Is Toyota still buying back tacomas?

Not surprisingly, some Toyota dealerships are still replacing whole frames for Tacoma, Tundra, and Sequoia. ... Confirmed by several other members, this means Toyota is still knee deep in its settlement deal with a 鈥渞ecall鈥?that set them back $3.4 Billion in 2016.May 25, 2019Toyota dealerships are still replacing Tacoma, Tundra, and Sequoia ...

Do tacomas still have rust problems?

The biggest redress for owners with rusted frames came in 2016 with a class-action lawsuit. The approximately $3.4 billion settlement affected 1.5 million 2005-2010 Toyota Tacomas, 2005-2008 Sequoias, and 2007-2008 Tundras. At the time, it was thought that about 15% of the frames would need to be replaced.Dec. 6, 2019Has Toyota Fixed the Paint Problems on Tacomas? - MotorBiscuit.com

Is Toyota still replacing frames?

If the inspection shows that your Subject Vehicle's frame should be replaced, an authorized Toyota Dealer will replace the frame, at no cost to you. You can take your Subject Vehicle into a Toyota Dealer as of July 21, 2018.FAQ - Toyota Frame Settlement

Mercedes-Benz E sixty three AMG Is still Robust

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Why The Mercedes Benz AMG Is Still The Top Of The Line Luxury Vehicle

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That's where nitrous comes in, in the same way it does in a petrol powered vehicle. There're two got same name, same spec, but different shape. Not a cheerful week for TOTW squad. Not unlike many historic Cadillac designs, the new CTS Sport Wagon is an unmistakable and dynamic presence. Sport sedans usually have snug interiors, but the C-Class sedan feels downright miniscule. Black Series was ultimate C-Class that you could get. With a certified pre-owned C-Class from Calgary's Hyatt Auto Gallery, you can be confident that the vehicle has undergone an 150-point certification inspection. If you have a favourite AMG Mercedes which is simply just too fast for road use you can download Mercedes wallpaper. It invariably makes passengers say 鈥渙ooooh.鈥?It is also carefully orchestrated by AMG. This is sure to impress even the most fastidious of Mercedes Benz buyers. Third-row seats fold below floor level to create a substantial cargo hold.

2018 Audi RS5 First Look Review: Is It Still A Sports Coupe?

It doesn't tick any of the old sports car boxes.

When Audi announced it wanted to double the number of RS models offered in the US, we were ecstatic. Audi has never sold more than a handful of RS models at any given time in the US, and the current wave of fresh RS models is proof that the US was missing out. The RS3 looks fantastic, and we have swooned all over the TT RS. Unfortunately, we think that Audi Sport may have missed the mark a bit with the new RS5. The old RS5 was often overlooked in its segment, and we think the new one is business as usual.

The BMW M3 has long been the benchmark of this segment, and the current model is offered as a sedan as well as an M4 Coupe and Convertible. Likewise, Mercedes offers the C63 as a sedan, coupe and convertible. Oddly, Audi has always taken a different approach in the US. The B7 RS4 was only available as a sedan or convertible (and as a wagon in Europe). For the B8 generation, the US only received the RS5 Coupe and Convertible (the RS4 Avant was exclusively for Europe). We think that the lack of choice always made people a little less receptive to the RS4/5, and so far, the B9 RS5 has only been announced as a coupe. We can only pray for an RS5 Sportback model or RS4 Avant.

An RS5 Sportback would compete in a class of its own because BMW doesn't offer an M4 Gran Coupe and Mercedes doesn't do a four-door-coupe C-Class. Lack of variety aside, we do have a few other gripes with the new RS5, many of which we also had with the new S4 and S5. For the B9 generation, the RS5 loses its 4.2-liter V8 in favor of a 2.9-liter twin-turbo V6. Even though this engine has the same displacement and layout as the new Porsche Panamera, Audi swears that it was developed from the ground up for the new RS5. This engine produces 450 horsepower and 442 lb-ft of torque, which like all RS cars is sent to all four wheels through Quattro AWD.

Disappointingly, the new engine doesn't produce any more power than the old 4.2-liter V8, although it does produce way more torque (442 lb-ft compared to 317). Even with the extra torque, the new RS5 still hits 60 mph in the same 3.9 seconds (although the new car may be quicker when tested in the real world). The biggest improvement with the new V6 is fuel economy. The B9 RS5 averages 27 mpg, which bests the old car's 23 mpg highway rating. Although, this is supposed to be a sports car so who the heck cares about fuel economy? We wish that Audi focused a little more on making this car match BMW on driving dynamics than trying to match Toyota on fuel economy.

What Audi has ended up with is a comfortable car that happens to go pretty quickly. However, we think that there are far better options for enthusiasts, even in Audi's own range. The old RS5 was never the enthusiast's choice for a track day, but we think that this new one is even less suited for people who do a lot of spirited driving. The quick-shifting dual-clutch and the awesome manual transmission are both gone in favor of an eight-speed automatic, which should eliminate it from enthusiast's shopping lists. The interior of the new RS5 still looks great, like most RS cars, but in a more soft and subtle way. We would rather blast on the autobahn in the RS5 than carve up a canyon road.

The B9 RS5 also lacks some of the uniqueness that the old model possessed. That old V8 may have been thirsty, but it sounded special. We don't think that the new V6 can match the V8's throaty roar. Even the smaller 2.5-liter five-cylinder in the RS3 and TT RS sounds better.

We would recommend that anyone looking for a truly fun sporty coupe get the TT RS instead of the RS5, because it looks much more special on paper. Anyone who needs four doors can look at the RS3 or CLA 45, or the M3 and C63 if they need something bigger. We always tried to go against the trend of bashing Audi RS cars for not being as dynamic as their M and AMG counterparts. Unfortunately, we cannot shield the RS5 from this criticism. It may be a lovely car to drive, but we see many better alternatives in the market, even from the Audi model range. An RS5 Sportback would make us waver a bit, but we still pine for that lovely V8 in the B7 and B8.

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Genesis' first crossover, GV80, still a year away

The G70 is expected by the end of summer.

In 2022, Genesis plans to have a stand-alone network of dealers and a sufficiently diverse lineup of vehicles for them to sell as it seeks to take its place alongside the industry's leading luxury marques.

By then, the upscale challenger could have three crossovers to balance a product menu that has been carried by sedans that are highly rated but have struggled to build sales momentum in a truck-dominated market. The brand also is looking to extend a hand to the eco-conscious with electrified offerings from two dedicated EV platforms.

G70: The sporty sedan — the first Genesis nameplate that isn't a carryover from the Hyundai brand — is expected to join the entry-level luxury sedan segment by the end of summer, complete with a manual option for driving purists. The G70 powertrain menu includes a 252-hp 2.0-liter turbocharged inline four-cylinder engine available for the eight-speed automatic and six-speed manual variants. It also has a 365-hp 3.3-liter twin-turbo V-6. The manual is offered only on the 2.0-liter option. Genesis is counting on the G70 to expand its buyer base to younger consumers and women.

G80: The G80 was freshened for the 2018 model year with additional safety features, along with a Sport model with a 3.3-liter twin-turbo V-6. A redesign is possible in 2019. Sales are down 32 percent through July, so it could use a spark.

G90: The flagship is up for a freshening in 2019. Sales of the giant sedan continue to slip in today's crossover-driven market.

Electric sedan: The brand said last year that it planned to bring an electric sedan with a 310-mile range to market in 2021, joining the increasingly crowded pool of would-be Tesla competitors.

The GV80 concept previews Genesis’ first crossover.

GV70:?The second of Genesis' planned crossovers is expected to ride on the same rear-/all-wheel-drive platform as the G70 sedan and use a 2.0-liter four-cylinder turbo and an optional 3.3-liter twin-turbo. Hybrid or plug-in hybrid versions are possible. A GV70 crossover would quickly follow the larger GV80. If the GV80 arrives on schedule in the late-2019, early-2020 time frame, the GV70 could come a couple of months later.

GV80:?Genesis unveiled the GV80 concept as a fuel cell vehicle at the 2017 New York auto show. It's slated to be the first crossover added to the brand's utility-starved lineup. Global brand chief Manfred Fitzgerald told?Automotive News?in March that the three-row crossover could come at the end of 2019 or early 2020. Fuel cell or plug-in hybrid versions could be in store.

Third crossover:?A mystery "CUV" listing was included in a product pipeline that Hyundai showed reporters last year in Korea. It could join the lineup in 2021.

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Autolist survey finds car buyers still support CAFE rules

The Trump administration's move to roll back U.S. fuel economy standards is getting some pushback from car shoppers.

The administration this month proposed freezing corporate average fuel economy rules at 2020 model-year levels, rather than pushing for incremental improvements through the 2025 model year as required under the Obama-era plan in effect. The new proposal would also rescind California's ability to establish emissions standards stricter than the federal government.

But a study by Autolist.com indicates that fewer than a third of consumers support efforts to scale back CAFE rules. Autolist, which surveyed 1,132 current car shoppers after the administration's proposal was announced, found that 41 percent of respondents disagree with the proposal, while 30 percent are on the fence.

According to the study, half of the respondents said states such as California should be allowed to establish stricter standards, while 29 percent said a state shouldn't have the authority. The rest were neutral.

The study found no relationship between the states where the respondents reside and their opinion about emissions or fuel efficiency standards, Autolist said.

ATTENTION COMMENTERS: Automotive News has monitored a significant increase in the number of personal attacks and abusive comments on our site. We encourage our readers to voice their opinions and argue their points. We expect disagreement. We do not expect our readers to turn on each other. We will be aggressively deleting all comments that personally attack another poster, or an article author, even if the comment is otherwise a well-argued observation. If we see repeated behavior, we will ban the commenter. Please help us maintain a civil level of discourse.

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GM Powertrain Europe still going strong

General Motors gave the world every reason to believe it was done with Europe last year when it sold its Opel, Vauxhall and European GM Financial business to competitor PSA Group for $2.3 billion.

So, what's GM up to in Turin, and who is Pierpaolo Antonioli?

Antonioli, 54, is CEO of GM Powertrain Europe, directing the Global Propulsion Systems operations in Turin to supply diesel engines around the world. The former Fiat powertrain engineer moved to GM as the U.S. automaker's partnership with Fiat was ending in 2005, when GM decided to go it alone on diesel engines.

Although GM got rid of its European auto companies last year, it determined the diesel engine business was strong enough to keep. Antonioli has been running the Turin center since 2009. He spoke with Automotive News Europe Correspondent Nick Gibbs about why GM is keeping this foothold in Europe and why — despite the black eye diesel has gotten in public perception — the technology is still important to the company's global strategy.

Q: How big is the Turin center?

A: We have 750 employees, or 900 including contractors. It was built in 2009 inside the campus of the Polytechnic University of Turin. More than 50 percent of our people come from the Polytechnic. It is 100 percent GM-owned.

The center was established at the end of the Fiat partnership. Why has GM decided to keep it after selling Opel?

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We have existing competencies and a very important supply chain in automotive in Turin. For GM, this is the only center in the world developing diesel and diesel competence, even if the center is leveraging a lot of activities in the U.S.

GM sold more than 600,000 diesels last year, of which about 325,000 were for Opel. Why keep the center in Europe now?

The Turin center is serving the world. It's not serving Europe. Our market today is North America, South America, Thailand, Korea and India. There are a lot of things to do for the future.

A second important point is that Turin is not just developing diesel, but also developing competencies. This is one of the engineering center's most important products.

Does GM expect to grow its diesel sales without Opel?

We are launching the new 3.0-liter, six-cylinder diesel in the new Chevrolet Silverado pickup in the U.S. right now. This is a new segment for us. We expect to have very interesting volumes.

We have five global diesel families, including the 6.6-liter Duramax V-8 in the full-size Silverado, the 2.8-liter four-cylinder in the Colorado one-ton pickup and the 1.6-liter diesel in the Chevy Equinox and Cruze. We have an important strategy around diesel that starts now in North America.

Were all five diesel engine families developed in Turin?

All with the exception of the 6.6-liter Duramax. All the diesels will converge here, and we are concentrating completely on the development of the next generation of big engines.

Will GM shift output of the 1.6-liter Opel diesels to the U.S. from Europe?

We are currently buying engines from Opel. For the next generation, we will probably have a different solution.

Does the center plan to develop an architecture for a diesel engine that can encompass four- and six-cylinder units?

That's what we are doing. This started from the [modular Cylinder Set Strategy first used in gasoline engines], in which we define a model architecture based on cylinder sets, so you can go from a three-cylinder to a four-cylinder to a six-cylinder. The new six-cylinder is the first of a new generation we will launch in the future.

How do you create an architecture that can cope with the different global emissions standards?

Today, we are focusing on the most complex market for emissions, which is the U.S. Then we can scale for all the regulations globally. In the past, automakers developed diesels in Europe because Europe was the region for diesel, then moved them to North America. Now we develop them for North America, then use them for the rest of the world. It's much easier.

You have said that you believe the diesel share globally for cars and light commercial vehicles would stay at 20 percent. Why?

For sure, the market will go down for pure diesel, but we will also see an increase in diesel hybrids.

Can the diesel's reputation be saved in the aftermath of the Volkswagen scandal?

Everybody was caught a little bit by surprise by the scandal. The problem is we should have reacted strongly, both from the automaker perspective and from a supplier perspective. It took time to react and say that diesel is not the dirty guy. The reputation, in my opinion, can be recovered, but it will take time.

ATTENTION COMMENTERS: Automotive News has monitored a significant increase in the number of personal attacks and abusive comments on our site. We encourage our readers to voice their opinions and argue their points. We expect disagreement. We do not expect our readers to turn on each other. We will be aggressively deleting all comments that personally attack another poster, or an article author, even if the comment is otherwise a well-argued observation. If we see repeated behavior, we will ban the commenter. Please help us maintain a civil level of discourse.

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Events, like Detroit's Woodward Dream Cruise, show love of cars is still alive and well

With all the hoopla about autonomous and electric vehicles, it figures that interest would be waning in cars with steering wheels and internal combustion engines.

But if you believe that, you would be very mistaken. A pair of events that take place each summer a couple of thousand miles apart contradict the idea that no one cares about conventional automobiles.

Nine days ago near Detroit, the motor capital of the world, more than a million spectators stood or lounged along Woodward Avenue, delighting in the thousands of cars that participated in the annual Woodward Dream Cruise.

Wonderful cars of the past and present paraded up and down the famous avenue, much as they did decades ago, I'm told, when Woodward emerged as the heartbeat of American muscle car culture.

The Dream Cruise has occurred every year for almost a quarter century and it is a pure celebration of the automobile. Car owners and car lovers make the pilgrimage every year from all over the country.

Meanwhile, near the sleepy town of Carmel, Calif., a considerably smaller event was to have taken place last weekend that is no less significant. Every year, the Pebble Beach Concours d'Elegance, on the 18th fairway of the famous golf links, is jammed with a couple of hundred magnificent cars from automotive history.

These two events — as different as can be — are teeming with great enthusiasm for all things automotive and offer proof that the automobile is alive and well.

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So, despite many companies and individuals trying their utmost to declare the automobile dead and buried, it is quite the contrary. If there are any doubters, I suggest they check out the Dream Cruise or Pebble Beach or the many other car shows that dot the country all summer.

You will notice that events such as the Woodward Dream Cruise draw thousands of young people. So if the automobile is dying, as some say, it would seem to be at least a half century before we shovel the last dirt on the coffin.

Happily, people of all ages seem to still be in love with the automobile. And that is a good thing.

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