If we rack our brains for a car that typifies Toyota, the brain will probably answer “Corolla.” Yet again, the brain is wrong. The eponymous Toyota, the car that embodies toughness, simplicity, and reliability, is the Toyota Land Cruiser. Launched in 1951 in support of the Korean War, the original Land Cruiser fathered a vast family, which is spread all over the world. From the United Nations to al-Queda, from SOCOM to soccer moms, there is a Land Cruiser that fits the job. The toughest in the Land Cruiser family is the Land Cruiser 70. Launched in 1984, it is sold throughout the world. Well, not quite. At home in Japan, sales of the Land Cruiser 70 ended in 2004. Today, the lost son came back home. Continue reading
Back in 1992, Kazunori Yamauchi, along with a group of 7 other individuals, set out to develop the original Gran Turismo racing video game for the Polyphony Digital subsidiary of Sony Computer Entertainment. Five years later, the initial game, for the original PlayStation game console finally went on sale to favorable reviews and an adoring public.
As part of the 15th Anniversary celebration of that late-1997 original release, Yamauchi-san issued an Olympian challenge to the world’s carmakers with a single question: “Would you be willing to design your rendition of Gran Turismo for us?” The videogame’s name “Gran Turismo” (GT) refers to a 2-door sport car, known as a Grand Touring car in the English-speaking automotive world. As the official Gran Turismo 6 Vision GT page reveals, 23 car brands, 3 Italian carrozzeria (Bertone, Italdesign Giugiaro and Zagato) and even 2 sporting apparel brands (Jordan and Nike) answered the call.
Mercedes-Benz has taken it one step further and, on Wednesday 20 November 2013 at the Los Angeles Auto Show press conferences, unveiled the actual, physical Mercedes-Benz AMG Vision Gran Turismo Concept, albeit as a 1:1-scale model with no powertrain. (In the game the 3053-lb mid-front engined coupe is powered by a 577 horsepower, twin-turbocharged V8 producing 590 lb/ft of torque).
That Mercedes is hardly expected to be the only GT6 concept to make the jump from virtual presence on a video screen to physical, palpable reality, for the rumor mill suggests that the second will be from no less than…
Two weeks after the Mercedes Vision GT6 concept reveal, new Vision GT renderings from a number of carmakers, including Toyota and Subaru, were first brought to our attention via Autoblog. Toyota’s rendering, shown at the top of the story, has a silhouette that seems to foretell a much-rumored Mark V Supra. Fanning the flames of the rumormill is no less than Joe Clifford of the official Toyota United Kingdom blog, who, on Thursday 12 December 2013 wrote that
This is the only image available at the moment but any talk of Toyota and new sports cars always leads to speculation on the introduction of a spiritual successor to the Supra.
We never comment on speculation but it’s clear that there are familiar proportions in the shape of the silhouette…
Yours truly’s gut feeling and suspicion is that the Toyota press conference at the 2014 Detroit Auto Show (to be held on Monday 13 January 2014 at 8:50 AM Eastern time) will reveal a Toyota Supra Vision Gran Turismo Concept of some sort.
The closest thing to a Gran Turismo coupe that Subaru has ever built for production is the Thunderbirdesque, Giugiaro-designed SVX. The Vision GT Subaru shown above, however, recalls a far more recent concept from the carmaker: the Cross Sport Design Concept that debuted at the 2013 Tokyo Motor Show. The bare-bones teaser blurb Subaru released 3 weeks before its unveiling hardly hinted at this cladding-bedecked BRZ shooting brake that, for this author, was probably the biggest unexpected surprise of the show. The second attempt (after the FT-86 Open concept) at expanding the BRZ / GT 86 / FR-S body style repertoire beyond the production coupe has seemingly been made sleeker and, thankfully, lost the side cladding and pseudo-SUV soft-roader styling cues from the Cross Sport Design Concept. Or are we, possibly, seeing some hints around the nose at what a mid-life facelift or even next-gen model of the Toyobaru coupe might look like?
Although the big Wednesday 4 December 2013 reveal unveiled the bulk of the Vision GT teaser renderings from the participating brands, a number of them remained unseen at that point. Among them: Lexus’, which quietly appeared later in December and is shown above. A number of its design elements, such as the triangular layout of the 3-dot headlights, the roofline and the particular shade of red recall the much-praised LF-LC Concept, albeit in a super-wide-body rear quarter variant with cartoonishly large rear tires. Are exaggeratedly wide rear fenders becoming a new Lexus concept car fetish?
…and Daihatsu, too
Among the 7 Vision GT teaser renderings that, as of this writing, remain unseen is Daihatsu’s. Frankly, we can’t help but wonder what this not particularly enthusiast-oriented small car and SUV specialist – majority-owned by Toyota – is doing here. Their only loosely GT-ish model is the Copen retractable-hardtop 2-seat roadster kei microcar that went out of production last year. The colorful trio of Kopen concepts the carmaker unveiled at the 2013 Tokyo Motor Show should probably provide the basis or inspiration for Daihatsu’s baby GT.
Japanese carmakers will reveal their latest cars-to-come at the upcoming Tokyo Motor Show which will open to the media on November 20, and which will stay open to the public through December 1.
Here is what you will see at Toyota’s booth in Tokyo – unless you prefer to go to the LA Autoshow, that is. Continue reading
|World’s largest automakers|
|Jan-Sept 2013, full year forecast|
|Production: Company data. Forecast: Kaizenfactor estimate|
Today, Toyota supplied its global sales and production numbers for September and year to date. GM and Volkswagen already published their numbers earlier in the month. For this tally, we use production, not sales, simply because OICA uses production numbers when declaring the world’s largest automaker. The scoreboard has Toyota with a slight decrease. GM and VW booked a moderate increase. As forecasted elsewhere earlier in the year, the field narrowed considerably, however, my crude, but time-tested projection sees the three contestants separated by more than 200,000 units when the year ends. Which gives me the confidence to call a winner three months ahead. (I predicted this outcome elsewhere in May 2013.)
Toyota could end the calendar year a hair below 10 million, or a hair above. The 10 million barrier has been broken by Toyota in 2012 already, and with no fanfare at all. According to OICA, Toyota made 10.1 million units in 2012 worldwide. In May 2013, Toyota forecasted sales of 10.1 million for the current fiscal year which ends on March 2014. TMC’s pace increased a bit the month, and I am confident that the target will be met.
When I worked for the Dark Side, doing propaganda for Volkswagen, I drove a few pre-production models for familiarization purposes. Never was I invited to drive the prototype of a car that would need another two years to go into production. Today, it happened. It wasn’t just any car. I drove a car that could change the way we drive into the future. My ride was the prototype of Toyota’s first mass production fuel cell sedan, which I was promised to arrive on the market in 2015.
The car is covered in camouflage swirly foil, the instrument cluster is amputated and replaced by a few gauges that are taped to the cockpit. It definitely does not look like a million bucks, but that’s what my ride costs. says Toyota’s advanced technologies chief Satoshi Ogiso, probably by way of a suggestion to be gentle with his baby. “Of course, this price will come down before we introduce the car,” Ogiso promises. How much he won’t say, word on the streets in Tokyo is around $50,000.
We are in a huge, and, surprisingly for Tokyo, empty parking lot in the city’s docklands, the air is heavy with burnt rubber, and it is pierced with the squeals of tortured tires. Toyota jetted the A-list of the world’s motor journalists to Japan. Give them a car, and some will make it beg for mercy.
The car is powered by a reactor. The reactor sits under my seat, and it converts hydrogen into electricity. The hydrogen is stored in two tanks that look a little bit, if you imagine some fins fitted to it, like bombs to be tossed out of the Red Baron’s biplane. Ogiso hid one tank under the rear seat, the other tank is tucked into the rear seatback. The whole arrangement does not take more space than a hybrid drivetrain. Last generation fuel cell vehicles had to be buses or big SUVs to accommodate the heft of the apparatus, for the mass production car, Ogiso shrunk the package to a size that can be hidden in a mid-size car.
A fuel cell car, Ogiso explains, is an electric car without the regrets. The car is engineered for a cruising range of 300 miles between fill-ups. Those take less than three minutes, just like with a gasoline-powered car. In case we don’t believe it, we get it demonstrated. A big truck is rolled onto the dockland parking lot, a hose is stuck into where one usually would pour unleaded, and the car is good to go for another 300 miles. Or even 400. Last Monday, one of the cars was driven from Toyota’s head office in Toyota City to Tokyo, with a measured cruising range of 403 miles. “That driver may have been a bit of a hypermiler,” Ogiso concedes.
The prototype sits on the actual production vehicle underbody, the powertrain is the same as what will power the final vehicle. The car currently wears a hand-me-down hat from a midsize Lexus – at the Tokyo Motor Show in late November, we will see something that will come much closer to the final product.
Ogiso does not expect the car to be sold in huge quantities initially. Even for the 2020s, he expects only “a few ten thousands” to be sold annually. Unlike his boss, Ogiso thinks that battery operated and fuel cell vehicles will peacefully coexist. Toyota chairman Takeshi Uchiyamada famously said that
“the current capabilities of electric vehicles do not meet society’s needs, whether it may be the distance the cars can run, or the costs, or how it takes a long time to charge.”
Ogiso sees a use for batteries for small city cars. For cars that want to go 300+ miles without stopping, it’s advantage fuel cell. Where EVs need to lug around a heavy battery, FCVs can turn 11 lbs of hydrogen into 300-400 miles. “That’s very impressive,” says Ogiso with the pride of a newborn father. The two tanks weigh around 135 pounds, together. The fuel cell stack weighs in at another 220 pounds, and that’s “roughly the same as a conventional gasoline engine,” Ogiso says.
To deliver a similar range, an EV would have to drag around a battery weighing some 1100 lbs, says Ogiso, and he adds with a smirk that he knows that “quite well, because we also work together with Tesla.” In the next decade, Ogiso expects sales of FCVs “to grow much faster than those of EVs.”
Oh, and how does it drive? Don’t expect a lengthy critique from three laps around a large parking lost – even if that’s a distance that is deemed as plenty for many reviews elsewhere. The squealing tires were testament to plenty of torque. Those 300 miles won’t be boring, even if they lack the suspense that surrounds somewhat longer drives in an EV.
It’s not a big secret that I doubt the success of the electric car, or of any vehicle that will require me to find a motel every 100 miles, where I wait half a day until my car is fueled up – if I can park it in front of my window, and if they don’t mind the extension cord to the car. Despite my huge anti-EV bias, I fell in love with an EV. Never since the mid-sixties, when Baerbel K. lured a still underage BS on the cramped back seat of her Volkswagen Bug, did I have so much fun in a car. I want the thing, and I want it bad, more than I ever wanted Baerbel.
The thing is the Toyota i-ROAD, a tiny two-seater on three wheels, and I drove it. The engineers at Toyota have a better name for it. Internally, they call it the “lean-machine.” Roofed scooters are quite popular in Japan (especially as a pizza delivery vehicle). Carmakers are trying to popularize them with wider target groups. Nissan has the New Mobility Concept. Toyota has the COMS, occasionally dressed-op as the INSECT. Despite their tandem seating arrangements, these vehicles have a relatively wide stance. Build them narrower, and they could topple in turns.
Enter the lean-machine. Both front wheels of the i-ROAD can be moved up or down via an on-board computer, thereby inducing lean. The computer uses steering angle, vehicle speed, and an electronic gyroscope as inputs.
The i-ROAD quite natural leans into very tight turns. Despite, or maybe because of the advanced gadgetry, the i-ROAD demands little or no familiarization. After a few turns, driver and lean-machine become one. Maneuvering the I-ROAD through a slalom course feels like true slalom on skis, the machine crouches in the turn, and it stretches when going into the straightaway.
The i-ROAD takes as little parking space as a full size motorcycle. In a pinch, four can be fitted into a Japanese parking spot. With a range of 30 miles, the vehicle clearly is destined for the city. The lithium-ion battery recharges in three hours. Sure, the machine checks all the green and sustainable boxes. But it provides something that has become rare on wheels: It is a huge fun to drive.
“This could be a big success in Europe,” said Christian Wuest, scIence editor of Germany’s Spiegel magazine, who tried the i-ROAD before me, and who dismounted with a huge grin on his face. Yet, it is not sure whether the lean-machine will go commercial at all. The vehicle is still a concept, Wuest and I drove the vehicles that had been shown at this year’s Geneva Auto Salon. A few more will be built, to be used in a field test in Japan and France. After that, the decision will be made whether the i-ROAD will go into series.
I hope it will be built. The “driveway” of our new old Japanese house in Toyo is barely five feet wide, too tight a squeeze even for a kei car. The “street” outside is not a lot wider. Lean-machine, I am waiting for you.
Taking an econobox 3 or 5 door hatchback, popping in a high output motor mated to a manual transmission and a taut tuned suspension was a recipe for fun. It’s been many years since the Toyota built great hot hatches like the Corolla FX-16 and the Corolla RunX. With Toyota’s rich motorsports heritage, it is possible for Toyota to have fun-to-drive, desirable cars again.
TMG (Toyota Motorsport GmbH), Toyota’s European tuning house was responsible for Toyota GT-One, sports car racer and the Toyota Formula 1 team. Last year, TMG re-entered sports car racing with the Toyota TS030 the first race car entered into the FIA WEC with Hybrid technology. Being a pioneer in Hybrid tech, TMG has taken Toyota Hybrid to a new level incorporating their motorsports expertise into hot hatch form. The Toyota Yaris Hybrid R Concept is the Toyota hot hatch we’ve been waiting for and it debuts at the 2013 Frankfurt Motorshow today.
The Yaris Hybrid R Concept features trickle down tech from the TS030 Hybrid race car. A 300hp 1.6L Turbocharged (Turbo Garett GTR2560R ) 4 cylinder GRE (Global Racing Engine) powers the front wheels and two 60 hp electric motors powering each of the rear wheels which equates to a max output of 420hp. That’s more than the Lexus IS F! Like the TS030 racer, KERS (Kinetic Energy Recovery System) will power up a super capacitor which resides in the rear seat. A third electric motor will help modulate traction to rear wheels during acceleration and harness power into the super capacitor during deceleration.A six speed sequential transmission is mated to the petrol motor.
On the inside, two-tone Recaro seats are clad with black leather and blue Alcantara surfaces. The dash and door panels will also have complimenting blue Alcantara trim. The sport steering wheel also clad in Alcantara and will feature a two mode drive selector button for “Road” and “Track” modes. A set of brushed aluminum sport pedals are borrowed from the GT 86 sports car.
On the outside, this concept may look like an ordinary 3-door Yaris. But if you look closely, this hatchback is a lot more prominent than the norm. An aggressive front fascia with a larger grille and blacked out headlamps and two large air intakes with blue LED running lamps accented by blue striping to match the Toyota Hybrid theme. The flared wheel housings are filled with special 18″ TRD wheels wrapped in sticky 225/40 R18 Michelin Pilot Sport Cup tires. Six piston fronts and four piston rear brakes help stop this hot hatch. A rear roof spoiler and rear bumper diffuser help streamline airflow.
Although just a concept for now, we hope Toyota will bring this Yaris Hybrid R Concept to production in the near future. Even if the Yaris Hybrid R doesn’t make it to production, at least bring the motorsports driven GRE tech to future Toyota and Lexus sports vehicles. How does Supra Hybrid R sound?
Check out the Toyota Yaris Hybrid Concept video:
Key TMG Global Race Engine Specifications
Engine Size: 1595 cm3
Fuel System Type: Direct Injection (up to 200 bar)
Air System Type: Turbo Garett GTR2560R (max boost pressure : 2.5 bar)
Air restrictor: 33 mm
Max. Power: + de 300 ch at 6000 rpm
Max. Torque : 420 Nm
Max. RPM : 7500 rpm
Source: [Toyota Europe]