1991 User Manual

Toyota has revealed its Toyota Corolla Furia concept car at the Detroit motor show, the firm’s first clues as to the future direction of its best-selling saloon. The Furia is the latest in a string of recent concepts from Toyota with bolder and more distinctive designs, following a personal plea from company chief Akio Toyoda for the firm to become more daring and break free of its conservative image and appeal to younger buyers. The concept is 4620mm long, 1805mm wide and 1425mm high, with a wheelbase of 2700mm giving it relatively short overhangs. The concept is boldest at its front, with the design a much more striking interpretation of the look found on the new European-market Auris. A sharply raked windscreen and low roofline ensure a lower, sleeker profile than that of Toyota’s current Corolla. A usual array of more outlandish concept features make it onto the Furia, including 19in alloys, lashings of carbonfibre trim and a large rear diffuser with integrated exhausts. “The Corolla Furia Concept is an early indicator of where our compact car design may lead in the future,” said Toyota vice president Bill Fay at the concept’s unveiling in Detroit. He hoped the design “would surprise a lot of people".

Toyota will showcase a new concept saloon at the upcoming Detroit Motor show. Badged Furia, the car was announced via a short video that shows glimpses and close ups of the bodywork. The car features carbonfibre detailing, including a neat lip spoiler on the bootlid, and a radical new front and rear light design that looks as if it could be intended for production cars. It is possible that the Furia will showcase a new Corolla, due for replacement in the next two years.

Toyota has given its Fortuner SUV a five-speed automatic gearbox, which replaces the current four-speed automatic transmission. According to the company, the new transmission provides enhanced feel and comfort. Bookings for the Fortuner equipped with the new gearbox will commence January 18, 2013. Additionally, the limited edition TRD Sportivo Fortuner trim has now been incorporated as a regular trim level to its line-up. The TRD Sportivo trim comes with additional features such as front and rear bumper spoilers, a rear roof spoiler, and a TRD Sportivo emblem.

The Fortuner TRD Sportivo trim is available in three dual tone colours - Super White and Grey, Silver and Grey and White Pearl Mica and Grey. An all-new Pearl White Mica colour is also available in all trim levels. Commenting on the new introduction, Sandeep Singh, deputy managing director and chief operating officer, marketing and commercial, said, “Further adding to the Fortuner’s strength of unmatched road presence and luxury, we have now introduced the five-speed automatic transmission. The 4x2 automatic transmission is extremely popular, it has been highly appreciated by the customers. The five-speed AT will further add to the drive quality and comfort. We introduced the Fortuner TRD Sportivo as a limited edition in October last year. Looking at the overwhelming response and its popularity, we have now regularised this grade for all those looking for a uniquely sporty image.” The new introductions are priced at: 4x2 AT (with five-speed auto transmission) - Rs 22,33,000 (ex-showroom, Delhi) 4x2 AT TRD Sportivo (with five-speed auto transmission) - Rs 22,93,000 (ex-showroom, Delhi) 4x2 MT TRD Sportivo - Rs 21,96,668 (ex-showroom, Delhi)

Toyota is all set to launch its second hybrid car in India. Unlike the Prius however, this one has a lot to offer Indian car buyers. An ideal combination between a hybrid and a spacious entry luxury car, the new Camry Hybrid brings customers the best of both worlds. But what exactly is the Camry hybrid? On the outside, the Camry Hybrid comes with a few exterior changes to distinguish it from the regular Camry. It gets a completely different bumper with a wider air dam and restyled fog lamps with chrome inserts. Lower profile Yokohama dB-series tyres wrapped around larger, 17-inch wheels and there are proliferations of blue badges to help identify it as a hybrid.

The real change, however, is under the skin. Toyota’s 2AR FXE DOHC VVT-I 2.5-litre petrol unit is there (albeit slightly tweaked to accomodate the electric motor), just as on the standard Camry, but assisting it here is Toyota’s electric drive unit that is all but identical to the one found under the hood of the Prius. The electric motor however, is slightly more powerful. The total output for the hybrid system is 202bhp – 158bhp from the petrol engine and 44bhp from the electric motor. The hybrid system’s battery is nickel metal hydride and not lithium-ion, while the battery’s capacity stands at 6.5amp/hr. The battery pack itself sits behind the back seat. There are changes to the cabin too, as Toyota smartly has focused on providing plenty of features to rear seat occupants. You get three-zone climate control (driver, front passenger, and rear passengers), cooled front seats, cruise control, and powered rear seats that recline by up to eight degrees. The rear armrest houses the controls for the recline functions and climate control for the rear. There’s a sunblind for the rear windscreen that is powered as well. And you get manual side blinds too. A nifty feature that Toyota has incorporated is the ability to flip the front passenger seat’s headrest forward to give rear passengers a better view of the road ahead. As with the regular Camry, there’s also a button on the side of the electrically adjustable front passenger seat, allowing you to push it forward from the rear seat. So what’s it like to drive? Well, there are three driving modes to choose from – EV, Eco and Normal. In EV mode, you drive on the electric motor alone, and you’re restricted to 40kph. Throttle responses are smooth in this mode and it’s best for driving in traffic. Then there’s Eco mode. Here, the electric motor works well with the petrol engine and there’s enough power and torque on offer to make driving effortless, especially at the bottom end. The new hybrid system integrates smoothly and feels evolved, improved and more refined. This is especially true when transitioning between various modes. The performance is quite nippy, but the moment you accelerate harder, the car takes a bit of time to get going. This is due to the e-CVT (electronic continuously variable transmission) unit it is mated to, which takes a bit of time to catch up and waits for the revs to build up. That said, the rubber-band effect usually associated with this kind of gearbox isn’t as pronounced as with other CVTs. The third mode, Normal, essentially deactivates Eco mode. The car is a lot more fun to drive in this mode as performance improves dramatically. Toyota’s petrol motor has always been torquey and quick to get off the mark. Here, with the electric motor assisting it, it’s even better. Hit the gas pedal, or in this case a combination of throttle butterfly and an electric switch, and you are instantly greeted with a lot of enthusiasm. You get an instant shove in the back, that keeps getting stronger for a few seconds and the Camry moves forward with plenty of energy and enthusiasm. Remember, we are talking about a car that is being pushed forward by a combined drive power of 200 plus bhp. In fact, the Camry gathers pace so fast, you can easily touch 180kph without the motor breaking into a sweat. Also impressive is the ride quality on the Camry Hybrid, and that’s despite the extra weight it is carrying. It is comfortable and pliant, soaking up road undulations reasonably well and because the heavy batteries sit behind the rear passenger seat, there isn’t too much bobbing or pitching either.

The impact of deeper bumps is felt though and the suspension does thud over larger obstacles. Unlike the Prius, this car also enjoys being driven in a spirited manner. The steering is impressively direct and the Camry Hybrid holds on gamely in corners, even as you pile on the power. Brake feel isn’t the best, though. Under hard braking, you can sense the regenerative brakes working away and the brakes feel a bit spongy. But the brake feel has been improved over the years in hybrid Toyotas, and in the Camry, it’s definitely a step up over the Prius. That said, the long wheelbase and ground clearance (identical to the normal Camry at 160mm) could be an issue on bigger bumps if the car is full, since the suspension setup is on the soft side. In terms of efficiency, Toyota claims that the Camry Hybrid’s ARAI-certified rating is somewhere in the region of 19kpl, which is quite impressive for a car of this size. We expect real-world efficiency to be in the region of 12-13kpl. So, does the new Camry Hybrid deserve a closer look? Absolutely. While hybrids haven’t done well in India so far, this new Toyota has the potential to change all that. The Toyota Camry Hybrid will be relatively affordable to begin with, costing only 3.5 to 4.5 lakhs more compared to the standard car because it is assembled here. A luxurious hybrid saloon that’s comfortable, well equipped, really nice to drive, the new Camry Hybrid could actually be the start of something big.

These are the first spy images of the facelifted Toyota Innova spotted in Indonesia. From the images, it’s evident that the facelifted Innova gets a large chrome grille with three vertical slats. The bumper is also all-new and incorporates a new design for the air-dam, fog lamps and a chrome strip surrounding the fog lamp enclosure. The rear receives minor changes in the form of a thick strip of chrome above the number plate, while an extra set of reflectors are incorporated on either side too. There is no report on whether the interiors get any updates yet, but expect them to receive subtle revisions as well. This is the third update the Innova has received since its launch in 2005 here. The first was a mild update to the lights and bumpers in early 2009, and then the current facelifted version, which was launched in 2011. The facelifted Innova is likely to be shown at the 2013 Indonesia International motor show, which takes place from September 19.

We compare three of the most popular SUVs in India and settle the debate over supremacy once and for all. The SUV segment in the Indian car market is flourishing like never before. These beefy, rugged beasts, with their tall stance and capability to handle difficult Indian road conditions , have captured the Indian car buyers’ imagination. The Toyota Fortuner, since its launch in 2009, has done very well, the competition unable to match up. Toyota even had to put bookings on hold at a point to clear the large backlog of orders. The combination of burly SUV looks, immense road presence, a torquey diesel and Toyota’s efficient after-sales service and dealer network made the Fortuner the success story it is today.

Toyota also gave it a facelift this year and plonked a new two-wheel-drive automatic variant into the range. Another contender in this segment is the rugged Endeavour, based on the Ford Ranger pick-up truck. It doesn’t have the Fortuner’s modern flair in terms of looks and hasn’t been as successful, but it has strong fundamentals that give it a tough, go-anywhere appeal. The latest addition to this segment comes in the form of the new Rexton, the first product from Mahindra-owned SsangYong to be launched in India. The SsangYong promises a lot; it comes with a much cheaper price tag than the Toyota, this RX7 version comes loaded with features to keep its occupants happy, and this car has some amount of pedigree too – it’s based on the first-generation Mercedes-Benz M-class. But which is best and will make for the most sensible buy? Read on to find out more With big, powerful engines under the hood, these cars deliver more than adequate performance. On paper, the Fortuner and Rexton are much more powerful than the Ford, and this gives them a big advantage. The Rexton is powered by a 2.7-litre, five-cylinder, Mercedes-Benz-sourced engine, mated to a five-speed automatic gearbox. SsangYong has improved the motor’s refinement and, on the move, it feels almost as smooth as an in-line six-cylinder engine. It’s the most relaxing of the three to drive – there is a linear surge of power when you put your foot down, and the long gearing allows the engine to pull well. However, the Rexton’s gearbox is slow to downshift, and kicking down hard on the throttle makes little difference. Stop-start driving in the city can get to be a bit frustrating as a result. Despite the slow gearbox, the Rexton managed to post some impressive times. Flat-out, 0-100kph takes 10.63sec aided by the all-wheel-drive traction off the line, but in most driving conditions, you will need to learn to drive around the lethargic throttle response. In contrast, the Fortuner feels more on the ball. It responds readily to taps on the accelerator pedal, and even though it’s got just four speeds, it feels more eager to downshift. It’s also noticeably quicker than the Rexton at swapping gears and there is little turbo lag, so it is easier to drive in traffic. The 3.0-litre Toyota engine may be bigger than the Rexton’s, but it is the SsangYong that is faster, the Toyota taking 11.8sec to 100kph. Ford’s Endeavour also houses a common-rail diesel motor that displaces 2953cc. By the numbers, the 153bhp it produces is the lowest here. Weighing in at almost two tonnes, the Endeavour is a big, heavy car, but the responsiveness and pulling power of the engine camouflage this well. Put your foot down and the Endeavour lunges forward almost immediately, from even as low as 1200rpm. It has massive low-speed grunt and, once you’re past 2000rpm, both power and torque ascend rapidly, delivering a strong and sustained surge. However, the motor starts running out of steam at about the 4000rpm mark. Despite its weight and power deficit compared to the other two, the Endeavour manages to set some decent times. The 100kph mark takes a respectable 13.7 seconds and it reaches a top speed of 171kph. The Ford isn’t very refined and the Toyota is a bit disappointing as well. The Endeavour’s engine feelsnoisy past 2500rpm, and considerable road and tyre roar seeps into the cabin. The Fortuner is quieter than the Ford and feels more muted in general. But the engine note is gruff, especially when extended. The Rexton, with its good sound insulation and more refined motor, wins at refinement. Smooth surfaces and low speeds bring out the best in the Endeavour’s suspension and it feels nice and pliant. However, at higher speeds, the Ford’s ride quality is quite disappointing. There’s lots of vertical movement at the front, and constant bobbing and pitching on rough roads. The Toyota rides flatter and does not pitch and roll as much, but it could do better over rough surfaces. It’s at higher speeds that the Toyota feels markedly better than the Ford, the suspension and big tyres absorbing just about everything. The softly-sprung Rexton has the best low-speed ride of the three, but you will feel the sharp bumps. And, faster speeds cause plenty of body movement. There is also considerable body roll when you corner the Rexton hard, and with its light steering, it isn’t particularly confidence-inspiring to drive either. The same can be said for the Ford. The Endeavour has a much nicer steering, but body control is sloppy. At higher speeds, it’s the Fortuner that feels the most composed and more stable during emergency manoeuvres. The slight firmness in the suspension translates to much safer high-speed handling and it’s pretty clear that this car feels the most comfortable around corners too. None of these cars have exceptional brakes, but compared to the others, the Fortuner’s brakes feel the best. But even here, braking performance is only adequate at best. Of the three, climbing into the Rexton is by far the easiest, thanks to the very convenient ‘easy-access’ system where the powered seat and steering wheel move apart to make getting in and out easier. The cabin is plush, the piano black wood finish looks great, and the leather seats offer plenty of comfort with good thigh and back support. In the Endeavour, the absence of seat height adjustment limits the view out for shorter drivers. The dash, though minimalistic, is attractive enough and well laid-out, and the touchscreen infotainment system keeps things modern. However, the rotary knobs for the air conditioner really look out of place in a car of this segment. Other grouses are that the front seats which, although comfortable, are not powered, and there are no steering-mounted audio controls either. The Fortuner does well in this light. It gets powered seats, steering-mounted audio controls and plenty of goodies to keep you entertained. The centrally-mounted touchscreen is easy to use, but looks like more of an aftermarket add-on and doesn’t gel with the rest of the dash. The overall fit and finish is good, but what marks it down compared to the other two is that the interior, especially the dashboard, still feels quite similar to the significantly cheaper Innova, and that’s despite the recent update. The Rexton’s middle row might not be the best here, but it’s well cushioned and comfortable, with plenty of legroom. The third row, however, is almost unusable. The seat-base sits on the floor and the seat-back is very short, making it very uncomfortable. The Endeavour’s second row isn’t too impressive either. The seat is placed very low and this marks the middle row down for comfort. The third row too is, at best, suitable for children. In comparison, the Fortuner’s middle row offers much better support, comfort and space, and two adults can sit in acceptable comfort in the last row. With all its seats up, the Toyota has the most boot space here and the low loading lip helps things too. The Rexton’s boot space is decent, but it is not as flexible as the Endeavour’s fully removable last row. At Rs 19.75 lakh (ex-showroom, Delhi), the Rexton RX7 we tested is more than Rs 2 lakh cheaper than the Fortuner 4x2 A/T, and it’s loaded with a lot more kit. The Rexton comes with a two-year/50,000km standard warranty, which isn’t as generous as the Fortuner’s or the Endeavour’s. The Rexton also comes in a lower RX5 manual-transmission variant that costs Rs 17.75 lakh, making it the cheapest here and a terrific value-for-money buy. In comparison, the Fortuner 4x2 A/T, at Rs 22 lakh, is the most expensive SUV here. The Toyota also comes with a standard warranty of three years/1,00,000km which, coupled with the company’s vast dealership network and service centres, will mean a hassle-free ownership experience. Endeavour buyers can choose from three variants, starting with the base 2.5-litre 4x2 manual-transmission variant at Rs 18.25 lakh. We drove the top-of-the-line 3.0-litre 4x4 auto variant that comes with a price tag of Rs 21.20 lakh. Ford sells the Endeavour with a two-year/1,00,000km warranty. In terms of efficiency, the Fortuner managed to return 7.8kpl in the city and 12.7kpl out on the highway, making it more frugal than the Endeavour’s 7kpl in the city and 10.6kpl on the highway, and the Rexton’s 7.2kpl in the city and 11.8kpl on the highway. The top-of-the-line Rexton RX7 comes with a Kenwood touchscreen infotainment system with a DVD player, USB and Aux inputs, and six speakers. The system supports MP3 audio and DivX, MPEG and MPEG-2 video formats. It also has a navigation system with preloaded MapMyIndia maps. However, the Rexton doesn’t get a reversing camera, even on the top-spec variant, which is a bit disappointing. It’s an almost essential feature on a car this big, and cameras are available on both the Endeavour and the Fortuner. In addition to the reversing camera, the Fortuner’s touchscreen-operated audio system also comes with Aux-in and USB ports, an MP3 CD changer and six speakers. It may look like an aftermarket piece, but the Fortuner’s touchscreen system is very easy to scroll through and the unit works really well. It even doubles up as a DVD player. Of the three, the Endeavour is the only one to come with a built-in, roof-mounted video display unit on the top-spec 3.0-litre 4x4 variant. It too gets a touchscreen audio system with Aux-in, USB and iPod support, a DVD player and a reversing camera. The Rexton has the most safety kit. It comes loaded with ABS, Electronic Stability Program (ESP), Anti-Slip Regulation, Active Rollover Protection, Hill Descent Control and dual front and side airbags. The Fortuner doesn’t pack in quite as much in the 4x2 auto variant. It only gets dual front airbags, ABS and a Vehicle Stability Control system to protect its occupants in case of a loss of control. The Endeavour gets dual front and side airbags, ABS with EBD and an anti-theft alarm. For off-road use, it also has a limited-slip differential, which makes the Ford marginally better equipped than the Fortuner. The Endeavour, with its pickup truck-based mechanicals and proper four-wheel-drive gearbox thinly veiled by a decent equipment list and faux leather seats, makes a case as a real toughie. However, in this company, it feels its age. The ride is choppy, the seats are uncomfortable and it has the least power here. It’s why it places last in this test. The Fortuner, in comparison, feels far more up-to-date. Its tough looks appeal, its strong engine and sorted dynamics work in its favour and it’s decently equipped as well. What lets it down here is its interiors, which deserve to be much better in such an expensive car. Also, at Rs 22 lakh, it is considerably more expensive than the Rexton. As a value-for-money proposition, the Rexton gets it absolutely right. It feels expensive, is loaded to the gills with equipment and is the most refined of the lot. Sure, it may not be the most exciting to drive, but then again, it is the most relaxing. As an overall package, it offers the best of all the things you expect of an SUV.

Toyota Tercel 1996 service manual Toyota Tercel 1996 manualcontains, this service provides step-by-step repair procedures for examination of the engine, chassis, electrical, transmission, suspension, steering and more.
Most of the bug fixes in the overview, to identify the components and begin demonstration shows how the pieces fit together. Procedures are presented in a step-by-step format, which contains detailed information, exploded views and photos, expanded resources index to quickly locate wiring diagrams Diagnostics and troubleshooting, charts and glossary to identify known conditions.

Toyota Tercel 1996 service manual here