2005Toyota Avensis W G 2.0 D-4D SOL Full Review,Start Up, Engine, and In Depth Tour
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Filmed by: Tomaž Kožar Jesenice
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.
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.
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.Toyota made its first venture into the UK car market back in the
swinging sixties, with the launch of the Toyota Corona in 1965. A decade on
from opening its two UK manufacturing bases, Toyota won European Car of the
Year 1999 for the first time with the Toyota Yaris, and in March 2006 --
just forty years on from its first foray into the UK market, Toyota
achieved its two millionth UK new car sale.
Rewarded with the 2006 Green Award from What Car? magazine for its
pioneering work in developing environmentally friendly vehicle
technologies, Toyota has shown an ongoing commitment to building cars that
address the environmental needs and challenges faced in the 21st century,
without compromising the standards of performance, safety and practicality
expected by today's motorists.
Why not find out more about the Toyota Avensis Saloon (2003 - on) by
clicking on the car review links above.The Toyota Avensis is a large family
car built in Derbyshire, United Kingdom by Japanese carmaker Toyota since
1997. It is the direct successor to the Carina E and is available as a
four-door saloon, five-door liftback and estate. A large MPV called the
Toyota Avensis Verso (Toyota Ipsum in Japan and previously the Toyota
Picnic in other markets) is built in Japan on a separate platform. The
Avensis is the basis for the youth-oriented Scion tC, which is produced for
the US market.
The Toyota Avensis was introduced in 1997, to create a more modern name
when compared with the reliable, but dull Toyota Carina E/Toyota Corona.
Like its predecessor the Avensis was reliable, and proved a sales success
for Toyota Europe. Over the years, the Toyota Avensis has advanced in size,
technology, power, and economy to challenge its rivals, like the Mazda6,
Ford Mondeo, Volkswagen Passat, Opel/Vauxhall Insignia, Citroën C5 and
Peugeot 407.Toyota introduced the Avensis nameplate on its new model, which
was launched at the end of 1997. Although an extensive revamp of the
previous generation Carina E, the only main common parts were the engines,
with an all new style of body. The car was built at the Burnaston factory
in Derby. At the same time, production of the five-door Toyota Corolla also
started at the British plant.
Honda Accord Tourer 2.0 Lifestyle Onboard Test [2/4]
Der Honda Accord Tourer 2.0 Lifestyle im Onboard Test.
[Video 2 von 4]
Nennleistung in kW (PS): 115 (156)
Höchstgeschwindigkeit in km/h: 212
0-100 km/h: 10,1
Max. Drehmoment in Nm: 192
Max. Drehmoment bei min: 4.100
Honda Accord 2.2i CTDi Executive Full Review,Start Up, Engine, and In Depth Tour
I remember sitting in a park with my father a quarter-century ago, pointing
at a nearby car. "What do you think that is?" "A BMW?" Nope, but his guess
was not without reason. The second-generation Accord lifted more than a few
design cues from the storied German marque. The 1982 sedan was also notable
for its astounding attention to detail, compactness and efficiency. For
those "in the know," the Accord revealed Detroit's sedans as over-sized,
over-powered and indelicate. Now that Honda's eighth-generation Accord
faces a supposedly chastened Detroit, does the new model maintain the
mechanical high ground?
The new Honda Accord is 20 inches longer, eight inches wider, four inches
taller and 1,000 pounds heavier than the motor my father misidentified. In
other words, it's larger and heavier than the '80's Detroit iron reviled by
Honda's early fans. And yet the Accord has come full circle. After years of
increasingly bland styling, the ubiquitous sedan once again begs to be
mistaken for a BMW.
Looking at the new Accord from the rear three-quarter perspective, clocking
the C-pillar kink and the wrap-around taillights (that continue to the
roofline's down-sweep), it's a dead ringer for the current BMW 5-Series.
From other perspectives, the Honda's design is less derivative-- and less
eye-catching. This despite a swage line slicing downwards from the rear and
a bit of Bimmeresque flame surfacing. A distinctly un-Honda abundance of
front overhang does nothing for the proportions.
Still, overall, mission accomplished. The new Honda Accord looks much more
expensive than both its predecessor and its classmates.
Inside, the Accord's instrument panel sweeps across the cabin like a
5-Series' dash. Unfortunately, this aesthetic "homage" extends to the
Accord's ergonomics. The new controls are just as complex as any Bimmer's,
with more buttons than a professional seamstress AND a large
iDrive-inspired eight-way knob. So much for "We make it simple."
The Accord's front seats are well shaped for both comfort and [a modicum
of] lateral support, especially when clad with grippy cloth. Thanks to the
supersized external dimensions, the enlarged cabin is roomy enough for four
Big and Tall preferred customers. The Accord's rear seat folds in a single
section to expand a class-trailing trunk; unusually intrusive rear strut
towers defeat the purpose of a 60/40 split.
The 1982 Accord was motivated by a mere 75 horsepower. For years Honda
refused to offer a V6 as a matter of principle. Gen 8 Accord buyers can
still opt for a four-cylinder engine, with either 177 horses ( LX) or 190hp
(EX). That's plenty of poke for a family runabout, right? Wrong. Pitted
against the upsized Accord's 3,433-pound curb weight (EX-L with autobox),
the four pot must rev its little 16-Valve DOHC i-VTEC® heart out to get
the job done. The resulting 21/31 EPA ratings aren't class-leading.Enter
the new 268-horsepower, 3.5-liter V6.
Hello cubes, goodbye revs. Needless to say, the extra displacement works
wonders in the oomph department, with minimal torque steer. The six may not
deliver neck-snapping thrills or sing a lusty song, but it's a refined
piece that engenders mindless merging and perspiration-free passing.
These powerplants deserve better partners. When hooked up to either engine,
the still-five-speed automatics didn't behave well. They occasionally held
a gear too long, or refused to downshift, or bumped when going from gear to
gear. Maybe the transmissions needed more miles to adapt to my driving
style. Maybe not. Fancy manually shifting the recalcitrant slushbox
instead? Buy an Acura.
Though the Accord's steering feels nicely weighted and precise, the
suspension is tuned for touring, not sport. Going around curves, the double
wishbones deliver most of the solid, tightly damped and thoroughly composed
feel of a BMW-- without the Bavarian's sporting edge. Many competitors
offer the option of firmer suspension tuning, but Honda doesn't believe in
options. The Accord's suspension settings are a deft compromise between
comfort and control. They are, nevertheless, a compromise. Enthusiasts will
not be well satisfied; everyone else will be.
The Accord's soft-core suspension settings does have its advantages:
banishing the bump-thump busyness that sometimes afflicted the previous
Accord on patchy pavement. There's still more road noise than you'll find
in some Accord alteratives, but it's much less pronounced than in many past
The new Honda Accord is an impressive piece of automotive artistry. It's
well-built, roomy, properly-priced and (with the V6) powerful. It raises
Honda's trademark refinement to a new level, with much of the look and some
of the feel of a base BMW 5-Series.
Motor Mobil | Im vergleich - Ford Mondeo - Honda Accord
Sich mit einem Kombi-Modell vom Straßenbild abzuheben ist nicht gerade
leicht. Deshalb hat motor mobil zwei Modelle getestet,die in dieser Form
bislang noch eher selten zu sehen sind.Der Ford Mondeo hat dank seiner
Individual Ausstattung ein markanteres und noch akzentuierteres Äußeres
als der normale Mondeo. Der Honda Accord hat ebenfalls ein auffällig
sportliches Erscheinungsbild. Doch wer hat im Alltag die Nase vorn? Wir
testen beide Modelle mit starken Motorisierungen. Unter der Haube des Honda
arbeitet ein 200 PS starker Benziner,der Ford wird von einem 175 PS starken
Honda Accord Type-S 2011 - deutsch
Honda hat zum 50. Jubiläum den Accord aufgefrischt und präsentiert schon
jetzt das Facelift des Erfolgsmodell.
Der Honda Type S kommt nun mit 180PS unter Haube auf den Markt.
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