Extreme Machines.

Triumph Bonneville SE and Ducati GT 1000 touring.
The Bonneville moniker first affixed itself to Triumph’s 650cc Parallel Twin-powered T120 in 1959, a high-performance ride through the ‘60s that earned its classy moniker as a tribute to the land speed racing exploits of the British marque during the 1950s. A second Bonneville incarnation, dubbed the T140, upped displacement to 750cc but ended production with Triumph’s decline and near obliteration in the early ‘80s. The Bloor restoration of the historic English marque saw the Bonneville’s return in 2001, where it has since anchored the company’s Modern Classics.

Triumph expanded the Bonneville line by two additional models, with an all-new base model and SE version. The two join the long-standing Bonneville T100, which continues in the Modern Classic line, relegating its spot as the flagship to the new Bonneville. The new Bonnie varies from its T100 with smaller ergos and wheels, the hoops being two inches smaller and cast instead of wire-spoked. As for the difference between the base Bonneville and the SE, it’s cosmetic, with the SE sporting a tank badge, aluminum engine cases and a two-tone paint scheme with pinstripe, as well as the inclusion of a useful tachometer on the instrument console. All three Bonnevilles, as well as the entire 2009 Modern Classic Twins, are fuel injected for the first time to meet US emissions.

Right out of the box, the Bonneville struck an authentic chord in the looks department. The Bonneville SE we tested generated, by far, the most awestruck praise from roadside gawkers – quite a compliment considering Ducati’s undoubted skill at producing sexy bikes. And this was in spite of the SE’s lack of wire-spoked wheels, which is such a huge part of the vintage look. Were I to purchase a Bonneville, I’d have to tap the wire-spoked T100 for this very reason alone. The Trumpet scores a big win over the Duc in the very subjective styling comparison.

As for the motor, the Triumph’s 865cc Parallel Twin doesn’t measure up to the Ducati, down 127cc to it competitor. Engine performance expectations have dramatically inflated since the Bonnie’s debut 50 years ago. The modern Twin cranks 58 horsepower at the rear wheel and 44 lb-ft torque. It doesn’t take long at the controls to realize the Bonneville motor is tuned for a more leisurely riding approach - much different than the Ducati’s rip-snorting L-Twin.

Yet the Triumph Twin delivers enough pep to motor up to triple digits and is spunky in its 4000 rpm sweet spot. The old riding bromide about riding a slow bike fast rings true on the Bonneville – a rider with moderate skills will be pushing the Twin to its limit. There’s a certain thrill in that

Seamless power delivery and user-friendly throttle feel highlight the Twin’s traits. Considering it’s the first year of fuel-injection for the Modern Classics, Triumph nailed it first time around. The two-stage choke, unlike the carbs, is real and needed on cold starts. As for those façade carbs, explaining them to curious onlookers is an amusing novelty at parking lots and gas stations – particularly to riders who claimed they could tell the Bonnie was carbureted by its sound or smell…

Smooth and easy, a rider can’t get lost in the Triumph’s 5-speed gearbox. Teamed with one of the lightest clutch lever pulls we’ve sampled, the transmission lends itself well to entry-level riders who won’t be missing shifts or fumbling with neutral at stop lights.

One disc down up front compared to the dual-disc Ducati, the Triumph brakes without drama via a single 310mm rotor up front. Head to head, the Duc’s dual Brembo calipers deliver superior feel, but Triumph’s Nissin 2-piston caliper binders make confident, controlled stops. While the lever is stiffer on the Triumph, there weren’t any helter skelter moments for us under hard braking.

After the motor, handling performance is where the Triumph loses the most ground on the Ducati. Its softer 41mm Kayaba fork hinders high-speed maneuvering, and while the dual rear shocks (also Kayaba) are pre-load adjustable, railing in tight terrain overtaxes both the suspension units. That said, the Bonneville handles sharp at lower speeds with its low center of gravity, and is one of the easiest-to-ride shifting motorbikes we’ve ever sampled.

The Bonneville ergonomics fit smaller-statured riders well, Triumph lowering the seat height to 29.5 inches and repositioning the bars down and toward the rider. While it didn’t gel as well with my 6’1” frame (probably anyone approaching 5’10” will be too big) the riding position is upright, standard and comfortable, except for one big, huge, gigantic, stupendous caveat (brace yourself, a seat diatribe on its way…).

Short distance jaunts on the Bonnie are fine, but we started getting uncomfortable after about 100 miles, perturbed at 150, and delirious about the 200-mile mark in the Triumph’s excruciating saddle. The new Bonneville’s seat height is lower, in part, because they sculpted some foam out. Bad idea! I wondered how the SE’s seat would hold up on long distance rides during our brief sub-100-mile test ride at the official press launch in New Orleans. Now I know, and my tookus still whines, “remember that day you rode 250 miles on the Bonneville SE? Man, I will never forgive your ass for that!”

Admitting that… The two-inch lower seat height, along with a narrower tank, makes the Bonneville feel way smaller than the Ducati, even though at 497 lbs (472 lbs tank empty) it is actually a full 31 lbs heavier. The small dimensions make mincemeat out of those tricky low-speed maneuvers that really jump out and bite beginners.

The Bonneville and GT recorded almost identical fuel efficiency – the Triumph edging out a 48.6 to 47.3 mpg advantage. The Bonneville has a slightly bigger fuel tank too, 4.2 gal to 3.9 gal, with a theoretical range near 200 miles. The strange thing is the Bonneville always seemed to want gas first during our 750-mile test ride with the low fuel light constantly coming on (the Speed Triple registered a similar complaint during our 2007 street fighter test). Not a mystery is which bike is easier to fill, with the Bonneville splashing gas out on more than one occasion and the fuel cap fully detaching from the bike (easy to misplace for scatter brained test riders…).

Solid fit and finish round out an attractive, if Spartan, instrument package. The SE’s analog right-side tach teams well with the left-side speedo (the standard Bonneville not offering a tach). A fuel gauge would be appreciated, though there’s no real room for one, just a couple idiot lights and neutral, high-beam and turn signal indicator lights.

The Bonneville delivers a lot of bang for the buck. At $8399 for the SE and $7699 for the standard Bonneville, it’s 30-35% less expensive than the Ducati! I have to admit, however, that I’d spring the extra $400 for the $8799 T100 for the wire-spoked wheels alone. (The T100, which is unchanged for 2009 except for being fuel injected, is a much better fit ergonomically for larger riders as well.)

In short, the Bonneville SE is not a bad machine by any means. Power delivery won’t overwhelm newbies but still gets the Trumpet up to respectable cruising speeds. It’s a fun ride and an ideal bike for smaller riders. Faced against the Ducati, however, we imagine if it could talk, even the polite British Twin would acquiesce it does not compare with its sportier Italian rival. The Bonnie still keeps a stiff upper lip, however, secure in its role as an ideal starter bike or sharp-looking play bike for the casual weekend enthusiast.

Toyota Motor Sales (TMS), USA, Inc., unveiled the all-new next-generation Highlander and Highlander Hybrid mid-size sport utility vehicles (SUV) at a press conference at the Chicago Auto Show.
"Highlander holds a unique distinction within the Toyota brand and within the industry," said Don Esmond, TMS senior vice president, automotive operations. "Along with the 4Runner and the FJ Cruiser, it anchors one of the industry's only three-vehicle, mid-size SUV line-ups. Equally important, along with Prius and Camry Hybrid, it is a key component in the industry's only three-vehicle hybrid strategy."
The Highlander is significantly larger, roomier and more powerful than the vehicle it replaces. Yet its fuel efficiency will be virtually unchanged. It is noticeably quieter, smarter, with improved versatility and ride comfort. It will offer the highest level of standard safety equipment in a segment where safety is at the top of purchase considerations. And, it's all wrapped in a package designed for buyers who want to stand out and make a statement.

Highlander will have no equal to its comprehensive list of standard safety features. It will provide a segment-leading total of seven airbags, including a driver's knee airbag and roll-sensing side curtain airbags for all three rows.

As with all Toyota SUVs for the last three years, Highlander will provide Toyota's STAR safety system.
featuring:
+ anti-lock brakes,
+ traction control,
+ electronic brake-force distribution,
+ brake assist,
+ and for the first time, enhanced vehicle stability control,
+ with electronic power steering.

On all models except the base models, it will provide a stand-alone backup camera with a multi-information screen, not tied to a navigation system. And, Highlander will have the distinction of being the first Toyota division vehicle to feature both active head restraints and a new hood and fender system designed to crumple on impact with a pedestrian.

On the outside, Highlander moves away from traditional SUV styling cues with a statement of strength instead of ruggedness; of intelligence over toughness. Calty Design Research in Newport Beach, Calif. sculpted clean, crisp lines, a wide, stable stance and muscular contours to give Highlander an advanced, contemporary, forceful and dynamic personality.

Highlander rides on an all-new chassis derived from the current Camry and Avalon. It is nearly four inches longer and three inches wider, with an inch more ground clearance and three inches of additional wheelbase.

Interior designers took full advantage of Highlander's substantial dimensions. Design intelligence is carried through to the refined interior, where smart and sophisticated blend with practical, flexible and versatile.

The passenger compartment is open and airy. Convenient and innovative interior features such as flexible seating arrangements, and ease of entry and exit, were directly related to customer input.

For example, Highlander's second-row features captain's chairs with armrests that, if needed, can be converted to a bench seat for three passengers. A "Center Stow" seat, when not in use, is hidden in a compartment under the front center console. In its place, passengers can easily snap in the provided center stow center console or choose to leave the area open as a walk-through to the third row. The second row also slides forward and back 4.7 inches and reclines.

Clever and convenient standard features include:
+ a third-row bench seat with foldable headrests for a flat rear cargo area,
+ a rear glass hatch for quick access to the back (optional on base grades),
+ and Smart Start and Entry for Limited and all hybrid models.

When Highlander arrives in July, it will be offered in Base, Sport and Limited grades. All three grades will be powered by a new 3.5-liter V6 that delivers an impressive 270 horsepower -- a 55 horsepower gain over the previous generation's 3.3-liter engine.

Two months later, the all-new Highlander Hybrid will arrive at dealerships. Offered in both Base and Limited grades, all Highlander hybrids will feature Toyota's advanced VDIM stability system.
The system integrates:
+ full-time four-wheel drive with intelligence,
+ electronic brake and throttle control,
+ with true electronically-controlled active steering.

Highlander's advanced Hybrid Synergy Drive system has been extensively upgraded and refined for 2008 for both power and economy. The new Highlander gained about 500 pounds, growing significantly in every dimension and receiving extensive body and chassis reinforcement, aimed specifically at achieving best-in-class crash ratings. Not only were engineers able to increase output to 270 net horsepower, they were able to maintain Highlander Hybrid's impressive fuel economy at 31 city and 27 highway.

The Highlander will be loaded with standard-equipped comfort and convenience features. Nineteen-inch alloy wheels will be standard on both Sport and Limited gas models and both hybrid models.

An array of options and accessories will be offered, such as a power backdoor that can be opened and closed with a key fob, a navigation system with an eight-inch screen, a rear-seat entertainment system with a nine-inch screen, and three-zone air conditioning.

Other options include:
+ JBL audio with six-disc changer and nine speakers with Bluetooth,
+ third-row seat delete to create a second-row model,
+ leather seat trim and heated seats,
+ and a tow package with a 5000-lbs. maximum towing capacity (class-leading for car & van-based mid SUVs).
"The Highlander takes the car-based SUV concept to a new level," said Esmond. "I say that with conviction, because it's a category we invented."


The Toyota RAV4, now in its third generation, was the world's-first car-based SUV. In 1998, Lexus established a whole new category of car-based luxury SUVs when it launched the RX300. The debut of Highlander in 2001 marked the beginning of a shift in the mid-size SUV segment, from truck platforms to car platforms.

"As you can see, the new Highlander has raised the bar significantly," said Esmond. "Last year we did the same with RAV4. And in about a year, we'll do the same with both Land Cruiser and Sequoia. The Toyota division now markets a six-vehicle SUV lineup that appeals to specific buyer demographics and life-stages. It is a lineup that gives us enormous flexibility in responding to shifts in the marketplace. We are committed to keeping our products fresh and at the front of the pack."

Toyota debuted the 2010 Toyota Tundra full-size pickup truck and an all-new 4.6-liter V8 engine at the Chicago Auto Show. On display are two new packages, including the debut of an all-new Toyota Tundra Platinum Package and the recently announced Tundra Work Truck. Value will be enhanced on all 2010 Toyota Tundra models with the addition of standard and optional exterior, mechanical, safety and convenience feature upgrades.
The new 4.6-liter V8 engine will be available on all 2010 model year Toyota Tundra models. With 310 horsepower, 327 lb-ft. of torque and internal preliminary fuel efficiency estimates of 15 mpg city and 20 mpg on the highway, the new engine is expected to deliver the best combination of power and fuel economy among any standard V8 in the full-size pickup segment. Like Toyota Tundra's optional 5.7-liter V8 engine, the new 4.6-liter V8 will be mated with a six-speed automatic transmission.
For Toyota Tundra buyers looking for a higher level of refinement and additional convenience features, the 2010 Tundra will offer a new Platinum Package that will be available on 2010 Toyota Tundra CrewMax Limited models equipped with the 5.7-liter V8 and Flex Fuel powertrains. The package contains a vast assortment of features that make the CrewMax Limited virtually monospec and will carry a manufacturers suggested retail price (MSRP) of $5,140.

On the outside, the Platinum Package includes a new Limited grade billet-style grille with chrome bumpers, unique 20-inch alloy wheels and tires, daytime running lamps, door sill protectors with a Platinum logo, and Platinum badging.
Toyota Tundra CrewMaxThe Platinum Package will be available in four exterior colors that include Black, Silver, Slate, and Salsa Red.
Inside, the top-of-the-line package adds an array of luxury comfort and convenience features including a power memory function on the driver's seat, outside power mirrors and puddle lamps, and a tilt and telescopic steering wheel. Also included in the Platinum Package is a power tilt and slide moonroof, navigation system, ventilated seats with a unique perforated leather seating surface, wood trimmed shift knob and door switch plates, auto up/down driver and front passenger windows, chrome accented HVAC vents and controls, and headrests with an embroidered Platinum logo.

Designed to deliver only the features commercial truck buyers need to get the job done, the Toyota Tundra work truck will be offered at a reduced MSRP. Toyota Tundra models equipped with the work truck are expected to carry a price adjustment that will range from $550 to $655 less than the truck's standard MSRP, depending on the model. Final pricing of the work truck will be announced shortly before the vehicle goes on sale this spring.On the outside, the Toyota Tundra work truck Package will include black bumpers and grille surround, replacing chrome. Power mirrors are replaced by manual outside rearview mirrors.

Inside, the truck comes with easily washable vinyl bench seats and rubber floors. To appeal to target buyers, several Toyota Tundra standard personal-use features have been replaced or removed. Tundra's standard silver instrument panel and HVAC controls are replaced by basic black and include voltage, oil pressure and warning lamps in place of gauges. Lighting in the ignition key ring and the glove box are removed along with map and door courtesy lamps. The package also excludes cruise control and the remote keyless entry as standard features, although separate Work Truck packages will be offered with these features.

All 2010 Toyota Tundra models receive a freshened look with a redesigned front grille and taillamp design. The Tundra and SR5 grades will receive similar grille designs and the Limited grade will be equipped with a unique billet-style grille. Additional standard equipment on all Toyota Tundra models include driver and front passenger knee airbags, height-adjustable headlamps, and a redesigned seven-pin towing hitch connector that sits above the hitch to help avoid damage during high departure angle driving. Also, a shelf to help organize storage space has been added to the lower glovebox.

Two new optional audio systems supplement the three existing systems. The new Tech Audio system features AM/FM/CD, integrated satellite radio receiver, Bluetooth®, auxiliary and USB inputs and six speakers. In addition to the carryover JBL navigation system, a new non-JBL navigation system includes AM/FM/CD, auxiliary input, a backup camera monitor and six speakers.

With a focus on utility, the Tundra Work Truck Package is aimed at commercial truck buyers in industries such as farming, ranching and construction, or those who require a tough no-frills truck with exceptional cargo and towing capacity. The new work truck will be available on Toyota Tundra 4x2 and 4x4 Regular Cab and four-door Double Cab models in standard and long bed configurations. It will be available with a V6 or one of two V8 engines including Toyota Tundra's powerful 381 horsepower 5.7-liter i-Force V8, with a towing capability of up to 10,800 pounds.