GMA T.33 Hypercar: Inscrutable Name ... “Better Than the McLaren F1”?!
Is the GMA T.33 better than the McLaren F1? Gordon Murray smiles. "Oh, yes," he says. "The engine's better, the gearbox is better. It's lighter and has a slightly better power to weight ratio. The finish and the quality are much better."
The McLaren F1, created by Murray in the early 1990s at the height of his fame as a rock star grand prix race car designer, is widely regarded as the seminal hypercar, a car that set absolute benchmarks for on-road performance. One sold last year for more than $20 million. The GMA T.33, Murray's new ultralight, driver-focused mid-engine coupe will be priced from about $1.85 million, plus tax, when production starts in 2024.
In the context of today's McLaren F1 market, it sounds like a bargain.
The T.33 is the follow up to last year's T.50, the car Murray designed specifically as a 21st century successor to the McLaren F1 and a halo for his GMA brand. Like the T.50, it's powered by a high-revving naturally aspirated V-12 and will be available with a six-speed manual transmission. But beyond elements of the powertrain—and the air conditioning system and interior switchgear—the T.33 shares nothing with the T.50. It's a completely different car, designed for a completely different purpose.
The T.33's engine has less power, less torque, and a lower rev limit than the version used in the T.50 and T.50 Niki Lauda. Dubbed the Cosworth GMA.2 and distinguished by its yellow cam covers (the T.50's were orange and the T.50 Niki Lauda's red) it makes 607 horsepower at 10,500 rpm and 333 lb-ft of torque at 9,000 rpm, 47 hp and 11 lb-ft fewer than in T.50 spec. This is due to different cams, revised valve timing and engine mapping, and new intake and exhaust systems.
The decision to lop 1,000 rpm from the engine's top end wasn't just a case of ensuring differentiation between T.50 and T.33. "To be really honest," Murray says, "the main reason is that 12,100 rpm in a 4.0-liter engine with valve springs is getting right up there on the ragged edge. Going to 11,100 rpm makes much more sense." Just for reference, in T.50 spec the engine makes peak power at 11,500 rpm.
The other benefit is improved drivability. Murray says in T.50 spec the engine delivers 70 percent of its peak torque from just 2,500 rpm, but the T.33 version pumps out 75 percent of its peak torque at the same crank speed and 90 percent from 4,500 rpm. "I've never driven a V-12 with such low-down torque," he says of his test sessions in the T.50, "but the T.33 is on another level altogether."
As in the T.50, the T.33 V-12 drives the rear wheels through a six-speed manual transmission designed and developed by British motorsport specialist Xtrac. The T.33's transmission, which weighs just 177 pounds, shares its ultralight casing with the T.50 unit, but all the internals are new.
Unlike the T.50, the T.33 can be ordered with a paddle-shift transmission. Also developed by Xtrac, this transmission features the company's ingenious Instantaneous Gearchange System (IGS), which features an integrated ratchet and pawl mechanism between each gear hub and the main shaft so that two consecutive gear ratios can be selected and engaged simultaneously, but with only one set of gears driving. As there are no clutches to actuate, switching from one ratio to the next is, well, instantaneous, and there's no interruption to the torque flow.
Murray says the paddle-shift T.33 will be significantly quicker than the manual car, both in a straight line and on the track, but notes that of the 60 cars already pre-sold—like the T.50, just 100 are being built—only three have so far been ordered with the IGS transmission.
The T.33's chassis eschews the usual practice of bolting front and rear subframes to a central carbon-fiber tub. Instead, the car's central structure comprises Formula 1-style aluminum-core carbon-fiber panels bonded around aluminium tubes that run from front to rear. The carbon-fiber elements provide the essential torsional and bending stiffness, as well as a strong structure for crash safety, and the design eliminates the need for bolted joints.
"A bolted joint is messy and heavy, and it's flexible," Murray says. "No matter how well you do it, there's always a bit of joint movement at the transition from tube to carbon."
Up front, supporting the suspension, steering rack, and stabilizer bar, is a single aluminum casting, which Murray won't describe in detail other than to hint it's similar in concept to the organic Bionicast structure used at the rear of the Mercedes-Benz EQXX concept. At the rear, aluminum tubes simply cradle the engine, which is attached with just four bolts. The rear suspension is bolted directly to the transmission, and although the engine is rubber-mounted to reduce noise, vibration, and harshness, a clever trapezoidal link setup is used to lock the engine and transmission into place when subjected to loads through the rear wheels.
Murray reckons the innovative design of the T.33 chassis, which is loosely based on the iStream process he developed to build lightweight cars at low cost and high volume, makes it about 44 pounds lighter than a contemporary supercar chassis of a similar size. "It's taken two years to develop the technology, and we're thinking we might build the T.33 chassis ourselves to keep it in-house," he says.
Like all Gordon Murray cars, the T.33 is light. Target weight is just 2,403 pounds, a mere 230 more than the T.50 despite the car being engineered to be built in both left- and right-hand drive and meeting all U.S. and European crash regulations. That means the T.33 doesn't need massive brakes, wheels, or tires. The standard brakes are carbon ceramic, with relatively modest 14.6-inch-diameter rotors in front and 13.4-inch units at the rear. The tires are relatively modest, too—235/35 Michelin Pilot Sport 4s on 19-inch forged wheels up front and 295/30 items on 20-inch wheels out back. Power steering is by way of a new hydraulically assisted system specially developed for the car.
And like all Gordon Murray cars, the T.33 will have a relatively comfortable ride. "I never do stiffly sprung cars," Murray says. "I just don't like them. If you are going to drive it on a track, you're going to feel a bit of roll and pitch." However, for those customers who want to spend most of their time in their T.33s at track days, GMA will offer a sportier suspension setup. "The cars are so handbuilt, we can do virtually anything for the customers."
It's difficult to judge from the photos, but the T.33 is about the same length overall as a Porsche 718 Cayman even though its roofline is 5.5 inches lower and its 107.7-inch wheelbase is an astounding 10.3 inches longer. The pictures don't show the subtlety of its design, either, the overall flavor of which has been inspired by Murray's passion for 1960s mid-engine sports cars such as the Ferrari 206 SP Dino and the Alfa Romeo 33 Stradale.
The central driving position of the T.50 dictated a very cab-forward proportion. As the T.33 has a conventional driving position, which allows the pedals to be located farther rearward in the chassis, its cabin is, like those 1960s cars, more centrally located between the wheels. The wasp-waisted car also has a broad front air intake, pronounced haunches over all four wheels, and just the merest hint of a Kamm tail at the rear.
The relatively clean and simple surfacing belies some truly clever design details. There are no visible door handles; access to the cabin is via touch-sensitive buttons in the Gordon Murray Automotive logos at the base of the B-pillar. The fuel and oil fillers are hidden behind the panels on the pillars. The small vent at the base of the vertically stacked headlights not only ducts air to the front brakes but also allows the car to pass low-speed crash requirements while echoing iconic 1960s headlight graphics.
"There's nothing just for styling's sake on the car at all," Murray says. "Every single element has something to do. " The wide front air intake, for example, houses all the cooling hardware, which means there's no need for unsightly and un-aerodynamic ducts in the body side. Extra cooling air is ducted into the engine compartment from under the car.
The ram air intake above the cabin is another case in point. While in other mid-engine cars such intakes are part of the bodywork, in the T.33 it's mounted directly to the engine and stands proud of the bodywork so it can move. That eliminates the need for a flexible coupling, which means the internals of the entire intake can be kept perfectly smooth.
The other benefit, Murray explains, is more subtle: "If the intake is flush to the roof, you get a boundary layer buildup [of slow-moving air], which renders the bottom slice of the intake quite useless. By having the intake separate and floating above the car, we bleed off the boundary layer into the engine bay, which is low pressure, and then we can have a smaller, more aerodynamic duct."
Although the T.33 doesn't have the downforce of the fan-forced T.50, learnings from that car have been incorporated into the floor design. Two big diffusers at the front of the car help deliver downforce to the front axle. And while testing the T.50, Murray's team found the unique stepped diffuser at the rear of the car, which had been designed to work in conjunction with the fan drawing air through it, delivered 30 percent more downforce than expected with the fan switched off.
A revised version of the stepped diffuser layout is now a feature of the T.33's floor. "It was a happy accident," Murray says of the discovery. "But it means most of the downforce is developed at the front of the diffuser, near the car's center of gravity."
Combined with the two-thirds total downforce developed by the front diffuser, that means the T.33 doesn't need a splitter protruding from underneath the front air intake. The only active aero device on the car is a rear wing that tilts to maintain aero balance at high speed and flicks to near vertical under braking.
All this careful attention to aerodynamic detail has resulted in one very practical benefit: luggage capacity. In addition to being able to accommodate two cases in its full-width frunk, the T.33 can also carry two each in either side of the car, in compartments between the door opening and the rear wheel. To access the compartments, the entire rear quarter panels are hinged at the rear.
The GMA T.50, with its central driving position and fan-forced active aerodynamics, is a trophy car, the state-of-the-hypercar-art as expressed by the man who invented the concept 30 years ago. The GMA T.33 has been designed to similarly celebrate light weight and ultimate driving thrills, but also to have the ride quality and ground clearance and luggage capacity that allows it to be driven every day.
"I could see myself using one all the time," says Murray, whose current daily driver is the delightful, delicate Alpine A110. "If you had to have only one supercar, the T.33 is it."
There's another reason to desire a T.33, too. More V-12-powered GMA cars are coming—another two are planned over the next decade—but all will have some form of electrification to enable them to meet emissions regulations. "This will be our last nonhybrid car," Murray says. "If anybody wants the last, beautiful V-12 without any hybridization, this is the one."
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mercedes-benz eqb-class Full OverviewThe electrification of Mercedes-Benz in America is off to a good start. The U.S. is already the top market in the world for the flagship EQS sedan, and dealers are eagerly anticipating the arrival of the more affordable EQE sedan this fall. Insiders are quietly confident that Mercedes-Benz can sell up to 45,000 electric vehicles stateside in 2023. And the perky 2022 Mercedes-Benz EQB will be a key contributor to hitting that number.Unlike the EQS and EQE sedans, the EQB is not built on a dedicated EV platform. Instead, it shares much of its structure with the conventional internal combustion GLB subcompact SUV. As we reported in our preview drive of the EQB350 4Matic late last year, the smooth, silent, punchy electric powertrain transforms the subcompact SUV. The EQB feels much more like a miniature Mercedes than the GLB.We've covered the EQB350 4Matic in detail, though since our drive Mercedes-Benz USA has confirmed the 288-hp, 383-lb-ft SUV will start at $59,100. And although no official figures have been released, informed sources suggest the EQB350's 70.5-kWh battery (its usable capacity is 66.5 kWh) will deliver an EPA-rated range of about 220 miles.The EQB300 4Matic is priced from $55,550, and at first glance it's the more compelling buy of the two. It's identical to the EQB350, right down to the last nut and bolt, as well as the 188-hp motor at the rear axle. The only difference is the power and torque output of the motor at the front axle, which has been dialed back to deliver a total system output of 225 hp and 288 lb-ft.Less power means slightly less performance—Mercedes says the EQB300 is about 1.8 seconds slower to 60 mph than its more powerful sibling, stopping the clock at just under 8.0 seconds. But less power also means there's less demand on the battery, which should equate to more range.Unofficial figures suggest the EQB300 4Matic will have an EPA range of 230 miles. Now, just as with an internal combustion engine, your mileage may vary, depending on how, when, and where you drive. But a 10-mile improvement in rated range isn't quite the headline number you might expect.That's because Mercedes has chosen to optimize energy consumption in both EQBs by using the permanently excited synchronous electric motor driving the rear wheels as often as possible, as the front motor's asynchronous design means it generates only minimal drag losses in partial-load operation. And that means the EQB350's more powerful front motor isn't always sucking down extra electrons. For most of your driving time, the two models are—in energy consumption terms—identical.Our key takeaway from the EQB350 drive—that the EV powertrain adds a level of refinement and performance that's missing from the gasoline-powered GLB—holds true for the EQB300. But keen drivers will notice a difference between the two EQBs on the road, especially if the road is one that twists and turns.In simple terms the EQB300 doesn't claw its way out of the corners with the same urgency as the EQB350. As a result, it doesn't feel as surprisingly lively or quite as much fun to drive. There's not a lot in it, and in truth few EQB customers are likely to notice, especially on the school run or the daily commute. The transition between regenerative and mechanical braking didn't feel quite as seamless as in the EQB350, either. That said, the multilink rear axle felt just as well-planted and delivered plenty of traction out of corners.Our European-spec EQB300s were all on optional 20-inch rims shod with 235/45 tires. That setup won't be available in the U.S., and we won't be missing anything. Our experience with the EQB350 suggests the standard 18-inch wheels and optional 19s will offer better low-speed ride. What's more, the 20s appeared to make the steering feel gluier and less linear, as if the system was working harder to twist a bigger contact patch.Mercedes offers three driver-selectable lift-off regen levels, actuated via the paddles on the steering column. There's also a mode that allows the car to use navigation data, traffic information, and speed sign recognition to automatically adjust the regen level itself. As with its more powerful sibling, on anything but busy city streets the EQB300 feels best to drive with the least amount of regen, as it enables it to flow more freely down the road.Visually, the EQB300 is identified by EQ-specific design tweaks such as the front and rear LED light bands. The tall, boxy bodywork delivers an interior that is surprisingly roomy. The second-row bench seat slides fore and aft 5.5 inches, and in the rearmost position, there's plenty of leg- and knee room for 6-footers. There's lots of headroom, too, even though the rear seat H-point is higher than that of the front to give rear passengers better all-around visibility. Load space ranges from 16.4 cubic feet with the third row in place, to 57.2 with the second and third rows folded flat.Although Mercedes-Benz makes it clear that in the event of a rollover it considers the optional third row suitable only for those under 5 feet 5 inches tall, the $1,250 option will appeal to those using the EQB for the school run. Why does it cost $400 more than in the GLB? The third-row seats fold flat into the load space floor, so the electrical hardware stored there in the EQBs must be moved into a compartment underneath that's accessed via a flap in the rear bumper.Standard equipment on the EQB300 includes the 10.3-inch digital instrument cluster and 10.3-inch touchscreen multimedia display for the MBUX multimedia system. Standard safety features include active lane keeping assist, blind-spot assist, and active brake assist.Those who prioritize range and performance over everything else will almost certainly opt for Tesla's Model Y Long Range, which also offers seven-passenger capability. But the Model Y costs a whopping $11,640 more than the EQB300— $13,390 more if you're comparing seven-seat versions.No, this Mercedes won't go as far or as fast as the Tesla. But it drives and feels like a real Mercedes and boasts a better-packaged and better-finished interior than the Tesla. Unless you're planning a lot of long, fast road trips in your compact luxury electric SUV, the quieter, more comfortable Mercedes-Benz EQB300 4Matic is a better value—and worth a second look.Looks good! More details? 2022 Mercedes-Benz EQB300 4Matic PRICE $55,550 LAYOUT Dual motor, AWD, 5-/7-pass, 4-door SUV ENGINE Permanent-magnet synchronous motor (rear) and asynchronous motor (front) 225 hp/288 lb-ft TRANSMISSION 1-speed auto CURB WEIGHT 4,800 lb (mfr) WHEELBASE 111.3 in L x W x H 184.4 x 72.2 x65.6 in 0-60 MPH 7.8 sec (MT est) EPA FUEL ECON, CITY/HWY/COMB Not yet rated ENERGY CONSUMPTION, CITY/HWY N/A CO2 EMISSIONS, COMB N/A ON SALE Fall 2022 Show All
acura nsx Full OverviewProsThe most satisfying modern NSX, Engine pulls hard, Strong lateral grip. ConsIt's dying just as it gets good, Needs a price-appropriate interior, Lacks ultimate steering feel. For decades, General Motors was notorious among its own loyalists for underfunding and underdeveloping a promising new car, expressing shock when initial sales excitement evaporated, reluctantly spending the money it should have in the first place to make the car as good as it should have been from the start, wondering why sales didn't rebound despite the tarnished reputation, then canceling the car once that it was finally good (see: Pontiac Fiero). Acura's parent company, Honda, has collaborated with GM in the past and continues to collaborate with GM today, and this is one tradition it shouldn't adopt. Case in point: the 2022 Acura NSX Type S. Not to put too fine a point on it, but the Type S is what the NSX should've been from day one. The reborn NSX held such promise, and Acura engineers benchmarked the right cars. Their insistence in thinking like Honda engineers, though, and worrying about how practical their mid-engine supercar was and how it drove in Ohio winters, compromised its final form. They studied the Ferrari 458 Italia but built a car that didn't drive anywhere near as well or as viscerally.The limited-edition Type S makes great strides toward righting that wrong. It's far more engaging to drive than any NSX before it. Much of the feel and feedback missing from the standard car has finally broken through in the Type S.Test Numbers Trail Regular NSX'sUnfortunately, it seems to have come at the cost of some performance. Despite driving better than any other NSX we've tested, the Type S is also the slowest NSX we've ever tested. At 3.4 seconds to 60 mph, it's 0.4 second behind the quickest we've evaluated, and it doesn't get any better by the quarter-mile mark. To get there, the Type S needs 11.6 seconds, and it's traveling at 120.7 mph by the finish line, 0.4 second and 3.3 mph slower than the quickest one. It's not down to a bad launch, either, because the Type S is 0.2 second slower accelerating from 45 mph to 65 mph than the quickest NSX we've tested. This despite the Type S being the most powerful NSX ever at 600 hp and 492 lb-ft, 27 hp and 16 lb-ft more than any other.It's worth saying, though, that the NSX Type S experience is delightful. The engine revs very quickly and has a broad powerband thanks to the pancake electric motor mounted between the engine and transmission. It pulls hard all the way to redline, and the transmission, in Track mode, won't upshift until you've actually reached the redline, so you get every last pony. It's also happy to not upshift and let the engine wind back down if you lift off the throttle, helpful on a twisty road with short straights between tight corners. And despite all the electrification, the powertrain even manages to sound pretty good for a V-6. The engine noise is surprisingly melodious, and the turbo flutter is icing on the cake.Back to the instrumented testing results, it wasn't any better going the other way. Stopping the Type S from 60 mph required 103 feet, a massive 8 feet longer than the best one we've tested. On a mountain road, that translated to several instances of standing on the brakes and not getting the stopping power a 600-hp car ought to have. Making the experience somehow worse, the squishy, spongy brake pedal response provides no feedback. Better brakes would let this car go down the road considerably faster.There is a bright spot in the Type S' numbers, and it's shining on the handling results. Pulling 1.03 average lateral g on the skidpad ties it with the stickiest NSX, as does its 23.2-second figure-eight lap time, though the 0.89 average g it pulled on in the figure eight was 0.03 g off the leader.And you know what? We're OK with all of that. We're willing to give up a tenth here and two tenths there for a car that drives better. Still, this should've been the starting point six years ago, not the swan song.You do still have to drive it like an NSX, though. To get the most out of this powertrain, you need to treat it the way your high-performance driving instructor told you not to. Brake early, point it at the apex, and then get back on the power as soon as possible. Before the apex if you can. Normally, this delivers guaranteed understeer, but in the NSX, the front motors go to work, the nose bites, and it pulls you through the corner while accelerating hard. You can actually correct understeer by going to the power. Once you figure this out, the car becomes far more impressive than it is when driving it like a typical all-wheel-drive car.Tips For the Next One (Which Isn't Coming)Were this car to get the next generation it deserves, there are a few other components that could be further improved, as well. Body control, for one. The Type S is stiff, which is fine, but it lacks compliance. It's bouncing around way too much on bumpy pavement, making you constantly chase it with the steering or back out of throttle. It's especially bad in big brake zones where the car starts shimmying around in its lane. It's all manageable, but it shouldn't have to be managed. Tie it down, and, again, the car could go down the road noticeably faster.The steering is better than before, but it could be even better still. In this case, it's not so much holding the car back as it isn't making it better. It's very precise, but it lacks feel. Other companies have figured out how to get steering feel out of a car with electric motors powering the front axle, and Acura could, too.Then, of course, there's the interior. It was never up to snuff, and it still isn't because it hasn't changed. It looks like an Acura interior, and Acura doesn't make $200,000 interiors. A next-generation car would need a complete interior redo with much less plastic, a much more expressive design, and for the love of all that's holy, a modern infotainment system with a volume knob. You can't put Civic parts or even TLX parts in a car priced nearly on par with an entry-level Ferrari.Hopefully, Acura will get all those details right when the NSX returns as an EV in the future—as it's promised to, after a hiatus—but this still feels like a missed opportunity for the high-performance hybrid iteration of the car. The Type S proves the current NSX formula wasn't fundamentally flawed—it was just unfinished. It's a shame this car missed the mark so widely that its sales can't support a second generation of this model to finish the job. If the NSX Type S is any indication, it could've been great. Instead, Acura is pulling a GM and canceling it just as it started to get right. Everyone loses.Looks good! More details?2022 Acura NSX Type S Specifications BASE PRICE $171,495 PRICE AS TESTED $185,995 VEHICLE LAYOUT Mid-engine, 2 front and 1 rear motors, AWD, 2-pass, 2-door hatchback ENGINE, MOTOR Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6, plus 3 permanent-magnet electric motors POWER (SAE NET) 520 hp @ 6,500 rpm (gas), 72 hp (comb front elec), 47 hp (rear elec); 600 hp (comb) TORQUE (SAE NET) 443 lb-ft @ 2,300 rpm (gas), 108 lb-ft (comb front elec), 109 lb-ft (rear elec); 492 lb-ft (comb) TRANSMISSIONS 1-speed auto (fr), 9-speed twin-clutch auto (rr) CURB WEIGHT (F/R DIST) 3,903 lb (42/58%) WHEELBASE 103.5 in LENGTH x WIDTH x HEIGHT 178.5 x 76.3 x 47.8 in 0-60 MPH 3.4 sec QUARTER MILE 11.6 sec @ 120.7 mph BRAKING, 60-0 MPH 103 ft LATERAL ACCELERATION 1.03 g (avg) MT FIGURE EIGHT 23.2 sec @ 0.89 g (avg) EPA CITY/HWY/COMB FUEL ECON 21/22/21 mpg EPA RANGE, COMB 328 miles ON SALE Now Show All
toyota venza Full OverviewWhen we took delivery of our long-term 2021 Toyota Venza, we asked ourselves if luxury could be mainstream. With its upscale exterior design and polished interior, the Venza could easily be confused for a Lexus, but its attractive price says otherwise. After 12 months with us, the Venza delivered comfort and luxury in a compelling and affordable package.As a midsize two-row SUV, the Venza sits between the RAV4 and Highlander in Toyota's SUV lineup, but as a hybrid-only SUV, it plays a different game in its segment. Some of the competition includes the Hyundai Santa Fe, Kia Sorento, Volkswagen Atlas, Chevrolet Blazer, and Honda Passport, with every player tackling the segment in its own way. Whereas Toyota took the upscale hybrid approach, Kia and Honda opted for the rugged way, Chevy went a sportier direction, and Hyundai and VW went down a more mainstream path.At MotorTrend we make every attempt to live with these vehicles like you would so we can identify the things you need to know but might not uncover on a test drive. Our hybrid SUV served as the carriage for the newly expanded Loh family during an important visit to Sacramento, and it took us deep into Texas when we visited Big Bend National Park and Marfa on the way back to Los Angeles.We chose the XLE model, sandwiched between the LE and Limited in the Venza lineup, because it offers the most bang for your buck. With the SofTex package—a $510 option—we got heated and ventilated faux leather seats, which proved comfortable. The vegan leather was designed to hold less heat over traditional leather, something we appreciated during the hot summer days. The $2,050 Premium Audio package upgraded the 8.0-inch touchscreen to a 12.3-inch display with capacitive controls, navigation, and a nine-speaker JBL audio system. Although the big screen was a nice upgrade, the touch controls for the HVAC and screen were harder to operate over the traditional physical buttons; they were very sensitive, and we missed having knobs for the volume and radio tuning. All in, our Venza checked out at $39,735, a great deal considering its magnificent equipment.Although the Venza aced at its primary job, it wasn't perfect. Its hybrid powertrain—a 2.5-liter l-4 with three electric motors for a combined 219 hp—felt stressed at medium throttle input, loudly roaring when accelerating from a stop or when passing on the freeway. Its traction control system was also touchy—when going over a bump, rough pavement, or a steel plate and applying the brakes, the system would briefly cut power and lock the wheels. This didn't happen often, but I noticed it multiple times throughout the year.We also complained about its interior space and poor packaging given its size. The Venza is longer than the RAV4, yet it has less passenger and cargo space than its smaller sibling. Its cargo floor is too high, and its swoopy roofline and overall shape limit cargo space.Visiting the dealer was easy. Thanks to the Toyota Connected Services app, we were reminded when it was time to go in for service, and booking an appointment through the app was a breeze. Toyota's maintenance plan covers normal factory scheduled services for the first two years or 25,000 miles, so customers don't have to pay a penny. (We did have to, however, because our Venza was part of a fleet; we spent less than $200 over four visits.)Compared to other long-term two-row midsize SUVs, the Venza was inexpensive to maintain. Our 2015 Nissan Murano SL AWD cost $589.76 over the 12-month period it stayed with us. That's more expensive than the Venza or the $77.90 we paid for our 2018 Dodge Durango V-8 long-termer. Although we like the two-year complimentary maintenance, we'd prefer to visit the dealer less often; the Venza has scheduled services every 5,000 miles. We never had to visit the dealer outside of the maintenance schedule, though. We avoided any chips on the windshield, flat tires, or other unexpected surprises throughout the year.The few gas stops we made didn't go unnoticed. The Venza delivers 40/37/39 mpg city/highway/combined per the EPA—pretty good numbers for an SUV this size. We didn't quite hit those numbers on our average, but we weren't far off (35.1 mpg). Still, we saved money at the pump, which we appreciated as gas prices skyrocketed toward the end of 2021.Overall, our 2021 Toyota Venza long-termer delivered exactly what we expected it to. It's not necessarily a fun SUV to drive, and it isn't perfect, but it does a lot of things well. It's comfortable, it's full of upscale touches, and it comes at a great value—and plenty of people will be happy about that. Although its technology isn't top notch, it has enough to simplify some of your day-to-day commuting needs. And with incredible reliability and a Top Safety Pick rating from the IIHS, the Venza is quite an attractive package.Looks good! More details?POWERTRAIN/CHASSIS 2021 Toyota Venza XLE Hybrid DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE I-4, alum block/head, plus front/rear permanent magnet electric motors VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 151.8 cu in/2,487 cc COMPRESSION RATIO 14.0:1 POWER (SAE NET) 176 hp @ 5,700 rpm (gas), 118/54 hp (f/r elec); 219 hp (comb) TORQUE (SAE NET) 163 lb-ft @ 5,200 rpm (gas), 149/89 lb-ft (f/r elec) REDLINE NA rpm WEIGHT TO POWER 17.4 lb/hp TRANSMISSION Cont variable auto AXLE/FINAL-DRIVE RATIO NA SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 14.4:1 TURNS LOCK-TO-LOCK 2.6 BRAKES, F; R 12.0-in vented disc; 11.0-in disc, ABS WHEELS 7.0 x 19-in cast aluminum TIRES 225/55R19 99V Bridgestone Ecopia H/L 422 Plus (M+S) DIMENSIONS WHEELBASE 105.9 in TRACK, F/R 63.3/64.5 in LENGTH x WIDTH x HEIGHT 186.6 x 73.0 x 65.9 in GROUND CLEARANCE 7.8 in APPRCH/DEPART ANGLE 18.0/22.0 deg TURNING CIRCLE 37.4 ft CURB WEIGHT 3,818 lb WEIGHT DIST, F/R 56/44% TOWING CAPACITY Not recommended SEATING CAPACITY 5 HEADROOM, F/R 38.6/39.0 in LEGROOM, F/R 40.9/37.8 in SHOULDER ROOM, F/R 57.4/56.9 in CARGO VOLUME 55.1/28.8 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.4 sec 0-40 3.6 0-50 5.2 0-60 7.1 0-70 9.3 0-80 12.0 0-90 15.2 0-100 — PASSING, 45-65 MPH 3.8 QUARTER MILE 15.4 sec @ 90.4 mph BRAKING, 60-0 MPH 122 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 27.3 sec @ 0.63 g (avg) TOP-GEAR REVS @ 60 MPH NA rpm CONSUMER INFO BASE PRICE $37,175 PRICE AS TESTED $39,735 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 8: Dual front, front side, f/r curtain, driver knee, passenger thigh BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles, 10 yrs/150,000 mi (battery), 8 yrs/100,000 mi (hybrid sys) ROADSIDE ASSISTANCE 2 yrs/25,000 miles FUEL CAPACITY 14.5 gal + 0.93 kWh battery EPA CITY/HWY/COMB ECON 40/37/39 mpg RECOMMENDED FUEL Unleaded regular Our Car SERVICE LIFE 12 mo / 19,583 mi BASE PRICE $37,175 OPTIONS Premium Audio with Dynamic Navigation and JBL ($2,050: 12.3-in touchscreen, HD radio, 9 speakers including subwoofer, amplifier, 1 USB and 1 aux media ports, 3 additional USB charge ports, hands-free phone capability and Android Auto, Apple CarPlay, and Amazon Alexa compatible, SiriusXM with 3-month trial, SofTex Package ($510: Perforated seats, heated and ventilated front seats, eight-way power-adjustable driver's seat with memory and power lumbar support, four-way power-adjustable passenger's seat, heated leather-trimmed power tilt/telescopic steering wheel PRICE AS TESTED $39,735 AVG ECON 35.1 mpg PROBLEM AREAS None MAINTENANCE COST $0 (2- tire rotation, inspection; oil change) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $32,600 (82%) RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of 3-years Show All
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