The Venza is a perfectly nice five-passenger tall wagon, as far as space, appointments, and utility are concerned. I just don't understand why Toyota is building it. The company already had an overfull quiver of hatchback crossover things, so why add the strange-looking Venza to the bunch? Well, it turns out that Toyota sold a very respectable 54,410 Venzas last year (nearly as many as Scion's 2009 brand total), so I guess there's the answer. It saddens me, though, that consumers apparently prefer the bulky Venza alongside competent RAV4s, Highlanders, Matrixes, 4Runners, et al. instead of a more carlike, more efficient, and no longer offered Camry station wagon.Based on the mediocre fits all over the Venza's dashboard-not to mention the recent recall debacle-Toyota has apparently expended too much energy developing new niche models when the company should have been perfecting and polishing its existing vehicles.A few other comments after driving the Venza:-This cloth interior isn't nice enough for a family vehicle with a $35K price tag.
-Despite its two-ton weight, it accelerates surprisingly quickly.
-The styling of the front end really turns me off, but I do like the side profile, largely because of those cool twenty-inch (!) wheels. Unfortunately, they noticeably compromise the Venza's ride comfort.
I am happy to occasionally forgive awkward styling for highly functional interiors or to forgive a compromised interior for a stunning exterior design. The Porsche Panamera looks awkward in the metal but makes sense once you sit in the back seat. A more affordable Chevy Camaro looks great but has some functional downfalls. Somehow Toyota created a rather large vehicle that neither looks great nor offers any breakthrough interior comfort.I was not easily able to get in or out of the Venza while wearing boots appropriate for the recent dumping of snow we received. Once I did manage to finagle myself into place, I could hardly reach the knob to tune the radio without leaning forward and towards the passenger seat. Why in the world does the radio slope up and away from the driver? Every other automaker seems to have figured out it makes more sense to tilt the radio in the direction of the driver. The Venza's rear seat appears much more functional than its competitors' offerings, though.Unlike Rusty, I thought the Venza needed a considerable amount of input to gain any meaningful speed. If I wasn't flooring the accelerator, the car was very lackadaisical. Oddly enough the brake pedal offered almost no feel and seemed more sensitive to how hard it was pressed than how far it was depressed. The steering was also incredibly vague, but that's nothing unusual for a Toyota or a crossover in general.Despite its shortcomings, I can see how the Venza would be a desirable vehicle for a trip with several other people and a reasonable amount of luggage. The empty nester set that receives no joy from driving will be very happy in a Venza. I can't seem to generate any enthusiasm for this Toyota Venza. It's not ugly, but it's not especially attractive, either. It's interior is bland but acceptable, inspiring in me neither appreciation nor any special critical insights for its design. The driving experience is fine, if your objective is simply to get from point A to point B. If you're looking for a little driving excitement or even a token smidgen of luxury, you're in the wrong vehicle.For the past several years, the main reasons for buying a Toyota were the brand's reputation for build quality, reliability, and resale value, all of which have been compromised in the wake of the recent massive recalls. That means that plain-vanilla cars like the Venza will have to appeal to buyers in more purely emotional terms, which may prove to be a hard sell. 
Holy bad brakes, Batman! Excepting a few hybrids, the Venza's brake pedal is the most unnatural and least confidence inspiring of any I've experienced in a new vehicle. The first nine tenths of its travel seems to do nothing aside from switching on the rear brake light. This is true regardless of whether you're going 10 mph or 60 mph, meaning you always have to slam the brakes, no matter what the circumstances. It almost feels like a car that's spent too much time at the track and run down its pads, but who would be doing threshold-braking tests on a Venza in mid-February? Certainly not us.Aside from that, Phil covered just about everything. The Venza doesn't offer any unique utility or features, which makes it hard to justify its unappealing exterior. Why anyone would walk into a Toyota showroom and pick this over a similarly-priced Highlander or Sienna minivan - both of which look better, drive better, and offer more utility - is completely beyond me. 
I wasn't blown away by the Venza's exterior the first time I saw it, but I think it may have had something to do with color. Toyota first paraded the crossover around in various shades of brown and grey, but in this bright red-- to say nothing of the large 20-inch wheels -- I start to find it rather attractive.I do wish, however, that the interior were nowhere as busy as the exterior. The angled radio is a little unusual, but nowhere as counterintuitive as the climate controls. Squeezed into the narrow space between the shifter and the radio, they're easy enough to read -- but it took me a few moments to realize their settings were displayed on a tiny LCD screen mounted just beneath the windshield (this same screen is also used for the rear-view camera, which, given the display size, is virtually worthless).Unless you're bowled over by the styling or have always longed for a modern take on the Camry wagon, there's little about the Venza that's unique-and considering even the Toyota faithful are now eying other models in light of recent headlines, that may prove to be rather damning.
2010 Toyota Venza AWDBase price (with destination): $30,300
Price as tested: $34,759Standard Equipment:
3.5L V-6 engine
6-speed automatic transmission
20-inch alloy wheels
Vehicle stability control
Brake assist
Dual-zone automatic climate control
AM/FM CD with integrated satellite radio
USB port with iPod connectivity
Bluetooth connectivity
3.5-inch multi-information displayOptions on this vehicle:
Rear seat DVD entertainment system -- $1680
- 9-inch display
- Two wireless headphones and remoteJBL synthesis surround sound -- $1080
- AM/FM/6-disc in-dash CD changer
- XM satellite radio
- MP3/WMA playback capability
- 13-speakersConvenience package -- $860
- Smart key system with push button start
- Power rear liftgate
- Chrome accented door handlesSecurity package -- $570
- Back-up camera
- Anti-theft systemFloor mats & cargo mat -- $269Key options not on vehicle:
Comfort package -- $3449Fuel economy:
(city/hwy/combined)
18 / 25 / 21 mpgEngine:
Size: 3.5L 24-valve V-6
Horsepower: 268 hp @ 6200 rpm
Torque: 246 lb-ft @ 4700 rpmDrive:
All-wheelTransmission:
6-speed automaticCurb weight: 3945 lbWheels/tires:
20-inch 5-spoke aluminum wheels
P245/50R20 Goodyear Eagle RS-A all-season tiresCompetitors: Ford Flex, Honda Accord Crosstour, Volvo XC60
The G??idhealtachd (Scottish Gaelic pronunciation: [k??????l????t????xk], English: Gaeldom), sometimes known as A' Gh??idhealtachd (Eng: the G??idhealtachd), usually refers to the Scottish highlands and islands, and especially the Scottish Gaelic culture of the area. The corresponding Irish word Gaeltacht however refers strictly to an Irish speaking area. The term is also used to apply to the Gaelic-speaking areas of Nova Scotia, Canada.
Attempting to put its recalls and unintended acceleration imbroglio into the rear-view mirror, Toyota called upon its deep reserves of cash, launching a bonanza of incentive spending in March which, naturally, obligated other carmakers to do the same. The subsidized leasing and zero-interest financing, combined with a hefty shot of fleet sales, juiced the market, driving new-car sales up 24% over the dismal March 2009 total. The March figures portend full-year new-car sales of 11.7 million, which is a lot better than last year, when industry watcher were speculating whether the year would end up below 10 million (it actually finished at 10.4 million). But step back a bit, and you realize that even 11.7 million is still a long way from the 16.8 million average annual sales the industry was enjoying in the decade ending in 2007. 
MARCH 2010 SALES VERSUS MARCH 2009General Motors +21%, or +43% for New GM (Buick-Cadillac-Chevrolet-GMC)
Nissan North America +43%
BMW Group +3%
The headline number for April new-cars sales is +20%. That figure represents the increase over last April, which you'll remember was a disaster of historic proportions. Still, the increase is another hopeful sign that, for the auto industry, the worst is now behind us. The pace of the recovery, however, is plodding. Volumes actually slipped a bit versus March, but the 11.5-million-unit annual sales rate still looks pretty decent compared to a year ago, when we were staring at a 9.5-million-unit year. No one is expecting a sudden downturn in the months ahead, so cautious optimism rules the day.-Joe LorioAPRIL 2010 SALES, AND PERCENTAGE INCREASE/DECREASE OVER APRIL 2009GENERAL MOTORS +20% (that's New GM: Buick, Cadillac, Chevrolet, and GMC)
TOYOTA MOTOR SALES +24%
HYUNDAI-KIA +24%
DAIMLERAG +19%
For nearly two decades, the Toyota Camry, the Honda Accord, and the Nissan Altima have been slugging it out atop the mid-size car segment. After so many years of close combat, it's only natural that the feud has spilled over into a new arena -- tall wagons.Nissan was to the first to explore this territory in 2003, when it essentially added a tall body and a lifted suspension to the Altima platform and christened it the Murano. It's been so successful over the past seven years that one has to wonder why it took so long for the other two big Japanese carmakers to follow suit. Well, they're here. The Murano, redesigned for 2009, now faces high-roofed versions of the Accord and Camry in the form of the Honda Accord Crosstour and the Toyota Venza.Like their sedan progenitors, these three light crossovers match up very closely, each seating five people and powering the front or all four wheels with a 3.5-liter V-6 (the Venza can be also be fitted with a 2.7-liter four-cylinder). However, the vehicles do differ quite significantly in shape and purpose, ranging in character from traditional crossover (Murano) to luxurious large hatchback (Crosstour). We gathered well-equipped versions of each vehicle to see which mutant mid-sizer best fulfills the needs of this fledgling segment. 
Third Place: Toyota VenzaOn paper, the Venza is the clear winner here. It strikes the best balance in this group between carlike driving dynamics and crossover-rivaling utility, which is, of course, the stated reason for this subsegment to exist. Although it has essentially the same size footprint as the Crosstour, it offers nearly twenty cubic feet more cargo room with the rear seats folded down and even edges out the taller Murano. Toyota engineers did a particularly good job packaging the rear struts so they only barely intrude into the cargo hold (take a good look, Honda).So, why the last-place finish? In a word, execution. The lack of attention to detail is most noticeable inside, where, despite the aforementioned packaging advantages, the Venza's interior ranks dead last. A mess of mismatched, shockingly ill-fitting plastic panels form the Venza's dash, and the controls for the air-conditioning and radio feel five years old. It's not what we'd expect from any Toyota, let alone one carrying a Lexus-like price tag of $34,759.The exterior also seems like it needed a bit more time to coalesce. It has the best basic profile among this bunch (which is, admittedly, not an attractive group of vehicles as a whole), but fussy lines in back and a toothy grille up front give the impression of a Lexus RX that melted in the sun.As noted, the Venza drives very much like a car -- an exceptionally boring car. Under most conditions, body control is decent and steering is reasonably precise. But push the Venza at all on a curvy road, and only the optional 268-hp V-6 feels up to the task, as the cushy brakes and Cool Whip suspension squirm in protest. The garish, twenty-inch wheels do nothing to help in this department, as the soft dampers seem to send them bouncing in four different directions through bumpy corners. Overall, it's not much better than a well-mannered crossover or minivan. Given that Toyota's lineup is chock full of just such vehicles, from the RAV4 to the Highlander and the Sienna, we must wonder what this new model actually brings to the table, aside from added sales volume on the cheap.There's nothing egregiously wrong with the Venza, and yet, there's nothing remotely appealing about it, either. Executed properly, the Toyota could easily be the best in this group, and yet right now, its styling, driving dynamics, and interior quality all scream mediocrity. 
Second place: Nissan MuranoWhereas Toyota has overdosed on crossovers, Nissan finds itself filling the gap with only two. With the smaller Rogue battling the hotly contested compact segment, it's up to the Murano to offer the utility of a larger vehicle to anyone not interested in the brand's aging line of body-on-frame SUVs.That the Murano is attempting to fill larger crossover shoes is clear as soon as you see it parked next to the Honda and the Toyota. Its roof juts out several inches higher than the other two, and its masculine sheetmetal, revolutionary seven years ago, now comes off as almost traditionalist compared with the Venza's tough-wagon aesthetic and the Crosstour's downright weirdness. Not coincidentally, we find its angles and creases the most agreeable of this group, if still not quite attractive.Inside, the Murano made great strides in materials quality with its 2009 redesign, and its new plastics are much better than those in the Toyota. The overall dash layout is a bit drab but ergonomically sound, and the optional Bose radio uses the same driver-friendly interface found in most Infinitis. Our only complaint, from a comfort standpoint, is with our $33,000 test vehicle's foamy, flat seats. As noted, it loses to the Venza in terms of overall cargo room, but it still offers plenty of space for big, bulky items.The problem with the Murano's crossover leanings quite literally become apparentwhen you leave the confines of the city for slightly more challenging roads. It floats and sways unnervingly through turns, the inevitable result of having the group's highest roof and narrowest track. On stretches with more than one bend, it typically fell several car lengths behind the other two vehicles, which were hardly setting a bristling pace. Even the venerable VQ V-6 is outmatched here, as it equals the output of the other two but betrays its advancing age with a nonstop sound track of pained growls and vibrations.The Murano's spaciousness and interior refinement still make it a solid choice, but as other brands have fleshed out their lineups with a crossover for every taste and budget, the Murano feels like it's neither big and useful enough to play with other mid-size crossovers nor nimble enough to run with these tall wagons. 
First place: Honda Accord CrosstourAs we took turns behind the steering wheels of the mind-numbing Venza and the ponderous Murano, we couldn't help but wonder why anyone would choose them over similarly mediocre-to-drive crossovers and minivans. The Crosstour, in contrast, would run rings around most of those big people movers. During most maneuvers, the big hatchback feels exactly like the Accord on which it's based, the distinctively small Honda steering wheel further disguising its girth through tight bends. Only when pushed beyond the norms of sane suburban driving does the Crosstour make clear that it's carrying 600 pounds more than a V-6 Accord, overwhelming its front tires with predictable, easy-to-correct understeer.The Accord connection is strong in the cabin, too, thanks to a familiar dash layout, but there's also a strain of Acura DNA in the nicely bolstered seats and the plush berber carpeting. Like most high-end Hondas and Acuras, the Crosstour's busy center stack suffers from button-itis, but they're nothing an owner couldn't fully decipher in a few weeks. Overall, the cabin feels fully fitting of a $37,000 vehicle, which is more than we could say about the Venza and even the Murano.The chink in the Honda's armor can be found aft of the rear seats, where struts and stereo speakers choke the rear cargo area. These obstacles, combined with the sloping rear liftgate, all but preclude the Crosstour from hauling big-ticket items. Considering Honda's well-earned reputation for excellent packaging, it's something of a disappointment that the Crosstour fails to use its size nearly as well as the other two vehicles in our test.And yet, we have no reservations about naming it the overall winner in this group. Ultimately, we don't it see as the job of these tall wagons to possess world-beating utility. Indeed, Honda's showroom alone offers two strong choices for those seeking maximum cargo space -- the Odyssey and the Pilot (not to mention the significantly less expensive and more compact CR-V and Element).What the Crosstour offers instead is more luxury and a better driving experience than the typical people mover. That's something we can stand behind.
In an attempt to tackle the growing mini-minivan segment in Europe, Toyota will introduce a new model based on a domestic-market favorite at the Paris Motor Show. The Verso-S is barely larger than the Yaris hatchback, but will feature space-utilizing techniques to make the most of its petite size.While details are still thin about the Verso S, the photos shown here indicate that Toyota has taken styling cues from some of the major European marques, such as Renault, in designing its MPV. The chunky 
After driving the Avalon, I returned away unusually nonplussed. Toyota's principal sedan could be neither heart-racingly exciting, nor a slouch during the pants. The 2011 refresh up of the Avalon is thus delicate which I failed to realize it absolutely used to be a revised model.Toyota had a robust pawn once it pitched the original generations of Avalons though Japanese Buick-fighters, taking a slice of market percentage away from General Motors in addition to Ford's large sedans. The sport possesses moved on. The most recent Buicks, such because the Regal, display a renewed specialise in the motive force, plus Ford's reinvented Taurus has a heap added style and sportiness in comparison to the Avalon does.As a 22-year-old, I am not in the Avalon's specialise in market, less than I did not care for the interior. The blistering white-on-white of our tester's interior reminded me of sitting during a dentist's chair, also though I've sat in dentist chairs allowing for better bolstering and lumbar support. I'm undecided concerning the redundant temperature controls on the guidance wheel, either, when the actual controls have a tendency to be a pinky-length away. The typophile in me likes and dislikes the oversize eighteen-point sort on the buttons and gauges -- a less-than-subtle hint at the Avalon's intended target market. The navigation screen is angled toward the keep center passenger, not to driving force or passenger, which brands it challenging to attain and operate buttons by feel alone. (Then once more, if the dimensions of the text hasn't screamed out the button's function FROM A MILE AWAY...)The Avalon behaved simply as I expected: sort of an enormous Camry. A really massive one, at that, with the added bonus of pinky-effort steering and a unusually high level of road noise in the cabin. The engine has more than just enough power and is sufficient to rev to redline if you push it, but why would you? About that sedan is the smooth operator, intended to be savored from the perch of the cavernous back seat, on a tedious highway trip. Skip the back roads with this one. 
It is a brilliant factor that no Avalon owner features a serious foot, because these front tires are awfully straightforward to squeal. It amused me, nonetheless, to imagine dozens of blue-haired ancient ladies or socks-and-sandals grandfathers obtaining pulled over for peeling out hither and yon up and down the Florida peninsula. Unfortunately, that is the legal most effective amusement I were given of the driving the Toyota brand's flagship sedan.The Avalon is a lot prefer its smaller sibling, the Camry: it has solely an appliance for individuals who care nada about vehicles. At the identical previous point, though, the Avalon is a really great, spacious, comfortable, and splendid automobile, especially in the Limited trim that we have a tendency to tested.Toyota's approach with this model is so conservative that it's troublesome to inform that this Avalon has been updated from the auto I wrote about five years ago for a comparison story for this net web site; one big clue, however, is that readily available is no more time a cassette-tape deck in the Avalon's center stack. Speaking of factors at last place out to pasture, the Avalon would possibly be a great taxi and airport-fleet replacement currently that Ford has stopped building its hoary Crown Victoria. 
Driving the Avalon was like a visit down memory lane, but I didn't feel like I utilized to be in an old-fashioned automobile, because ours was provided with one of Toyota's excellent navigation systems, a back-up camera, and even Bluetooth for the 660-watt, 12-speaker stereo. Wait, wait, shall we say that again: a 12-speaker, 660-watt stereo? In a car that is aimed squarely at the AARP set? Wow, what is the planet coming back to?When it projects to cars just like the Avalon, there is no sense in making an attempt to elucidate them to BMW drivers. There are solely a continue to several folks that simply need a big, comfortable, reliable, cushy sedan that does not ask yourself much of the driver. These are the folks who were served for decades by cars like the Ford Crown Victoria. So now they discover equivalent driving dynamics -- isolated ride, lazy steering, considerable body roll -- but combined with Toyota reliability and an on the market portfolio of up to date amenities like the aforementioned navigation and stereo. That said, if my mother or aunt were brooding about purchasing an Avalon, I might recommend that they also check out the Buick LaCrosse.
Where auto sales stumbled in August, September brought a welcome resurgence. Even though fewer automobiles plus truck were sold in September in comparison to August, searching at situations during the legal context from the historic ebb and flow between months, the September sales figure out to an once a year rate of Twelve.2 1000000 units. Compare which to August's 10.8-million rate, and it could be the contented figure indeed. Of course, it has happier compared to the cautiously hopeful pace we tend to were seeing back in spring and early summer, after sales were in the 11-million-unit arena. The industry's performance in September is its the majority of powerful because the government-incentive-fueled Cash-for-Clunkers bonanza persist August.For about that month's run-down, we'll revert to year-ago comparisons. Less than note that during September '09, a lot of the industry was once in a very post-Clunkers lull, that the p.c will increase -- a median of 29% -- somewhat overstate the robustness of the current September. 
SUBARU OF AMERICA +47%