2015 Toyota Corolla - Review

The 2015 Toyota Corolla keeps with this model's reputation for basic, frugal transportation -- while adding a lot more appeal over the Corolla of two years ago.

With a redesign last year, Toyota showed, at last, that the Corolla can be more than a penny-pinching, trouble-free economy sedan. Although the Corolla has been one of the best-selling small sedans in the U.S. market -- for decades -- the automaker really stepped up its game with the current 2015 Corolla, bringing in the sharper, sportier looks, the quieter cabin, and the in-car technology that today's small-car shoppers expect.

And what it's ended up with, in this 2015 Corolla, is a vehicle that's more than just thoroughly competent, but actually delightful at times -- a model you might choose for reasons other than the bottom line and watching your dollars. Yet one thing the Corolla doesn't stray away from is its low pricing and high value.

The 2015 Toyota Corolla doesn't blow past any boundaries for what a Corolla should be; but it does shed some of its conservative, bare-bones appearance in favor of something more vivid and aesthetically appealing. The Corolla's new look is described by the automaker as more athletic, and we won't argue with that. The core design concept, of ‘Iconic Dynamism,’ might be a little tougher to make sense of, as we see bits and pieces of various other current compact-car models in the overarching design as well as styling details -- too many to call it iconic.

The proportions of the 2015 Corolla are what make its design so successful. About three inches longer than the pre-2014 model, the current Corolla offers a longer wheelbase, with the wheels farther out near the corners of the car -- elements that together give more visual appeal, with a sportier stance, plus more interior space. Some great details, like LED headlamps and running lamps, finish off the design. The sporty Corolla S models stand distinct from the rest; they get a blacked-out grille in front with fog lamps flanking a more aggressive airdam; the look of the S is further sharpened by an integrated rear spoiler that visually lifts the tail. For 2015, LE and LE Eco models are easier to distinguish from base L models, as Toyota has tweaked that front-end appearance somewhat, with a new painted front grille, including dark gray 'Argent' painted surrounds for the grille and fog lamps.

The 2015 Toyota Corolla lineup continues to offer two different 1.8-liter four-cylinder engines; and rest assured that with either version, you'll get approximately the same level of performance and fuel efficiency. L, LE, and S trim Corolla models are powered by a base 1.8-liter four-cylinder engine rated at 132 horsepower and 128 pound-feet of torque. The LE Eco trim, with its 1.8-liter four-cylinder engine, has Valvematic, which has a broader range of continuously variable valve timing, for better fuel economy as well as a boost in engine output, to 140-horsepower. In most Corolla models (LE, S, and LE Eco), there's a continuously variable transmission (CVT); with it, Toyota has managed to tune in a reassuring, almost linear feel during light and moderate acceleration, while minimizing the 'drone' that plagues CVTs used in other small cars. S models get a special version of the CVT that pretends it's an automatic, with seven simulated gear ratios and steering-wheel paddle-shifters to click through them. The Corolla S (perhaps at odds with its own mission) is the model you should move toward if you enjoy driving; it gets a suspension tune that's buttoned-down in the way you might normally expect of a sport sedan—with a special Sport button that firms up the steering, and a ride that feels firm yet absorbent and nicely damped. Other models in the lineup remain a bit springy and pillowy.

The Corolla might have been considered mid-size just a few model years ago. With its redesign last year, the Corolla gained nearly four inches in wheelbase, and that almost directly translates to some meaningful increases in back-seat space. Even those six feet tall can now ride behind other six-footers—an almost unhead-of feat among small cars. There were improvements in front-seat comfort, too, with more adjustability and longer cushions than before, or than what you'll find in some rival models. Trunk space is abundant, too, with a long, flat floor, plus flip-forward rear seatbacks in all models.

Overall, the look and feel of the Corolla's cabin is more conservative than the contemporary exterior might suggest. Although last year's redesign brought upscale materials and a two-tier dash design that really helps maximize the sense of space in front, the impression is that the Corolla is aiming less for a sporty compact-car feel and more for a cabin that almost rivals mid-size interiors. A soft-touch material now covers the dash; S models have leather-like Softex bolsters and coarse, contrast-toned seat upholstery, while pinstriped accents are strewn about the cabin on the dashboard and door panels.

The 2015 Toyota Corolla offers an impressive safety set, as well as some (mostly) good crash-test ratings; although it's missing some of the advanced active-safety technology that's fast becoming the norm for this class of vehicle. It includes eight standard airbags along with Toyota's Star Safety system, which includes vehicle stability control, traction control, anti-lock braking system, electronic brake-force distribution, and brake assist.

Across the lineup, Toyota now offers infotainment systems that aren't just competitive, but among the better systems in this class of affordable car when you consider their interfaces, ease of use, connectivity, and sound. Toyota's latest Entune system, featuring navigation and apps in some models, lift the automaker's inexpensive-car cabins out of the dark ages, and they're widely available in the lineup.

That lineup remains comprised of four 2015 Toyota Corolla trim levels: L, LE, S, and a new LE Eco model. The base L model features standard LED low-beam headlights with LED daytime running lights, in-glass AM/FM antenna, color-keyed outside door handles, color-keyed outside mirrors, 60/40 split fold-down rear seat, power locks, doors, and mirrors, along with air conditioning, Bluetooth, and eight airbags. Equipment on all LE, S, and LE Eco Premium models now for 2015 includes the same so-called Driver Convenience Package, with a moonroof, Smart Key entry, Navigation, Entune Premium Audio, and the App Suite.

http://www.thecarconnection.com/

2015 BMW X5 REVIEW

What is it?

This is the BMW M division’s take on an SUV, the X5 M, finally in the UK after an exhaustive build-up (releasing the X6 M at the same time probably didn’t help matters).

These models represent the M division’s first xDrive variants, and they both use the 4.4-litre twin-turbocharged V8 engine that could well form the basis of the next M5.

It’s a potent unit, sure enough, making the X5 M the most powerful M car to date. Its 547bhp sounds impressive enough; more startling is the 502lb ft of torque, which is available from just 1500rpm right up to 5650rpm. That’s enough for the X5 to crack 0-62mph in 4.7sec and reach a limited top speed of 155mph.

Other stats of note? It costs £76,110, returns a claimed 20.3mpg (combined) and emits 325g/gkm of CO2.

What’s it like?

Shockingly rapid, for starters. If the X5 M has an obvious rival it’s Porsche’s Cayenne Turbo, and it’s more than up to the task of taking it on. The BMW is considerably more powerful and while it’s slightly weaker in terms of torque, the spread at which its twist is available is a few thousand rpm wider. So in raw pace, there’s not much to choose between the two high-performance heavyweights.

The X5 M is 0.4sec quicker to 62mph, and while its limiter stops the fun 16mph before the Porsche maxes out, that’s unlikely to bother anyone in real-world conditions (and if you’re intending to try it out, can you let me know so I can be in a different county?).

Dynamics? Well, this is still an SUV – but as long as you keep that fact in the back of your mind, it’s reasonably effective. Body control has long been an X5 strength and the X5 M builds on this; it hangs on with admirable aplomb around corners, helped by steering that is a little on the heavy side, but impressively feelsome for something of this size. The six-speed automatic gearbox is quick enough, too; it’s rarely caught out.

There are downsides, though, and they do a disappointingly decent job of spoiling the party. First, the X5’s cabin – while acceptable at just north of £40k – falls short of the plushness required at almost double that figure. Truth is, the M’s cabin feels little different from that of a regular diesel X5.

More importantly, though, the quest to give the X5 the same cornering ability as an M5 has resulted in a ride that is borderline unacceptable. We could forgive some choppiness around the suburban rat-run, if that were the only gripe. But you’ll find yourself jiggling around in the seat on all but the smoothest motorways too, and hanging on for dear life on a bumpy B-road. The seats could use more lateral support, which would help with this, but you’ll still be sitting too high up to feel totally connected to the road beneath.

While we’ve little doubt that M division has sunk a commendable amount of resources into this project, it has ultimately failed to change the laws of physics, so while the X5 M has the raw pace of an M3, it lacks the poise, balance and finesse of that car. This car feels like it should have been called xDrive60i, or even xDrive60m, but it falls short of justifying its M status.

Worryingly, too, the engine plays its part in that failure. Its note is nowhere near as pleasant as the M3’s naturally aspirated V8, or the V10 unit in the outgoing M5.

Should I buy one?

Enjoyable though the wall of torque is, we can’t quite bring ourselves to recommend a 2.4-tonne SUV that’ll struggle to break 20mpg in everyday use. The X5 M feels like a vehicle for another time – or at least, a country with lower fuel prices.

And while the M tuning has added a little extra capability in corners, too high a price has been paid in terms of ride quality. Harder still to forgive is the fact that it singularly fails to feel like an M car.

Doubtless this vehicle will draw a few buyers away from Porsche’s Cayenne Turbo; it is marginally softer on the soul, after all. They may even enjoy the launch control system, the undeniably strong surge of power, the harsh ride and heavy steering and consider themselves fortunate to have bought what is one of the best ‘high-performance SUVs’.

But if they think they’ve stumped up £76k for one of M division’s finest creations, they’ll be kidding themselves.

Porsche Macan review

Described by Porsche as “the sports car of the SUV segment”, the Porsche Macan arrives with a heavy weight of expectation

While the Cayenne is based on the same platform as the Audi Q7, the Porsche Macan shares its underpinnings with the Audi Q5. It's not a simple swap, though, as Porsche has tweaked all the important bits to ensure the Macan has sporty character you'd expect from a Porsche.

In fact, Porsche is so confident in the end result it’s achieved with the Macan that it’s promoting the car 'the only sports car in its segment.'

At launch, Porsche Macan buyers will be able to pick from a Macan S, a Macan S Diesel and a Macan Turbo. Both the S models cost the same, with the petrol-powered version boasting a 335bhp 3.0-litre twin-turbo V6 and the diesel getting a 254bhp 3.0-litre V6. At the top of the range sits a 3.6-litre twin-turbo V6 with 394bhp in the Turbo model.

Each model provides seriously impressive acceleration and traction, helped by the standard seven-speed PDK dual-clutch automatic gearbox and rear-biased four-wheel-drive system.

Handling is predictably sharp and the ride noticeably firmer than much of the competition, unless you go for the excellent optional air suspension, while buyers are asked to pick between a variety of performance boosting options such as torque vectoring and adaptive dampers.

http://www.autoexpress.co.uk