Suzuki Ciaz 2017

After the successful launch of Vitara, Suzuki has unveiled yet another powerful and fuel efficient imported car in the local auto market, this time an ultra-modern Sedan, Suzuki Ciaz.

 

Renowned actor and Suzuki’s new brand ambassador for Ciaz, Mr Shehryar Munawar lifted the wraps off the car in Lahore on Wednesday, which is being directly imported from Thailand with a 1.4 litre powerful, fuel efficient K- Series engine. MD of Pak Suzuki Mr Hirofumi Nagao and GM Marketing Pak Suzuki Mr Azam Mirza were also present at the event.

Suzuki Ciaz will be available in both Automatic and Manual transmission and includes a 3 year warranty that can be availed from over 90 dealerships nationwide.

Suzuki Ciaz Features

Noteworthy features of the luxury Sedan are keyless entry, ABS brakes with EBD, SRS airbags and an innovative interior.

Suzuki Ciaz Price in Pakistan

The Manual Transmission variant of Ciaz is priced at PKR 1,699,000 while the Automatic Transmission variant comes with a price tag of PKR 1,839,000.

Stylish and Spacious Design

At a glance, Suzuki Ciaz features a sleek exterior profile that is designed to enhance aerodynamic efficiency. The spacious interiors provide ample front and rear leg room. The storage areas are also designed to maximise practicality and include front and rear cup and bottle holders, centre arm rest storage area, seats’ rear pockets, and centre lower box storage compartment.

 

The boot of the car features 490 litres of storage capacity, which is more than many local sedans. The price range and engine size put it in the bracket of Honda City and Toyota Corolla XLi, GLi models.

Ciaz Exterior

While the perception of a car’s design is subjective, exterior characteristics of Suzuki Ciaz visually stand out.

One feature that sets Ciaz apart from its competition in Pakistan is the presence of projector headlamps, something often ignored by the automakers in our country. For instance, you would need to deal with the reflector halogen headlights from the twentieth century even if you climb the configuration ladder of a Toyota Corolla and get yourself an Altis Grande for PKR 2.39 million.

Same goes true for Ciaz’s other competitor, Honda City, which like Corolla does not give customers the liberty to upgrade to projector headlamps at the moment.

Ciaz Interior

The interior of Ciaz is probably one of the most understated elements of the car, an area which is usually the Achilles heel for almost every entry-level sedan.

Ciaz makes up for the visual sparsity with the help of a hundred millimeter longer wheelbase, giving it a noticeably roomier cabin than the one in Honda City. Moreover, power windows, central locking and keyless entry come standard on Ciaz, all of which are otherwise absent from Toyota Corolla’s base-level ‘XLI’ trim.

Powerful yet Lightweight

The Ciaz comes equipped with a 1.4 litre engine with VVT & delivering 91 bhp. With its extremely light weight construction, the car weighs only 975 kilograms which means that it can deliver a staggering power to weight ratio of 93 bhp/tonne.

In spite of having a larger footprint, a lighter chassis enables Ciaz to tip the scales at 1010 kilograms, making it nearly a hundred kilograms lighter than Honda City and over one hundred and fifty kilograms lighter than the Toyota Corolla.

Security Features

As far as safety parameters are concerned, the Ciaz comes equipped with dual frontal airbags, ABS with ED and seat belts with ELR, pre-tensioners and force limiters. This gives Ciaz a 4 star ASEAN NCAP safety ratings for adult occupants.

Pak Suzuki’s prolific track record for introducing reliable vehicles with exclusive warranty continues to bring quality for the Pakistani consumers and promises to value its commitment and harness the power of Suzuki’s “Way of Life!” Courtesy, Dawn

Ford Fusion 2017

The Ford Fusion mid-size sedan is one of the best-selling family four-doors on the market.

Rivals include perennials like the Honda Accord and Toyota Camry, but the Fusion also competes with the Chevrolet Malibu, Mazda 6, Nissan Altima, Hyundai Sonata, Kia Optima, and Subaru Legacy.

With the Fusion, Ford offers more powertrain choices than many of those competitors, including a plug-in hybrid sedan. (The Fusion Hybrid, and its plug-in hybrid Energi variant, are covered separately.)

For 2017, a new Ford Fusion Sport joins the lineup with a 325-hp twin-turbo V-6 under the hood.

The new Ford Fusion

The Fusion was entirely redesigned for 2013 in stunning fashion. The Fusion was named The Car Connection's Best Car To Buy 2013, for its sleek, elegant good looks; refined performance; and fuel-efficient EcoBoost turbo powertrains. The Fusion has a premium-car feel and an impressive feature set.

The latest Fusion wears an entirely new design language that owes much to the themes seen on the Ford Focus. It's a sophisticated look, with some cues that echo details on everything from newer Hyundais to the latest Aston Martins and Audis. The cockpit design is formatted around MyFord Touch, a touchscreen controller for phone, navigation, climate and audio systems—though it's an option, not standard.

MORE: Read our 2017 Ford Fusion review

Engines on the 2013 Fusion included a base 2.5-liter 4-cylinder engine with 175 horsepower; a turbocharged 1.6-liter 4-cylinder with direct injection, 178 hp, and an estimated highway gas mileage rating of 37 mpg; and a 2.0-liter turbo-4 shared with vehicles from the Taurus sedan, Edge crossover, and the hot Focus ST hatchback. Most were fitted with a 6-speed automatic, although a 6-speed manual was initially available in 1.6-liter versions. That engine was discontinued after 2015.

While most Fusions make do with front-wheel drive, the top Titanium trim offers the option of all-wheel drive when paired with the 2.0-liter EcoBoost engine. The 2.0-liter almost needs the extra traction to put its potent power down. All Fusions use an independent suspension design that provides confident, and even sporty, handling. It's fun to hustle and also handles long cruises with comfort. The Fusion also has good interior packaging for a family sedan, with a good balance of front- and rear-seat room.

When this generation was introduced, it offered a strong list of standard and available features. Those include Bluetooth with audio streaming standard, available leather upholstery, a rearview camera, and even park assist, which uses sensors and the electric power steering to put the car in tight spots with the driver only operating the brake and throttle.

In the 2014 Fusion, Ford introduced a new 1.5-liter 4-cylinder EcoBoost engine that returned almost the same performance as the 1.6-liter turbo-4 but with better fuel economy. It comes paired only to the 6-speed automatic and features an engine stop-start system to conserve fuel. The 2014 Fusion also made the inflatable rear seatbelt system that was originally offered in the Explorer available on the Fusion, and Ford added cooled front seats and a heated steering wheel to the sedan's options list as well.

For the 2015 model year, Ford quietly dropped the manual transmission and its requisite 1.6-liter turbo-4 from the Fusion lineup. The Fusion's other features remained: enduring styling, very good handling, and excellent crash-test scores from both the IIHS and the NHTSA.

For 2017, the Fusion received a very mild mid-cycle update, with a grille and headlights so subtly redesigned that you might miss them altogether. There's a new top-level Platinum trim, and a new powertrain option as well: the Fusion Sport offers this generation's first V-6, a 325-horsepower 2.7-liter turbocharged V-6, along with all-wheel drive. There's also the latest Sync 3 infotainment system, a redesigned center console with a rotary drive selector, and added active-safety systems including adaptive cruise control that now works all the way down to a stop and back up to highway speeds again.

Ford Fusion history

The Fusion name first appeared in 2006, effectively replacing the defunct Contour that had ended production after the 2000 model year. The first-generation Fusion received an styling and equipment update for 2010, when it added a hybrid version for the first time. The all-new second-generation Fusion debuted for 2013, along with not only another hybrid but the brand's first plug-in hybrid, sold as the Fusion Energi.

Both generations of Fusion were related to the Lincoln MKZ, which was also revamped for the 2013 model year with a more distinctive design. The first-generation Fusion also spawned the Mercury Milan, which was discontinued along with its namesake division in 2011.

In 2006, the first Fusion set a new look for Ford with a very prominent three-bar chrome grille and upright headlights leading to a more conventional look otherwise. Though the look was bold for the time, it aged well and still looked fresh several years later at the end of that model's run. That early Fusion also earned excellent reliability ratings (including the all-important approval of Consumer Reports); it  also gained kudos for quality from many other sources, and has held its resale value far better than the previous Taurus did.

Another reason the first Fusion resonated is that it simply was fun to drive. It helped that it was built on some of the same underpinnings as the previous-generation (pre-2009) Mazda 6, another vehicle lauded for its sport-sedan handling. Not counting pricier European luxury makes, the first-generation Fusion was quite possibly the best-handling mid-size four-door sedan available in the U.S. during its run on the market.

The base 2.3-liter 4-cylinder engine offered from 2006 through 2009 was only adequate with the automatic transmission, but felt considerably peppier with the standard manual gearbox—a combination that was hard to find in some areas. The V-6 didn't stand out for its performance numbers—it only made 240 hp—but it felt strong in the Fusion and the 6-speed automatic transmission worked especially well with it.

For 2010, the 2.3-liter engine was replaced with a 2.5-liter that wasn't much more powerful but was considerably less noisy when pressed to perform. And the Fusion finally got Ford's larger, 3.5-liter V-6, making up to 263 hp. From 2007 on, all-wheel drive was been offered on the Fusion, but it was only available with the V-6 at first, and had slightly lower power ratings than front-wheel-drive models. All Fusions received a heavy face lift for the 2010 model year, as well.

The first-generation Fusion had a comfortable ride and a roomy interior, but for its first several years, up through 2009, it could feel a little drab inside. A redesigned instrument panel and new seats, along with some improved materials, brightened up the feel of the Fusion for 2010. Ford also stepped up the safety features for 2010; options included blind-spot monitors with rear cross-traffic alert.

The only common complaint with the 2006-2009 Fusions was that they didn't return the fuel economy of most mid-size rivals—most of which were slightly larger and had slightly larger engines. Despite the improvements for 2010, fuel-economy figures didn't become much better.

Ford remedied that for 2010, with the introduction of the Ford Fusion Hybrid, a model that paired a version of the 2.5-liter four-cylinder engine with an electric motor system. The Fusion Hybrid was able to run on electric power at up to 47 mph and achieved an outstanding city rating of 41 mpg, according to the Environmental Protection Agency. Changes were minimal from then on, until the Fusion was replaced for 2013.

Ford Explorer

The Ford Explorer is one of the best-known SUVs in America. It was introduced in the 1990s as a truck-based sport-utility vehicle, but in recent years has been transformed into a more car-like crossover SUV with very good performance, and less of an emphasis on off-road driving.

With the current Explorer, Ford has a competitor for vehicles like the Honda Pilot, Jeep Grand Cherokee, Nissan Pathfinder, and the Toyota Highlander.

Today's Explorer is front-wheel-drive-based, with all-wheel drive available as an option. All Explorers use an automatic transmission. The Explorer can seat up to seven, and offers a choice of 4- and 6-cylinder engines in trim levels that range from base to XLT, Sport, Limited, and Platinum.

The new Explorer

Introduced for the 2011 model year, the current Explorer trades in some rock-climbing ability for more all-weather comfort and family practicality. Ditching the body-on-frame design, the car-based Explorer arrived with seven-seat capability, electronic assistance for its all-wheel-drive system, and a 3.5-liter V-6 engine teamed with a 6-speed automatic.

A turbocharged 4-cylinder engine became an option for the 2012 model year, and delivers up to 28 mpg on the highway—some 25 percent better than any Explorer before it. For 2013, a turbocharged V-6 was added as a sort of V-8 replacement.

The latest Explorer is among our top-rated vehicles for families for its interior and fuel economy as well as for its carlike handling and good safety record. It gets the highest rating of "Good" from the IIHS on all tests except the new and tougher small-overlap front crash, where it's rated "Marginal"—just one step above the lowest "Poor" rating. The NHTSA gives its highest five-star overall rating to 2013 through 2015 Explorers, though earlier models are somewhat lower rated.

The current Explorer also includes all the latest connectivity systems, including a navigation system with Sirius Travel Link and Sync, which uses Bluetooth to enable voice control of some vehicle systems. There was also MyFord Touch, a system that used steering-wheel or voice controls to direct audio, navigation, and phone with a large LCD touchscreen to display the interface. It was been controversial, with some publications and customers pointing out glitches and difficulties in getting used to the system, but it is an option.

In 2017, it was replaced entirely with Sync 3, a system that doesn't escape faults. We've tested it in other vehicles and found it to be slick, albeit a little laggy and confused in certain situations, most noticeably in selecting day/night display modes during dawn and dusk.

Ford brought back the Explorer Sport badge in 2013. Instead of a two-door variant like its predecessor with the same name, this version uses the 3.5-liter EcoBoost V-6 from the latest Taurus SHO, making 350 hp. It is paired with standard all-wheel drive and includes more standard features as well as suspension and steering improvements. Ford sees the turbocharged V-6 as a replacement for the Explorer's previous V-8 models, making it the closest thing to a performance-oriented Explorer we're likely to see. Its 0-60 mph times are a full two seconds quicker than the standard V-6 Explorer, too—while towing remains as high as 5,000 pounds.

The EPA has rated the Explorer as high as 28 mpg on the highway in 4-cylinder front-wheel drive guise, with all-wheel drive models earning 18 mpg city, 26 highway ratings.

For 2015, Ford added an appearance package on XLT models that creates a look more like that of the Sport model. This way, buyers can opt for the sportier monochrome look without moving up to the 3.5-liter EcoBoost V-6. The package includes a gray grille and mirror caps, black lower body cladding, and body-color door handles, among other visual changes.

A revised version of this Explorer goes on sale for the 2016 model year. The interior and exterior have been given a subtle once-over, with the exterior design now resembling a Land Rover's more than ever. The look is much more sophisticated, with finer details and a more cohesive front-end treatment. A Platinum model has been added at the top of the range, and there's a new 2.3-liter EcoBoost 4-cylinder available as well, bringing the available engines to three.

For 2017, Ford has added a sport appearance package to lower trims that replicates the Sport trim's good looks for a lower price. Sync 3 also replaces the finicky MyFord Touch system with limited effect.

Ford Explorer history

In its past, the Explorer was more directly related to Ford's small pickup trucks and was offered in many more versions—everything from a manual-shifted three-door to a V-8-powered quasi-pickup. Introduced for the 1991 model year, the Explorer was distantly related to the Bronco II that it replaced. Compared to that stubby, basic two-door, the Explorer was packaged and marketed much more successfully. It practically inaugurated the SUV era in America along with the Jeep Grand Cherokee, and quickly became one of the best-selling, most recognizable and popular vehicles in the U.S. market, with annual sales approaching a half-million.

Those earliest Explorers were three-door and five-door wagons, and quite crude devices that drove like short-wheelbase compact pickups. In fact, there were still a few shared parts with the Ford Ranger truck. A shortened three-door Explorer Sport was offered through 2003, while a four-door Explorer Sport Trac with a small pickup bed was offered through the 2010 model year.

The first-generation Explorer came under fire in 2000 and 2001, when a number of rollover accidents—linked to underinflated or improperly specified Firestone tires—led to the model's recall and replacement of the tires. From that recall, and the hearings around it, grew the federal requirement for tire-pressure monitoring and also arguably sped the deployment of electronic stability control. It also severely hurt the Explorer's brand image, causing sales to plummet.

That happened despite the much-improved Explorer that emerged after a full redesign in the 2002 model year. Standard equipment included an independent rear suspension, and a third-row seat became an option for the first time. In 2006, more safety features were added, and the exterior styling was smoothed over. Through this era, the Explorer's interior functionality also got better, with usable seating space for up to seven, and third-row seating that became easier to use. Still, Explorer sales never had quite recovered after the tire-separation issue, and buyers started to migrate to more carlike crossover vehicles like the Toyota Highlander.

That Explorer was a better-handling, more refined vehicle than its predecessor—and still is a good recommendation for its towing capacity for those that don't need a full-size SUV. The 4.6-liter V-8 is the engine you'll want in that case; the 4.0-liter V-6 isn't responsive or smooth or particularly powerful. It's not much more efficient either: Explorers equipped with V-8 engines typically get about the same real-world mileage as V-6 models from that era.

Lexus CT 200h

The Lexus CT 200h is a compact five-door hatchback hybrid in a class almost by itself.

With the CT 200h, Lexus has adapted some of Toyota's gas-electric drivetrain technology from the evergreen Toyota Prius, but infused it with a personality that's not as dowdy as the all-business Toyota. The Lexus is meant to attract younger and greener new buyers into the brand's showrooms—from both Generation X and Generation Y—and does so in part by injecting some fun into Toyota's standard hybrid equation.

The CT 200h was the only such vehicle sold in the States—at least until the Audi A3 e-tron arrived in 2016. Rivals are few, what with the CT's hybrid powertrain and hatch shape, but shoppers would do well to compare other alternative-drivetrain vehicles such as the Audi A3 e-tron or the Ford C-Max Hybrid or Energi plug-in hybrid.

Changes for 2017, possibly its last year before an entirely redesign lineup is launched, are confined to three new paint colors.

The CT arrived while the slow-selling and unloved HS 250h sedan, the first dedicated hybrid from Lexus, was still on the market. Now that the HS is no longer sold, the CT is the brand's sole hybrid-only offering. Most other Lexus models do offer a hybrid option, however.

The unexpected aspect of the CT hatchback is that it is also one of the more entertaining Lexus models to drive. The Lexus CT is powered by the same 98-horsepower, 1.8-liter inline-4 and twin motor-generators that are used in the Toyota Prius; altogether, the powertrain can provide a peak of 134 hp. While that figure isn't terribly thrilling, the fact that the CT is smaller than the Prius helps it move with some added verve, while a sportier control calibration works in the Lexus's favor as well.

The nickel-metal-hydride battery pack that delivers electricity to the motor is located behind the rear seat and under the load deck, somewhat reducing cargo capacity. With the CT's already-squat roofline, that makes the load bay remarkably shallow—there's less than a foot of height below the rollout security cover. Another example of utility given up for the sake of style.

Among small hybrids, the CT 200h is fairly sporty. Three selectable driving modes are available: Eco is almost painfully slow; Normal reacts like a normal hybrid; and Sport makes the experience much more interesting at the expense of some fuel economy. Sport affects the powertrain along with the steering weight and throttle mapping, while also providing more help from the electric motor under acceleration. When Sport is selected, the blue power gauge transforms into a red tachometer as Lexus's way of making the mode a little more special, bringing what the driver sees as most important at the time to the front.

The CT's lines are unique. It sits squarely on the street, with slab sides and thick roof pillars, giving it an interesting, slightly sporty stance. In the end, its lines say it's a standard, somewhat squat five-door hatchback—meaning it not only goes unnoticed on the street, but is hardly recognizable as a Lexus. Inside, the cabin is wide and surprisingly roomy, though all passengers sit low—especially on the short seat cushion in the rear—and the view out the slit of a rear window is minimal.

The CT 200h has a healthy list of standard equipment, although it doesn't quite have the feeling of effortless luxury that the larger Lexus vehicles carry. All CTs come with keyless ignition, iPod/USB integration, hands-free calling and audio streaming over Bluetooth, and satellite radio functionality. Options include LED headlights and rain-sensing windshield wipers, and dealers offer a host of F Sport appearance- and performance-enhancing parts.

The CT 200h has changed very little since its launch. The base price of a Lexus CT is around $30,000, but a heavy hand on the lengthy options list—especially in the electronics and safety area—can put stickers as high as $40,000. For 2015, the CT adds Siri Eyes Free capability and an updated Lexus  infotainment system with an improved control interface.

The CT 200h excels at fuel economy and has the figures to back it up. The Lexus CT 200h manages 43 mpg city, 40 highway, 42 combined, according to the EPA.

Mercedes-Benz g Class

The Mercedes-Benz G-Class is a time machine of an SUV. Developed as a military-grade off-road specialty vehicle, it's since had layers of luxury applied to its hardcore hardware.

The G-Class hasn’t changed much outwardly over the years, though mechanically it's been continually upgraded with modern running gear. The latest models provide the nicest trappings and silly amounts of power. It's developed a loyal international following from off-road enthusiasts and military buffs.

Deriving its name from Geländewagen, literally German for "off road vehicle," the G-Class is truly unlike anything else on the road.

But that's not to say that the three-pointed star brand hasn't been busy with the G-Wagen, as it's known to enthusiasts, over the last few years. Last year, new engines were planted into the G-Class, and this year an outlandish, range-topping G550 4x4² (that's "four-by-four squared") joins the lineup with off road-oriented portal axles, gigantic tires, and about 17 inches of ground clearance over the standard G-Class range.

The latest Mercedes-Benz G-Class

The G-Class' engines changed for 2016. The base G550 swaps out its naturally aspirated 388-horsepower 5.5-liter V-8 for a 416-hp twin-turbocharged 4.0-liter V-8. The G63 AMG's twin-turbocharged 5.5-liter V-8 gets a bump in horsepower from 544 hp to 563 hp, and Mercedes also introduced the V-12-powered G65 AMG, now with 621 hp and massive 738 pound-feet of torque. Other 2016 changes for the Geländewagen included new bumpers, adjustable shocks for the G550, a new gauge design, and an expanded color palette.

A boxy, tall, flat-sided SUV, the G-Class is unique in its design and its longevity, with only the Jeep Wrangler lending the same off-road-centric, retro feel. Those who want the same kind of old-school manners would have to otherwise consider a used Land Rover Defender or ancient Toyota Land Cruiser, now that the entire HUMMER brand has been consigned to history's junkyard and Toyota has discontinued the FJ Cruiser.

Driving the G-Wagen is unlike piloting any newer vehicle. The belt line is rather low, and passengers are surrounded by tall glass windows, with a good view ahead over the hood. There’s barely seating for five, entry/exit is challenging, and the seats are somewhat flat with short bottom cushions. Although today's G-Wagen has plenty of power on tap, the big 'ute feels top-heavy and cumbersome and won’t respond kindly to quick changes of direction. There’s also considerably more road noise than anything else in the Mercedes-Benz stable, though upholstery and trim are top-notch, with heated-and-cooled seats, a heated-steering wheel, and a leather-padded dash.

Mercedes-Benz G-Class history

The G-Class originally was developed by Mercedes-Benz for the Shah of Iran and military use, but was introduced for civilian buyers in 1979, after the Shah was deposed.

Hand-assembled in Austria, the so-called G-Wagen fit the part of basic off-roader at first, with a modest lineup of gasoline and diesel engines and three body styles—two- or four-door hardtop, or two-door softtop. Although it wasn't officially sold in the U.S., a number of G-Wagens were imported as a gray-market product and sold to the wealthy as a status symbol in the 1980s. By the mid-1990s, a V-8 version had been introduced, as well as a power-convertible version, and interior appointments became more luxurious.

Mercedes finally began importing the G-Class to the U.S. for the 2002 model year. It was initially offered here only as the V-8-powered, 292-hp G500; the AMG-tuned G55 followed a year later with 349 hp and later received a power upgrade to 476 hp thanks to a supercharged V-8. For 2012, Mercedes offered a 382-hp, 5.5-liter V-8 in the G550 and a 500-hp version in the G55 AMG. Fuel economy has never been a strong point for the G-Wagen, dipping down as low as 11 mpg city, 13 highway for the thirstier AMG model.

The G-Class has been changed very little in the time it has been on sale here, but an updated version arrived to the U.S. market for the 2013 model year. At that time, the 388-hp G550 was joined by a revamped AMG model, the G63, outfitted with a new twin-turbo, 5.5-liter V-8 with 544 hp, a stop-start system, and a 7-speed automatic. Most other hardware was carried over, but American versions got new round dials in the instrument cluster, a fixed LCD screen mounted on top of the dash for display of the navigation system, and the latest version of Mercedes' infotainment controller, which also operates an app and connectivity suite.

Mercedes-Benz recently ended limited production of a special 6x6 (six-wheeled, six-wheel-drive) version of the G-Class outfitted with a small pickup bed in the back. About 100 were built and cost more than $500,000 each. At the 2015 Geneva Motor Show, Mercedes also unveiled a 4x4 version with the same enhanced off-roading equipment—including high-clearance portal axles and modified suspension with remote-reservoir shocks—but in the normal G-Class. It is called the G500 4x4², and it is currently available overseas. This model's shorter length compared to the 6x6 certainly makes it more maneuverable off-road, not to mention friendlier to city streets and garages, assuming it isn't too tall to clear the entrance. Its high-clearance axles let it roll over just about anything on its 18-inch beadlock wheels wrapped in aggressive off-road rubber.

A few times in the past the G-Class has been nearly axed from the lineup, with Mercedes-Benz unsure whether it should continue to engineer and develop future models, given such niche appeal. However, the company has decided to keep production going until at least 2019.

Toyota Tacomo 2017

The Toyota Tacoma is the latest of a long-running line of pickup trucks that date back to the Hilux and the simply named Toyota Pickup.

The Tacoma is a mid-size pickup, the smaller of the brand's two truck offerings. Although the segment has been ignored by many automakers for some years, mid-size offerings now include the completely new Chevrolet Colorado and GMC Canyon twins, as well as the Tacoma and Nissan Frontier. In the past, rivals have included the Ford Ranger and Dodge Dakota, among several others.

For 2017, Toyota's mid-size truck sees the addition of a new TRD Pro trim level aimed at off roaders. With advanced Fox shocks, a small suspension lift, and beefier skid plates, it delivers many of the features commonly added on the aftermarket by truck owners.

The new Toyota Tacoma

The Tacoma is offered extended and crew cab body styles and a choice of short and long composite beds. Both 4-cylinder and V-6 engines are available and most models offer a choice between automatic and manual transmissions.

Toyota introduced a heavily updated Tacoma for the 2016 model year. Along with the usual styling and feature updates, the 2016 truck received a new Atkinson-cycle 3.5-liter V-6 with direct and port injection, which improves fuel economy. The V-6 is available with either a 6-speed manual or automatic transmission, while the base 4-cylinder carries over and goes autobox-only. Toyota also made changes to the Tacoma's frame, adding strength and rigidity while also upping the amount of high-strength steel used. Finally, a newly styled interior offers more luxury features, more connectivity, and an updated Entune infotainment interface.

Toyota Tacoma history

Ever since the introduction of the original Tacoma for 1995, the model has maintained a loyal set of owners by offering different body styles, powertrains, and, especially, a few special editions targeted at off-roaders.

The current Tacoma arrived in the 2005 model year, and it was carried through to 2015 with remarkably few major changes. It came a wide variety of configurations: Regular Cab, Access Cab, and Double Cab and X-Runner models. All three were available with either short or long beds, or two- or four-wheel drive, in a range of trims and equipment levels. The two engines are a 159-hp 2.7-liter 4-cylinder engine, and a 236-hp 4.0-liter V-6. Since its launch, towing capacity has risen from 5,000 pounds to today 6,500 pounds in the suitably equipped V-6 model.

In its first generation, which ran from 1995 to 2004, the Tacoma got power from 2.4-liter and 2.7-liter 4-cylinders as well as a 3.4-liter V-6; output ranged from 142 hp to 190 hp. It always offered a choice of rear- or four-wheel drive, in either regular or extended cabs, with two different bed lengths. In the 10 years it was on sale, the first Tacoma received some aesthetic updates as well as several special edition packages.

The base regular cab truck came with minimal features, but offered a choice of 4-speed automatic or 5-speed manual transmissions. The popular, work-ready 4x2 "low boy" model was discontinued after 2015. Models equipped with the V-6 were available with either a 6-speed manual or 5-speed auto. Above the standard trim was the PreRunner specification, which adds several off-road-friendly features, including over fenders, skid plates, mudguards, and upgraded wheels and tires. Inside, the trucks see upgrades correlated to cab sizes, with the larger models adding more luxurious seating, more folding-seat arrangements, and more power accessories. The range-topping Double Cab models add rear-seat amenities including cup holders, heating ducts, and a 60/40 split-folding rear bench seat.

The X-Runner is a special high-performance version of the Tacoma, offering stiffer suspension, larger alloy wheels and summer tires for better on-road performance, as well as a body treatment to match. Optional upgrades available on various models included a 6-disc, in-dash MP3-capable stereo system, and a convenience package including power mirrors, keyless entry, cruise control, sliding rear window with privacy glass, and steering wheel-mounted audio controls.

In recent model years, Toyota has added more off-road-oriented options with T|X and T|X Pro packages in addition to the PreRunner, X-Runner, and TRD Off-Road Package. Also, for the 2012 model year, Toyota expanded the number of 4-cylinder Tacoma models and gave these trucks a light refresh, with a somewhat different grille, and less brightwork inside. The orange interior lighting was replaced with blue, and a new standard sound system included six speakers, Bluetooth hands-free capability, and a USB/iPod port.

Also added for 2012 were an available navigation system with real-time traffic and weather, accompanied by a new premium system with HD Radio and Bluetooth audio streaming.

No changes were made to the Tacoma for the 2013 model year; Toyota discontinued Tacoma Regular Cab models after 2014.

For 2015, Toyota offered a TRD Pro package for the Tacoma, as well as the 4Runner and Tundra. On the smaller truck, it includes an off-road-ready wheel-and-tire package, a new exhaust, upgraded suspension components, and a unique front end, with a different grille and a hood with a scoop. The TRD Pro is aimed at more serious off-roading and trail running.

Honda Clarity 2017

The new 2017 Honda Clarity is a hydrogen fuel-cell car, the follow-up to the first-generation Honda FCX Clarity that was leased to selected California drivers in tiny numbers from 2008 through 2014. Only about 60 first-generation Clarity cars were leased—they couldn't be bought outright—and each one was rumored to have cost Honda well into the six figures.

The 2017 Clarity Fuel Cell sedan, however, will be built in slightly higher numbers: Honda executives have said the company expects to build 200 the first year for all markets. But keep those low numbers and the limited availability in mind when thinking about the car, since its volume is no more than a rounding error for Honda's popular Civic, Accord, and CR-V models, each selling more than 300,000 a year.

There will also be two other versions of the Clarity: a battery-electric Clarity EV, though with a range expected to be just 80 miles or so, and a plug-in hybrid version that'll be the volume seller among the three. The hydrogen-powered version went on sale in December 2016, but the other two won't arrive until late in 2017.

The Clarity's design is futuristic and has more ornamentation, vents, trim and accent lines than the two iterations of the concept car that previewed it. The chrome bar that underlines the grille opening and sweeps over the thin, swept-back LED headlamps is a recognizable Honda design element. The flat top of the rear wheel arch, angled slightly forward, may be the most dissonant stylistic element.

Striking look, premium interior

Every Clarity has a glossy black roof with a chrome arc along the pillars and roof edge that delineates it from the lower-body color. It's a striking look, and most eyes would agree that the longer, sleeker Clarity is better-looking than the homely Toyota Mirai, the other dedicated fuel-cell vehicle on the market. The Clarity's interior is relatively conventional, with a luxurious feel and materials, and very few of the Mirai's unusual controls or hard plastics.

The motor that powers the Clarity's front wheels produces 130 kilowatts (174 horsepower) and 221 pound-feet of torque. Honda estimates acceleration from 0 to 60 mph at roughly 9 seconds, which we confirmed in some informal on-road testing during a preview drive. Like hybrids and electric cars, it uses regenerative braking to recharge a small battery pack, but that's used only to boost acceleration temporarily—it doesn't power the car for any meaningful distance. The new Clarity's 5.5 kilograms of hydrogen-storage capacity—at 10,000 psi—give it an EPA range rating of 366 miles, though like an electric car, aggressive driving style can cut the estimated range substantially. The Mirai, by comparison, is rated at 312 miles.

The first-generation FCX Clarity was roughly similar in form, but its earlier 100-kW fuel-cell stack sat in a thick, wide console between the two front passengers, it used a 100-kW (134-hp) electric motor to power the front wheels, and its hydrogen tanks were only designed for pressures of 5,000 psi. The new car has better performance, and Honda is particularly proud of the fact that its fuel-cell stack and all associated electronics fit under the hood in the same volume as a V-6 engine and transmission combination.

Honda will lease the 2017 Clarity only to households in carefully chosen areas of Northern and Southern California that lie within range of small, but growing number of hydrogen fueling stations. But as a zero-emission vehicle option, the new Clarity is likely to be swamped in volume by total sales of more than a dozen battery-electric vehicles now on the market, including the Tesla Model S and Model X, and a host of shorter-range electric cars as well. The three-year lease costs $369 a month, and comes with 20,000 miles a year and $15,000 of free hydrogen fuel—a major plus when a 60-mile refill with hydrogen cost us $16.

For those buyers uninterested in electric cars, or incapable of plugging in—and who are also lucky enough to live near a hydrogen fueling site—Honda's hydrogen-powered vehicle offers another way to drive with zero emissions from the vehicle. Its primary rival is the Toyota Mirai sedan, although Hyundai also leases a Tucson Fuel Cell model in even smaller numbers.