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Toyota avensis review

today we at cars take a look at the Toyota avensis sedan and wagon brands, they have become a common sight on Kenyan roads thus demanding a review. Qualities : Reliability, D-4D engines, excellent build quality Defects : Steering lacks feedback, wind noise at speed, anonymous stylin Driving: Alterations to the British-built Avensis in 2006 saw the steering and suspension reworked. The modifications are intended to give the family car a sharper turn-in, and there's no doubt that the Avensis has much more lively handling. The steering still offers very little feedback, but drivers will have more fun than they did in the pre-facelift model. On long motorway trips, the Toyota settles into a relaxed cruise, gliding over rough surfaces with ease. Intrusive wind noise is the sole distraction at high speeds. 1.8-litre and 2.0-litre petrol versions are OK but the D-4D diesels are really impressive, particularly the range-topping T180. Using the engine from Lexus's IS 220d, this variant is smooth and refined throughout its rev range, and summons effortless acceleration. It's a shame the slack gearbox doesn't like to be rushed. Marketplace: It's not glamorous, striking or even particularly desirable, but the Avensis makes great celebrity transport. That's because it blends into the background like nothing else - if you want anonymity, the conservative family car won't disappoint. What it previously lacked was panache; the facelift added a dose of flair, though you'll be hard pushed to spot it externally. Restyled lights and grille, plus indicators in the wing mirrors, are the prime changes. Offered in saloon, hatchback or Tourer estate form, the Avensis range today is broad and, reflecting its popularity with fleets, focuses on the 2.0-litre and 2.2-litre D-4D turbodiesels. Owning: The Avensis's cabin still doesn't feel special, despite facelift changes. The centre console was tweaked but remains dull to look at, while the dour plastics are brilliantly well assembled, but do little to inspire. The seats remain too high as well, and rear space is nothing to shout about. Equipment levels are high and the stereos sound good, but that wind noise does spoil the quality feel at speed. Generous equipment levels, including standard (if basic) sat nav on many models, will keep occupants amused, while drivers will be pleased by the good fuel economy of nearly every variant. Insurance ratings are very low too, though Toyota does stick to 10,000-mile service intervals: most rivals have stretched pitstops. But retained values are OK and reliability has proven to be absolutely superb. Verdict..its not such bad car to own though not that different from the fielder and premio brands.

Volkswagen Passat Review

Today we review the VW PASSAT,common for kenyan roads... 2011 Volkswagen Passat 118TSI sedan, 1.8-litre petrol, seven-speed DSG. 2011 Volkswagen Passat 125TDI wagon, 2.0-litre diesel, six-speed DSG. Those familiar with the Super Bowl commercial will remember the new 2011 Volkswagen Passat as the ‘Baby Darth Vader car’. For those only informed on Kenyan matters then you will realize the passat is now the most common government official car popularized by presidential candidate and former finance minister Uhuru Kenyatta though they don't really use the anymore. But the refreshed premium mid-sizer from Germany is more about science than science fiction, with a number of new features making it safer, better equipped and more efficient than ever. Like many Volkswagen products, it occupies that slightly awkward space in the market in-between price points, and consequently has been outsold by most of those around it. The new Passat sits in the middle of the bargain-hunters and the badge snobs, with prices ranging from $38,990 to $57,990. The value equation of the V6 is now much more tempting, however. Although Volkswagen has dropped the R36 model from the line-up, the range-topping V6 FSI Highline inherits the engine from the outgoing R36, resulting in a significant boost in power and torque from 184kW/330Nm to 220kW/350Nm. Power and torque figures for the other engines remain unchanged. Despite this, every model is greener than before, with the standard fitment of brake energy recuperation the major factor behind the improvements. The 118kW/250Nm turbocharged four-cylinder 118TSI petrol model now uses 7.2 litres/100km on the combined cycle (7.5 for the wagon) – down from 7.7 and 7.8 respectively. Emissions are also tidier at 168 and 176g/km CO2. At 9.7 litres/100km (9.5 wagon), the V6 FSI Highline model is more efficient than both the old V6 Highline and the R36, which ranged between 10.0 and 10.7 litres/100km combined. The pick of the bunch for fuel-conscious shoppers is the TDI125 Highline. Powered by a 2.0-litre diesel engine with 125kW and 350Nm, both the sedan and wagon variants use just 5.7 litres/100km. The diesel Passat is now equipped with stop-start technology, which shuts down the engine when stopped in traffic and restarts it when you take your foot off the brake. The diesel’s shutdown and restart process is a little harsher than comparative petrol systems. Some find it a little unnerving and slow to react on take-off, and those people can deactivate it with a button near the gearstick. The diesel model itself is a brilliant all-rounder. It has more power than the TSI, the same torque as the V6 FSI and smashes them both for efficiency. The torque doesn’t come on in a massive surge but rather in a more comfortable, progressive fashion. There is some slight turbo lag when you stamp on the throttle, but drivers familiar with diesel cars won’t be disappointed, and it’s unlikely to be the deal-breaker for first-time diesel shoppers either. Both Highline models are equipped with a six-speed DSG (direct shift gearbox) while the 118TSI gets a seven-speed DSG. The six-speed didn’t miss a beat on our drive, while the seven-speed only hesitated once when shifting from first gear to second under solid acceleration. The DSG system was criticised early in its life for being indecisive, but avoiding the new Passat simply because of the transmission would be a big mistake. Volkswagen has also fitted a selectable Auto Hold function to stop the manual-style rolling that some automatic drivers find off-putting in dual-clutch vehicles. With many European vehicles today, the diesel model has become the standout in the range, but the 118TSI is a true alternative with plenty of punch and better than average fuel consumption. It accelerates from 0-100km/h just 0.1 seconds faster than the 125TDI – 8.5 seconds sedan, 8.7 wagon – but feels livelier and sounds sportier. Putting it into ‘S’ mode, you’ll find it hard to suppress a smile as the car revs 1000rpm more than you’re used to, making you feel like a bit of a racer without changing your driving style. The all-wheel drive V6 model has loads of family sports car potential. The sedan accelerates from 0-100km/h in just 5.5 seconds, making it just four-tenths slower than the dual-clutch Audi S4, which is more than double the price. The brake pedal feel isn’t typical touchy Volkswagen and is easier to drive smoothly. Like other new models in Volkswagen’s range, the Passat’s brakes are tremendously progressive and confidence inspiring. The ride is comfortable on average surfaces and you only start to get tossed around on coarse and bumpy sections of road. The steering has a light feel and keeps you busy in low-speed manoeuvres, but is extremely obedient and will go where you point it. Road noise is insignificant on freeways and only started to nag on C-grade roads around Victoria’s Mornington Peninsula. There was next to no wind noise from the side mirrors or A-pillars. The dimensions of the new Passat are almost identical to the old model, with a height increase of 20mm the most significant change. The Passat looks somewhat skinny on the road and this impacts on the cabin width. That said, you certainly don’t feel cramped with four occupants, and taller adults won’t be troubled riding in the back. The boot is cavernous. The sedan offers 565 litres (541 litres for the all-wheel drive V6), while the wagon provides 603 litres (588 litres) and 1731 litres (1716 litres) with the seats folded down. The sedan’s boot is not especially tall from floor to ceiling, although with a standard full-sized alloy spare it’s hard to be too critical. Comfort levels are great. The base model now gets leather upholstery, while the Highline models get a classier Nappa finish. Standard cabin features include tinted windows, dual-zone climate control, 6.5-inch colour touchscreen with six-stack in-dash CD changer, SD card slot, auxiliary jack, Bluetooth phone and audio streaming, iPod/USB/mini USB connectivity and eight speakers. The interior is classic Volkswagen – clean and effective. There are a few more hard plastic surfaces than you would expect, although they don’t really take away from the overall quality feel of the cabin. Safety is another strong point for the Passat, with eight airbags standard (dual front, side, curtain and rear side). Fatigue Detection is another new feature that analyses your driving style and gives warnings when your driving patterns show signs of tiredness. The exterior is conservative, although the medium segment is hardly overflowing with flamboyant designs. All models get plenty of chrome in the grille, window surrounds and lower body panels as well as daytime driving lights (LEDs optional). The 118TSI and 125TDI sit on 17-inch alloys while the V6 gets 18s. Over the 118TSI, the 125TDI Highline adds front fog lights, brushed aluminium interior inserts, chrome highlights and stainless steel scuff plates. The V6 FSI Highline scores a vehicle alarm, left and right dual exhaust pipes, Adaptive Chassis Control, folding exterior mirrors and 12-way adjustable front seats with three driver memory settings. Adaptive Cruise Control with Front Assist and City Electric Brake is both a mouthful and a $2000 option. The adaptive cruise setting allows you to maintain your favoured distance from the vehicle in front, while Front Assist and City EB decrease your chance of a nose-to-tail crash. The challenge for Volkswagen Australia will be convincing people to hit the middle ground between a Camry and a C-Class. If you’re in the market for a classy, composed and more than competent performer that will handle almost anything a family can throw at it while sipping less fuel than its similarly-priced competitors, the 2011 Volkswagen Passat is certainly worth a test drive

McLaren MP4-12C vs. Factory Five GTM

We deviate a little from our feature on cars suitable for kenyan roads to bring you this special feature on the new innovation by Mclaren motors.enjoy........... Ah, the McLaren MP4-12C. It's McLaren's first in-house road car since the legendary F1. And while the 12C is far less expensive than the F1, its base price is still $229,400. The car we drove tallied $270,690 and options can push the sticker beyond $300,000. For that, you get an undeniably exquisite machine constructed by the pedigreed craftsman of some of the world's best race cars. You get dihedral doors that open by sliding your hand along the bodywork. You get a twin-turbo, flat-plane-crank 3.8-liter V8 that howls out 592 horsepower and hurtles the car to 60 mph in about 3 seconds. And you get an ingenious suspension design that uses cross-linked hydraulic chambers in place of conventional shock absorbers, delivering both a shockingly supple ride and race-car roll control. In short, the MP4-12C is a lot of car for the money. But it's still a lot of money. So what do you do if you want top-tier supercar performance and dramatic mid-engine styling, but you only have $50,000 to spend? Enter the Factory Five GTM. With a 420 horsepower GM LS3 V8 propelling only 2,400 pounds, this is one of the few cars that would hound an MP4-12C on the track. (A 505-horsepower LS7 is also available, but frankly the LS3 seems pretty adequate.) You do have to be handy with a wrench, since the GTM is a component car. But GTM owner Gary Cheney has built 13 Factory Five cars, including three GTMs, and not only does he still have all his fingers, he insists that the building process is part of the fun. This particular GTM is set up for track duty, but it was surprisingly usable on the street, with deliciously communicative speed-sensitive power steering and Corvette Z06 brakes that are hugely overqualified for a 2,400 car. Plus, look at the thing. It just looks like it belongs in the supercar club. However, $50,000 is still a considerable sum. Wouldn't it be great if you could have a screaming-fast, reliable, exotic-looking mid-engine sports car for something more like $15,000? Without spoiling the ending, we have a solution for that, too.

Lexus RX300

we at cars go on with our review of cars suitable for kenyan roads. Performance The RX300 has a 201bhp 3.0-litre V6 petrol engine mates to a five-speed automatic gearbox with Tiptronic-style controls. It's more than powerful enough for safe overtaking, but performance was improved significantly with the introduction of the RX350 in 2006. Refined and more frugal, the newer engine makes the RX a little more satisfying to drive and 0-62mph takes 7.8 seconds while economy is 25mpg. The RX400h is quite different. It features a 3.3 litre V6 and an electric motor to power the front wheels, plus a second electric motor to power the back wheels. A clever system allows it to run whichever combination is most suitable and will shut down its petrol engine whenever it can to save fuel. This makes it utterly silent when stationary or moving at slow to medium speeds. A CVT gearbox keeps the engine revs down too, so it's very refined, but make no mistake it's quick with a 0-62mph time of 7.6 seconds and superb in gear pace. The performance has been optimised to deliver its best at motorway speeds. Car reviews Handling There's a choice of conventional coil springs or air suspension (in the top-of-the-range SE-L), which you can adjust, depending on the road conditions. The RX has permanent four-wheel drive and the traction control system decides whether to supply power to the front or rear wheels. It's not as tall as many 4x4s, but doesn't feel that nimble, with considerable body roll when cornering briskly while the steering lacks feel. However, ride comfort is exceptional and the RX is superb on the motorway. The RX400h model feels little different on the road, although under hard acceleration it can feel like a front-wheel-drive car as the rear electric motor can only deliver a small amount of the total available power. today we've looked at its perfomance and handling and concluded it is a suitable car for any kenyan driver.

The BMW X6 – the first Sports Activity Coupé with

This car is now a common sight on our kenyan roads. Carz has decided to do a faeture on it to enable the average car lover to get its specs and see why it is suitable for the well to do kenyan.Its elegance will fascinate you, its agility will inspire you and its presence will impress you. The BMW X6 unites agility, performance and athletic design in a large BMW coupé with the versatility and raised seating position normally only found in an SAV. Once again BMW has defined a completely new vehicle concept. And if that isn't impressive enough, the BMW X6 also offers two world premieres: standard Dynamic Performance Control and the completely newly developed TwinPower Turbo V8 petrol engine with direct petrol injection – the most efficient engine in its class. It also features BMW EfficientDynamics, a technology package that provides increased driving dynamics with lower fuel consumption. The package includes technologies such as Brake Energy Regeneration, air vent control and intelligent lightweight construction. Experience a coupé like no other. The design of the BMW X6 fuses the elegance of a sport coupe with the off road potential of a 4x4 platform. The shape of the roof, which slopes down rapidly after the B-pillar and flows into the tail lends the X6 a sense of speed even when stationary. Carz Apart from the sloping roofline the X6 concept is rather ordinary, as is usually the case with concepts which are nearly production ready. The front end is similar to the BMW X5, but with a slightly more car-like appearance. The strong styling lines down either side, mixed with the mildly flared wheel arches give the X6 a purposeful stance. Towards the back the X6 has a stylish and attractive rear which again has a more car-like appearance than the other 4x4 offerings from BMW.Carz Carz Perfomance •Turbocharged •Engine: 3.0L in-line 6 DOHC with variable valve timing •Premium unleaded fuel •Fuel economy: EPA (08):, 16 MPG city, 23 MPG highway, 19 MPG combined and 428 mi. range •Gasoline direct fuel injection •22.5gallon fuel tank •Power (SAE): 300 hp @ 5,800 rpm; 300 ft lb of torque @ 1,300 rpm Carz Handling •ABS •3.154:1 axle ratio •Brake assist system •Cornering brake control •Ventilated four-wheel disc brakes •Electronic brake distribution •Electronic traction control (via ABS & engine management) •Immobilizer •Dynamic Stability Control (DSC) stability control •Independent front wishbone suspension with stabilizer bar and coil springs, independent rear multi-link suspension with stabilizer bar and coil springs Carz Exterior •Driver and passenger 3rd row windows •Body-color front and rear bumpers •Day time running lights •Driver and passenger power, heated ,body-color door mirrors, passenger power, heated ,body-color door mirrors •Power liftgate •Exterior dimensions: 192.0 in. overall length, 78.1 in. overall width, 66.5 in. overall height, 8.4 in. ground clearance, 115.5 in. wheelbase, 64.7 in. front track, 67.2 in. rear track and 42.0 ft. curb-to-curb turning circle •Electric foldable mirrors •Front fog lights •Bi-Xenon headlights with projector beam lenses •Luxury trim: alloy & leather on shifter, wood & leather on doors and wood/woodgrain on dashboard •Metallic paint •Rear side windows: on driver side and passenger side •Rear window defroster •Remote glass sunroof •Underbody protection for fuel tank, for transfer case and for engine •Weights: gross vehicle weight (lbs): 5,975, published curb weight (lbs): 4,784, gross trailer weight braked (lbs): 6,000 and payload allowance (lbs): 1,191 •Intermittent windshield wipers. Now go out and buy this car people.

Ian "nissi" munene.

Toyota Prado

Toyota recently announced the addition of a 3.0-litre turbo-Diesel engine to its ranks. What’s so good about that I hear you ask? Well this turbo-Diesel motor is capable of returning a 9.2-litre/100km fuel efficiency figure – which for a vehicle that weighs just under two-tones, that’s not a bad feat. With a 180-litre fuel tank (one of the biggest offered on an Australian production vehicle) the Toyota Landcruiser Prado Diesel is capable of traveling a solid 1656km on one tank of Diesel, that’s enough to get from Melbourne to Sydney and back again. I jumped into the GX base model for the week to see what the Prado was like around town and out bush. The interior is pretty simple, there are plenty of blank buttons for higher models and there isn’t much in the way of luxuries. On the same hand though, you don’t really buy a vehicle like the Prado for luxurious motoring. There is a heap of room both for front and rear seat passengers, along with a very large glove box and centre console for storing odds and ends. On road dynamics are far from spectacular, a higher centre of gravity, along with soft suspension certainly don’t help the fact. Toyota certainly didn’t try and hide the fact that there is a Diesel under the bonnet; the noise often overcomes that of trucks near by. Around town, the Prado is quite easy to drive. The steering is assisted enough for tight parking and the turbo lag is kept to a minimum. After a moment of hesitation, a boot full of throttle will exert the Prado’s full 410Nm of torque at just 1600rpm, whilst the maximum 127kW of power occurs at 3400rpm. Off road, the Prado is about as good as it gets. I took the Prado through some of the roughest territory on offer and it remained compliant the entire time. The plethora of torque available low in the rev range helps the Prado climb any hills it’s challenged with. There are four models on offer in the Prado range – the GX (being test driven), GXL, VX and Grande. They are priced at $46,290, $54,290, $67,290 and $74,290 respectively, with the Diesel engine on offer for a $1000 premium. In my opinion, optioning the Diesel engine is the smartest move, considering the extra torque and fuel efficiency on offer. Standard features in the GX model include: 17” steel wheels; power windows; power steering; 6-speaker sound system with single disc CD player; 3 seater for third row of seats; side steps; 6 cup holders; mud flaps; remote central locking; engine immobiliser and front driver and passenger SRS airbags. The GX has an optional “Option Pack” on offer which includes ABS brakes, cruise control and leather bound steering wheel at additional cost. I think it’s quite a concern that the GX model doesn’t come standard with ABS brakes, considering the size of the vehicle; it could become quite dangerous in the wet without the assistance of ABS. Aside from the lack of ABS as standard equipment, the new Toyota Landcruiser Prado is well equipped for a sub $50,000 vehicle. It performed nicely throughout the city and maintained composure off-road. Unless you’re planning to use this as a dedicated 4WD, I would head up in the product range to find one with a few more features, as the GX is pretty simple in terms of extras.