include the FJ Cruiser that is being retired this year. Half of the remaining six models are traditional body-on-frame sport utility vehicles; the other three are crossovers.
It is in the middle of the line up where customers are best served as the Venza, Highlander and 4Runner vie for sales. These three are distinctly different vehicles with the Highlander the best known and perhaps the most versatile one of the lot. A 2014 Toyota Highlander XLE edition equipped with a V-6 engine and front-wheel drive was a recent Auto Trends weekly driver.
2014 Toyota Highlander XLE
The 2014 Toyota Highlander begins the third generation for this popular crossover utility vehicle. It comes in slightly larger and longer than the previous edition and seats up to eight people. Toyota offers LE ($29,215), LE Plus ($32,740), XLE ($36,040) and Limited ($39,640) editions. A Highlander Hybrid Limited is also available, retailing for $47,300. As delivered, the test model was priced at $36,900.
Only the Highlander LE comes equipped with a 2.7-liter four cylinder engine. The other models come with a 3.5-liter V-6. That base engine makes 185 horsepower to the 270 horsepower produced by the V-6. Both engines are paired with a six-speed automatic transmission.
Although not having personally driven the LE, its more limited power and towing capabilities may have most people looking at the other editions. The four cylinder model has a 1,500-pound towing capacity; the other models tow 2,000 pounds to as much as 5,000 pounds with a tow prep package.
Bold Exterior Styling
Perhaps the most striking change for the third generation Highlander has to do with its exterior styling. The curvaceous lines are still there, but the grille projects a more powerful if not tough look that keeps in line with Toyota's other utility vehicles. The new look also provides better airflow; the overall stance of the Highlander is more athletic with its broad shoulders, body side creasings and sporty profile.
What Toyota did was move the Highlander closer to the 4Runner's rugged persona, but I must admit that the off-road capabilities of the body-on-frame 4Runner is what attracts my attention. Even so, the Highlander is the better seller and a very good option to the traditional minivan. Yes, the Sienna represents Toyota well in that people-mover department.
Redesigned and Sensible Interior
Where the Toyota Highlander shines brightest is with its interior. If offers a standard 2+3+3 seating layout or 2+2+3 seating in the Limited with its second row captain's chairs. Fabric-trimmed seats are standard on the LE and SofTex seating is included with the LE Plus and XLE. Choose the Limited and leather-trimmed seats are used in the first two rows.
The SofTex seats have a look and feel of leather, but utilizes thermoplastic polyurethane for optimum breathability and surface cooling notes SAE. Its stitching and feel may fool you, but you should know that "no animals were harmed" in making this material. Toyota claims that SofTex absorbs moisture slower and releases it faster than natural leather. After enduring a week of 90-degree temperatures I can assure you that the material feels and looks great.
The Highlander XLE comes with a leather-trimmed, tilt and telescopic steering wheel column. The three-spoke design includes switches for Bluetooth, voice command, cruise and multimedia controls. The instrument panel features two large analog displays flanking a digital driver information center. The look is clear, clean and sensible. Most importantly, it is uncluttered and easy to configure.
Nifty Dashboard Layout
Toyota put much thought into both its dashboard and center console layouts. The upper and lower portions of the dashboard are split by an open compartment that runs from the center to two inches from the right side of the Highlander. Nonskid material holds everything in place including your smartphone that will fit snuggly on the far left side nearest the console. The entire area holds whatever you do not want to place in the glove box, what might include anything you want to have access to while on the road.
The center console includes USB and auxiliary ports — a pass through from the open compartment to the console makes recharging a snap. Two oversized cup holders, driving mode switches, the transmission shifter and front seat heat warmers are also included. But, it is the oversized enclosed storage compartment between the seats that will have you wondering about its storage possibilities. Sure, it is large enough to hold dozens of cans, but it doesn't have a cooling feature or a drain. It does include a 12v/120-watt outlet, so if you want to jerry-rig a refrigerator you probably can. Regardless of how it is used, the compartment may quickly become a family favorite.
Storage and Climate Control
Speaking of families, there are a number of other features that make this crossover stand out. The front doors include a pair of bottle holders with additional storage room. The back doors have room for one oversized bottle plus storage. Fold down the middle seat section and two cup holders are present. The third seat compartment, easily accessible by moving and flipping the second seat forward, has four cup holders — two on each side of the vehicle.
With tri-zone climate control, second- and third-row occupants won't feel cheated by the front-row settings. Heating and cooling controls face the second row from the base of the center console. Overhead vents for both back rows deliver ample amounts of air. A 120-volt outlet in the center console keeps gaming devices fully charged.
Access to the Highlander comes with a smart key, available only in the XLE and Limited editions. Approach the crossover and tug on the door handle and it automatically illuminates and unlocks the door. It does the same for the liftgate. Slip in behind the wheel, press the start button and you're ready to get underway.
I've found that seating comfort for most utility vehicles is very good, if not excellent. In the Toyota Highlander, the seats are supportive, cushy and offer six-way driver support. Certainly not the type of bolstering you might find in a Lexus IS F sedan, for instance, but clearly what you would expect for the long road ahead. Sure, you can engage in more "spirited" driving by shutting off stability control and working the shiftable transmission, but most people simply won't be bothered. After all, this is a family vehicle, not a performance coupe.
Generous Power, Ample Performance
Turn on the engine and place the transmission in drive and the 3.5-liter V-6 responds with ample power. Not once did I find myself wishing that there was more power. Rather, this crossover delivers generous amounts of energy when needed. Because the test model was front-wheel drive, I also experienced a couple of things that would be absent or minimized with an all-wheel drive model.
For instance, one of the first times I pulled away from a stop light the wheels sent out a squeal. I had no idea that burning rubber with this model was possible and had a laugh when I considered what other drivers must have been thinking about the "crazy guy" in the SUV.
Also, when calling on so much power, expect that torque steer will be evident. The steering wheel may shift slightly from side to side, a feeling that is common to front-wheel drive vehicles, especially models with generous amounts of horsepower. Steering and handling are otherwise good and braking is sound with this model.
Limited Standard Storage
The rear storage area is small, offering just 13.6 cubic feet of storage space. For large families requiring more room they can either tow their stuff or opt for the available roof rail cross bars to place cargo on top. You can also partially fold down a rear seat if all eight places are not needed to gain some additional space. Underneath the floor you won't find a spare tire as it is located beneath the vehicle. The test model was equipped with Michelin Latitude Tour tires.
I have found that current generation Toyota models outfitted with Entune infotainment systems work quite well. Then again I have an advantage here: my wife's 2013 Toyota RAV4 comes Entune-equipped, so I have had a lot of practice with the system. In the Highlander, you have an 8-inch color display to work with along with the usual apps. That layout includes the audio system that provides very good sound distribution.
If I were to make the Toyota Highlander my own, I would opt for all-wheel drive. I might also choose the available rear-seat Blue Ray DVD entertainment system and swap out the bench seat for two Captain's chairs and a side table. That pushes the final price of this crossover to about $40,000, a price threshold common for well-equipped models in this class.
Toyota Highlander Competition
Besides the Toyota products, the midsize utility vehicle segment is loaded with competitors. These include: Hyundai Santa Fe, Chevrolet Traverse, Nissan Pathfinder, Dodge Durango, Honda Pilot, Buick Enclave, Jeep Grand Cherokee and the GMC Acadia. The Highlander holds its own in this class and as one of the newest models on the market it delivers many of the amenities today's families desire.
2014 Toyota Highlander XLE FWD V6
Storage volume: 13.6/42/82.6 cubic feet
Vehicle assembly: Princeton, Indiana
Bavarian Fest: 2014 BMW 535d xDrive
2014 Toyota Highlander XLE photos copyright Auto Trends Magazine. All rights reserved.
Filed Under: New Car Reviews Tagged With: 2014 MODELS, CROSSOVER UTILITY VEHICLE, front-wheel drive, SUV, TOYOTA HIGHLANDER XLE, V-6 ENGINE
Behind the wheel of Hyundai's larger, but not largest crossover.
Here a crossover, there a crossover. The market is flooded with car-based utility vehicles, offering excellent room, superior body rigidity and decent fuel mileage nearly across the board.
Hyundai has two offerings in the crossover department — a compact Tucson (reviewed here last month) and the Santa Fe. A third model, the larger Veracruz, was cancelled a few years back. To fill in the void created by the Veracruz' demise, a stretched wheelbase version of the Santa Fe is now available. The standard version is called the Santa Fe Sport; the stretched model is simply known as the Santa Fe. Got it?
Hyundai has two things going for it when it takes on its competitors: value and excellent warranties. In value, Hyundai pricing is competitive and its products generally offer more equipment standard. Even so, the competition in the midsize utility vehicle segment is fierce with every manufacturer offering at least one model. With warranties, there is nothing that beats a 10-year, 100,000-mile powertrain coverage.
Competing Hyundai Santa Fe models include: the Ford Edge and Flex, Chevrolet Traverse, GMC Acadia, Buick Enclave, Toyota Highlander and 4 Runner, Nissan Pathfinder, Subaru Tribeca, Honda Pilot, Dodge Journey, and several others. Standard five-passenger seating gives way to room for six or seven when the stretched wheelbase model is selected.
2014 Hyundai Santa Fe Sport 2.0T
As for the model line at hand, the 2014 Santa Fe Sport is priced from $24,950 and comes equipped with a 2.4-liter, 16-valve four cylinder engine rated at 190 horsepower. That compares with the 2.0T priced from $30,650 and making 264 horsepower. Both models offer standard front-wheel drive or optional all-wheel drive and are paired with a six-speed automatic transmission with a shifting option. No paddle shifters, just a stick that can be moved like a manual gearbox.
For a $5,700 price premium, you better receive much more than a 74-horsepower boost. No worries: Hyundai delivers the goods and in spades.
The upgrade begins with the wheels as the standard 17-inch alloy wheels are replaced with 18-inch wheels. Because the test model had a navigation package ($1,750), top-of-the-line 19-inch wheels were present. Those wheels come encased in Continental ContiProContact tires, all-season tires that typically grace some of the finer European sedans. They are run-flat tires too — there is no spare tire with the Sport 2.0T.
Other exterior upgrades and embellishments for the Sonata 2.0T include: roof rack side rails, heated side mirrors with embedded turn signal indicators, a windshield wiper deicer, automatic headlights, fog lights and a proximity key with push button start.
Comfortable and Roomy Interior
Inside, the cabin is roomy, bright and comfortable. As I pulled myself behind the steering wheel I kept thinking "Azera" as in Hyundai's larger sedan, what sits in the brand's sedan product line between the midsize Sonata and the larger Genesis. Nicely bolstered and comfortable seats up front; comfortable seating to the rear.
The Sport 2.0T adds in several features not found or perhaps offered optionally in the base edition. This model provides an 8-way power driver's seat with 4-way lumbar support; a 4-way power seat is for the front passenger. The front seats are heated; ventilated front seats and heated rear seats are optional. Leather seating is standard with the Sport 2.0T, replacing the stain-resistant cloth seating in the base model. Leather wraps the steering wheel which includes secondary driver controls and cruise control.
Standard air conditioning is upgraded to dual zone climate control in the Sport 2.0T. All models come equipped with second row HVAC vents, power windows and door locks, front seat back pockets, a split-folding rear seat, front and rear cup holders, in-door beverage holders and storage, illuminated vanity mirrors, and a tilt and telescopic steering wheel column.
The Sport 2.0T also brings in rear side window sunshades, sliding and reclining second row seats, a rear view camera and an electroluminescent gauge cluster. Safety features include: blind spot detection, rear parking assist, hill start assist, downhill brake control and active front head restraints.
Nifty Smartphone Tray
I gave the Hyundai Santa Fe Sport 2.0T high marks in a few areas including its front storage tray, designed to hold your smart phone and places that compartment within easy reach. Located at the bottom of the center stack, that section also includes a pair of 12-volt outlets as well as USB and auxiliary ports. I find that this design is highly useful and trumps the covered center consoles often found elsewhere.
The Hyundai BlueLink infotainment system is another plus, one that offers touchscreen access along with accompanying switches and knobs. Directions are easy to enter and can be put in place while you are driving unlike some competitors — then again, that ability can be a huge distraction — it would be better to pull over first or have a passenger handle the input. The 8-inch screen, part of a navigation package, was clear and the voice commands pleasant as well as accurate.
On the road, the Santa Fe 2.0T provides generous amounts of power. So much so that you will feel a slight amount of torque steer as you step on the accelerator. All that power concentrated over the front wheels gives a familiar and expected tug — I am curious how that plays out in the all-wheel drive model.
That spirited drive comes in handy, especially on the highway. Not once was I left begging for more power. Instead, the Sport 2.0T enabled me to blow past slower vehicles and move away from stop lights with ease.
About That Suspension.
The one demerit I must give this model is for the front end — specifically, the front suspension is equipped with "compact and light MacPherson struts" according to Hyundai (multi-link to the rear). One problem became evident as I was driving along a familiar road and navigating an expected railroad crossing at 45 mph — I was greeted with a jarring and entirely unexpected clunk that shuddered through the crossover.
The reaction surprised me although it had no effect on my control of the vehicle. I thought it might have been an isolated incident, but a few days later on a different road and one with a pronounced dip, the sensation was repeated — although not to the extent of what I had experienced at the railroad crossing. Potential buyers living in areas where roads that are rough should keep this in mind when test driving the vehicle.
2014 Hyundai Santa Fe Sport FWD 2.0T
Overall handling is average and braking is good. Even so, this crossover could live up to its Sport 2.0T name with a few improvements in both areas that would set this model apart from its competitors. Given that the segment is so tough, such changes might put the Santa Fe at the top of buyer's lists.
The Santa Fe shines in another area: rear storage. That compartment offers 35 cubic feet of storage space or enough room to bring ample gear for a week on the road with your family of five. Underneath the floor is a compartmentalized storage area, an ideal place to keep your first-aid kit, hide your valuables or squirrel away anything else that you don't want to have within easy view. The rear storage area size doubles when the back seats are folded, although they do not fold completely flat.
If you are considering the 2014 Hyundai Santa Fe, you get an additional four inches between the wheels and nearly nine inches in added length overall. You also get the Azera's 3.3-liter V-6 engine making 290 horsepower. Available in GLS ($29,900) and Limited ($33,800) trim, the stretched model rivals vehicles like the Toyota Highlander in size while undercutting its price.
2.0-liter 16-valve turbocharged four cylinder engine
269 foot-pounds of torque @ 1,750 to 3,000 rpm
86mm bore by 86mm stroke
Engine compression ratio: 9:5-to-1
Passenger volume: 108 cubic feet
Towing capacity: 1,650 to 3,000 pounds
Powertrain warranty: 10 years/100,000 miles
Vehicle assembly: West Point, Georgia
See Also — Return of the Chevrolet Blazer
2014 Hyundai Santa Fe Sport 2.0T photos copyright Auto Trends Magazine. All rights reserved.
Filed Under: New Car Reviews Tagged With: 2014 MODELS, CROSSOVER UTILITY VEHICLE, front-wheel drive, HYUNDAI BLUE LINK, Hyundai Santa Fe Sport, SUV, TURBOCHARGED ENGINE
Performance Luxury Sedan: 2014 Lexus IS F
July 7, 2014 by admin 7 Comments
Exploring the performance side of the Lexus house.
Think "Lexus" and the usual terms such as "luxury" and "quality" come to mind. "Fuel efficiency" and "value" are other hallmarks of Toyota's 25-year-old luxury brand.
What does not come to mind all that often is "performance" or at least not to what some may think parallels the level of power ascribed to the top German makes, as well as to Jaguar and Cadillac. That should not be surprising given that Lexus is composed mostly of sedans, utility vehicles and hybrid models.
The performance side of the house is there — you just need to search for it. The stunningly beautiful LFA sports car is one example — at $375,000 this F1-inspired super car evokes passion like nothing else that comes out of Toyota City. Alas, its short run was ended in 2012. Even so, a follow up LF-LC model is expected in a few years and should cost about half as much as its predecessor.
2014 Lexus IS F
Both models represent an "F" line of performance vehicles that includes the current Lexus IS F and the upcoming RC F sport coupe arriving this fall. The 2014 Lexus IS F was a recent weekly drive, a model that affirms Lexus has a performance side rivaling that of its competitors.
The "F" should not be confused with "F Sport" — the tamer side of the performance line. In the IS sedan, Lexus offers both series, but only the "F" lives up to the "fantastic" or "fast" appellation that this specialty line deserves.
For one, the IS F is offered in rear-wheel drive only. More importantly, it is powered by a naturally-aspirated V-8 engine, making 416 horsepower. That amount of energy on a compact frame means this model has the street cred worthy of its name. Do not take that as a slight against the IS350 F-Sport — however, when you compare a 3.5-liter V-6 to the explosive power of the IS F, there is a vast chasm between the two.
The Lexus IS F sport rolled out for the 2008 model year, two years after the IS250/350 were introduced. For 2014, new IS sedans arrived on the scene, but the current IS F is still based on the previous generation model. The newest IS is slightly larger than the older model, with the extra room benefiting the rear seating passengers in particular. Some reports say that a new IS F is expected for the 2015 model year; others state that the model will be canceled in favor of the RC F. I am leaning toward the former reports.
2014 Lexus IS F.
Pricing and Available Packages
The 2014 Lexus IS F is priced from $63,600 and is available in one trim level. A hard disk drive navigation system ($2,490) and Park Assist ($500) were the two package options offered in my press fleet model. You can also choose a 14-speaker Mark Levinson premium audio system package ($3,410) and individual options such as a pre-collision system ($1,500) and headlamp washers ($100). With all the bells and whistles included, your final price would top $70,000.
Saying that the IS F is an IS sedan on steroids seems trite. Instead, it can better be described as a naturally muscled version of Lexus' compact sedan replete with BBS wheels, brake vents, high-performance Brembo brakes, sport skirting, a carbon fiber rear spoiler and quad exhaust pipes that produce a hardy note. A limited slip differential, a sport-tuned cockpit, aluminum and metal trim, and bolstered 2+2 seating further separates the F from the rest of the IS family.
I heard the rumble of the IS F a block from my home when it arrived one rapidly warming summer morning. That tune served as a clarion call, urging me to get behind the wheel of a model that competes with the BMW M3, the Audi 3.0T Premium Plus and the Mercedes-Benz C63 Sport Sedan among others. There is a certain anticipation, no expectation that drivers have with performance sport sedans and in the Lexus IS F I was not disappointed.
One Transmission Choice: But a Good One
Well, there is one area that I would like to see changed and that would be a choice in transmissions. You get an eight-speed shiftable automatic transmission and nothing else. This sedan begs for stick shift, but it does not accommodate. Even so, popping the shifter into sport mode and playing with either the gear stick or the steering-wheel mounted paddle shifters, puts a lot of control in your hands.
And that control translates into copious amounts of power especially noted by a lock-up clutch at work in gears two through eight. That arrangement provides a direct feel that the typical automatic transmission does not offer along with instant throttle response. Add in a firm, but not stiff suspension and excellent braking and you have a luxury performance sedan that rivals its competitors.
Without track access, the Lexus IS F cannot be pushed to its limits. Still, if you can get some seat time and take it to thinly-populated areas with circuitous roads plus some wide open expanses, you will get a good taste for what this sedan can do.
2014 Lexus IS-F
Let Me Speed…Please
The overarching impression I had with the IS F is that it not only is fast, but it begs to go fast. Indeed, you can expect many driving tickets to follow if you are not gentle with the accelerator. Lexus has a 4.6-second 0 to 60 time with this sedan — it seems faster than that and it does not take much effort to get your speed up without trying. In part, I blame the excellent bolstered seating that holds you firmly in place through the turns including the curvy highway access ramps in my area. "Gee, officer —was I really going 90?! I find that hard to believe."
Open the driver's door and slip behind the wheel and the seat will embrace you. Interior seating came in red leather with black Alcantara inserts and dark aluminized composite trim. 10-way power front seats with lumbar support, "F" embossed headrests, a perforated leather steering wheel and shifter knob, a black headliner, and aluminum sport pedals were included.
Lexus loads up the standard equipment to include dual zone climate control, heated front seats, Lexus Enform entertainment, a nifty audio system, cruise and secondary controls on the steering wheel, foldable front door pockets, keyless entry, push button start, illuminated entry and a pass through to the trunk.
The rear seat is fairly comfortable although the few extra inches provided in the new IS line would certainly have been welcomed. You taller passengers need to watch your head upon exiting the back seat —egress is tight.
The Future of F
Regardless of whether the IS F has a future or not, Lexus fans are waiting for the RC F and its fall introduction. That new F has several models in its crosshairs including the BMW M4 and the Audi RS5. It will be powered by an updated 5.0-liter V-8 engine making 450 horsepower.
Unveiled at the 2014 North American International Auto Show in Detroit this past Jan., the new model had everyone in attendance wagging their tongues over the radically fresh style, its big wheels and the sculpted interior. That future model and the Toyota FT-1 concept prove that performance, dashing good looks and Toyota do go together.
Like other "F" models, new and future coupes and sedans in this series will have the unmistakable imprint of Akio Toyoda on them. Toyoda is president and CEO of Toyota Motor Corporation, Boston College-educated and a race car driver. His aspirations are for Toyota to lead, not follow in all areas, including in style and in performance. That's the kind of plan certain to be welcomed among Lexus enthusiasts everywhere.
Eight-speed automatic transmission
Towing capacity: Not Rated
IIHS safety rating: Not Yet Rated
Vehicle assembly: Tahara, Japan
Hauled It: 2014 Nissan NV200 Cargo Van
2014 Lexus IS F photos copyright Auto Trends Magazine. All rights reserved.
Filed Under: New Car Reviews Tagged With: 2014 MODELS, eight-speed transmission, LEXUS IS F, luxury, performance sedan, rear-wheel drive
Heated seats, power accessories and a CVT.
Survey Nissan's product line and you will find multiple models priced from under $20,000. That price point is important for some consumers, especially people who simply do not want to pay anywhere near the current $31,200 average price for a new car.
2014 Nissan Versa Note.
Five Low-Cost Models
Nissan's lowest priced cars are its subcompact Versa sedan ($11,990) and the Versa Note hatchback ($13,990). The compact Sentra sedan is priced from $15,990 and its Cube multi purpose vehicle retails for $16,900. Even its polarizing Juke utility vehicle can be had for $19,170. To say that Nissan wants to win new customers by offering several points of entry is an understatement — the company's five-point strategy is not matched by its chief competitors. Not Toyota, Not Honda. And not even Ford.
Last August, a 2014 Nissan Versa Note SV was delivered for a week of testing. That same make, model and trim level made its return 10 months later, but in a darker shade of blue and with a charcoal gray interior. I checked my records and found that this was the first time a full repeat was sent out right down to the model year and trim.
No matter, send a car my way and I'll give it a whirl. Typically at least 250 miles of mostly highway and rural driving, sometimes much more if I have places to go, things to do and people to see.
For the Budget-Minded Consumer
As before, I entertained a few questions about the Versa Note that I will address herein. Allow me to get this out of the way first: unless you have a budget minded car in mind, you may find the Versa Note disappointing. Its best attributes are its interior room, fuel economy and versatility. The engine is raspy, the transmission comes across stretchy and the ride is jarring — and we do not have too many potholes here in North Carolina.
That said, I found that the driver's seat wasn't as uncomfortable as last time. The same kind of seat was offered too, but it provided good support. No tilt and telescopic steering wheel column just as the last time, but I managed.
What you do get is a lot of plastic — across the dashboard, around the instrument panel, down the center stack, on the doors and even on the many switches and door handles. Sure, the look and strength of the plastic differs, but it is what you get. And it is everywhere. Cloth seats and a leather-wrapped steering wheel take the edge off of the overall look.
Disappointing Audio System
The one problem I had with the Versa Note that I struggled to overcome was the audio system. Specifically, the tinny vibration that accompanied most songs and rattled throughout the dash. One work around was to drop the base settings a few notches, but then the treble caused the same vibration. It isn't just a minor annoyance either — you will have to work very hard to eliminate the vibration and at risk to audio quality. And as someone who tunes into SiriusXM satellite radio faithfully, I expect a clear and pleasant sound.
That audio system is accessible via a standard 4.3-inch monitor or a slightly larger one that also serves as a backup camera and a navigation system. The nav system was okay, but I did have difficulty keying in an address. If you knew the type of place you wanted to go, such as a restaurant or other point of interest, it works just fine. But, I could not key in my home address and found that point frustrating.
With a base price of $15,990, the Nissan Versa Note SV is the highest trim level for this model. Come 2015, SR and SL trim levels will be added, providing more package options underneath each trim level banner.
As equipped, the test model came with an SL package ($1,700). That package includes 16-inch aluminum-alloy wheels, a smart key, push button start, front fog lights, heated front seats, SiriusXM satellite radio, an upgraded audio system with navigation, a rear seat armrest with cup holders and a nifty "divide and hide" adjustable floor — a storage area that puts small items outside of easy view.
This model also came with carpeted floor mats and a cargo mat ($175) and a rear cargo cover ($900). For an additional $800 you can snag the technology package that brings in a larger screen, an around view monitor and heated side mirrors, in addition to multiple audio system enhancements such as Google, Pandora and Bluetooth compatibility.
Engine Noise and Transmission Funk
Take to the road and the engine fires up and doesn't let up. It is an always present sound and not necessarily a pleasant one at that. Raspy, growly and gravelly are among the adjectives I can think of to describe it. That noise level only increases the moment you step on the gas. And at highway speeds the din can be quite noticeable — fortunately, the audio system was at the ready to cancel the sound out — or at least replace it with its own tinniness.
A standard 5-speed manual transmission is replaced with a continuously variable transmission. The CVT meets the usual expectations in that the rubber-band pulling effect is apparent as you step on the accelerator. Nissan does a good job in rectifying this problem in certain other models — the Altima comes to mind — but in its less costly models you need to be prepared for that sensation.
The Versa Note handles as well as any other car in its class. In other words, you get the typical small, front-wheel-drive frame to work with. Every twist and turn of the road was handled with ease, with only minimum body roll — yes, you will want to brake as you ease into every turn.
Happily, the Versa Note does not lack for power. Sure, 109 horsepower is not an amazing number, but when you're moving fewer than 2,500 pounds plus payload, it gets the job done. The raspy engine and rubber band CVT do have a nice benefit: a 31 mpg city and 40 mpg highway rating. That beats the manual transmission and its 27 mpg and 36 mpg rating easily.
2014 Nissan Versa Note SV
Room Interior and Storage Options
There are a few areas where I can give the Versa Note high marks or at least a better rating than many of its competitors and that is in rear seat comfort. There is room for three, but the back seat is best enjoyed by two with the center position folded down for your drinks. Lots of leg room there — even better than some midsize sedans. The headroom is quite good too and the seat support is also good.
The other area I like is the hatchback, a feature that should seriously be considered by anyone needing concealed storage and additional storage space with the rear seat folded down. Sure, it matches what its competitors offer, but the hidden storage area is something you may want to opt for.
I haven't had full access to to every Versa Note competitor, so comparing it to other models limited me to the Fiat 500L, Ford's Fiesta and the Chevrolet Sonic. My preference is the Sonic followed closely by the Fiesta and then the Versa Note or 500L. For shoppers of value-oriented cars such as the Versa Note, test driving several models is a smart decision, in a bid to assure them that their purchase simply isn't something to be tolerated, but enjoyed.
1.6-liter 16-valve four cylinder engine
Length: 163 inches
Width: 66.7inches
Vehicle assembly: Aguascalientes, Mexico
Midsize Maven: 2014 Hyundai Sonata Limited
2014 Nissan Versa Note photos copyright Auto Trends Magazine. All rights reserved.
Filed Under: New Car Reviews Tagged With: 2014 MODELS, CONTINUOUSLY VARIABLE TRANSMISSION, four-cylinder engine, hatchback, HEATED SEATS, NISSAN VERSA NOTE
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text:
package aQute.bnd.osgi.repository;

import java.util.ArrayList;
import java.util.Collection;
import java.util.Collections;
import java.util.HashMap;
import java.util.List;
import java.util.Map;
import java.util.SortedSet;
import java.util.TreeSet;

import org.osgi.resource.Capability;
import org.osgi.resource.Requirement;
import org.osgi.resource.Resource;
import org.osgi.service.repository.Repository;

import aQute.bnd.osgi.resource.CapabilityBuilder;
import aQute.bnd.osgi.resource.ResourceBuilder;
import aQute.bnd.osgi.resource.ResourceUtils;
import aQute.bnd.osgi.resource.ResourceUtils.ContentCapability;
import aQute.bnd.osgi.resource.ResourceUtils.IdentityCapability;
import aQute.bnd.version.Version;
import aQute.libg.glob.Glob;

/**
 * Bridge an OSGi repository (requirements) and a bnd repository (bsn/version)
 * by creating an index and providing suitable methods.
 * <p>
 * This class ignores duplicate bsn/version entries
 */
public class BridgeRepository {

	private static final Requirement		allRq			= ResourceUtils.createWildcardRequirement();
	private static final SortedSet<Version>	EMPTY_VERSIONS	= new TreeSet<>();

	private final Repository							repository;
	private final Map<String,Map<Version,ResourceInfo>>	index	= new HashMap<>();

	public interface InfoCapability extends Capability {
		String error();

		String name();

		String from();
	}

	static public class ResourceInfo {
		public ResourceInfo(Resource resource) {
			this.resource = resource;
		}

		boolean		inited;
		Resource	resource;
		boolean			error;
		String		tooltip;
		private String	title;

		public String getTooltip() {
			init();
			return tooltip;
		}

		private synchronized void init() {
			if ( inited )
				return;
			inited = true;

			IdentityCapability ic = ResourceUtils.getIdentityCapability(resource);
			ContentCapability cc = ResourceUtils.getContentCapability(resource);
			String bsn = ic.osgi_identity();
			Version version = ic.version();

			InfoCapability info = getInfo();

			String sha256 = cc == null ? "<>" : cc.osgi_content();

			String error = null;
			String name = null;
			String from = null;

			if ( info != null) {
				error = info.error();
				name = info.name();
				from = info.from();
			}

			if (error != null) {
				this.error = true;
				this.title = version + " [" + error + "]";
			}
			else
				this.title = version.toString();

			StringBuilder tsb = new StringBuilder();
			if (this.error)
				tsb.append("ERROR: ").append(error).append("\n");

			tsb.append(bsn).append("\n");

			if ( ic.description(null) != null) {
				tsb.append(ic.description(null));
				tsb.append("\n");
			}

			tsb.append(bsn).append("\n");

			tsb.append("Coordinates: ").append(name).append("\n");
			tsb.append("SHA-256: ").append(sha256).append("\n");
			if (from != null) {
				tsb.append("From: ");
				tsb.append(from);
				tsb.append("\n");
			}
			this.tooltip = tsb.toString();
		}

		public InfoCapability getInfo() {
			List<Capability> capabilities = resource.getCapabilities("bnd.info");
			InfoCapability info;
			if (capabilities.size() >= 1) {
				info = ResourceUtils.as(capabilities.get(0), InfoCapability.class);
			} else
				info = null;
			return info;
		}

		public String getTitle() {
			init();
			return title;
		}

		public boolean isError() {
			init();
			return error;
		}
	}

	public BridgeRepository(Repository repository) throws Exception {
		this.repository = repository;
		index();
	}

	private void index() throws Exception {
		Map<Requirement,Collection<Capability>> all = repository.findProviders(Collections.singleton(allRq));
		for (Capability capability : all.get(allRq)) {
			Resource r = capability.getResource();
			index(r);
		}
	}

	private void index(Resource r) throws Exception {
		IdentityCapability bc = ResourceUtils.getIdentityCapability(r);
		String bsn = bc.osgi_identity();
		Version version = bc.version();

		Map<Version,ResourceInfo> map = index.get(bsn);
		if (map == null) {
			map = new HashMap<>();
			index.put(bsn, map);
		}
		map.put(version, new ResourceInfo(r));
	}

	public Resource get(String bsn, Version version) throws Exception {
		ResourceInfo resourceInfo = getInfo(bsn, version);
		if (resourceInfo == null)
			return null;

		return resourceInfo.resource;
	}

	public ResourceInfo getInfo(String bsn, Version version) throws Exception {
		Map<Version,ResourceInfo> map = index.get(bsn);
		if (map == null)
			return null;

		return map.get(version);
	}

	public List<String> list(String pattern) throws Exception {
		List<String> bsns = new ArrayList<>();
		if (pattern == null || pattern.equals("*") || pattern.equals("")) {
			bsns.addAll(index.keySet());
		} else {
			String[] split = pattern.split("\\s+");
			Glob globs[] = new Glob[split.length];
			for (int i = 0; i < split.length; i++) {
				globs[i] = new Glob(split[i]);
			}

			outer: for (String bsn : index.keySet()) {
				for (Glob g : globs) {
					if (g.matcher(bsn).find()) {
						bsns.add(bsn);
						continue outer;
					}
				}
			}
		}
		return bsns;
	}

	public SortedSet<Version> versions(String bsn) throws Exception {
		Map<Version,ResourceInfo> map = index.get(bsn);
		if (map == null || map.isEmpty()) {
			return EMPTY_VERSIONS;
		}
		return new TreeSet<>(map.keySet());
	}

	public Repository getRepository() {
		return repository;
	}

	public static void addInformationCapability(ResourceBuilder rb, String name, String from, Throwable error) {
		try {
			CapabilityBuilder c = new CapabilityBuilder("bnd.info");
			c.addAttribute("name", name);
			if (from != null)
				c.addAttribute("from", from);
			if (error != null)
				c.addAttribute("error", error.toString());

			rb.addCapability(c);
		} catch (Exception e) {
			e.printStackTrace();
		}
	}

	public String tooltip(Object... target) throws Exception {
		if (target.length == 2) {
			ResourceInfo ri = getInfo((String) target[0], (Version) target[1]);
			return ri.getTooltip();
		}
		return null;
	}

	public String title(Object... target) throws Exception {
		if (target.length == 2) {
			ResourceInfo ri = getInfo((String) target[0], (Version) target[1]);
			return ri.getTitle();
		}
		if (target.length == 1) {
			String bsn = (String) target[0];
			Map<Version,ResourceInfo> map = index.get(bsn);
			for (ResourceInfo ri : map.values()) {
				if (ri.isError())
					return bsn + " [!]";
			}
			return bsn;
		}
		return null;
	}
}

redpajama_set_name: RedPajamaGithub


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