Toyota FJ Cruiser

From Toyota press: The Toyota FJ Cruiser, which melds the brand's off-road legacy with distinct heritage design in a modern SUV, gets a more powerful engine and a unique new trail-oriented Special Edition Package for 2010. Engine changes also help boost the EPA estimated combined fuel economy ratings from 17 mpg to 18 mpg, and the switch to recommended regular-grade fuel can help reduce operating costs, as well.

The FJ Cruiser is powered by a DOHC 4.0-liter V6 engine, newly equipped for 2010 with a new dual Variable Valve Timing with intelligence (VVT-i) system (variable phasing for both the intake and exhaust cams) and new roller rockers. The changes help boost horsepower to 258, up from 239. Peak torque is now 270 lb.-ft., and the broad torque curve facilitates easy cruising on or off-road. The V6 offers a gratifying exhaust note, while special sound-absorbing material under the engine cover helps keep the cabin quiet. The FJ Cruiser meets the stringent LEV II/Tier 2 Bin 5 emissions certification.
The FJ Cruiser 4x4 offers a choice between an electronically shifted five-speed automatic transmission and a six-speed manual transmission; the 4x2 model is equipped exclusively with a five-speed automatic transmission. The automatic varies the shifting pattern based on road conditions and driver input. A Flex Lock-Up feature allows the clutch in the torque converter to maintain a half-engaged position, enhancing fuel efficiency and increasing the lock-up clutch's operational range. The driver can manually shift the automatic transmission using a console-mounted, gate-type shift lever. The gearshift position is also displayed in the instrument panel.
The FJ Cruiser's two-speed transfer case (with a 2.566 low range) is the same full-time four-wheel-drive transfer case used in the V6-powered 4x4 Toyota 4Runner. In manual-transmission models, the transfer case uses a TORSEN® limited-slip center differential with a locking feature and distributes the engine's power 40:60 under most driving conditions. The TORSEN unit varies power distribution as needed, based on steering angle and wheel slippage. In the Lock position, the differential switches to 50:50 power distribution.

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