ROOSENDAAL, Holland — Saint-Gobain Autover, a well-established supplier of automotive glass in Europe, features a photo and some details of the second-generation BMW X5 on its Web site ahead of the automaker's official release date.

The site announces the supplier's role in the second-generation BMW X5 (developed under the code name E70).

According to Autover, "The second-generation X5 model will be larger and more versatile, with a seven-seat interior option; it will feature all-new suspension, revised diesel engines and new [gasoline] V8s." Apparently the V8s will be lifted from the 7 Series and available in 4.0-, 5.0- and 5.8-liter versions.

The car will still be built at BMW's Spartanburg, South Carolina assembly plant. Its North American debut is expected in October.

What this means to you: If you've been waiting to see if you can fit your five kids into the next-generation X5, Autover serves up the answer.

Are flex-fuel vehicles that use E85 ethanol the cure for our "addiction" to oil?  
 
A billboard in the Minneapolis area helps spread the news about E85 to Minnesotans. Photo: American Lung Association of Minnesota 
 
Many flex-fuel vehicles have an E85 label on the inside of the fuel filler door and the nozzles of most E85 gas station pumps are clearly marked. Photo: American Lung Association of Minnesota 
 
Part of the success of E85 fuel in Minnesota is price. Stations are able sell E85 for 40 to 50 cents less than regular unleaded gasoline. Photo: American Lung Association of Minnesota 

Kermit the Frog helps introduce the E85 Escape Hybrid at the Chicago Auto Show earlier this year. Photo: Bruce Whitaker 
 
Which of the following headlines have appeared on MSNBC in the past several months?
"Gasoline prices soar."
"Citing high earnings, Congress considers passing a tax on the 'windfall' profits of oil companies."
"President calls for a 'massive increase' in domestic production of ethanol."

Answer: None.

In the words of baseball great, Yogi Berra, they are "deja vu, all over again"—these headlines appeared in major publications in late summer and fall of 1979. With memories of long gasoline lines still fresh, President Jimmy Carter like President Nixon in 1974 and President George W. Bush last January, touted putting corn in the tank as a way to beat the oil-import bind.

When there's an "oil crisis" that results in sharp spikes in gasoline prices and oil companies profit, American presidents have turned to ethanol derived from corn as a solution.

What Is Ethanol?
Ethanol (C2H5OH), also known as grain alcohol, is much like the stuff that provides the kick in gin and whiskey. The majority of the ethanol in the U.S. is made from corn, but it can also be produced from sources such as grain sorghum, wheat, barley, potatoes or sugar cane.

In addition to being a renewable American-grown fuel source that can displace at least some gasoline in the supply chain, ethanol reduces all emissions at the tailpipe. And while carbon dioxide is released to the atmosphere, it is reabsorbed by the plants that grow the fuel.

From a driver's standpoint, adding ethanol to gasoline increases the fuels' octane rating, boosting performance. On the downside, fuel economy is lower since ethanol contains less energy units, or BTUs (British thermal unit), than gasoline. This means filling up the tank more frequently. Depending on the vehicle, the reduction in fuel economy can be 20 percent or more, according to the government Web site, www.fueleconomy.gov.

Model Ts Used This Stuff
Fueling up with ethanol is not new. It was used decades ago to power early automobiles (Model Ts had a carburetor adjustment to switch between gasoline and ethanol), only to fade when plentiful supplies of cheaper gasoline became readily available.

In the 1970s, when two U.S. presidents trumpeted the use of ethanol to help toward greater independence from petroleum, the recipe was called "gasohol"&mdash ;a mixture of 90 % gasoline and 10 % ethanol. While some import and older domestic cars had difficulty operating on the blend, all vehicles sold in U.S. from approximately 1980 forward can run on gasohol.

Ethanol has grown up since then and today's featured flavor is called E85, a combination of 85% ethanol and 15% gasoline. But, unlike gasohol that requires no vehicle modifications, E85 fuel can only be pumped into what's called flexible-fuel vehicles (FFVs). Costing car makers around $150, special fuel systems and engine-computer programming are required for flex-fuel vehicles to run on E85. Additionally, an FFV can operate on gasoline only or any combination of the two.

I Didn't Know This Is A Flex-Fuel Vehicle
There are over 5 million FFVs on the road today, mainly from domestic car companies. The vast majority were sold to people who, in many cases, didn't even know that the vehicle could run on E85, like Regina Fulton of Manhattan, Kansas.

"I had no idea my Ford Explorer was a flex-fuel vehicle until after I bought it and sat down and read the owner's manual," said Fulton. When she returned to the dealership to ask why they hadn't told her, the answer was that since the closest E85 station is 50 miles away, they don't mention it to customers.

Automakers eat the extra cost to produce FFVs, so why have they made a few million of them and why have they only recently begun to advertise them?

The 1988 Alternative Motor Fuels Act, designed to decrease oil use, allows carmakers to receive credits toward the federal Corporate Average Fuel Economy (CAFE) standards for every FFV produced, even if it never burns a drop of E85 fuel. The credits help offset big vehicles with less miles-per-gallon since CAFE is average fuel for all vehicle models produced, not each car model, thus avoiding penalties and fines. 

FFVs Come Out of the Closet
When gas prices increased dramatically after Hurricane Katrina, Detroit's automakers began coming out of the closet with their E85 capable FFVs. Last September, in a speech to employees announcing it was stepping up its production of ethanol vehicles, Ford Motor Co.'s President Bill Ford said, "Ethanol is typically cheaper than regular gasoline, and we're going to do all that we can to support it."

Grasping an opportunity to present themselves as having an environmental and social conscience, both Ford and General Motors are buying air time and print space to spread the word. GM has splashy ads with the theme, "Live Green Go Yellow." Ford has enlisted Kermit the Frog. Between them, the companies say they will produce around 600,000 FFVs this year.

The Chrysler Group hasn't produced a marketing campaign as yet, but given the right forum, the automaker is not bashful. At the Renewable Fuels Summit in April, Tom LaSorda, the automaker's president and CEO, let it be known that the company has put 1.5 million FFVs on the road since 1998 and plans to sell 250,000 in 2007, doubling that number in 2008. In closing, LaSorda said, "Every single drop of petroleum that is replaced by a drop of ethanol is a good thing for Americans."

Import car companies have been shy about joining the ethanol parade. Mercedes-Benz offered an E85 C-Class sedan for model years 2003 through 2005, while Nissan began selling an E85 Titan pickup last year. Honda stated that they are sticking with their hybrids and Toyota, who began offering a vehicle in Brazil earlier this year, has said there are no plans for ethanol vehicles in the United States.

Not Many Places to Fuel Up
Looking at the big picture, with only around 620 out of the approximately 170,000 gas stations nationwide offering E85 fuel, there are only a few drops of ethanol being pumped into the 5 million FFVs now on the road. More stations are being added, and both Ford and GM have partnered with fuel suppliers to increase the numbers (mostly in the Midwest), but the number of outlets probably won't total more than 700 or so by the end of 2006.

To be competitive with gasoline, E85 has to be priced 40 to 50 cents per gallon less because of lower fuel mileage. That's a problem for a couple of reasons.

First, ethanol cannot be added to gasoline at the refinery and pumped through pipelines because it tends to corrode the pipes. So, it must be transported on trucks, trains and barges in relatively small batches to storage terminals where it's blended with gas. That's part of the reason the only E85 public station in Virginia (Arlington) was selling E85 and regular unleaded for the same $3.25 per gallon in late April. By comparison, a Marathon station in Urbana, Illinois—close to corn fields and ethanol production plants—priced E85 at $2.49 a gallon, 45 cents less than regular unleaded.

The second reason has to do with a basic tenet of economics, supply and demand. Oil refiners have been rushing to buy huge quantities of ethanol as a replacement for MTBE (methyl tert-butyl ether), a petroleum-based additive which raises the amount of oxygen in gasoline so it burns clean enough to satisfy U.S. pollution standards—as does the more expensive ethanol. Used since 1979, it turns out that MTBE is nasty stuff when leaked into ground water and has been banned in 25 states, with others following. The switch has put a squeeze on supplies that has doubled ethanol's wholesale price, to $2.75 a gallon, about what gasoline costs at wholesale.

Adding to the supply pressure is the Energy Security Act of 2005. It established the Renewable Fuels Standard that requires 4 billion gallons of ethanol and/or biodiesel be used in 2006 and increasing to at least 7.5 billion gallons in 2012. Last year, the ethanol industry produced 4 billion gallons.

Bob Dinneen, president of the Renewable Fuels Association, a trade group representing ethanol, says the industry has the ability to meet growing ethanol demand. Current ethanol plants have a capacity to produce nearly 4.5 billion gallons and new plants under construction have a capacity of more than 2.2 billion additional gallons.

An E85 Success Story
In 1998, the U.S. Department of Energy chose Chicago, Denver, and the Twin Cities of Minneapolis-St. Paul for a pilot program to expand the awareness and usage of E85 fuel. The goal—take this mixture of ethanol and gasoline and make it a viable alternative in local markets and then, spread across the nation.

With working-behind-the-scenes leadership from the American Lung Association's regional office, the most successful of the three efforts has been in Minnesota. Since the program was introduced, the number of FFVs registered in the state has swelled to nearly 150,000, and its 11 E85 stations that pumped about 6,000 gallons of E85 have multiplied to more than 200 outlets that pumped more than 7 million gallons in 2005.

An early adopter of E85 is the Holiday chain of service stations, headquartered in Bloomington, Minnesota. With 26 of its 420 locations offering E85, all but one in the Twin Cities area, the company sold 2.5 million gallons of E85 last year, making it the largest retailer of the fuel in the U.S. Pricing has played a significant role in the sales volume according to Ed Hoffman, the firm's vice president of petroleum marketing. "With E85's lower fuel mileage of 10 to 20% less than regular gasoline, it's important that a lower price per gallon of 30 to 40 cents offsets that difference."

Hoffman said that being close to ethanol production facilities and ethanol suppliers who are willing to work with station operators has kept E85 pump prices in the area competitive. The story of Minnesota's E85 growth is one of cooperation among a diverse group said Tim Gerlach, the American Lung Association's director of outdoor air programs. "Partners like Ford Motor Co. joined with the state, fuel suppliers, car dealers and gas station owners to bring the message of E85 to consumers."

Ethanol by itself is not the silver bullet to end our oil dependency, but it can play a role. Detractors say the push for flex-fuel vehicles and corn-derived E85 appears to be nothing more than a Band-Aid on a gushing wound that needs a tourniquet. But the Clean Cities program in Minnesota shows that a growing number of drivers would prefer their cars fueled by corn fields in the Midwest than by oil fields in the Middle East.

The 74th running of the 24 Hours of Le Mans finished on June 18, but if you think it's just another two-line story in the racing press, you could be in for a surprise.  
 
The two Audi R10 entries showed that diesel can be associated with power and performance rather than noisy truck engines. 
 
Not your ordinary diesel engine, the R10's powerplant is a turbocharged 5.5-liter four-cam V12 engine makes more than 650 horsepower and 840 lb-ft of torque—enough to give it a top speed of more than 200 mph. 
 
There have been American adventures in the 24 Hours of Le Mans since 1925, which was only the third running of the race. But although they might not know it yet, America's drivers may have cause to remember this year's running of the world's greatest endurance race for a very long time indeed. Because Le Mans 2006 was won for the first time ever by a technology that has so far by-passed everyday American drivers, and by a manufacturer who desperately wants to change that. On Sunday, Audi won Le Mans with its most powerful racing car ever. And it's a diesel.
At the Le Mans, it's all about showing what's possible. In fact it's been that way for over 80 years. In 1923 the race's original organizers designed a mighty test to prove and improve the touring cars of the day—so within a few years, the likes of Chrysler, Stutz, Willys and DuPont had all crossed the Atlantic to take on Europe's finest. And occasionally they even gave them a run for their money, but without ever getting onto the top step of the podium.

Then in the early 1950s, fierce patriot and all-American sporting hero Briggs Cunningham—golfer, flyer, champion athlete and winning America's Cup skipper—brought the Stars and Stripes back to France, first with his spectacular Cadillac-based specials, later with some fine Le Mans racers of his own making, and later still with various Ferraris, Jaguars and Maseratis—all proudly carrying the once traditional blue and white racing colors of the USA.

In 1960, Cunningham also ran three of the four Corvettes in the race, and saw one of them take the 5.0-liter class win—the first of many for the all-American sports car, and part of the process that changed the 'vette from a slow-selling, underpowered, six-cylinder poser's car into the classic V8-engined icon that was as fast out of the dealer's lot as it was on the road and racetrack.

As Audi knows now and as the Corvette knew more than 40 years ago, winning at Le Mans on Sunday sells cars on Monday. The Corvettes, by the way, are still winning too. They have added another GT class win to the roster this weekend after a titanic battle that rocked back and forth between the Corvettes and the V12-powered Aston Martin DBR9s for most of the race, until the leading Aston lost its clutch just when it looked as though it had the race won. And Panoz added another American smile to Le Mans 2006 by winning the GT2 category which was their first Le Mans victory in ten years of trying.

America, too, created the mega-bucks Ford GT40 program that challenged and finally beat Ferrari at Le Mans in the late 1960s, and also, courtesy of Carroll Shelby, gave the world the mighty Cobra that took the GT crown from the Italian legends during the same spectacular era.

If the most significant story from this weekend's race was actually as European as they come, the main reason for it was the United States, and what cars Americans might soon be driving.

Because the big story of Le Mans 2006 isn't that the race was won for the sixth time by German motor sports giant Audi, but that simple fact that its victory was powered not by gasoline but by diesel—an alternative that too many people for Audi's liking still associate with smoke and noise, trucks and tractors—and anything but power and performance. 
 
The Le Mans-winning Audi R10 TDI is a thoroughbred race car from the wheels up, and a direct descendant of the all-conquering R8 that won five Le Mans, six Sebring 12-Hour races and a catalogue of American Le Mans Series (ALMS) titles. But it isn't a race car with a diesel engine; it's a diesel race car—designed from a clean sheet of paper around an engine that's designed purely for racing. So while there have been diesel race cars before—even at Indy—and even production-based diesel race winners, there has never been a purpose-built diesel-powered race car as focused and advanced as this one.

It's turbocharged 5.5-liter four-cam V12 engine makes more than 650 horsepower and 840 lb-ft of torque, and that's enough to give it a top speed of more than 200 mph on a circuit like Le Mans. And in March, against serious opposition including the race-winning Porsche prototypes from ALMS, it proved it has what it takes by winning first time out in Sebring.

But make no mistake, this was a mission, not just motor racing—and even for the purposes of making America take notice, Sebring was just the appetizer. Le Mans is the always going to be the main meal.

So Audi's 2006 Le Mans campaign, against major rivals Pescarolo and dark horses such as Creation, Courage, Dome and Zytek, was maximum attack, with a win the only real option. And after two laps of the clock and 380 laps of the ultrafast 8.4-mile circuit, that's exactly what they delivered—a whole season's worth of Grand Prix mileage, at Grand Prix pace, by day and night, in just 24 hours. That's an average of 135 mph, with regular laps at nearer 145 mph—on a circuit that includes nearly half its distance on what are usually just French public roads.

Not that they had it easy, because while the winning car, driven by Frank Biela, Marco Werner and Emanuele Pirro, had a relatively trouble-free run for a car with such groundbreaking technology and in only its second race, the second R10 TDI, driven by seven-time previous winner Tom Kristensen, Allan McNish and Dindo Capello, had enough glitches to keep it to the chasing role, and keep the race wide open until the end. But it couldn't get back to second place, and that was taken by the one Pescarolo that had a completely trouble-free run, driven by world rally champion Sebastien Loeb, Eric Helary, and Super Aguri F1 driver Franck Montagny—always within striking distance, but never quite able to match either the power or the fuel efficiency of the new Audi.

And at the end of racing's longest day, that is the ultimate message: the words diesel, performance, reliability and efficiency now go together very well indeed. In fact Audi pioneered the technology long ago that has changed diesel forever, introducing the five-cylinder TDI engine with direct injection, turbocharging and electronic management in 1989, finally helping diesel become as powerful, quiet and clean as it is economical.

Worldwide, every other Audi sold is now powered by diesel, and in Europe, diesel sales are on a runaway ride. Now, too, the best diesel engines on the road, never mind the racetrack, offer massive performance and real refinement—but the one place that may not know it is the biggest market in the world, United States. Audi reckoned that if it took a Le Mans winning racing car to change that, then that's what they would deliver.

In the words of the man who designed the R10 TDI's colossally powerful and apparently bombproof powertrain, Ulrich Baretzky, "the world has spent the past eighty years pushing technology through racing with petrol engines; it's high time we did the same with diesel. . . to develop technology through racing could bring really big steps forward, in terms of both power and economy. That's what the world really needs. It doesn't need 20,000 rpm from a V8 like in F1. That helps nobody. . . we all have an obligation to the world we're living in. In the R10 TDI, diesel gives us a unique chance to use racing technology to develop real technology, to drive development for future cars and make mobility sustainable even in twenty or thirty years time. That's what this is really about. . ."

So, your call—a screaming, thirsty, borderline-psychotic gasoline guzzler, or a whispering, fuel-efficient diesel with the Valium touch, that's also fast enough and tough enough to win the greatest endurance race in the world, at the first time of asking. Over to you America. . .

New fuel alternatives deliver both environmental benefits and efficient performance.  
 
One of the alternative fuel vehicles that received much attention at Michelin Challenge Bibendum this year is the Volvo Multi-Fuel, which is optimized to run on five different fuels. Volvo already offers vehicles that run on renewable fuels, including the FlexiFuel, which operates with either bioethanol or gasoline, and the Bi-Fuel which runs on either methane or gasoline.
Based on the Volvo V70, the Multi-Fuel is powered by a 2.0-liter five-cylinder turbocharged engine that will run on hythane (10% hydrogen and 90% methane), biomethane, natural gas (CNG), bioethanol E85 (85% bioethanol and 15% gasoline) and gasoline.

The Multi-Fuel runs exceptionally clean and when pure renewable fuel such as hyrdrogen, biomethane or bioethanol are used, very little fossil CO2 is emitted. The engine is optimized to achieve top performance on any of the five different fuel types.

When changing between fuels, the driver only needs to select between liquid or gaseous fuel and the engine management system will adjust to optimize performance for the fuel that is currently in the tank. The Multi-Fuel has separate fuel tanks for gaseous fuels (hythane, biomethane and CNG) and liquid fuel (E85 and gasoline), with a capacity for 98 liters (25.88 gallons) of gaseous fuel and 29 liters (7.6 gallons) of liquid fuel.

"The whole car is optimized for high performance, driving on any of the five different fuels," said Mats Moren, project leader engine at Volvo Car Corporation. "It is a step towards a hydrogen-powered society. Perhaps we can develop the system even further, to run on a higher blend in the future."

Volvo also entered the S60 Bi-Fuel that runs on methane or gasoline, and the V50 FlexiFuel that runs on E85 (85% Ethanol and 15% gasoline). The most fuel-efficient Volvo ever, the S40 1.6D with fuel consumption of only 4.9 liters per 100 kilometers (48 mpg) is equipped with the Additive Diesel Particulate Filter (ADPF) that traps approximately 95 percent of the particulates in the exhaust. CO2 emissions are 20 percent lower than a comparable gasoline engine.

DaimlerChrysler entered the latest Mercedes-Benz diesel model, the E320 CDI BlUETEC that runs on a biomass-to-liquid (BtL) fuel known as SunDiesel. A modern synthetic fuel, SunDiesel can be used as the only fuel or as an additive to conventional diesel fuel. "We believe BtL fuels can make an important contribution to our energy supply, " explained Prof. Dr. Herbert Kohler, vice president Research Body and Powertrain, chief environmental officer, DaimlerChrysler AG. "They can reduce our dependence on fossil fuels, and with their good carbon dioxide audit they can also help make mobility more environmentally compatible."

The Mercedes-Benz E200 NGT and the smart fourtwo cng were also entered, both running on CNG. The E 200 NGT reduces CO2 emissions by over 20 percent and with a power output of 163 horsepower from the 1.8-liter engine. It is the most powerful CNG passenger car currently in production. The driver can decide whether to use CNG or gasoline using buttons on the steering wheel, and an electronic control unit ensures a smooth transition from one power source to the other. Fuel consumption is 39 mpg with CNG and 26 mpg with premium unleaded.

The smart fourtwo cng also allows the driver to choose between CNG and gasoline. Two separate fuel tanks are positioned below the floor of the car so passenger and cargo capacity are not affected. Fuel consumption is 73 mpg with CNG and 50 mpg with premium unleaded.

The Ford Focus C-MAX H2 ICE is powered by a prototype hydrogen internal combustion engine. The engine is a 2.3-liter four-cylinder gasoline engine that produces 110 horsepower. According to Ford the Focus C-MAX H2 ICE has a driving range of about 120 miles with the fuel capacity of 2.75 kg of hydrogen.

General Motors entered the Saab 9-5 BioPower, which runs on either bioethanol or gasoline, and accounts for about 70 percent of 9-5 sales in Sweden since it was launched in July 2005. The BioPower is not only better for the environment but delivers more power and performance than the gasoline-only version. The BioPower can switch between bioethanol and gasoline without any adjustment by the driver.

The Audi Q7 TDI quattro was in France, powered by 3.0-liter direct-injection with impressive fuel economy of 22 mpg, which is significant for a large SUV. The Q7 also features a new Catalized Soot Filter. For Challenge Bibendum the Q7 TDI was fueled with Synfuel produced by Shell, which is manufactured from natural gas, biomass or coal to reduce the environmental impact by reducing exhaust emissions. The most developed of these processes is Gas to Liquids (GTL) fuel which Audi also used as the fuel for its Le Mans-winning R10 TDI prototype race car.

The Kesseler prototype roadster from Rotarex Automotive is powered by a BMW K1200 RS motorcycle engine and transmission with a bi-fuel system develop by Rotarex Automotive to burn CNG or gasoline.

Challenge Bibendum featured a number of production vehicles converted to run on multiple fuel choices, as well as new prototype technologies to use up to five different fuels as is the case of the Volvo Multi-Fuel. With the advancements in technology, more alternative fuel vehicles should be available for consumers in the next few years.

Hybrid power systems continue to evolve, with several new systems on display at Challenge Bibendum.  
 
This year's Michelin Challenge Bibendum, a worldwide symposium on sustainable road mobility, featured a number of current production hybrid vehicles, as well as demonstrations of new hybrid systems currently under development by different manufacturers. Some manufacturers also had current hybrid vehicles powered with alternative fuels for the internal combustion engine to further reduce emissions.
Both PSA Peugeot Citroen and DaimlerChrysler presented hybrid vehicles that combined diesel internal combustion engines with an electric motor.

Diesels are already the engine of choice for the majority of buyers in Europe, and diesels deliver fuel economy comparable to vehicles with hybrid powertrains that combine a gasoline internal combustion engine with an electric motor. PSA Peugeot Citroen chose to develop a hybrid that will improve on the fuel economy and CO2 emission levels of current diesel engines, according to Jean-Francois Huere of media and corporate communications for PSA Peugeot Citroen.

PSA Peugeot Citroen presented two vehicles that use the same diesel-electric hybrid powertrain: the Peugeot 301 HDi Hybrid and Citroen C4 HDi Hybrid. According to PSA Peugeot Citroen, the average fuel consumption for these two vehicles is 3.4 liters per 100 kilometers, which is the equivalent of just over 69 mpg with only 90 grams of CO2 emitted per kilometer.

The PSA Peugeot Citroen Hybrid HDi system includes a 1.6-liter HDi diesel engine, particulate filter system (DPFS), latest-generation Start & Stop system, an electric motor, inverter, high voltage battery pack and electronic controls. The system utilizes an electronically managed mechanical gearbox and is a full hybrid, meaning that the vehicles can operate at low speeds using only the electric motor.

PSA Peugeot Citroen also showed a Citroen C2 Start & Stop, which has a system that turns off the engine when the vehicle is stopped and automatically restarts the engine when the brake pedal is released. According to PSA Peugeot Citroen, the Start & Stop system reduces fuel consumption and CO2 emissions by 10 percent for city driving, 6 percent in a combined cycle and up to 15 percent in heavy traffic conditions. PSA Peugeot Citroen may sell the Hybrid HDi vehicles by 2010.

DaimlerChrysler took what is already a very fuel-efficient vehicle, the smart fourtwo cdi, and produced a 15 percent improvement in fuel-efficiency with the smart fourtwo cdi hybrid. Combining an 800 cc diesel engine with a 20 kW electric motor, the cdi hybrid uses only 2.9 liters of fuel to travel 100 kilometers (approx. 62 miles), the equivalent of 81 mpg.

The electric motor provides the additional benefit of providing more power for acceleration; the cdi hybrid will accelerate from zero to 100 kph (62 mph) in 17.8 seconds—two seconds quicker than the fourtwo cdi. The diesel engine automatically turns off when the vehicle comes to a stop, and since it is a full-hybrid system the cdi hybrid can operate using the electric motor only at low speeds.
  
Or find out about Certified Pre-Owned cars. 
 
GM entered the 2007 Saturn Vue Green Line, which is now on sale in the U.S., in Challenge Bibendum. The Vue Green Line has a hybrid system that GM says delivers a 20 percent improvement in fuel mileage by combining an electric motor/generator with a 2.4-liter 4-cylinder engine and a 4-speed automatic transmission. The electric motor provides additional power during acceleration and allows the engine to shut down when the vehicle is stopped. Also, fuel is cutoff during deceleration and electrical energy is captured with regenerative braking.

Ford entered two hybrids, the production Escape Hybrid and the prototype Fiesta-IFG. The Ford Escape is a full hybrid, while the Fiesta-IFG is a micro hybrid with a belt-driven integrated starter generator (SG) that allows a start-stop feature when the vehicle is stationary; it also included regenerative braking to capture braking energy in the batteries. Ford estimates a 15 percent improvement in fuel economy in city driving and reduced emissions.

The Ford Escape Hybrid can operate on electric power only and automatically switches between the pure electric and pure gasoline engine, or a combination of both for maximum efficiency and performance.

Toyota's popular Prius hybrid was entered by a number of different companies to showcase new technology or alternative fuels. Amberjac Projects entered a Prius plug-in hybrid (PHEV) in conjunction with technology partners EnergyCS. The PHEV adds a high-tech 9k Wh Saphion battery system with seven times the capacity of the original 1.3kWh Nickel-Metal Hydride battery, which provides 27 times the energy and increases the driving range in pure electric mode to as much as 35 miles, 35 times the standard range.

The battery system can be recharged in 9 hours from the electrical grid rather than just by the engine or regenerative braking with the original battery system. The advanced replacement battery management system (BMU) interfaces with the Toyota Hybrid System II (THSII) and a dash-mounted display shows battery status and throttle position.

Gaz de France and IFP entered a prototype natural-gas-powered hybrid based on the Toyota Prius, which was converted so that the gasoline engine runs on compressed natural gas (CNG). The resultant level of CO2 emissions is approximately half the average level of a gasoline-powered vehicle in the same category.

CFBP entered a Toyota Prius converted to run on liquid propane gas (LPG), which results in CO2 emissions that are 11.5 percent less than a gasoline-powered Prius.

The new-generation Honda Civic Hybrid also participated in Challenge Bibendum, powered by a new 1.3-liter 3-stage i-VTEC engine with the more efficient Integrated Motor Assist (IMS) system. The new Civic Hybrid is 20 percent more powerful than the previous version but with reduced size, improved fuel economy and low CO2 emissions of 108 grams per kilometer.

Duty called as I was asked to visit a customer in Seattle on Monday of this week. I caught an early morning flight to SeaTac and was admittedly giddy to see what Hertz had lined up for me that day. Being a Hertz Gold Card member has its benefits, including the occasional upgrade to a Lincoln Navigator or Nissan Xterra at econo-box prices, so I had hoped that it would be something better than the usual Taurus, but not the faux-Jaguar X-Type Taurus (Jag or not, I have some dignity).

Things were looking up as I approached the Hertz Gold Member counter and encountered not one, but two black-and-gold-striped Hertz Shelby GT350-H Mustangs, hoods up and taunting me with their exposed engine bays (sans engine covers!) The “Hertz-stangs”, or as I like to call them, “Must-Hertzes,” were unlocked and open for viewing. They were available, but I had to resist the temptation, as my company’’s expense department would probably frown upon the $189.99 rate ($254.65 a day after taxes and airport charges). I can’’t even get them to pay for Neverlost at 10 dollars a day; even with Enron-style accounting it would be hard to hide $190 over the estimated 70 it usually costs to pick up a corporate ride at Hertz.

Dejected, I found my name on the wall of business travelers and headed out to space #356, where I found an Ice-Blue 2006 Ford Mustang GT waiting for me. Not bad, at least it wasn’’t the V6, so I swung open the door, hit my head on the A-pillar and fell into the bucket seats. After the stars cleared out of my head, I fired up my ride for the day, and was soothed by the initial “vroom” of the V8 starting up, followed by the subtle idling rumble of a classic ponycar.

As I made the usual adjustments to the seats and mirrors, I took a moment to take in the interior. I liked the retro gauge faces with the big numbers, and the center stack with the stock Ford radio was a familiar sight, as it seems that every Taurus, Freestyle and Mustang I’’ve rented all share the same audio parts-bin. The stubby auto shifter took some getting used to, but provided some entertainment in traffic.

What struck me as odd was the choice of interior colors for this particular vehicle. They went with the beige and black color scheme with the cloth seats. The seats were comfortable and supportive, although I thought there was a something wrong with the passenger seat until I saw an empty soda can rolling underneath making all the racket. Hey, as long as I can see through the windows and the seat isn’t sticky I’m OK if the cleaning crew misses a few items now and then. Anyway, the color scheme was a bit odd because the shade of beige (or taupe, or cream, or whatever the heck it was) was unusual. It reminded me of a cup of coffee with just a bit too much cream, enough to distract me for the drive. I would have gone with a black and grey interior, which I’’ve seen in other Mustangs I’ve rented.

As I maneuvered my way out of the parking garage, I had to restrain myself from gunning the throttle, the Mustang has a nice little torque curve and while it was fun to blip the throttle over the speed bumps I drew some looks of disdain from the Hertz attendants working the lot every time I made the tires squeal. I found my way out of the garage and made my way out into traffic. Well, I didn’’t exactly “make” my way into traffic; more like “laid-down-a-strip-of-ru bber”-and-flew into traffic. The V8 proved itself worthy in the morass of cars as I headed out to the office in Bellevue; the handling was smooth and the overall ride was acceptable for a sporty coupe. The steering was a bit vague, but Seattle’s byways seemed a lot smoother than my regular L.A. commute. Perhaps I was concentrating more than I should have on trying to see over the long hood to avoid the potholes I’’m accustomed to.

I reached my destination for the day, performed my dog-and-pony show and packed up for my return trip home. This time, I remembered to duck when sliding my 250 lb frame into the driver’’s seat. Getting in and out of certain vehicles for a fat guy like me can be a challenge, I would probably have to make sure I park where I can swing the long door wide open if I’’m handed the keys to another Mustang.

Overall it was an enjoyable ride, worthy of the Hertz “Fun Collection”. Maybe next time my Gold status will bless me with the “Must-Hertz” GT-H.

Bikes of all sortsa stripes have descended upon Knoxville, TN for the Honda Hoot, a rally that’s flooded the street and side roads with all manner of motorcycles from ring-dings to rumblers. The Honda people even set up a showing of On Any Sunday, the 1972 film that had tons of kids off popping wheelies on Stingrays, and is often credited with inspiring the invention of BMX. We wish we had a Mini-Trail 50 right about now. Man oh man, do we ever. [Thanks to CTE for the tip]

We have no idea why a discontinued (but soon to be revived) Smart Roadster was spotted in Fountain Valley of all places, but according to reader Joe, it was:

So I am driving in Fountain Valley, CA and this little car with HUGE wheel arches pulls up at the light. Damn thing looked like an RX-8 shrunk in the wash. Interesting little bit of style. No pictures, sorry.
He asked us where it may have come from. Our best guess is Germany, although given recent circumstances, it could’ve been England. Sorry we can’t be more specific.

What's the Point? Mercedes needed to refresh its mainstay product line, which has sold well in spite of some serious quality glitches. The styling touch-ups are an opportunity for a clean start with many mechanical upgrades – and reduced electronic complexity.

The Company Line: “The new E-Class is stronger, safer, cleaner and more maneuverable than ever before,” said Michael Kramer, vice president for E-Class program management, Mercedes-Benz.

The View From Here: This car will add to the already strong appeal of the E-Class – a raft of new safety features will see to that – but any quality doubts (like the ones over the brake-by-wire system of the current car) will cut deeply in this highly competitive class.

What Makes It Tick? The V-6 engine of the E350 is a carryover, but a new 32-valve V-8 with 382 horsepower will be under the hood of the E550. The E63 gets an all-AMG naturally aspirated V-8 of – hold on – 507 horses.

How Much, How Soon? The E350 and E550 arrive in the United States in July, with the E63 AMG following about a month later. The E320 Bluetec will be in showrooms in October, when low-sulfur diesel fuel for it is available. Prices will be slightly above 2006 models.

How's It Look? Not much different. There’s a bit more detailing on the headlamps and front end – which now has something of a V-shape -- but for the most part, it’s the handsome, understated E-Class we’ve known all along.

Introduced on Wednesday:

What's the Point? Jeep dealers have been begging for more products to sell, so the brand is expanding in all directions: Commander, Patriot, Compass and soon, this four-door Wrangler.

The Company Line: “Wrangler Unlimited expands the Jeep experience and core values – freedom, adventure, mastery and authenticity – to a broader range of customers who always wanted a Wrangler, but also more space and versatility,” said George Murphy, senior vice president for global brand marketing of the Chrysler Group.

The View From Here: This Wrangler 4x4x4 is so much cooler than the seven-seat Commander we’d go for it in a hot minute. It has a standard three-piece removable roof, and is currently the only four-door convertible in existence, even if it is an S.U.V.

What Makes It Tick? The heavier Wrangler Unlimited four-door gets a 3.8-liter V-6 engine of 205 horsepower, and of course, four-wheel drive; buyers can chose a six-speed manual or four-speed automatic transmission.

How Much, How Soon? Today's Wrangler Unlimited two-door costs $24,925. The four-door version was expected to carry a premium, but a Jeep spokesman said that the 4-door will be priced lower than the current two-door (!), and the two-door's price will drop even lower. It will be in showrooms this fall.

How's It Look? It looks like a Jeep Wrangler with four doors instead of two, with terrific proportions. They did this one just right.

Is it real? Yes. It’s the production version of the Patriot concept first shown at the Frankfurt auto show in 2005, and another expansion of the Jeep line at the urban-vehicle end of the scale.

What’s the point? Chrysler Group is stocking the shelves of Jeep dealerships, in this case making a new, entry-level model from the front-drive platform of a Dodge Caliber.

The company line: “Of course, it’s a true Jeep through and through,” said Frank Klegon, Chrysler Group’s executive vice president for product development. “It’s spiritually linked to the Jeep Cherokee, and compared to the Jeep Commander, it’s a chip of the old block.”

The view from here: This is a very different kind of Jeep: it carries the traditional styling cues of the brand, but it is the first Jeep based on a front-wheel-drive vehicle.

What makes it tick? The Patriot will use the 2.4-liter four-cylinder Chrysler global engine, making 172 horsepower, backed by a 5-speed manual transmission or an optional continuously variable automatic. Two four-wheel drive systems will be offered as options.

How much, how soon? Mr. Klegon said the starting price of the Patriot will be less than that of the Jeep Compass, announced last week as $15,985. Look for it Chrysler-Jeep showrooms this summer.

How’s it look? We think the Chrysler designers have done a wonderful job, creating a sort of 3/4-scale Commander with that same square-jawed, square-cornered demeanor.

New York, home of the limo service, was the perfect place for Cadillac to introduce stretched versions of its recently freshened DTS luxury sedan and its monster ESV truck.

The DTS limo has a seventy-inch longer wheelbase than the stock DTS--yep, that's right, nearly six feet longer, perfect for party animals. This show limo is outfitted so comprehensively, we wouldn't be surprised if the six rear-seat occupants stayed inside and didn't bother to attend the prom/bachelorette party/binge of their choice. Out back, the limo features a 22-inch LCD TV, tablet PC, DVD player, wireless headphones, and premium sound system. The forward facing rear seat reclines--perfect for a private lap dancing show--and there is a humidor and fridge for those all-important ice cold beverages.

The 'e' in ESVe stands for executive, although we suspect that most of the buyers will be using it as a floating party palace. As if an ESV wasn't gargantuan enough, a 40-inch extension takes the wheelbase to 170 inches, a bit like Ron Jeremy deciding that his manhood needs augmenting.

Somewhat out of keeping with its executive pretensions, Cadillac fitted this one with a 26-inch LCD TV for forward facing passengers and a 15-incher for rear facing riders, while an embedded satellite TV system and fourteen-speaker surround sound system will ensure that pro athletes never miss their highlights on Sportscenter and that music stars can impress their friends with their latest cuts, played loud. There is a fridge, tablet PC, fax and printer, reclining rear seats, and polished aluminum and walnut tables for each seating position. In case all the work or play gets you down, rear-seat riders can see what's happening on the road via a seven-inch LCD screen in the rear console. Very bling!

An Acura spokesman says the BMW X3 is the RDX's main competition in the growing CUV market.

As William Walton, a senior planner with Acura, flips through his PowerPoint presentation about the new RDX, he shows slides detailing the rise of neo-urbanism, about the population growth rate in big U.S. cities, about a target buyer he characterizes as the urban achiever.

That might have helped Acura engineers and marketers as they nailed down the hows and whys of the new RDX, a crossover-utility vehicle that goes on sale in July, but a quick glance at the auto industry's monthly sales tables would have done the trick, too.

Rival luxury automaker BMW sells two SUVs. That's how many Infiniti has, too. Lexus sells three gasoline-only SUVs plus the RX 400h gas-electric hybrid. Mercedes-Benz now has four SUVs and vans in its showrooms.

Acura has just one SUV. While the MDX is well-regarded (a new version is coming out in the fall), it represents a one-size-fits-all approach that no longer works in the fragmenting world of sport-utility vehicles.

That's where the RDX comes in.

Acura describes it as an entry premium CUV. It's a four-door, five-passenger vehicle that, at 180.7 inches long, is eight inches shorter than the seven-seat MDX. The RDX features Acura's first turbo-charger, helping the new 2.3-liter four-cylinder engine to make 240 horsepower. It also gets Super Handling-All Wheel Drive (SH-AWD), a sophisticated traction enhancer from the RL sedan.

``The BMW X3 is our primary competition,'' said Acura spokesman Mike Spencer. That vehicle has a suggested price of $37,495, and an average transaction price of $38,615. Acura says the RDX will cost between $30,000 and $37,000, although exact pricing won't be announced for a few weeks.

These are heady days for Acura, the first Japanese luxury brand sold in the United States.

Steady growth

Dan Bonawitz, vice president of planning and logistics at American Honda, noted that Acura celebrates its 20th anniversary in 2006. It topped 200,000 sales in a year for the first time in 2005. This year, it announced it will open a design studio in Southern California, and will start selling its products in China. That will be followed by Japanese sales in 2008.

``We're the leader in harnessing useful technology, enabling technologies, not gadgets,'' he said.

He pointed to such technological innovations as real-time traffic, hands-free telephones and SH-AWD as industry breakthroughs.

New technologies and other factors are changing the definition of luxury. Today's buyers demand more features at more affordable prices. Research shows that U.S. luxury car sales will grow 25 percent over the next five years, Bonawitz said. Growth will be especially strong among luxury crossovers, where Acura is forecasting 2006 sales of 60,422 to rise to 393,279 by 2011.

The RDX, he said, will help Acura attract this next generation of luxury customers.

Many of these buyers will be returning to urban lifestyles, mostly in the country's 30 biggest cities. They'll fill row houses, lofts, apartments and condominiums, and deal with traffic congestion, tight parking spaces and other issues.

The downtown of these cities will become ``their always-open playgrounds,'' Walton said. He and other executives spoke at a media introduction of the RDX in San Francisco and Healdsburg.

That's why the RDX will be touted for its styling, its responsive engine and its smaller size, vs. its ruggedness or its off-road attributes.

``There was once a time, not too long ago, when there was only one SUV segment,'' Walton said.

Acura will be targeting two potential buyer groups. The first are single professionals and ``DINKs,'' couples with double incomes and no kids. The automaker expects a typical buyer will be a man in his 30s with an annual household income of about $100,000. The second target is a young family with a young child who would think the MDX is too big and too expensive.

To find out what potential buyers of an Acura CUV would want, company engineers visited them in their homes in places like San Francisco and Denver.

``They want the image and performance of a sports sedan combined with the space and functionality of an SUV,'' said Gary Evert, the vehicle's chief engineer.

He talked about owners needing to take co-workers or clients to lunch, while being able to fill their vehicle with sports and recreational gear over the weekend. That's why the RDX has room for two 19-inch bikes, upright, in its cargo bed, with the front tire removed, he said.

Most notable, Evert said, is the RDX's all-new engine. It uses a variable flow turbocharger as well as intelligent valve timing. The result, Evert said, is a smooth, powerful engine that meets California standards for ultra-low emissions that are 50 percent cleaner than the average car.

Mileage is estimated at 19 mpg in the city and 24 mpg on the highway with the standard five-speed automatic transmission.

Evert said the engine gives the RDX the equivalent of V-6 power and torque with the best fuel economy and emissions in its class.

He also predicted the RDX would earn the government's five-star safety rating.

The car features paddle shifters on the steering-wheel column, and SH-AWD that shifts traction as needed between the front and rear axles as well as the left and right rear wheels. Eighteen-inch wheels, dual-zone air conditioning and split and folding rear seats are standard fare.

Available technology

A 360-watt stereo is standard, while the Technology Package upgrades it to a 10-speaker, 410-watt stereo. The package also includes a navigation system complete with real-time traffic coverage, a reverse backing-up camera and Bluetooth hands-free telephone technology. Acura expects 40 percent of RDX buyers to select the Technology Package.

Bonawitz predicts Acura dealers will sell 40,000 RDXs in its first year on the market. BMW sold about 31,000 X3s in 2005, down from about 35,000 in 2004.

Whether consumers will view the RDX as a CUV or a SUV is immaterial, according to Acura officials.

``The definition is so vague,'' said Evert. ``Consumers don't see CUVs and SUVs as different vehicles,'' said Spencer.

Last year, Merrill Lynch analyst John Casesa identified four key product trends as influencing the car market over the next three years. The continuing growth in crossover vehicles and a sustained shift toward luxury bode well for the RDX.

``Fifty-two of the 197 new models we forecast for 2005 to 2009, or 26 percent, will be crossovers,'' he wrote.

Besides the arrival of the RDX, Casesa forecast the arrival of new small or mid-size CUVs from Infiniti, Lexus, Saab, Buick, Volvo, Land Rover, Mercedes-Benz and even Jaguar in the next few years.

AutoWeek's Mark Vaughn has driven the RDX, praising its straight-line acceleration vs. the X3 but noting his preference for the BMW on twisting two-lane roads.

And, as he wrote in the magazine, buyers interested in crossovers should be pleased.

``The planet will soon be crawling with them,'' he wrote.

Sometimes it takes Acura a little longer than the rest of the class. Sometimes, Acura fans just have to wait, and wait…and wait for their dear Acura to come out with a type of car that just about every other Tom, Dick and Harry automaker already has selling on its lots. But like a careful student who meticulously reads and thinks through every exam question, when Acura finishes, it usually gets an A. And as legions of fans can tell you, any "A" is well worth the wait.

That's likely the case with the Acura RD-X, the concept SUV debuted at the 2005 North American International Auto Show as a soon-to-be production vehicle. Though introduced as a concept, plans to build the RD-X are well along, to the point where the production version will take a bow as a 2006 vehicle. Built on a new light truck platform in Marysville, Ohio, the 2006 Acura RD-X will probably get the same engine that currently drives Honda's Ridgeline truck: a 255-horsepower, 3.5-liter V6 engine. Count on all of the latest Honda vehicle control technology, including Acura's new Super Handling All-Wheel Drive system (SH-AWD), which debuted with the RL model earlier this year. This system distributes torque between the front and rear wheels, and between the left and right rear wheels. Along with the SH-AWD system, the RD-X offers fully independent front and rear suspension, Brembo disc brakes, and 19-inch, 5-spoke alloy wheels.

You can also count on a variation of the new Honda Ridgeline's frame. Instead of the traditional ladder steel frame, on which the three main elements of a truck are built - nose, cab and bed - Honda took a unibody frame and welded a steel frame onto it, making cab and bed one piece and creating separate sections for the front and rear suspension. Honda claims that the resulting truck frame reduces body twist significantly, an important improvement when it comes to ride quality, load capacity and towing.

There used to be a time when all SUVs did that kind of stuff.
Times have changed, however, and now it is just as important that your SUV drive like a dreamboat. Chances are good that when the 2006 Acura RD-X hits the streets, Acura will boast it as a small SUV with a car-like ride and a blue-collar pedigree when it comes to towing, dirt driving and hauling. Dream, indeed. But then again, maybe it's more of a nightmare -- if your name is Infiniti.

nside, all manner of mystery remains, but one thing is sure: count on Acura's emerging theme of communication to continue. The RD-X will be equipped with a next-generation version of the AcuraLink' satellite communication system, which includes real time traffic information and enables communication between the RD-X driver and Acura customer service. In addition to the real time traffic feature, this system boasts advanced features, which allows the driver to access the Internet, read movie reviews, and download music. A hard-drive, integrated into the center console, allows storage of an entire digital music library, which can be accessed at any time.

The 2006 Acura RD-X shows that like the student who takes his time, Acura knows one thing to be true above all other maxims: it's not how you start but how you finish. And judging from an initial look, the RD-X will very likely have a strong finishing kick.

Manufacturer: Toyota Motor Company
Production: 1999–
Predecessor: Toyota T100
Class: Fullsize pickup truck
Related: Toyota Sequoia
Similar: Nissan Titan
Ford F-150
Chevrolet Silverado
GMC Sierra
Dodge Ram
Chevrolet Avalanche
First generation
Production: 1999–2003
Engine: 3.4 L V6
4.7 L V8
Wheelbase: 128.3 in (3259 mm)
Length: 218.3 in (5545 mm)
Width: 75.2 in (1910 mm)
79.3 in (2014 mm)
Height: 70.5 in (1791 mm)
Curb weight: 3935–4215 lb (1785–1912 kg)
Second generation
Production: 2004–2006
Engine: 4.0 L V6
4.7 L V8
Third generation
Production: 2007–
Engine: 4.0 L V6
4.7 L V8
5.7 L V8
Wheelbase: 145.7 in (3701 mm)
Length: 228.7 in (5809 mm)
Width: 79.9 in (2029 mm)
Height: 76.4 in (1941 mm)

The Toyota Tundra is a full-size pickup truck sold by Toyota, replacing the T100. The Tundra was nominated for the North American Truck of the Year award and was Motor Trend magazine's Truck of the Year for 2000.


First generation

Publicly introduced in 1998 as a 1999 model, the Tundra was initially to be called the T150. However, the Ford Motor Company and automotive pundits felt that this name was too close to the market-leading Ford F-150, and following a lawsuit by Ford, the truck was quickly renamed to Tundra.

Toyota countersued, and forced Ford to change the name of their Lincoln LS6 and LS8, introduced around the same time as the Tundra, as Toyota felt that it was too close to that of its iconic Lexus LS sedan.

The Tundra was larger than the T100, but still suffered as being too small and carlike to pose a serious threat to the domestic pickup trucks. Although sales were double the dismal rate of the T100, the 100,000 Tundras sold each year failed to dent the surging Ford and GM trucks, though it arguably ate some sales from Dodge.

The exterior was updated for 2004, and new engines were introduced in 2005: a 4.0 L V6 and 4.7 L V8 with VVT-i. The door handles were updated this time, matching that of the Toyota Sequoia.
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Second generation

A much larger Tundra was introduced at the Chicago Auto Show for 2007. It is larger than the competing Ford F-Series, Chevrolet Silverado (and Avalanche), Dodge Ram, and Nissan Titan and sports styling like the Toyota FTX concept shown at the North American International Auto Show in 2004. The Tundra is built in San Antonio, Texas and Gibson County, Indiana for the North American market.

Engine choices include a 4.0 L V6, 4.7 L V8, and new 5.7 L V8. A towing capacity of 10,000 lb (4,536 kg) is promised.
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Trivia

Some prototypes of the Tundra were given to racing legends Ivan "Ironman" Stewart and Rod Millen.

A Toyota Tundra was featured in Terminator 3: Rise of the Machines, and in 2003 the truck was also available in a special edition inspired by this movie and called Tundra T3.

A Double Cab version of Tundra was unveiled at the 2003 Chicago Auto Show and joined the Regular and Access Cab models in the 2004 lineup.

In 2004, the Tundra became part of the NASCAR Craftsman Truck Series.
[edit]

External links

* Toyota Tundra FAQ
* 2007 Toyota Tundra
* Tundra Solutions - the largest Tundra information site on the web


Categories: Modern auto stubs | Toyota vehicles | Pickup trucks | All wheel drive vehicles | Rear wheel drive vehicles | 1990s automobiles | 2000s automobiles

     

2005 Toyota Tundra: Highlights

More power, new transmissions, and available curtain side airbags highlight 2005 additions to this American-built large pickup truck. Tundra offers three cab styles: a regular cab, an extended Access Cab with two small rear-hinged back doors, and a crew-cab Double Cab with four conventional side doors. The Double Cab's cabin is 4 inches wider than the others. Regular cabs have an 8.1-ft cargo bed. Access Cabs have a 6.1-ft bed and choice of a conventional box or Toyota's StepSide flared-fender cargo box. Double Cabs have a 6.1-ft bed with walls 4 inches higher than on other models. They also gain an available 3-passenger front bench seat for '05, so all Access Cabs and Double Cabs now offer front bucket seats or a bench. Access and Double cabs also have a 3-passenger split folding rear seat for up to 6-passenger capacity.

Tundra offers V6 and V8 power. For '05, the V6 is a 245-hp 4.0-liter, replacing a 190-hp 3.4. It comes with a 6-speed manual transmission, which replaces a 5-speed; or a 5-speed automatic, which replaces a 4-speed. The V8 is again a 4.7-liter, but it gains 42 hp for 282. It comes with a 5-speed automatic vs. 2004's 4-speed. Tundras offer rear-wheel drive or 4WD that should not be left engaged on dry pavement but includes low-range gearing. ABS is standard. An antiskid system is among new 2005 options for all Tundras. The head-protecting curtain side airbags are exclusive options for Double Cabs and are teamed with front side airbags.

Regular cabs come in base and new-for-'05 Work models. Other Tundras offer SR5 and Limited trim and are newly available with a navigation system. Double Cabs have a power up/down rear window and offer several exclusive options, including sunroof, heated front seats, and rear DVD entertainment. TRD Off-Road Packages deliver special tires, suspension, and trim.

Competition

Consumer Guide® Automotive places each vehicle into one of 17 classes based on size, price, and market position. Large Pickup Trucks are traditionally the vehicle of choice for heavy-duty hauling and towing. They offer an array of cab styles and bed lengths and usually feature powerful V8 or diesel engines. For personal use, consider light-duty ½-ton models. For heavy-duty or commercial use, consider ¾- or 1-ton models.

Our Best Buys include the Chevrolet Silverado, Ford F-Series, and GMC Sierra. Our Recommended picks are the Dodge Ram, Nissan Titan, and Toyota Tundra.

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