Tag Archives: Toyota

Cute, sweater-wearing android can help carry heavier objects

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Whenever I write about robots, I cannot help but think about all the horror scenarios that I’ve seen in sci-fi movies and TV shows when they become our overlords after overthrowing abusive humans. But obviously, not all robots are scary in reality or at least we haven’t reached that point yet. There are also some cute and cuddly robots out there, both in pop culture and in real life. This new innovation from Toyota belongs to that latter category but it combines both hard and soft robotics.

Designer: Toyota

Punyo is the newest robot from Toyota but instead of looking like your typical robots that carry heavy things for us, it looks more like that adorable Baymax from Disney’s Big Hero 6. It’s even wearing a “sweater” that is actually functional as it actually enhances the robot’s capability to carry various things. Normally, robots just use their hands and their claw-like “fingers” but Punyo uses its chest, hips, arms – its entire body actually) to lift objects. This means it is able to carry heavier objects since it uses whole-body manipulation.

The arms of Punyo are made of air-filled bladders that can interact with different kinds of objects. Instead of the usual grippers we see on robots’ hands, there are high-friction latex bubbles as its “paws”. There are even internal cameras that are able to estimate the force that it needs to exert to carry whatever object it is holding. Inside the “sweater”, there are the usual robotic parts like rigid arms, a torso frame, and a waist actuator.

The name Punyo actually comes from the Japanese concept of “softness, cuteness, and resilience”. Combining the soft and hard robotics, as well as using teleoperation and artificial intelligence learning processes to train the android, gives us a holistic kind of robot that will not scare us but instead will be a helpful and friendly companion when it eventually becomes mass-produced. Hopefully, they will not be cute robot overlords.

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2023 Toyota Sequoia review

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PROS:


  • Bold, stately looks

  • Good power

  • Towing capacity

CONS:


  • Cramped third row

  • Compromised storage

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

A big, capable SUV wrapped in a stately look that gives it the presence to match its volume.

Sometimes you look at a car and look at the name of the car and you’re left with the feeling that the designers and engineers and product planners were pretty far down the list before everyone finally decided what to call the thing. That’s not the case with the Toyota Sequoia, which for the 2023 model year gets a much-needed full redesign.

The sequoia is a tree, of course, but not just any tree. Sequoias are the tallest trees in the world. If that weren’t enough, they’re also the heaviest. Apt, then, that Toyota chose that particular stoic woodland fixture for the name of its biggest SUV, a titanic, three-row machine that will stand large and proud in any company.

Volume Play

How big is it? Well, it’s just 7 cm shorter than Chevrolet’s titanic Tahoe, three cm shorter, and a mere three cm narrower. So, yeah, pretty big, but it fills those proportions well. It looks stately and sophisticated, especially in the Wind Chill Pearl white that my test car you see here was painted.

The Sequoia has always taken styling cues from the Tundra upon which it is based, and thankfully the edgier front-end on Toyota’s redesigned full-sized truck works great here on this full-sized SUV. Big creases in the fenders lead to the headlights up front and the taillights out back, while more creases down low on the doors ensure the thing doesn’t look too slab-sided.

Those creases are highlighted with a bit of brightwork on this, the top-shelf Capstone trim, which pairs nicely with the massive chrome grille out front. (Lesser trims get rather more subtle black grilles, either with horizontal bars or the same honeycomb mesh you see here.) The wheels, too, are polished, measuring a massive 22-inches at all four corners, while the chromed mirror caps ensure there’s plenty of shine throughout.

Interior

The interior, too, has a light and bright look and feel to match the exterior. That’s helped by the cream-colored leather, which the designers thoughtfully included only on the upper portions of the seats. This is a smart move, avoiding the gloomy doldrums found in so many automotive interiors yet also keeping the high-wear areas of the upholstery dark, so you won’t have to worry about stains from blue jeans or brown dogs or anything else that’s liable to come in contact.

That’s typical Toyota family friendliness, which is readily found on even this big, luxurious rig. There are enough cup holders scattered about here for even the thirstiest of little ones and USB charging for every seat, even in the way-back. There’s no in-cabin, middle-seat entertainment offered, but since everybody brings their own media for road trips these days that seems like a smart move.

Starting at the back, the third row is actually reasonably easy to get into thanks to second-row seats that fold forward. But, once those seats are clipped back into position there’s not a lot of room left for luxuries like feet or knees. This is, then, a spot best reserved for little ones. Again, a pair of USB-C ports back here will keep their devices charged up, while manual window shades keep them out of the sun.

Or, if you’re rolling with fewer folks, these seats fold down at the touch of a button. They don’t, however, fold flush with the floor, which makes loading longer cargo a bit awkward. Toyota designers attempted to address this with a moveable rear shelf that can be lifted and then expanded to fill the gap. It’s functional and durable, but it’s also heavy and cumbersome to slot into place.

Second row seats are plenty comfortable, with enough head and leg room to suit adults. Middle passengers have their own USB-A and C ports, along with discrete HVAC controls and even a little plastic storage cubby between the seats.

Up front, though, is of course the most comfortable place to be. The heated and ventilated seats are plush enough for longer trips and wide enough for squirming around when those trips get to be a little too long. Those heaters are also extremely effective; you’ll never suffer from a chilly posterior here. Visibility is great and, with the massive panoramic sunroof, there’s never any shortage of light. That said, the view out the back is limited, whether you use the traditional rear-view mirror or the digital one. The digital mirror has the advantage of not forcing you to look past a truckload of passengers, but the flat colors and lack of contrast just make everything look awfully muted.

Tech

The other displays in the cabin fare better, particularly the 14-inch center display. It sits up high in the middle of the dashboard, up above a comprehensive set of HVAC controls — and a USB-A plug that looks a little bit randomly tacked on there. Toyota’s new (and cunningly named) Toyota Multimedia System is stripped down basic to the extreme, with few controls and menus, but despite that it works well. Everything is easy to find and everything is extremely snappy. Even the voice recognition is near-instantaneous. Overall, it’s a huge upgrade over previous generations of Entune.

But, of course, you can supplant all that with Android Auto or Apple CarPlay, wirelessly here, with a Qi wireless charger capable of keeping your phone charged while it drives the in-dash experience.

Another display lives behind the steering wheel, a 12.3-inch virtual gauge cluster that displays all the information you need, with configurable displays showing everything from boost pressure to pitch and roll. If that’s not enough, a 10-inch heads-up display beams intel onto the windscreen, too.

Performance

So you won’t be lacking information, nor power. Every Sequoia trim gets Toyota’s i-Force Max V6, with 437 horsepower and 583 pound-feet of torque thanks not only to a pair of turbos but also a hybrid system. Make no mistake: Toyota’s not really making this out to be an economical choice. In fact, the default gauge configuration shows the power from the hybrid system right next to the turbo boost pressure. This, then, is purely a power move, and the EPA figures show it: 20 mpg is the combined rating on 4WD Sequoia, 19 in the city and 22 on the highway. I didn’t come anywhere near those figures, scoring 16.5 in my testing.

So yes, it’s a hybrid, but not the sort that you can expect to cover any miles in emissions-free. In fact, I struggled to speed to more than a crawl before the 3.445-liter engine spun to life. Even pretending there was a fresh egg between my foot and the gas pedal didn’t help. When it does fire, you’ll hear it. Even in Eco mode that V6 is quite loud. It sounds good to my ear, but it can tend to drone after longer stretches on the road.

Acceleration is strong and towing healthy, the Sequoia, with its Class IV hitch, is rated to tow 8,980 pounds in Capstone trim, 9,520 if you step down to the SR5. Handling, meanwhile, is tolerably good but with some unmistakeable, truck-like vibes that harken back to its Tundra underpinnings. It’s calm and smooth on the highway and deals with minor road imperfections without too much complaint, but bigger bumps definitely upset things.

For anyone coming from a truck, like the aforementioned Tundra, this will all feel very familiar and the Sequoia is quite comfortable for the most part. But, if you’re stepping up from a smaller, crossover SUV, the driving dynamics will feel harsh. Par for the course for something that can tow this much or, indeed, hold its own after the asphalt ends. I sadly didn’t have a chance to properly test the Sequoia’s off-road chops, but with its two-speed transfer case and limited-slip differential at the rear, it should handle itself just fine in the rough stuff.

Options and Pricing

If you are more interested in challenging ruts and rocks, the TRD Pro trim might be more your style, with its locking rear differential and 2.5-inch Fox coilovers. What you see here is the Capstone trim, with a more luxurious intent. It is priced to match. Toyota lists a current base price for the Sequoia SR5 at $56,365. This 4X4 Capstone trim, with about $1,000 in options and a $1,595 destination charge, came in at a rather more dear $80,906. For that you get all the extra flare on the outside, plush posh, multicolor ambient lighting inside, nicer materials, and auto-leveling air suspension.

Capstone doesn’t really get you much beyond the Platinum trim, which starts about $5,000 cheaper. That seems like the right place to start.

So it’s big, capable, has plenty of room inside and out, and wraps it all up in a stately look that gives it the presence to match its volume. It is, in other words, a great choice for those who want to haul lots of folks, tow lots of things, and go to lots of places that aren’t necessarily paved. Toyota’s refreshed big boy delivers.

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Toyota Corolla Cross Review

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PROS:


  • Comfortable, calm ride

  • Affordable

  • Boomin' sound system

CONS:


  • Underpowered

  • Too few USB ports

  • Somewhat anonymous

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

Toyota's little SUV doesn't exactly reach out and grab you to make a first impression. But, spend some time with one and you'll find a comfortable, capable partner available at a compelling price.

With the rush of every manufacturer on the planet to meet the unyielding need for more and more crossover SUVs, every consumer everywhere seemingly yearning for the things, there’s enough volume there for manufacturers to come up with their own interesting, unique take on the segment. Something quirky, something different, something perhaps a bit weird.

The 2023 Corolla Cross is none of those things. From the conservative exterior to the monotone interior, Toyota’s little SUV doesn’t exactly reach out and grab you to make a first impression. But, spend some time with one and you’ll find a comfortable, capable partner available at a compelling price.

Growing up

It almost feels a bit derivative for Toyota to call its littlest SUV the Corolla Cross, milking nearly 60 years worth of name recognition for small, value-oriented motoring. But the Corolla Cross is very much a bigger, taller version of the stoic Corolla, and for that reason you have to respect the no-nonsense nomenclature here.

That said, for a crossover SUV that shares so much with the sedan, on the outside there’s very little visually to connect the two. It starts up front with a tall, dark grille that itself sits on top of more dark material, some black plastic cladding that runs all the way around the car, forming the lower extents of the fenders, rocker panels, and rear bumper. This gives the car a slightly chunky, vaguely rugged look that’s necessary for this segment.

The blocky fender flares help in that regard, too, highlighting the rear tail-lights, which stand out from the receding flanks of the car. A tiny spoiler mounted on the top of the hatch gives only the tiniest of sporting pretensions, mounted just aft of the only real bit of visual flare: a tiny chrome badge that says “Corolla Cross.”

All that cladding on the front, back, and sides pairs well with the Blue Crush Metallic paint, a color that, like the rest of the car, is pretty straightforward.

While the outside of the Corolla Cross doesn’t share too much with its namesake, it’s a completely different story on the inside. The interior is an almost identical clone of that found in the Corolla hatch and sedan. Mind you, that’s not a bad thing. Surely it helps keep the cost down, a factor I’ll be referencing a lot in this review, but regardless it’s a nicely laid out and well-made space.

The dash is a combination of simple, clean shapes of soft-touch plastics embossed with an unfortunate faux leather pattern, complete with pretend stitching. With so many premium manufacturers like Volvo and Mercedes-Benz going out of their way to offer vegan interiors, I’m inclined to say it’s time for manufacturers to give up on the pretend leather patterns.

Materials overall are good, hard plastics limited to the lower door cards and center console between the seats, though the headliner does feel a little cardboardy. Only the gloss piano black surfaces around the shifter and infotainment system are a real bother. They’re impossible to keep clean at the best of times and, given how your average Corolla gets used, they’re liable to be properly filthy in the wild.

The center stack contains a simple, separate HVAC row with a pair of temperature knobs for driver and passenger, a few physical buttons, and a little LCD for temperature and mode readouts. Up above the vents you’ll find the main infotainment touchscreen, eight inches in the XLE and standing proud out of the dashboard.

This is flanked with another pair of knobs, including one for volume thank goodness, plus eight buttons for going home or skipping straight to various sections of Entune. Entune itself is, well, Entune, dated and tired but perfectly functional. There’s no navigation out of the box, you’ll need to install that separately, but if you’re going to go through the trouble of connecting your smartphone I’d say you might as well just use either Android Auto or Apple CarPlay. Either of which work just fine here so long as you don’t mind plugging in.

That means the lone front USB port up front will be used to drive the infotainment experience. There’s a wireless Qi charger, too, but if your passenger wants to gain a little juice and use their phone at the same time they’re out of luck. Rear-seat passengers, meanwhile, get one each of USB Type-A and USB Type-C.

The gauge cluster is a large, centrally mounted LCD. A physical tachometer runs up the left side and, on the right, separate dials for fuel level and coolant temperature. That large central LCD doesn’t offer much in the way of customization, its middle section able to cycle through things like trip info and ADAS status — all the usual stuff and nothing too flashy. Much like the rest of the car, then.

There is, though, one thing that’ll make you sit up and take notice: the nine-speaker JBL sound system. This thing kicks. Sure, it lacks a little finesse, and I had to drop the bass in the settings before I could really hear the lyrics clearly in most of the music I listened to, but for a car this affordable it’s a great system. Bass lovers will find little need to upgrade.

Patient driving

While so much of the car is fair to middling, if there’s one area sure to leave you wanting it’s the powertrain department. The Corolla Cross features a 169-horsepower, 2.0-liter four-cylinder paired with a continuously variable transmission. The CVT here does its best to ape a traditional automatic, changing ratios to simulate gear shifts every now and again, but still you’d best get used to the continuous droning complaints of each of the four cylinders whenever you push the accelerator flat to the floor.

And you’re liable to do that a lot. Anytime you want to get up a hill, for example, or accelerate to highway speed. Passing on a two-lane road? You’d best make sure the road is clear for a good, long way before putting on that turn signal. This is the same motor used in the smaller, 175-pound lighter, FWD Corolla. Here, dragging around a heavier, AWD Corolla Cross, it struggles.

It is, at least, frugal. The Corolla Cross in XLE trim is rated at 29 mpg city, 32 highway, and 30 combined. In my mixed testing I came in at 29.2 mpg.

Underwhelming though it may be, lack of performance is not the end of the world. The Corolla Cross is perfectly driveable and, if you’re a little less impatient on your commutes than I, you’ll be just fine. In fact, with the Corolla Cross’s relaxed suspension and comforting ride, there’s no reason to push.

Your back-seat passengers will probably appreciate your taking it easy anyway. There isn’t exactly a massive amount of legroom back there, but it’s enough, plus plenty of headroom. There’s seating for three-across, but unless your guests are small you’re better off keeping it to two and letting them use the flip-down armrest.

When rolling solo, the seats split and fold 60/40, giving easy access to the 25.2 cubic feet of storage space (slightly more, 26.5, if you go with the FWD version). The rear of the car is accessed through a power liftgate (part of the $1,250 Convenience Package), where the floor has handy cubbies on the left and right, perfect for stuffing avocados and other bits of produce from your grocery run that are otherwise liable to roll around on the ride home.

In terms of active safety, the Corolla Cross comes standard with Toyota Safety Sense 2.0, which includes the usual niceties like adaptive cruise and advanced lane-keep assist. It does a fair job of keeping you centered in the lane, but beeps annoyingly any time you stray near the lines.

If you want blind-spot monitoring, you’ll need to opt for at least the mid-tier LE model, which also gives you rear cross-traffic alert, ensuring you don’t back yourself into trouble. Finally, step up to the top-trim XLE and you also get parking assist sensors along with automatic emergency braking.

Pricing and Options

The base Corola Cross L starts at $22,445. The model you see here, however, is a top-trim XLE AWD, with a starting price of $27,625. $1,465 added on that banging JBL sound system, plus an integrated alarm, while $1,250 brought the power liftgate and sunroof to the party. Self-leveling and auto-dimming headlights add another $615, plus $249 for cargo mats and $299 for the crossbars on the roof rack.

Total price for the car you see here was $32,718, including a $1,215 destination charge. That’s for a fully loaded car, and one that feels like it, but the sweet spot is found on the lower-spec Corolla Cross LE in FWD, which you can get with the brighter, light gray interior and still spec many of the desirable options, walking away with a lot more money in your pocket.

Regardless how you option it out, you’ll wind up with a nice-driving, comfortable, and clean-looking SUV that’ll do a great job of hauling you and all your stuff wherever you need to go — just so long as you’re not in a hurry to get there.

The post Toyota Corolla Cross Review first appeared on Yanko Design.

Toyota bZ4X electric crossover review

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PROS:


  • Rewarding cornering and smooth ride quality

  • Stylish interior

  • Good connectivity features

CONS:


  • Real-world range is lower than expected

  • No one-pedal drive mode

  • Difficult to find natural feeling seat setting

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

The bZ4X’s focus on practicality and comfort makes the whole package feel
more like an electric Toyota and less like an EV with a Toyota badge. So it
should appeal to those buyers thinking of switching from gas to EV.

Given that Toyota was the gasoline-electric hybrid pioneer with its Prius, a car that helped to push the entire car industry towards an electrified future back in 1997, it’s a little perplexing that Japan’s biggest carmaker is finally entering the electric vehicle market as late as 2022 with its first-ever, mass-produced battery EV, the bZ4X crossover.

Toyota late to EV game but has actually worked with electric motors since 1997

Toyota may appear to be slow on its electric vehicle uptake, but if the truth be known, the firm actually has well over 25 years of history developing and marketing electric motors. It’s just that the vast majority of those electric motors were married to gasoline engines that gradually formed the company’s substantial hybrid range. Apart from its strong focus on hybrids, which now basically encompass the whole lineup, Toyota has in fact dabbled with EVs in the past. Some may remember the RAV4 EV from 1996, the battery electric SUV sold only in California as a compliance car, which when translated, means that it was only produced in small numbers to meet regulatory requirements. The firm also built a few low volume inner-city EVs like the eQ—an electric version of the iQ that debuted in 2012.

The bZ4X however, is Toyota’s first global EV. Ignoring the EV strategy that Nissan introduced back in 2011 with its Leaf, Toyota’s CEO Akio Toyoda came out late last year and announced that his company will join the EV world in earnest with a staggering 30 EV models planned for launch globally by 2030. He went on to say that out of the 8 million electrified cars planned—with ‘electrified’ referring to any model with an electric motor (hybrids, plug-in hybrids, hydrogen-powered fuel cell cars [FCV] and EVs)—it aims to sell some 2 million battery electric and FCVs by the end of the decade.]

ASIDE: Toyota has recalled all of its bZ4X vehicles due to the hub bolts potentially loosening up and causing the wheels to come off. According to Toyota, this results “from repeated sharp turns and sudden braking.”

A letter sent by the automaker to customers is not only a reminder of the recall and the safety concerns involved, but also an update. Toyota admits that it doesn’t yet have a fix in place for the vehicle. While it will be a major inconvenience for new Toyota bZ4X owners to park their vehicles indefinitely, Toyota is going to great lengths to help its customers. Toyota notes that owners should contact any authorized Toyota dealer to arrange to have their vehicle picked up. The dealer will pick it up, transport it, and store it for free until a recall fix becomes available.

Getting back to the story—

To be blunt, the bZ4X name is silly and not a name that will catch on easily. But according to Toyota, at least, there is method in the madness. The bZ is short for ‘Beyond Zero’ and refers to the car’s zero emissions, while the ‘4’ focuses on vehicle size (as in RAV4 size) and the ‘X’ means crossover. The ‘bZ’ will form the prefix for the names of at least six more EVs that are expected to roll out from Toyota’s global plants over the next few years.

Getting to the heart of the bZ4X

The bZ4X sits on a bespoke electric vehicle platform named e-TNGA in Toyota-speak which was co-developed with Subaru (for their first-ever EV – the Solterra) as was the drivetrain. If the Toyota-Subaru collaboration sounds familiar, it is. Around a decade ago, the two carmakers teamed up to build two identical gasoline engine powered sports cars, the Toyota 86 and the Subaru BRZ. Now, the two companies have gone to the opposite end of the car-making spectrum to build electric SUVs.

With the bZ4X, two models are being offered at launch: the front-wheel-drive, single motor, entry-level model, and the four-wheel-drive, twin motor flagship. Similarly sized to the RAV4, the electric SUV’s wheelbase is 6.3 inches longer while its height is 2 inches shorter. Its exterior looks are edgy, sporty and futuristic, which at first glance, come across as stylish and well-proportioned. That said, this Toyota EV does also have some quirky design features, so let’s dive in and check the pleasing with the perplexing.

Exterior features nice touches like the ‘hammerhead’

It boasts sharp angles and organic curves with what Toyota calls a ‘hammerhead’ front end design, which when translated means a large panel where the grille would normally be. In contrast to its steeply raked rear window with oddly split rear roof spoiler to enhance aerodynamics–apparently, the nose section’s hammerhead works in nicely with the styling of the RAV4 and new Venza to create common design philosophy with bold surfaces and edges.

At the front end, you get sleek LED headlights and daytime running lights in addition to carefully thought-out aerodynamic air vents that fold around the outside extremities of the front bumper creating airflow that maximizes range. At the lower section of the front bumper, Toyota had fitted a specialized vent to supply airflow for the liquid-cooled lithium-ion battery pack. The body lines on the bZ4X are clean and distinct with accented lines extending from the nose edge, and down the hood channeling air towards the A-pillars. And I like the gloss black section between the grille area and hood that’s accented by a chrome strip. Looks classy. I also like the Bridgestone Alenza 20-inch wheels and tires that suit this SUV. Smaller 18-inch rubber are optional but don’t fill the wheel arch properly.

What I’m not so enthusiastic about are the lumpy matte black wheel arch surrounds that are appearing on so many SUVs these days. According to stylists, they are aimed at making the vehicle’s side profile look thinner, more elegant and sportier. But the way the off-black expanse also cuts through the charging port cover is also a little eyebrow-raising. Yes, I know design is subjective, but I’d rather see these wheel arch blobs disappear and those wheel surrounds painted the same color as the rest of the car. Same goes with the rear bumper area which is fitted with the same matte black plasticky finish.

Cabin tech and material levels good but driving position questionable

Inside, the bZ4X is just as innovative as the exterior, if not more so. It’s visibility is good all round and the cabin is spacious with plenty of leg and headroom front and back. But the all-new dash interpretation will take some getting used to. For starters, your steering wheel, although it’s in a normal place for a steering wheel, strangely sits lower (from the driver’s eye point) than the instrumentation, which is set at least one foot back into your dashboard. A bit like the Peugeot 208, the gauges look good, but for some drivers, it will end up being a touch annoying. Why? Because no matter how you set up your driving position, utilizing the flexible tilt and telescopic steering wheel and adjustable seat functions, you will still end up blocking out some of your instrumentation from view. I do like the quirky, futuristic nature of it though, but some people will find themselves leaning forward while driving to see some dials.

In addition, a lot of the functions for drive and charging modes appear on the 7-inch screen in front of the driver, which in turn is operated using buttons located on the steering wheel. This can be a little fiddly until one gets used to it.

Meanwhile, the materials used inside are of high quality like the synthetic leather, plastics and the coarse fabric on the dashboard in front of the passenger is refreshing. The seats are comfy and supportive, and of course we cannot ignore the huge floating 12.3-inch infotainment touchscreen dominating the center console. It boasts sharp graphics, easy use and quick response times, and features a decent amount of technology. One thing you will need to It gets Apple CarPlay and Android Auto, an on-board Wi-Fi hotspot, and wireless smartphone charging all included.

Behind the wheel

The two bZ4X powertrains have nearly identical batteries: a 63.4-kWh battery pack in the single-motor model and a 65.5-kWh pack in the dual-motor version. The EPA range estimates for the FWD, single-motor model are 252 miles (for XLE spec), while the all-wheel-drive version covers 228 miles. Although in the real-world, expect this number to undercut 200 miles in city driving and 180 miles in highway cruising. With a Level 2 supply, the 6.6-kW charger can top up the battery in 9 hours. At a DC fast-charger, Toyota says that adding 80 percent charge takes less than 60 minutes. On the plus side, Toyota is the world’s first carmaker to guarantee its EV battery will retain 90% of its rated range after 10 years. Most EVs up until now require battery replacement after around 8 years.

A front-wheel-drive, single-motor configuration is standard on the Toyota and offers 201 horsepower—power that perfectly matches that of the Kia Niro EV and VW ID.4. The bZ4X’s all-wheel-drive version has two motors, but power increases only marginally to 215 horsepower. That’s significantly less than the 295-hp four-wheel-drive ID.4 or the 320-hp four-wheel-drive IONIQ 5. Honestly speaking however, you don’t really feel the need for more power in most driving situations, with the bZ4X producing enough acceleration to get the job done, even merging onto highways. Put another way, it’s quicker than most small gasoline powered SUVs but slower than most rival crossovers like the Mustang Mach E or Tesla Model Y.

Lack of full one-pedal driving

Another eyebrow raising feature is the lack of full one-pedal driving. Many EVs can use their regenerative braking to slow the car down, in addition to coasting, and are able come to a full stop when you lift off the accelerator. With the bZ4X you have to slow down by removing your right boot from the throttle and depressing the brake pedal. You may say, “isn’t that normal?” Well, it’s not in many EVs today which allow the car to decelerate quickly by just letting off the gas pedal. Regenerative braking can be augmented via a button on the center console, but the bZ4X stops short of offering true one-pedal driving that’s offered on many of its rivals. Toyota, apparently, has chosen this path because it says it wants drivers to stay involved in the driving process.

The bZ4X’s maintains excellent straight line stability at speed, while its ride is compliant over bumps without feeling overly soft. And the steering has a decent amount of weight and feel and channels a good amount of feedback to the driver from the road surface. On the road, the bZ4X is fairly quiet for an EV, though other electric crossovers do a better job of keeping wind and road noise out of the cabin. The bZ4X also goes a little overboard with a myriad of warning beeps, which is unfortunate as you can’t turn most of them off.

The Toyota bZ4X might be one of the sharper looking and better equipped EVs when compared to non-luxury rivals like the Tesla Model Y, Ford Mustang Mach E, Chevrolet Bolt EV, Hyundai Kona Electric and IONIQ 5, Kia Niro EV, Nissan Ariya, and the Volkswagen ID.4, not to mention the bZ4X’s sister crossover in the Subaru Solterra, so its a shame that its real-world range languishes behind the majority of its competitors.

Prices and Options

Pricing starts at $43,335 for the single motor model XLE and climbs to $48,035 for the Limited version. Either grade can be specced with a single motor and front-wheel drive or dual motors and all-wheel drive. Upgrading to dual motors and all-wheel drive cost $2080 for each trim. Standard equipment includes a panoramic glass roof, adaptive cruise control, lane-departure warning, lane-keeping assist, blind-spot monitoring, rear cross-traffic alert, and Safe Exit Assist. The Limited’s additional features include a motion-activated power liftgate, a heated steering wheel, heated and ventilated front seats, a multi-view camera, 20-inch wheels, and Softex faux-leather upholstery. The Limited’s extras make it worth the extra dollars, but we’d stick with the standard front-wheel drive powertrain.

The bZ4X’s focus on practicality and comfort makes the whole package feel more like an electric Toyota and less like an EV with a Toyota badge, and that’s comforting for anyone thinking of making the jump from gasoline to electric. The Toyota crossover’s seating position may be a little quirky but it drives well, boasts plenty of tech, is priced keenly against its rivals, delivers acceptable range and offers a spacious cabin for the whole family. Rebates and incentives award up to $7,000 or $9,500 toward the price of a new EV, but depending on your state and income status, you may not be eligible. So check your local Toyota dealer for details.

The post Toyota bZ4X electric crossover review first appeared on Yanko Design.

Toyota Patents Dog Walking Robot That Can Pick Up After Your Pet

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Because picking up poop is one of the least desirable aspects of dog walking, Toyota recently applied for patents related to a dog-walking robot that can even clean up after a dog takes care of its business. The future, ladies and gentlemen! It finally doesn’t involve me standing around with a plastic bag on my hand, waiting to pick up a turd.

The “guidance vehicle” features a moving platform that an owner can ride on, which moves along a pre-programmed route, constantly monitoring to ensure it maintains a safe distance from the dog. And when your dog does pee, it sprays a jet of water to help dilute the urine, so it doesn’t kill the grass. And when it poops? It uses a robotic arm to pick up the nuggets, so your neighbors don’t yell at you and/or become passive-aggressive.

Will Toyota’s dog walking robot ever see actual production? That’s debatable, although stranger things have happened, including Toyota applying for dog-walking robot patents in the first place. But if it ever does see the light of day, they better call it the Pet Prius.

[via Autoblog]

The Best of Tokyo Auto Salon 2022

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To really appreciate a car’s styling and market impact, you really have to see it—in the flesh. I mean, online car launches and briefings are good, but they cannot hope to substitute for the real thing. Seeing is believing, as they say, right? That’s why I made a beeline for the Tokyo Auto Salon last weekend— with my vaccinations, face mask, and hand sanitizer under my belt—to check out the latest offerings from the car industry.

But before we look at the highlights from the three-day Tokyo Auto Salon, we should first note that Japan’s biggest car customizing show has gained significant importance over the past few years thanks to the dwindling reputation of the more traditional Tokyo Motor Show as major foreign brands reallocate marketing budgets away from traditional motor shows, preferring to spend advertising money on brand-centric launches.

Tokyo Auto Salon is 70% customized cars and 30% new cars

On the global stage, the Auto Salon is one of the top customizing events behind America’s SEMA and Germany’s Essen shows. In the wake of the Tokyo Motor Show’s demise, the 40-year old Salon has taken on a double role—it’s a 70% world-class customizing and tuning show and 30% new car launch venue.

Spread across four cavernous halls at the massive Makuhari Messe complex some 30 minutes east of Tokyo, the 3-day Salon saw new cars and concepts debut from Toyota, Lexus, Nissan, Honda, Subaru, Mitsubishi, Daihatsu as well as Japan premieres of the Lotus Emira and the Alpine A110 S.

As for the customizing specialists, all of Japan’s biggest names were there including HKS, Top Secret, Greddy, TOM’s, Blitz, Endless, Liberty Walk, Cusco, Autobacs, Varis, Rays and RE Amemiya among others.

To give you a flavor of what was on the salon floor, we’ve decided to focus on the highlights—so we chose our 3 best new car and concept debuts plus our 3 best-customized cars.

Three Best New Cars and Concepts

1. Nissan Z

By far the most anticipated unveiling at this year’s Auto Salon was the domestic premiere of the all-new Nissan Z, or the ‘Fairlady Z’ as it’s called in Japan. Expressing just how much this launch means to Nissan, the company’s CEO, Makoto Uchida joined champion Nissan Super GT500 racer Tsugio Matsuda, who collaborated with the car’s cockpit design, and pop star and race team principal Masahiko Kondo to give the Z the unveiling it deserved.

First launched in New York City in August last year, the Z boasts a silhouette that harks back to the original 240Z of 1969 while the tail light design draws inspiration from the rear combination lamps of the 300ZX of three decades ago. The huge rectangular grille first generated controversy when it debuted last year, but after seeing it in real life, I must say that the shape and size of the grille complement the dramatic exterior styling. However, to seemingly appease potential buyers wanting a slightly more subtle traditional front end, Nissan also unveiled the world premiere of the ‘Z Customized Proto’ concept.

Painted in bright orange, and fitted with orange 4-piston brake calipers and Dunlop tires adorned with bespoke ‘Nissan Z’ white lettering this Z was one of my personal favorites at the Salon.

Speaking with Nissan’s chief product specialist for the new Z (and the GT-R for that matter!), Hiroshi Tamura, I could quickly tell that this next-generation sports car was a labor of love for him and his team. As he explained its ‘retro-modern design’ and how the design team had leaned heavily on Z styling from the past 50 years, he also stressed that the car is a traditional rear-drive sports car that incorporates the latest state-of-the-art technologies.

Apart from its impressive 400-hp 3.0-liter V6 twin-turbo matched to a 6-speed manual transmission (9-speed auto optional), the cockpit gets a new interpretation of the traditional Z-style three analog pod gauges set up on top of the instrument panel while the race car style shift-up indicator located directly above the tachometer will no doubt become a much talked about the feature when the car lands in showrooms later this year.

2. Toyota GR GT3 Concept

At the Toyota Gazoo Racing (GR) stand, the covers came off another Salon highlight. Arguably one of the most aggressive manufacturer concept cars to ever feature at Makuhari Messe, the GR GT3 Concept interestingly borrows nothing from the brand’s huge range of road-going vehicles, but instead, offers a driver-focused, track-only coupe concept at first, with, perhaps, production car aspirations further down the road. Whether the car is destined for Japan’s Super GT series is yet to be confirmed, but with that “GT3” reference, you’d expect as much.

With its extra-long nose, long wheelbase, straight beltline, sharp sleek front end, huge rear wing, and a rear brake light design that resembles that of the Porsche Taycan, the GR GT3 looks more than ready for the race track as is. One aspect of the car that stood out when viewed from the side is that its proportions almost mirror those of the gorgeous Mazda RX Vision concept of 2017.

Details are slim at present. Toyota officials made no reference to a powertrain in any way, but given the fact that the car has exhaust pipes, we can expect it to pack a hybrid powertrain, most probably a V6 married to a turbo and a plug-in hybrid system that would develop upwards of 600-hp.

According to Toyota, the GT3 concept follows a pattern initiated by the multiple award-winning GR Yaris hatchback. The company plans to commercialize motorsport models first, instead of taking road-going cars and modifying them for racing. Even if Toyota does not make a road-going version of the GT3 concept, we hope that signature design elements of this awesome-looking machine make their way into production cars.

Like Mazda’s RX Vision concept, which appeared in Gran Turismo, one definite possibility is that we will see this car feature in Polyphony Digital’s best-selling driving game in the not too distant future.




3. Subaru STI E-RA Concept

As I roamed the Subaru STI stand, I noticed a BRZ STI concept and a WRX concept, but then, plonked in an obscure corner of the stand, behind the fully electric Solterra STI Concept was one of the most radical Japanese cars I’ve ever seen—the Subaru STI E-RA Concept.

While the Nissan Z was the most anticipated car of the Salon, the STI E-RA Concept was the biggest surprise. It literally appeared out of nowhere. “We told no one about it, not even Subaru of America,” said a Subaru staffer. In the world of social media and instant news and leaked teaser images, it’s extremely refreshing to see something that you did not know existed suddenly appear.

Subaru Tecnica International developed this low-slung 1,072-hp electric race car for one purpose—to set a new lap record around Germany’s famed 13-mile long Nurburgring Nordschleife race track. Propelled by 4 powerful 200kW electric motors, one on each wheel, the E-RA (short for ‘Electric Record Attempt’) is hellbent on setting a time of ‘400 seconds,’ or 6 minutes 40 seconds, according to Hiroshi Mori, STI’s general manager who green-lighted the project.

So why attempt such a radical move now? “We are a little behind with our introduction of EVs, so we decided to up the ante and create an extreme study model, and set a lap time that will help us develop fast, efficient EV race and road cars for the future,” answers Mori.

As Mori so aptly pointed out, the record STI is chasing is not the 6:05 time set by the single-seater Volkswagen ID R, but a slightly more leisurely 6:40 time for twin-seater electric cars. That ‘400 second’ that STI is however targeting a time that would outperform the two-seat Chinese NIO EP9 electric supercar that posted a 6:45 in 2017. Everything about the E-RA, from its 197-inch long frame to its 79-inch wide carbon fiber body to its perfect aerodynamic profile, huge chin spoiler, massive rear wing, roof air intake and race car tuned diffuser, all scream ultra-performance.

According to Mori, the 60kWh battery powering the E-RA should last just one lap, providing just enough juice to set one lap time. “Hopefully a record lap time,” says Mori. STI will test the car in Japan this year before heading to Germany sometime in 2023 for the record-breaking attempt.

Honorable Mentions For New Cars and Concepts

Honda revealed its next-generation Civic Type R wearing a rare camouflage. From a distance, it just looks like a generic red, back, and white covering, but up close this camouflage is a tapestry of Type R logo designs from all of the past Civic and Integra Type R models. As for engine specs, Honda was remaining tight-lipped but we can expect it to generate over 320-hp and offer a manual transmission.

Over at Mitsubishi’s stand, it was great to see their motorsport and tuning arm ‘Ralliart’ making a comeback through their ‘Vision Ralliart Concept.’ Based on the latest Outlander, the modified SUV is finished in a matte black paint job and employs a bold, muscular body kit and rear diffuser, 22-inch wheels, and 6-piston calipers.

And who could ignore the domestic launch of the Lotus Emira First Edition? Distributed by LCI in Japan, this sexy-looking coupe is powered by a 400-hp, 3.5-liter supercharged V6 with either 6-speed manual or automatic transmissions.

Three Best Customized Cars

1. Liberty Walk Aventador SVJ Carbon Fiber Body

Housed inside a high chain-link fence-enclosed stand that seemed inspired by a Mixed Martial Arts arena, the star of internationally-known customizer Liberty Walk’s display was a dark grey Lamborghini Aventador SVJ. And the customizing had nothing to do with its 770-hp V12 engine, which incidentally is how the car comes from the factory.

Arguably one of the most extreme customized cars at this year’s Auto Salon, this Aventador SVJ’s claim to fame is that it is covered in a totally new body kit made out of dry carbon fiber. Looking like a modern-day Batmobile, Liberty Walk engineers removed the car’s body, made bespoke carbon fiber molds of every part, and then replaced the standard body parts with the newly created lightweight carbon fiber pieces.

And the cost of this car? According to a spokesman, if you take a fully optioned SVJ’s costing around $700,000 and add the full dry carbon fiber (which is more expensive than wet carbon fiber) body kit fee of just over $200,000, and then add on a few extra options, you end up with a total price tag of just over $1 million. Given the quality of the work, I was not surprised to hear that Liberty Walk has customers in the U.S., Europe, and Brazil. The specialist customizer says that it will make around 20 of these body kits and nearly half have already been sold.

2. HKS Driving Performance GR86

As we’ve seen, the Tokyo Auto Salon does double as a stage to launch new manufacturer models and concepts. But it is still basically a customizing show and a big one at that. Without a doubt, the main base car for the vast majority of customizers and tuners is the recently launched second-generation Toyota GR86. At this year’s show, I counted no less than 30 heavily customized GR86s, but the one that stood out the most was the HKS GR86 which is no surprise given that HKS is one of the best known—domestically and internationally—customizers in Japan.

In Japan, customizing, racing and racecourse time attacks at the well-known Tsukuba Circuit go hand in hand, and this time was no different. Donning a startling triple color livery, the HKS GR86 has basically been race-prepped to challenge a sub-minute lap time around Tsukuba.

While the standard GR86 is fitted with a 230-hp 2.4-liter boxer engine, the HKS GR86 has a supercharger fitted that lifts power to a rumored 300-hp although HKS did not release this detail. But that’s not all. Fitted with a full battery of bespoke HKS modified parts that include a special lightweight body kit, HKS sports muffler, and exhaust system, a HKS heavy-duty clutch, an HKS oil cooler, and air filter, HKS Hipermax S sports suspension, Endless branded brakes, and Yokohama 18-inch wheels and Advan tires, the HKS GR86 knocked out a rather quick lap time of 1:01 making it the fastest GR86 around Tsukuba so far.




3. Pandem Widebody V8 GT-R ‘Hakosuka’

Saving the best till last. This heavily modified Nissan Skyline GT-R could just be our favorite customized car at this year’s salon. Notable customizer Trail Motor Apex Racing displayed a one-off ‘Pandem Widebody V8 Hakosuka’ (with ‘hako’ meaning boxy and ‘suka’ refers to Skyline) based on a 1970 Nissan Skyline GT-R. Now while the ultra-wide blacked-out, flared fenders look totally bonkers, those fenders house oversized tires that are more than necessary for this orange beast. Why? As if those 8 suspicious pipes poking out of the hood don’t give the game away. That’s right, this first generation GT-R packs a thumping NASCAR-spec 5.7-liter V8 engine pumping out an incredible 1,145-hp through the rear wheels.

While the car cannot be driven on public roads, TMAR says they will be doing some testing in the near future with the goal of ‘racing it.’ However, exactly where and when they will race it is still under wraps.

Nissan only made 1,945 so-called ‘Hakosuka’ GT-Rs and word on the street is that around one-third of them survive today. Compared to the Pandem Widebody V8’s 1,145-hp, the original GT-R C10, which won multiple touring car races, was powered by a 2.0-liter straight-6 engine generating just 160-hp, but still considerable power for those days. Race versions of these cars today can fetch upwards of $300,000 due to their rarity and race-winning history. Just how much this one-off V8-fitted GT-R would cost is anyone’s guess.




Honorable Mentions For Customized Cars

Okay, so we’ve featured our three best new cars and three best-customized cars. But of the hundreds of other tuned models on display, these ones also impressed no end.

One of the long-time heroes of the Auto Salon is the legendary rotary engine tuner RE Amemiya. These guys normally modify Mazda rotary-powered RX-7s and RX-8s, but this year, the highlight of their stand was a specially prepared Ferrari Testarossa powered by a 4-rotor rotary engine, which incidentally is the same number of rotors that powered the Mazda 787B race car to victory in the 1991 Le Mans 24-hour race.

My jaw dropped when I saw the gold-colored ‘Rocky 3000GT’, which is actually a replica of a 1967 Toyota 2000GT, arguably Japan’s most beautiful sports car. However, in place of the original 2.0-liter straight-6, this 3000GT is powered by an inline-6 3.0-liter Toyota engine. The price on the 3000GT was unclear, but for reference, stock 2000GT’s have fetched auction prices of over $1 million recently.

We also liked the sensational-looking Impulse AE86, which is a tuned 1986 Toyota Sprinter Trueno Corolla AE86 that has huge flared fenders, a carbon fiber body kit, and a modified engine developing 200-hp. Finished in a stand-out red, white, and black paint combination, this is the model of car that hardcore drifters all over the world use for sliding sideways around race tracks.

Speaking of 86s, well-known customizers GReddy and Blitz also outdid themselves with customized versions of the new GR86 that would cause a real stir in the U.S., a place that has been screaming for more powerful turbocharged models. Tuned with bespoke turbochargers, intercoolers, aeroparts, and sports suspension, these cars would be generating over 300-hp.




And who could ignore the other three bright yellow concept cars on display at the Liberty Walk stand. The canary yellow Lamborghini Aventador, Chevrolet Corvette C8, and McLaren P1 all benefited from bespoke carbon-fiber bodywork and were the best-looking threesome of the show.

Meanwhile, the ‘Bad Taste Award’ went to a bright pink Toyota Crown with dark green seats, pink steering wheel, pink seatbelts, and Swarovski crystal beads pasted all over the Crown and Athlete G badges.

Conclusion

One reason for the continued success of the 40-year-old Tokyo Auto Salon is that it has a little of something for everyone. With its new car launches and over-the-top customized machines, it’s a smorgasbord of automotive titillation that never gets old. Bring on TAS 2023.

The post The Best of Tokyo Auto Salon 2022 first appeared on Yanko Design.

2021 Toyota Land Cruiser Review

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Forget the Corolla or Camry. The Land Cruiser is Toyota’s longest running vehicle series ever, having just reached its 16th generation after first debuting way back in 1951. Some 14 years since the 200-Series was launched in 2007, the all-new 300-Series version has arrived with a bolder exterior, new engines, more luxury inside, and a further evolution of that same bullet-proof reliability that made the car a living legend.

But order one today, and you won’t be picking it up until summer 2023. Yes, that’s right. The new Land Cruiser has a waiting time of over two years! According to Toyota, the intermittent supply of superconductors and parts from South-East Asia has severely hampered the production of the new model to the extent that Toyota in Japan has stopped taking orders. Deliveries to major export markets will be delayed as well.

Image Credits: Toyota Japan

In its home market of Japan, it may not be one of the brand’s big sellers (when they have enough inventory to sell that is!), but over the last seven decades, the Land Cruiser has become a hugely popular, heavy-duty, go-anywhere vehicle in regions like the Middle East, Australia, Russia and Africa. Up against strong rivals like the Land Rover Defender and Mercedes Benz G-Class, Toyota’s superior build quality wins out.

Middle East and Australia Account for over 70% of sales

While the Middle East market might account for around 60% of global sales, my home country of Australia just happens to boast a 10% global share thanks to a strong rural fan-base where more than two in three farmers own a Land Cruiser. The reasons: reliability, durability, and cost performance. Whether in the Middle East or Australia, when you’re 100 miles from the nearest town, in rough off-road terrain and the temperature is 45C, you can’t afford to break down. If this off-roader is famous for anything, it’s not breaking down.

The vehicle’s unparalleled reliability, dependability, and popularity make the Land Cruiser a greatly sought-after vehicle in many parts of the world—to the extent that a thriving underground network of smuggling and illegal exportation has developed. In fact, in Japan today, the Land Cruiser currently holds the unenviable record as ‘the most stolen vehicle.’

Image Credits: Toyota Japan

So let’s see what makes this legendary SUV such a hit. Firstly is it the design? Unlike the Defender, G-Class, Jeep, Ford Bronco, or even Suzuki Jimny, which, over the years, have inherited similar and evolving design themes from generation to generation, the Land Cruiser has not had one identifiable exterior feature throughout the decades. So Toyota could have been really adventurous with the new model’s design, in the same way as Land Rover totally overhauled the Defender’s styling but retained key design characteristics from previous models thus maintaining the styling lineage. But it was not. A big part of what Toyota did do to make the car handle better and improve economy and emissions made the Land Cruiser some 200-kgs lighter by employing such weight-saving measures as lighter powertrains and an aluminum roof and hood. The new model now tips the scales at around 2430-kgs.





Design Features New Body-On-Frame Chassis

Simply put, the new 300-Series Land Cruiser, which comes in a choice of either 5-seater or 7-seater versions, looks like a neat, safe, unadventurous evolution of the outgoing 200-Series. The new model inherits the same boxy proportions, but this time it gets a larger, bolder grille and similar squarish headlights. With more on-road presence, the new version does appear more rugged, having been given accented edges and lines on its side profile, flared wheel arches, deeper side skirts, and a more stylized D-pillar.

What does all that mean? It translates to Toyota wanting to please a strong, global but conservative customer base who care a lot more about the reliability and the latest technology than design flare. The bottom line is that Land Cruiser owners want more of the same performance and reliability, more of what this tough SUV has delivered over the last 70 years.

Image Credits: Toyota Japan

Image Credits: Toyota Japan

Speaking of technology, the new 300-Series sits on the same upgraded platform as the Lexus LX and US-spec Toyota Tundra, quirkily referred to as the TNGA-F (Toyota New Global Architecture, the ‘F’ referring to full-size SUVs) platform. This refers to the Land Cruiser’s separate body and chassis setup or as Toyota calls it, a ‘body-on-frame’ structure. For the record, some SUVs like the Defender use a monocoque body shell like many cars, whereas others including the Jeep Wrangler and G-Class, have a separate body and chassis. Now, having a separate chassis, like the Jeep and Land Cruiser, allows carmakers to fit solid axles and beefier suspension to absorb sizable off-road undulations. This also aids in providing more precise, sharper handling and better ride quality.

The outgoing 200-Series model used Toyota’s Kinetic Dynamic System which could change the stiffness of the dampers and even temporarily disconnect the anti-roll bars to provide better axle articulation or improved traction on uneven surfaces. The new 300-Series employs a similar system but it is controlled by electronics instead of hydraulics which allows it to react faster and be more compliant in changing road conditions.

The Driving Experience

Given the Land Cruiser’s pedigree as an unbreakable off-roader, it incorporates full-time 4WD and locking differentials as standard. But it also comes with Multi-terrain Select (MTS) which automatically detects what kind of surface you’re driving on and sets the vehicle’s suspension up for you. That’s connected to the Multi-terrain Monitor that shows you a virtual ‘see-through’ of the SUV’s hood on the infotainment system to give you a clear view of what rocks and ruts lie ahead. Obviously, it helps drivers park in narrow spaces and prevents you from scraping your wheels on high kerbs.

The old 200-Series were unbeatable off-road but when it came to on-road handling, the outgoing model used to roll and wallow in the corners and did suffer from understeer. The new model’s platform is stiffer and has a lower center of gravity while the upgraded Kinetic Dynamic suspension and steering upgrades help the car to turn in sharper with greater precision, sit flatter and with greater poise on straightaways while reducing body roll in the corners and brilliantly absorbing undulations and road vibrations.

Image Credits: Toyota Japan

One of the most significant changes in the new 300-Series is the all-new engine range. Gone are the aging gasoline and diesel V8s, replaced by newly developed V6 twin turbo gasoline and diesel powertrains with 10-speed automatic transmissions. That’s right, the old 8-speed has been upgraded to an eye-opening 10-speed box. The new Land Cruiser might get a 10-speed automatic gearbox, but being a heavy-duty off-roader, it also comes with the usual low-range gears allowing you to engage slow crawl modes to descend sharp slopes.

The smaller, more compact gasoline V6 3.5-liter produces 415-hp and 650-Nm of torque, a figure that significantly outperforms the previous gasoline V8’s 381-hp and 543-Nm. Meanwhile, the diesel V6 3.3-liter twin turbo pumps out 309-hp but generates a gutsy 700-Nm of torque which makes it the more desirable choice for farmers in Australia, for example, who need plenty of pulling power to haul trailers and livestock around.

Both V6s deliver better fuel economy, lighter curb weights, cleaner emissions, and more power, which all sounds like the holy grail of engine lineups. And well it may be for the Land Cruiser. Having spent some time behind the wheel of both the new gasoline and diesel versions, I’d have to say that both deliver more than enough performance, merge smoothly and powerfully in traffic, and generate good pulling power while reducing your fuel costs. Improved sound absorbing materials in the cabin and floor also make the driving experience more pleasant with less wind and road noise reaching the cockpit. In fact, the Land Cruiser is approaching the whispery silence of the Lexus LX, especially on the gasoline version. At idle and low revs, however, the diesel V6 still displays the customary diesel clatter of previous versions until you get the car over around 20km/h.

Image Credits: Toyota Japan

Did Toyota Pinch Some Lexus Designers?

Ah, that new cabin. Toyota seems to have pinched some designers from Lexus because the new interior is leagues ahead of the outgoing model. Fitted with soft leather, high quality plastics, aluminum accents, and shiny tactile switches, the 300-Series feels more like a Range Rover than an old Land Cruiser. It is far more high-tech with full digital readouts in the driver’s binnacle, and a large touchscreen boasting crystal clear graphics and easy-to-use slide functions. But one aspect of this new model I particularly like is its bent for analog switches that all have a luxurious look and feel to them including the air-conditioner and audio volume controls.

One other feature that really caught my eye was the power-assisted 3rd row seat foldaway and fold-out function. Press a button just inside the rear doors and you will engage electric motors that slowly raise the 3rd row seat back from a fully flat position to an upright one, before revealing the seat cushion from under the floor like a kid poking their tongue out at you.

Interestingly this function is not available on models supplied to the U.S., a country that actually does not get the new Land Cruiser. According to a U.S. colleague, Toyota made a big mistake in its marketing plan by phasing out the 300-Series from the American lineup. The only cars that will be supplied are vehicles destined for armored vehicle production companies like Alpine Armoring in the Washington DC area. They will fit bulletproof glass, armor plating, and solid rubber tires to entry-level Land Cruisers for local customers needing the best on-road security.

Image Credits: Toyota Japan

Image Credits: Toyota Japan

As I pointed out above, the Land Cruiser is a prime target for car thieves in Japan and beyond. In fact, when I test drove the car in Japan last month, I was handed to rather surprising pieces of 20th century anti-theft devices—namely a tyre clamp and an anti-theft steering wheel bar. I’ve been test driving cars in Japan for over 30 years and I have never been asked by a manufacturer to fit these very analog clunky devices to a hi-tech vehicle. That of course is not saying that Toyota has not done everything it can to prevent theft. To (try to) counter those with light fingers, Toyota designers have fitted a first for the Land Cruiser—a fingerprint recognition ignition switch as well as other reinforced anti-theft capabilities. Before you can drive the new model, you have to ‘register’ your fingerprint on the starter button and position the key fob next to the starter switch just to be able to start the engine. To be honest, it felt eery having to use the latest theft prevention technology alongside a tyre clamp and a steering wheel bar.

In addition to this state-of-the-art anti-theft device, the car also gets the latest in safety features. Fitted with adaptive cruise control as standard equipment, the 300-Series also gets a blind spot monitor and lane keeping functions of the Toyota Safety Sense system but also employs an upgraded safety kit including pedestrian and cyclist detection and emergency braking.

For those who might be considering a Land Cruiser but think it looks too conservative when compared to the G-Class and Defender, Toyota has also announced a ‘GR’ version. Yes, that translates as a sporty high-performance model specially built by Gazoo Racing, Toyota’s in-house motorsport and customizing arm. They’re the same people who conceived the GR Yaris, GR Supra, and GR86. But don’t get too excited that you’ll be able to compete in the grueling Dakar Rally. The GR Land Cruiser is more like a dressed up version kind of like Audi’s S Line series of vehicles that offer visual upgrades.

Image Credits: Toyota Japan

Pricing and Options

The new Land Cruiser 300-Series comes with a choice of either diesel V6 twin turbo or gasoline V6 twin turbo engines, both mated to 10-speed automatic transmissions. Customers also get a choice of five or seven seats and a sporty GR version as well. The diesel version starts at 7.6 million yen (@$66,580) while the gasoline model starts at 7.3 million yen ($63,900). But given that deliveries will be delayed indefinitely due to parts supply issues, we can expect some premium prices to be paid as people try just about anything to grab one of these hugely popular models. Just as long as they don’t try to pinch one, says Toyota.

Image Credits: Toyota Japan

Image Credits: Toyota Japan

The post 2021 Toyota Land Cruiser Review first appeared on Yanko Design.

This LEGO Toyota Supra master build made from 477,303 bricks can be driven at 17mph!

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A full-scale LEGO version of the Toyota GR Supra that replicates the intricate design details of the real Japanese sports car both on the outside and inside as well.

The iconic Toyota GR Supra (earlier known as Celica Supra) celebrates its 35-anniversary this year and LEGO Japan, LEGOLAND Japan and Toyota Gazoo Racing have put together a life-size replica of the sports car that’ll make your jaws drop. The LEGO version is slightly wider than the original GR Supra, weights much more (4,156 pounds) – and is, for the most part, made entirely out of LEGO bricks which is incredible if you are a LEGO fan.

Surprisingly this pixelated version of the GR Supra can actually drive thanks to its electric drivetrain – of course not as fast as the real thing though. It maxes out at a speed of 17 mph, and that in itself is an achievement for the creative builders who spend almost 30,000 hours of development and 2,400 hours putting it together. A mind-boggling 477,303 LEGO bricks were used in the making of this Supra, and it even has working lights and a yellow paint job to awe-struck anyone who lays their eyes on this one.

The only bits that are not LEGO bricks in this 1:1 version are the wheels, driver seat, steering wheel, gauge cluster and the badging. All of these were salvaged out from the real GR Supra. The LEGO version even gets a mini toy driver wearing the Toyota race suit and a helmet to complete the look.

The lifesize LEGO GR Supra will be on display at LEGOLAND Japan until October 11, so if you are a fan of this Japanese sports car, seeing this LEGO car is a bucket list essential. I can’t help but appreciate the amount of detail being put into this LEGO creation, and to end up with a car that actually looks like a striking replica of the real one is a commendable achievement.

Designer: LEGO

Tokyo 2021 Olympics gets a new showstopper – a basketball playing Japanese robot who made a flawless half-court shot!

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At the ongoing Tokyo 2021 Olympics, world-class athletes are showcasing their talent, but a robot stole all the limelight during a basketball game between the U.S. and France. Demonstrating the early stages of the machine-dominated dystopian future, the seven-foot robot developed by Toyota engineers scored a perfect three-pointer and half-court shot. The eerily designed robot took to the center stage at halftime break during Sunday’s showdown game that France won by 89-79.  The Toyota engineers have created this free throw shooting robot in their free time over the last couple of years – and at the game – the smart machine beat human players shot for shot. It perfectly landed an easy free throw, a three-pointer, and a flawless half-court shot (just like Stephen Curry) in tandem to wow the crowd!

The robot has a very peculiar bumpy surface, Kawhi Leonard-like big hands, iRobot-like head shape, and moves on two wheels to position itself for the shots. By the look of things, this basketball shooting automaton looks to be the CUE4, the updated version of the CUE3 that set the Guinness world record in 2019. The robot uses sensors on the torso and a camera eye positioned somewhere around the nose to judge the distance of the shot and basket angle. Then the motorized arms and knees flex to make the shot perfectly. However, it is not as advanced to overshadow professional basketball players like Kevin Durant, Damian Lillard, Sue Bird, or A’ja Wilson in a full game. It moves too slowly and the motion is also not that swift. A Toyota engineer said back in 2019 that it will take almost two decades to acquire skills like running or dunking for such robots!

In a free throw duel, this robot is unbeatable since it is consistent day-in and day-out as compared to human counterparts who are vulnerable to mistakes. The robot is designed in a way to repeat the same action with perfect accuracy owning to its AI software and it doesn’t have to deal with its own monsters – things like metal pressure and stress of a big game. Perhaps, Toyota can take design inspiration from Boston Dynamics who have developed some amazing life-like robots like Spot the dog robot and Atlas who made our jaws drop with their dance moved for the New Year’s celebrations.

If this basketball shooting robot can acquire the intelligence and agility of pro basketball players, Mark Cuban would be eyeing to get this basketball robot in his Dallas Mavericks team!

Designer: Toyota