History: Jet Powered Cars

Last years Paris Motorshow saw the introduction of several high profile, ultra cool concept cars. However, among all the glitz and glamour there was one car that stood alone as the coolest car of the show, that of the Jaguar C-X75. This low-slung supercar from the British luxury brand was not only a design and engineering showcase of Jaguars future, but it is a car built to celebrate the companies 75^th year of existence.

However, the C-X75 is more than just another pretty face. Like many new concepts this supercar is a range extending hybrid making use of four 145kW (195bhp) electric motors mounted at each corner. Nothing really special there, except when you realize what is providing the battery power generation. That would be two gas micro-turbines rated at 188 bhp total, mounted just behind the seats. Many had said that micro-turbines would never work, but despite the negative comments, Jaguar along with Baldon Jets, who designed the micro-turbines, are amidst a game changing revolution in the way cars are powered. However, turbine powered cars is nothing new, so with the re-evolution of the jet powered car, lets pay homage to the jet cars of past.

Rover JET1

The car that sparked the whole turbine-powered fad was British carmaker Rover. During World War II, Rover were heavily involved in the development of gas turbine engines, as the Allies raced to have the first jet powered fighters in the sky to take on the Luftwaffe. It was however, the Germans who won the race, fielding the Messerschmitt ME 262 Schwalbe ("Swallow"), the world's first operational jet-powered fighter aircraft. The ME 262 would come too late for the Germans, however, the superiority of the aircraft was pronounce.

With the war over and Rover putting the final touches on their own turbine technology, the British had lost the race for jet powered flight, however they could use the same technology to take a similar revolutionary jump in the automotive industry. In 1950, they did just that, shoehorning a jet turbine into a concept roadster behind the passenger seats. Instead of providing acceleration through thrust like the aircraft of the time, the turbines rotation was directed to the wheels much like a standard internal combustion car.

During tests, the car reached top speeds of 140 kmh, at a turbine speed of 50,000 rpm. Unfortunately, the size of the engine and the fuel efficiency meant the project was scrapped soon after the concepts unveiling.

GM Firebird

Next to bat was the General, who started their turbine-powered dreams two years later with the Firebird I concept car. By this time the whole “Jet Age” mentality of futuristic thinking was taking America by storm. The air force was in a highly popular race to break the sound barrier with experimental aircraft, meanwhile the common citizen wanted in on the act yearned for nuclear powered toasters and cars that looked and were powered by jets. GM answered everyone’s dreams with the first iteration of the Firebird. Half fighter plane and half car, the Firebird took the JET 1’s ideals and added them to a sci-fi body.

Designed by famed penman, Harley Earl, the series of three turbine-powered cars had a very obvious aircraft inspiration. GM would use a Whirlfire Turbo Power gas turbine engine that produced 370 hp (280 kW), with a two-speed gearbox. They then fitted the mechanicals into Earl’s body that comprised of a fiberglass fuselage, open wheels, and single seat cockpit with bubble canopy and winglets at the rear with actual flaps used as airbrakes. A feature now found on some of the world’s most expensive cars such as the McLaren SLR and Bugatti Veron.

The car was a hit at the 1953 Motorama Autoshow, and as such, an evolution to the car was put into motion. The Firebird II, was a more practical car, even if it didn’t look it, as it was designed as a four-seat family car. The car utilized a 200 hp (150 kW) engine and used an air fed regenerative system to solve the exhaust heat problem, allowing the entire engine to operate nearly 538 °C cooler, and also powered the accessories. A larger bubble canopy returned, however, the fiberglass used to build the body was binned for much more expensive titanium. Now how cool is that – in 1956!

Again, the Firebird was the darling of that years Motorama show, ushering yet another evolution, the Firebird III in 1959. This full on Jetson mobile kept with the uber expensive titanium body and extravagant tail fins, now numbering seven. The two-seat, double bubble cockpit coupe now boasted a 225 hp (168 kW) Whirlfire GT-305 gas turbine engine, and a two cylinder, 10 hp (7.5 kW) gasoline engine to run accessories. Unfortunately, despite all the crazy designs and massive technological advancements, the Firebirds would never see production, likely due to the sheer cost that the cars would undoubtedly carry.

Chrysler Turboflite and Turbine

While everyone else were playing around with concept cars in the 50’s, Chrysler took the idea of turbine powered production vehicles much more seriously. Since 1954, Chrysler had been experimenting with in-house built turbine engines in their production vehicles, and was even building rockets for the air force. In 1956, they drove an experimental gas turbine powered Plymouth from New York City to Los Angeles. They would continue to test further evolutions of their turbines placed into production cars such as Dodge Darts, Plymouth Fury’s, Belvedere’s, Coronets and Miranda’s all the way into the 1980’s until financial difficulties canceled the turbine development program for good. However, during this time, Chrysler dumped the fourth generation of their turbine, the CR2A that produced 140 hp (104 kW) into the Turboflite concept car. This car mated the realistic visions of the JET 1 with the outrageous stylings of the Firebird. It was a 4-passenger vehicle that featured a glass canopy that rose automatically when either door was opened and also a large rear spoiler that was later incorporated in the muscle cars of the sixties.

Then in 1963, Chrysler began the Turbine Car project building 50 production vehicles between October 1963 and October 1964, plus five prototypes. The bodies and interiors were crafted by Ghia in Italy, and then were shipped to Michigan to have the engines installed. The fourth-generation Chrysler turbine engine ran at up to 44,500 revolutions per minute and could use diesel fuel, unleaded gasoline, kerosene, JP-4 jet fuel, and even vegetable oil. The engine would run on virtually anything and the President of Mexico tested this theory by running one of the first cars successfully on tequila. Once the public trials were finished, Chrysler canceled the program, destroying all but a few cars. However, this did not stop Chrysler’s turbine production as several cars were offered with turbine power up until 1980 when financial woes forced the company to sease all turbine production.

Toyota Sport 800 Turbine Hybrid

The yanks weren’t the only one playing with turbines, as Toyota built a one-off turbine version of their popular micro sports car, the 800 in 1979. However, Toyota changed the dynamics of the system, ushering in the technology that would lead to the Jaguar C-X75. A much simpler version, the Toyota used a 30 bhp (22 kW) gas turbine engine, connected to a generator, which fed an electric motor that in turn provided power to a 2-speed gearbox. The efficiency of turbine power had now finally been realized, even though Toyota never continued to expand the project.

Jay Leno’s EcoJet

The last turbine-powered car built was the EcoJet by Jay Leno and GM. Built on the aluminum frame of a Corvette Z-06; the EcoJet sports a Cadillac themed body and is powered by a 650 horsepower mid-mounted Honeywell LT-101 turbine powered by bio-diesel.

Review: 2011 Porsche Boxster Spyder

The Porsche Boxster is easily one of the best sports cars on the market today, and by all means I love the car. The coming together of a mid-engine sports car with excellent fuel efficiency and impressive cargo capacity for this segment is truly impressive. However, it still feels a little watered down for a Porsche. Brought in as an entry level Porsche, the car just feels like it’s lacking the zest for life compared to other Porches. The Boxster S, gave the model a performance shot in the arm, waking it up a little. However, while as good as the S is, there still seems to be something missing.

Problem is, with the increasing availability and ease of use of Porsche vehicles today, the high performance brand is now being bought by not just performance enthusiasts, but by those eager to display their wealth. This means Porsche need to design the Boxster to be attractive to everyone, and not just immature boy racers like me.

However, there is now a third version of the Boxster, and I’m happy to say, it’s an angry one. Yes, the engineers back in Zuffenhausen where let out of their cages, told to go take in a couple track days, have a couple pints afterwards and come up with a Boxster that’s full of energy and life. The result is this, the Boxster Spyder.

 

First thing first, the whole point of this car is to be a lighter more nimble version of the Boxster S designed to give the driver a more exciting driving experience, and let me tell you, they have most certainly succeeded. Short of building a GT3 version of a Boxster, the Spyder ticks off just about every box of modifications that I would do to the car. Make the car 80 kg lighter - check. Give the engine a slight boost in power - check with 10 extra horses. Make it look meaner, with a speedster double hump on the rear deck – check. Give me carbon fibre seats that hold you like full competition seats but are still comfortable enough to go on a 500 km road trip – most definitely check!

So on paper it’s meaner, it looks meaner, but how is it to drive. Well, let me tell you, the Spyder is a breath of fresh air to anyone that is getting tired of today’s cars being packed full of luxury and safety conveniences, spoiling the cars fun-to-drive drive nature. The Spyder is a Boxster on speed, shivering and shacking, wanting to go faster and faster. It is as close as you can get to a Lotus Elise, in terms of driver communication with the car, without all the storage and seating issues that hamper anyone over the age of 16. The steering is surgical, the chassis is near telepathic in its predictability, and the driver can feel a surge of life exude from sitting in the drivers seat. This truly is a driver’s car.

However, that’s not to say there aren’t any complaints about the Spyder. Lets start with the top. The butt of the majority of the complaints about this car comes from its unique top. One of the largest weight savings areas was the top, so this lighter and much more complicated version was created to keep the weight down first, and the weather out second. Jeremy Clarkson even went so far as to call it nothing more than an umbrella. While the operations do take a while to get used to, and in Vancouver it’s not exactly water tight, I actually think its pretty cool, and the immature boy racer in me would much rather have this than the regular Boxster top.

The fabric loops that act like door handles are case in point number two. Most people will not take kindly to these and many of my own passengers were dumbfounded as to how to open the door, but again, the immature boy racer in me loved them. They’re different, basic, like a racecar. Mind you, if I were paying $70,500 for a sports car, I’d rather not have Porsche put a big ugly screw right in the middle of it, at least try to hide it. Along with the minimalist interior you don’t get a radio, or A/C, so posers, turn around and go back to your Escalades and Hummers.

Now many journalists are complaining that with the Spyder, Porsche are tying to sell you Boxster that is missing a whole whack of parts and are charging a premium for the pleasure of being bent over. However, I like to look at it another way. Just look at it. This Boxster is what a regular Boxster is not, exciting, over the top and a true drivers car. Lets not beat around the bush, a regular Boxster is mostly purchased by wealthy parents to give to their daughters for their sweet sixteen, or maybe the wife keeps it for herself for getting to and from Pilates, the spa and a bit of shopping. A true Porschephile would never really want one because it just doesn’t quite offer the excitement and character of a 911. Lets not forget that all those lightweight and unique bits of bodywork, seats and engine modifications come at only a $3,100 premium over the Boxster S. I challenge anyone to buy a Boxster S and equal the Spyder’s power, weight and aesthetic advantages with the aftermarket for such a price. So really, the Spyder driver is getting a great deal. However, start to tick off the options boxes when you make your purchase; well that’s another story, as this test car came in at a whopping $90,425.

So am I angry with Porsche for bringing a car to market with fewer parts, a feeble leaky roof and a higher price tag. No, I applaud Porsche for building a Boxster that stirs the inner driver in us all, a car that is more about the joy of driving than about the badge one wears on the hood. If you are one that wants a Porsche for the badge, go ahead and buy a Boxster and option it out with all the goodies. I you are a driver, and want a car that becomes an extension of your limbs and will always keep a smile on your face, even with no access to satellite comedy, the Spyder truly is the driving mans Boxster.

SPECIFICATIONS:

Base Price (MSRP): $70,500

Price as Tested: $90,425

Type: 2-passenger Sports Car

Layout: Mid-Engine Rear Wheel Drive

Engine: 3.4L Horizontally opposed 6-cylinder

Horsepower: 320 combined

Torque: 273 combined

Transmission: 6-Speed Manual – Optional PDK

Brakes: Four-wheel discs

Fuel Economy (L/100km): 14.2L city, 7.1L highway

Review: 2011 Chysler 200

Lets begin with the Chrysler Sebring, as this is what makes this story so impressive. I was not too impressed with the Sebring, and to be totally honest, it was one of the worst new cars I’d driven. It’s design had improved from the last generation, however the build quality suffered and the driving feel of the car was numb and unconnected to say the least. However, with Chrysler’s bankruptcy, Chrysler had no choice but to start improving the products they built in order to lure back customers, wary of buying from a failed manufacturer. Good news is, Chryslers already been making huge steps forward with several models under the Dodge, Ram, and Jeep logos. Well now its Chryslers time to reap the benefits of the hard work being done back in Detroit, and the first to get the treatment is the Sebring, now dubbed the 200.

Though my time was short in the 200, a quick rip up the Lucas valley in California, past Skywalker ranch and on to the pacific coast was enough time for me to be shocked by the massive improvements Chrysler has made.

Like so many of Chrysler’s brands, the massive step up in interior quality and design is one of the largest determining factors to the quality of these new products. The sea of grey hard plastic in the Sebring has been replaced with warm, soft touch materials that compliment a much more conservative and modern interior design. While the Sebring’s interior was something one had to endure, the 200’s rivals that of higher-end import brands such as VW, even knocking on the door of luxury brands. Interaction with instruments and controls is also enhanced as Chrysler really has sweated the little details. Buttons and dials have a good solid feel and the whole environment is much more pleasant.

Next is the powertrain. The darling of Chryslers new powerplants is the new Pentastar 3.6L V-6, which, thanks to its increase in power and fuel efficiency, is being shoved into just about everything built under the Chrysler name. Here in the 200, the Pentastar is rated at 283 hp and 260 lb-ft, making it the most powerful mid-sized sedan on the market. The base 200 will receives the standard 2.4L inline four cylinder that comes equipped with 173 hp and 166 lb-ft. While I did not get the chance to drive the four-cylinder, which I expect to be a little weak given the size and weight of the car, the Pentastar has no such problems plodding over the coastal range with little effort, while getting good fuel mileage, as the V-6 needed little urging.

So, how does the new car drive? This was another weak point as the Sebring lacked grip and any real handling performance. Well Chrysler’s got all their bases covered, and even though the 200 development was hasty to say the least, it is a well-connected vehicle. While the mid-size sedan market is not known for high performance handling, the 200’s upgrading suspension mated with a lower ride height does go a long way in giving the driver confidence and good communication with the car.

With my shortage of time in the car, the most obvious advances garnered the majority of my attention, so my only real quibble with the car is its “big car” feel and steering response that could be a little more direct. Other than that, the 200 has marked the coming of age for Chrysler, impressing me with just about every feature including a segment leading starting price of $19.995. With so many segment leading features and a lower price tag, the 200, and I suspect the soon to be released 300 should be game changing vehicles, ushering in the new era of post bankruptcy Chrysler.

SPECIFICATIONS:

Base Price (MSRP): $19,995

Price as Tested: $27,995

Type: 5-passenger Mid-size Sedan

Layout: Front-Engine Front Wheel Drive

Engine: 2.4L I-4 and 3.6L V-6

Horsepower: I-4 173, V-6 283

Torque: I-4 166, V-6 260

Transmission: 6-Speed Automatic

Brakes: Four-wheel discs

Fuel Economy (L/100km): I-4 L - 9.9L city, 6.7L highway

V-6 – 11.0L city, 6.8L highway

History: Military Ruggedness for the Average Man

Last year, when Dodge invited me to Moab, Utah, for the Jeep Safari, they also let have a go in the current iteration of the Power Wagon. The Ram based 2500 was a particularly stout off-roader despite it’s size, featuring solid lockable axles at both ends, disconnecting sway-bars, full underbody protection and a winch as standard. The good folks at Dodge took us on a run up into the mountains surrounding Moab, on washed out old mining roads that were most likely built, maintained and used by Power Wagons back in the 40’s, 50’s and 60’s when Moab was a uranium boom town.

Many a Power Wagon there were up in those mountains, when the apatite for weapons grade uranium was at its peak. In fact, the two began life around the same time. Around the time the American’s were testing their newfound mass-destructive powers, Dodge were working on the latest version of their quarter, half and three quarter ton military 4x4. Dodge had been building 4x4’s for the military since 1934, so they had a pretty good sense of what worked and what didn’t. In 1945, initial photo’s of a prototype vehicle based on the extremely effective military platform with a civilian cab were first released. Initially called the Battle Wagon, the Power Wagon’s basic goal was to fulfill the military needs for a small, fast, powerful, and rugged vehicle, capable of traveling well on road, and equally as well off road, and supply a vehicle of equal quality to the civilian population.

Like the venerable Jeep, veterans who were now returning home to their farms, or construction and mining jobs began to swamp Dodge with requests for the extremely capable machinery they were privy too while in the service. With the market crying out, Dodge would have been foolish not to make use of designs, tooling and a massive collection of spares, and build a civilian version of their military vehicles. Especially when the government financed all those resources.

In 1946, Dodge introduced the Power Wagon to showrooms for the first time, giving the public access to rugged wartime machinery. Based on the 126-inch wheelbase, three-quarter ton military chassis, the civilian Power Wagon featured a purpose built 8-foot all-steel welded box with high 20-inch tall sides for maximum cargo carrying ability. It featured a 230 cubic-inch flat head six cylinder engine rated at a massive 78 hp, however, for those who owned them, the flathead was tough, cheap to fix and lasted forever. Mated to the 230 was a 4-speed gearbox and 2-speed transfer case with an interior shift lever. The military driveline was carried over to the Power Wagon, using the transfer case from the WC 63 6x6, however the low range gearing was changed from 1.5 to 1.96. Like many military based vehicles, the Power Wagon had a Power Take Off (PTO) feature that directed engine power to the front and rear bumpers, capable of powering auxiliary equipment. A big plus with farmers, miners and forestry men. The one-ton rated Power Wagon's maximum GVW rating was 8,700 pounds. Its maximum payload was 3,000-pounds, but more important to owners was its 2,000-pound limit for off-road conditions. The truck also featured military non-directional tires, as there were no other high traction tires available at that time.

The fenders were flat one-piece military style fenders, instead of the usual teardrop styled fenders used on most trucks of that time. The teardrops would get clogged up with mud in the field, so most military trucks used flat fenders that would not catch mud as easily. As Dodge new the majority of Power Wagon owners would be buying the vehicle for its off-road prowess, they kept the military style fenders.

Most manufacturers would do a complete redesign once the current model was starting to get old in the tooth. The Power Wagon was so good at what it did, that Dodge engineers merely evolved the vehicle through the application of bigger and more robust parts, raiding the Chrysler parts bin to see what could be made to work better. Changes would be as small as replacing a 4-blade radiator fan with 6-blade unites. However, in ’49, the transmission was changed to a heavy-duty spur gear four speed. Then in ’51, 1,600-pound capacity front springs and 3,000-pound rear springs were available as an option increasing rear axle capacity from 5,500-pounds to 6,500-pounds and the front axle from 3,500 to 3,750. Then in 1961 the 230 was replaced with the 251 cubic-inch flat head six, which was joined with the optional 383 big block V-8 in ’67.

Safety and emissions rules finally killed the Power Wagon in the States in 1968 as it was deemed too expensive to reverse-engineer the Slant 6 into the engine bay. A total of 95,145 WDX-WM300 Power Wagons were sold between 1945-1968. Domestic production would shut down, although exports continued to roll out until 1978. However, that would not be the end of the Power Wagon story. The truck was so popular and such a success that the name would live on in several versions of Dodges 4x4 pickups.

The first of which came in 1957, and really didn’t share much in common with the original military styled vehicle. They were merely 4x4 versions of the W100 and W200 pickups. These trucks featured conventional cabs, front sheet metal and the cargo boxes used on the 2WD models. The next year, a one-ton W300 would also join the lineup. Later in 1966, a W200 Crew Cab was added, followed by the two-ton W500 Power Wagon in ’77. However, these were merely glorified 4WD versions of regular Dodge pickups, and lacked the charisma of the old school, take no prisoners, military based originals.

However, in 1981, the Power Wagon name came to an end all together, when Dodge redesigned the entire pickup fleet. Although, they did use the “Power Ram” name on 4WD models, the name would not resurface until 2005, when a special off-road version of the Ram received the historic designation. Today the Power Wagon lives on in the current generation Ram, which as I described above, is a very resourceful vehicle. However, as good of a truck the modern Power Wagon is, there is no replacing the kick ass cool factor of the original old warhorse.

Review: Dodge Durango

Only one short year ago we thought the Durango had gone the way of the Dodo bird, as Chrysler’s owners struggled to stop the hemorrhaging of finances. However, with Fiat coming to the rescue, the Dodo lives again and this time it’s come back as a Peacock, sporting a fresh new design and performance enhancements.

While the Durango has returned, it bears little in resemblance to the outgoing Durango. Built on a brand new platform that was part of a joint program with Mercedes for the GL, the unibody architecture allows the Durango to have a much lower stance, increasing on-road handling and aerodynamics. As a result, the high riding Durango of old is now replaced with this ground hugging brute. While the design is all-new for the Durango, the bold crosshair grille and Magnumesk rear greenhouse still ushers back traditional Dodge traits.

Inside, the Durango’s story mirrors that of every new Dodge, Jeep and Chrysler we’ve laid eye’s on in the last six months. A massive interior redesign has taken place offering up heaps of high quality soft-touch materials and a heavy dose of a attention to detail. The whole atmosphere inside the Durango is one of comfort and refinment, as Dodge has taken a weakness and turned it into an advantage, knocking on the doorsteps of luxury car makers in refinement.  Although, I still think the steering wheel could use a little work as a full grip at the 3 and 9-oclock positions is interrupted by a thick angled side spoke.

Up in the business end of the vehicle is another large enhancement, the inclusion of Chrysler’s latest darling, the 3.6L Pentastar V-6. Not only does this engine give the Chrysler brands a much needed step up in power for their V-6 option, but also increases both fuel efficiency and emission. When mated to the Durango, the little Pentastar pumps out 290 hp and 260 lb-ft, which like the Grand Cherokee, will need some high revving, as it can struggle to get up steep hills. Of course if you’re one that just wants raw V-8 muscle powering your Dodge, not to worry as the 5.7L HEMI is still an option on the two higher level models, the Crew Plus and Citadel. With the addition of the new unibody platform, Dodge have been able to save a large amount of weight, with the SXT model coming in at a not too shabby 2157 kg. As a result, fuel efficiency is rated at 13.0L/100km in the city, 8.9L.100km highway when equipped with the new Pentastar engine. However, be warned, when adding AWD and opting for the HEMI, the Durango starts to get pretty pudgy and those numbers rise to 16.6L and 10.1L respectably. 

The new body is really doing wonders for the reincarnated Durango. Not only are the looks and efficiency of the vehicle improved drastically, but the driveability and use of space has also made me do a double take. The added space has allowed the Durango to keep its 7-passenger rating with a third row of seats; seats that can comfortable seat an adult and not just be used to punish children. The super stiff body also makes the handling more shocking than the interior improvements.

I’ve experienced this before, when I had the pleasure of testing the latest Jeep Grand Cherokee, which also shares a platform with a Mercedes SUV, and the improvement was profound. Here in the Durango, the handling was equally as shocking as the big truck drove like a large car. The absence of body on frame construction means that Dodge could lower the Durango without disrupting suspension travel. When matched with a tight body and the AWD system that comes standard, the Durango is a well-planted vehicle that is well connected and lets the driver feel the road much more efficiently. Even a soccer mom could have fun driving this one.

All these improvements all add to the competitiveness of the Durango against its competition. With a starting price of $37,995 for the SXT the Durango now comes into line with other similarly equipped large three rowers like the Ford Flex, Chevrolet Traverse, GMC Acadia, Honda Pilot, and Mazda CX-9, all of which are V-6 powered with output and fuel-economy figures similar to the Durango V-6.

SPECIFICATIONS:

Base Price (MSRP): $37,995

Price as Tested: $49,995

Type: 7-passenger Full-size Crossover

Layout: Front-Engine All Wheel Drive

Engine: 3.6L V-6 and 5.7L V-8

Horsepower: V-6 290, V-8 360

Torque: V-6 260, V-8 390

Transmission: 5-Speed Automatic

Brakes: Four-wheel discs

Fuel Economy (L/100km): V-6 – 13.0L city, 8.9L highway

V-8 – 16.6L city, 10.1L highway

Review: 2011 Toyota Highlander

Toyota are calling the 2011 Highlander changes a mid-cycle refresh, something every manufacturer does to vehicles that have been on the market for a while, to spark some life and interest into them to once again. However, the sheer amount of work that has gone into the 2011 Highlander could easily qualify as an all-new model redesign, with heavy cosmetic and aerodynamic changes to the body, increased capacity and winter heating has been built into the hybrid system while an entirely new engine now powers the V-6 powered Highlanders. While most mid-cycle changes usually consist of new trim levels, or minor fascia work, Toyota’s all out assault on the Highlander has changed the entire character of this mid-sized crossover.

Lets start with the most obvious changes, the new look. is refreshing, and has now confirmed the Highlander is the younger brother of the 4Runner gaining a similar family appearance. The new menacingly styled headlights and grille is refreshing bit of spice to Toyota’s usual mass appeal design recipe. Matched with slightly massaged front and rear bumpers, the new Highlander barely resembles the timid creature that we’ve become used to. Along with these changes, the rocker panels and front sheet metal have also been redesigned to channel air more efficiently around the vehicle in a never ending battle to lower the aerodynamic co-efficient.

There are also big changes under the skin. Gone is the 3.3L V-6 that was normally found in the Highlander, replaced by a quite useful 270-horsepower 3.5L V-6. The Hybrid features upgraded Toyota Hybrid Synergy Drive technology built around a Atkinson cycle version of the 3.5L V-6 and an enhanced electrical motor/generator system, both of which deliver 10% better fuel efficiency. With this addition of three electric motors (one for charging, one powering front wheels, one powering rear wheels) the Highlander Hybrid now boasts a combined horsepower rating of 280, with push button electric-only drive capability, providing the batteries are well charged.

New this year, Toyota has added an Exhaust Gas Re-circulation and Exhaust Heat Recovery systems to the hybrid. The first re-circulates spent exhaust gasses to lower exhaust gas temperatures, which in turn minimizes the need for fuel enrichment. The benefit is a significant reduction of fuel consumption, especially during high-load driving and improved fuel efficiency. The Heat Recovery System recovers exhaust heat to quickly raise coolant temperature during warm-up. This allows the engine to warm up faster thereby, allowing it to shut off for EV driving a full 15-minutes sooner; a handy feature for short winter commutes.

Inside, the dash and door panels are still a sea of hard plastic and don’t possess the most inspiring of designs, however a strip of felt on the door panel did add a small touch of luxury. While the materials may seem cheap, the controls are very simple and easy to use as well as the dash layout. Knobs and buttons have a good solid feel and are extra large just incase you forget where they are. Both the steering and seats have a good range of adjustability to find the optimal position for just about any size.

Toyota have done a masterful packaging job with the back of this SUV, as personal space should be taken up by fold flat seating, fuel tanks, full size spare, and those extra batteries that need to go somewhere. This year every Highlander comes standard with 7-passenger seating thanks to a 50/50 split pop-up third row, so space should be hard to find. Now with many mid-sized utes, these seats are all but useless to anyone north of a toddlers size anyways, and while at first I thought the same of the Highlanders third row, I quickly changed my tune after crawling back there. There is ample headspace for average sized adults and with the second row pushed forwards slightly, legroom is also kind for short trips. However, if there is only five coming along, the rear passengers are treated to a massive amount of space with the 3^rd row folded flat.

On the road, the Hybrid drove straight and true, however steering is very light and void of any real feel for the road. Like most Toyota’s, the Highlander is engineered for a soft smooth ride, however, despite the AWD system, it’s not likely many of these will ever see off-road duty, so I’d personally like to see the suspension firmed up a bit to give a better feel of the road and help the noticeable body roll. What did get me excited was the vehicles fuel efficiency. The Hybrid Synergy Drive worked wonders on the highway, scoring an incredible 7.1L/100km fuel efficiency rating on a 165-km drive, a number besting several compact cars, not to mention Toyota’s own numbers as its rated at 7.3L/100km. However I was not able to get much urban driving in, but Toyota rates the Hybrid at 6.6/100km, an easy figure to match with the help of the EV mode. For the non-hybrid Highlander, expect to see a highway rating of 7.3L/100km, and 10.4L/100km in the city.

All in all, the 2011 Highlander was a pleasant surprise as both the use of interior space and incredible fuel efficiency topped any expectations I previously held for the vehicle. While I’m not a supporter of SUV or CUV vehicles, the new Highlander will surely make prospective station wagon buyers think twice. As of time of writing, Toyota has not yet revealed pricing on the Highlanders, so check out Toyota.ca to get the latest.

SPECIFICATIONS:

Base Price (MSRP): TBA

Price as Tested: TBA

Type: 7-passenger Crossover

Layout: Front engine, AWD, Hybrid assist

Engine: 3.5L V-6 with Electric assist

Horsepower: 280 combined

Torque: 215 combined

Transmission: Electronically Controlled Continuously Variable Transmission (ECVT)

Brakes: Four-wheel discs with regenerative braking

Cargo Capacity: 2,660L seats folded, 290L all seats up

Fuel Economy (L/100km): 6.6L city, 7.3L highway 

Great Drives: Milford Sound

About The Route

Best time to Go: Weekdays from April to October

Places To Stop: Great scenic viewpoints found at Mirror Lakes, Homer Tunnel, Hollyford and The Chasm.

Total Distance:  117 km

Route: Starting point is the town of Te Anau, 45°25′S 167°43′E, where highway 94 winds drivers north-west, through thick lush rain forests into the rocky peaks of the Alps, finishing in the village of Milford Sound, 44°40′30″S 167°55′46″E.

Road Type: Smooth narrow tarmac road.

Warnings: Highly traveled road in January and February with an onslaught of oncoming tour buses. Watch for suicidal Possums, biting birds and epic rainfall.

Review

You may have noticed that all the roads we have featured in the Great Drives Series have been situated in the European Alps. While this is a magnificent hotspot for great driving, it is not the only spot to get your hard driving jollies. And so we move to a different part of the world, from the European Alps to the Southern Alps, located in the land of the Kiwi bird – New Zealand.

Milford Sound is a town on the map of New Zealand, however, once you've arrived after this spectacular bit of roadway, you'll soon find that it's not so much a town, rather a gathering point for tourists intent on exploring the Fiordlands scenery by plane or whale watching by boat. However, the road to get from Te Anau, located on the eastern highlands of the Alps, to the sound is well worth the trip. Known as one of the greatest drives New Zealand has to offer, the Milford road lived up to its billing providing a wonderfully challenging road set through scenery that seems out of this world. There's a reason Sir Peter Jackson chose this area to make up a good amount of the Lord of the Rings trilogies back-drops.

Usually we run these roads with some sort of high horsepower, highly over priced exotic sports car. However, the sights of NZ are best taken in at a civilized speed behind the wheel of a campervan, which ideally doubles as your living accommodations once you've made you destination. Research tools such as rankers.co.nz are invaluable to ensure finding the campervan that works best to your needs and budget, while insuring you deal with a credible hiring service. At the top of the rankers list is the Auckland based Wilderness Motorhomes (wilderness.co.nz). The highly positive comments left by previous customers turned out to be quite real as we had a great experience with Wilderness staff, and our BaseJumper 2 had performance which tackled the Milford with ease, while providing a luxurious environment to relax and sleep.  

Heading out of the town of Te Anau, found far down the south island, on the 94 there are several signs warning of the implications of driving to Milford. There is only one road in, so you need to come back the way you came. The road can be closed if there is a heavy snow, as it is a high mountain pass. Finally, there is no gas station in Milford, so be sure your tanks are full when leaving Te Anau.

The first 30 km from Te Anau took us along lake Te Anau, which proved to be an easy drive with decent scenery. However, turning inland after Te Anau Downs, the narrow two lane road dives deep into the heavily forested highlands that lay before the towering Alps just beyond. While the road remains fairly straight for the most part, the foliage becomes a staring attraction, thick with prehistoric fern tress and bright green Mountain Beech tree's with black trunks. The vegetation is so dense that it feels like you're driving through a long winding tunnel, every inch of this land is bursting with colour and life. It's an amazing sight, only not so camera friendly as the road is mostly obscured with the thick wall of green. Sorry, no overhanging vista pictures of the winding road below to be had here to compare with the Southern Alps northern cousins.

The road to this point was driven with ease, although the performance of the BaseJumper 2 would soon be made apparent, soon after a stop at the Mirror Lakes for a walk through the rain forest. After the break we began to climb high into the Alps. The road now became even more narrow and started to twist, turn and undulate with the ever increasing ruggedness of the landscape. The lush rain forest started to get broken up with jagged rock cliffs, and it was long before we found our selves the center of a rock sandwich. Towering sheer rock walls of the 2000-meter tall Southern Alps looked down on us from both sides as we moved into a rocky valley, a spectacle just as impressive as any Euro Alp scene. And the road was quickly living up to its billing as well.

The BaseJumper 2 charged headlong into the narrowing chasm, our winding path lead steep up the side of the mountain, void of any zigzagging hairpin complexes, just a joyous winding charge into what seemed a dead end. Popping out above the tree line, we entered a rocky wasteland that stopped us dead in our tracks, surrounded on all three sides by massive sheer rock cliffs. Ahead was the infamous Homer tunnel and a red light, warning of oncoming traffic.

Construction of the tunnel began in 1935 as a work program to stimulate the economy of the region back during the depression. However, with workers only using picks and wheel barrows, it didn't open until 1954. Up until its paving just a couple years ago it held the worlds record for the longest unpaved tunnel at 1.2 km.

Sure enough, a train of tourist busses came rushing out of the tunnel just before the green light invited us to enter. After a dark decline through the mountain, we pop out into yet another rock incased valley, this one with the more typical views we were accustomed to, that of a strip of tarmac spaghetti strung down the mountain side. Steep downhills proved the weakness of the BaseJumper, its heavy weight overheating the brakes. Regardless, of the slow decent, our campervans size proving exceptional at dodging the never ending parade of oncoming buses. Soon, we left the rocky confines and dove headlong into the thick Mountain Beeches, and our vision was obstructed once again.

It was only 16 km later that we popped out of the thick bush, and out onto the fiord that is the Milford Sound. Along with an airstrip and harbour, there is only a few lodges and a couple cafes that make up the town. While a couple of nature walks and a spectacular view of several peaks plummeting down into the ocean make for a great place to visit, it was knowing that we had to drive that great road back through the mountains that made Milford Sound a highlight in New Zealand.