Toyota

• 2020 Toyota C-HR Review: Fun Over Function

  The verdict: The 2020 Toyota C-HR uses its funky styling (mostly) to its advantage, with a generous helping of standard safety features.

  Versus the competition: The class of faux SUVs — lifted hatchbacks with SUV-like styling and cargo space that don’t even offer all-wheel drive — is growing, but the C-HR still stands out among the crowd thanks to its driving experience and safety features, not just its styling.

  Though we usually let the images represent what a vehicle looks like, it’s hard to talk about the C-HR without at least acknowledging its styling. I called it ugly before it even went on sale, but I’ve actually mellowed in the years since. The sharp angles may not be for everyone, but at least it isn’t a generic blob or a traditional-looking SUV. The C-HR’s funky looks may even make it more appealing — at least to buyers looking to stand out in a sea of blah vehicles.

  The 2020 C-HR has revised front styling, including new headlamps, but you’d be hard-pressed to discern what’s different without putting the two side by side. There are also new wheel designs to choose from.

  Besides that, this is still the small, lifted hatchback that Toyota — and Cars.com, perhaps grudgingly — calls an SUV, despite its being exclusively front-wheel drive. It competes with similar FWD-only tall cars like the Hyundai Venue, Kia Soul and Nissan Kicks (see them compared).

  

  Interior and Cargo

  The C-HR’s interior, particularly in the Limited trim I tested, has some hits and misses — not unexpected in a car costing less than $30,000. There’s decent leather upholstery on the Limited, and most of the hard surfaces don’t feel overly cheap, if not very upscale. Like on the exterior, there are fun aesthetic touches inside, such as textured plastic inserts in the door panels and oval designs scooped out of the headliner. Neither adds function or feels high-end, but they do add a touch of whimsy that I appreciate.

  Another hit is the 8-inch touchscreen, which is flanked by physical buttons that control various functions, as well as volume and tuning knobs. The system operates quickly and the graphics are clear, if a bit dated. Apple CarPlay and Android Auto — the latter new for 2020 — are standard. Below the screen and central air vents are the climate controls, which are simple and easy to use.

  Not so easy to use were the menus in the gauge cluster, which could display a variety of information (including the G-forces the C-HR was experiencing while driving) but not a digital tire pressure readout. Toyota buried the C-HR’s drive modes in there, too, making it a pain to switch modes. I accidentally stumbled across the modes the first time I drove the C-HR, but the next time I got in, I had to pull over and read the owner’s manual to figure out how to change them. Just give me a physical button or switch, please.

  

  Another miss is in the rear. Surprisingly, I had ample legroom and a decent amount of headroom in spite of the C-HR’s compact size and sloping roofline, but its high beltline and tiny rear window contributed to a very enclosed feeling overall. It reminded me of sitting in the window seat on a plane when the window doesn’t line up with the row of seats and you have an obscured view the whole flight. ([Seinfeld voice] What’s the deal with that?) It’s not ideal, and it’s a direct consequence of the C-HR’s styling.

  As for the cargo area, with the backseat upright, Toyota estimates the space at 19.1 cubic feet. In practice, it was enough for a pretty significant grocery run and would probably suffice for two adults’ luggage for a weeklong trip (though some stacking may be involved). With the backseat folded, the C-HR takes advantage of its extra length better than the rest of the faux SUV class — it’s more than a foot longer than the Venue, half a foot longer than the Soul and a few inches longer than the Kicks — to offset its low roof and increase cargo volume to 37 cubic feet (again, according to Toyota; we’ve found manufacturers to be inconsistent with such measurements).

  What’s It Like to Drive the C-HR?

  The “C” in C-HR stands for “coupe,” so you’d be right to expect a sporty — or at least sportier — driving experience. (“HR” is for “High Rider,” because it sits a little higher.) And there is some of that sportiness there, with direct, communicative steering and nimble handling that make the C-HR feel like it can be pushed harder than the Venue or Kicks.

  The 144-horsepower, 2.0-liter four-cylinder engine also makes more horsepower than the Venue or Kicks, but it needs to; the CH-R outweighs those models by a substantial 743 and 609 pounds, respectively (comparing base trim levels). The Toyota has a continuously variable automatic transmission that leads to a great deal of droning noise at higher speeds or under aggressive acceleration. It also does a poor job of mimicking a traditional automatic transmission, leading to a noticeable rubber-band feeling when you hit the gas. That makes highway driving a bit of a chore, with a noticeable wait for passing power and added engine noise.

  The 2020 C-HR’s gas mileage is at the bottom of this subclass, rated by the EPA at 27/31/29 mpg city/highway/combined with its standard four-cylinder engine. That’s a lower combined rating than the Kicks, Venue or Soul with its standard four-cylinder engine. If you get the 201-hp, 1.6-liter turbo four in the Soul, the combined ratings are the same, but the Soul Turbo is rated at 32 mpg on the highway.

  The sportiness also makes for a firm-feeling ride — not uncommon for a small car, but the 18-inch wheels on my test car likely didn’t help. The LE gets 17-inch wheels, while the mid-range XLE also rides on 18s. Despite the harsher ride, the C-HR remained composed over broken pavement and expansion joints.

  Visibility is another casualty of the C-HR’s styling, with the raked windshield putting the A-pillars in the way of traffic and pedestrians approaching from the sides, and the small rear windows and door windows make it more difficult to see what’s around you.

  Safety

  Fortunately, Toyota includes a full complement of standard safety tech on all C-HRs as part of its Safety Sense suite, helping mitigate its limited visibility. Those features include forward collision warning with automatic emergency braking and pedestrian detection, lane departure warning with lane keeping assist, adaptive cruise control, and automatic high beams. Adaptive cruise control is a nice touch for the class, particularly as a standard feature. Only the Soul Turbo offers it as an option; it’s not available on the Kicks or Venue.

  

  A welcome change since the C-HR’s debut? A backup camera image that appears on the infotainment screen instead of in the rearview mirror. It debuted in the 2019 model.

  The C-HR aced the Insurance Institute for Highway Safety’s crashworthiness tests and its vehicle-to-vehicle front crash-avoidance tests. The LED headlights that come standard on the Limited also earned the highest possible rating of good, but the set that comes on the LE and XLE rated poor, IIHS’ lowest rating. (For perspective, mixed ratings — and poor ones — are common for headlights in the institute’s Small SUV class.) The National Highway Traffic Safety Administration gave the C-HR a five-star overall rating, with five stars for front and side impacts and four for rollover resistance.

  Our last Car Seat Check, in which the C-HR earned mixed scores, was on a 2018 model. Results should apply to the 2020 C-HR, as well.

  Within its class of FWD-only SUVs, the C-HR is one of the most expensive choices, particularly in the Limited trim — our test vehicle approached $30,000. Top trims of the Venue and Kicks, meanwhile, have sub-$25,000 prices, and the Soul Turbo offers more performance for a similar price. While the C-HR is more expensive, though, it does have more standard safety features and one of the more engaging driving experiences.

  Expand the choices into small SUVs that do offer all-wheel drive and things get even murkier: The 2021 Kia Seltos, which just won our affordable small SUV comparison, costs only a few hundred dollars more than the C-HR Limited and brings AWD and a more traditional SUV silhouette. More expensive choices include the Mazda CX-30, which is much more enjoyable to drive and has a premium interior but a much less user-friendly infotainment system. The Subaru Crosstrek has a similar lineup of standard safety features and standard AWD, but it can cost more, particularly if you want the new optional 2.5-liter four-cylinder.

  What may make the C-HR most appealing in an increasingly crowded field of both front- and all-wheel-drive small SUVs is its combination of unique exterior styling, safety features and sub-$30,000 pricing, particularly if shoppers are considering choices with all-wheel drive.

  Source: cars.com

• 2020 Toyota GR Supra Long-Term Test Update: Hitting the Track

  Back on the road, and a run to the track for some revealing numbers.

  As travel restrictions lifted, we hit the road in our 2020 Toyota Supra, and we've added more than 5,000 city and highway miles since the first update. As a result, our once-empty-road fuel economy (27 mpg average) is now more representative of real-world driving at 25 mpg. The EPA estimates 26 combined, so we're close. A couple long drives that nearly drained the tank proved the Supra can be quite miserly, returning 30 to 31 mpg.

  Not only are we driving more, we had an opportunity to run to our test facility to see how this 3.0 Premium measures up against two "Launch Editions" we tested last year. There's no difference in hardware, only a 21-pound weight difference, so we didn't expect a difference in performance.

  

  We were right; identical 0-60 mph times (3.9 seconds), the same quarter-mile times (12.5 seconds) and trap speeds were all within a half mph of one another. The three are separated by 7 feet braking from 60 mph, with ours in the middle at 103 feet. Lateral acceleration on the skidpad was a dead heat with all three posting an average of 1.01 g. On our "race track in a bottle" figure-eight test, they were separated by 0.4 second, ours bringing up the rear with a 24.3-second lap.

  Supra Testing Notes

  During the quarter-mile acceleration runs, the test driver commented, "It really doesn't matter if TC [traction control] is on or off, there's a just-right amount of wheelspin regardless. Launch control does the same thing, as well. Very consistent, but it can feel a little dicey until the shift to second gear. Sounds great as it upshifts at redline."

  

  Regarding the braking test, he said, "Brakes (and tires) like a little heat as the distances grew shorter. Firm pedal, very little dive, and no squirm to speak of. Highly controlled, even from 100 mph. In order: 106, 106, 103, 104 feet." For sports cars, we do at least one stop from 100 mph to ascertain a theoretical 0-100-0 mph time. Our Supra earned a highly respectable 13.9-second time.

  All things considered, the Supra is living up to its lineage, convoluted as it may be with this generation.

  Source: motortrend.com

• 2021 Toyota Camry Goes All-Wheel Drive (Again)

  Introduced halfway through the 2020 model year, the Toyota Camry's all-wheel-drive option makes a return after a 29-year hiatus.

  The late 1980s were a halcyon era for all-wheel-drive cars. Mitsubishi made all-wheel-drive Galants, Honda had the Civic Real Time 4WD, Pontiac introduced the 6000 STE AWD, and Ford offered an all-wheel-drive Tempo. The period gave us various AWD Subarus and Audis, the BMW 325xi, and Mercedes-Benz's 4Matic system. Toyota even built an all-wheel-drive Camry, the All-Trac, from 1988 to 1991. Then the SUV craze took off, everyone bought a Ford Explorer, and all-wheel-drive cars went back to being freaky things for rally-racing fans and rich Vermonters.

  

  Okay, we're oversimplifying. But if SUVs and crossovers killed the mainstream all-wheel-drive sedan, we can also argue that they're the proximate cause of its current minor renaissance, since carmakers want to give their sedans a fighting chance in showrooms bursting with new utility vehicles. So, Toyota's AWD Camry has returned, this time less because of direct all-wheel-drive competition (Subaru Legacy, Nissan Altima) than to fight the more general adversary known as "all crossovers."

  Toyota introduced all-wheel drive as a midyear addition to the 2020 Camry lineup, and it went into production at the company's factory in Kentucky last March. Considering what else was ramping up last March, you'll be forgiven for missing that news. Toyota figures 15 percent of Camry buyers will choose the all-wheel-drive option—which is limited to the North American market—but we predict that only a tiny subset of those will add their own All-Trac badges. That's too bad. As it stands, a subtle AWD emblem on the trunk is the only giveaway that your Camry is packing more than one differential.

  

  Unless, that is, you jack up the car, which we did to take a peek at that rear diff. The complete system adds roughly a claimed 165 pounds yet makes no impingement on trunk space. The rear seats lose 0.4 inch of headroom, and overall passenger volume declines by less than a cubic foot, both of which are metrics that fall under the heading of "not so you'd notice." Oddly, all-wheel-drive Camrys have a wider turning circle (39.3 feet versus 38.0 for front-drivers) because of a slightly wider rear track and different suspension geometry.

  The rear-axle hardware also crowds the exhaust system a bit, resulting in the all-wheel-drive models making one horsepower fewer than their front-drive siblings. We suspect that, in a drag race, the weight penalty will make a bigger difference than the single-pony deficit.

  

  Indeed, the Camry's AWD option is available on every four-cylinder trim level, including the sportier XSE. It's not available with the optional V-6 or hybrid powertrains, presumably because if that's what you're after, Toyota would rather sell you a RAV4 or a Highlander. The naturally aspirated 2.5-liter four is reasonably powerful—202 horsepower in most trims, 205 in the XSE, which has dual exhaust outlets—if rather coarse at high rpm. At least it's hooked to an eight-speed automatic transmission, as opposed to the continuously variable transmissions found in the Camry's competitors from Nissan and Subaru. Decisive upshifts and quick downshifts add some satisfaction to the AWD Camry driving experience, although the word "fun" doesn't quite apply. A TRD hot rod this is not.

  In fact, in normal operation, the all-wheel-drive Camry behaves like a front-drive model with some junk under the trunk, disengaging the rear axle via an electromagnetic coupling. When the front wheels slip (or when accelerating from a stop) the rear end shows up for work, deploying a maximum of 50 percent of the engine's available torque to the back. We didn't get a chance to test the system in snow, but on dirt the Camry hooked up and launched after a momentary hint of wheelspin from the front. Traction overrules horsepower, quickly and decisively, which is the point. This wouldn't be a great car for spinning donuts in an empty parking lot, but it should excel on sloppy winter roads.

  

  And it's a good buy. At $1400, the all-wheel-drive option doesn't cost much more than a nice set of mounted winter tires. It does exact an ongoing penalty in running costs, though, since the added weight and drag of the system drops the Camry's EPA combined estimate by 3 mpg versus comparable front-wheel-drive models. For the XLE example we drove, the EPA highway rating fell from 38 to 34 mpg, despite the Camry's ability to disconnect its rear axle. Given that Toyota stole some packaging space for the all-wheel-drive system by fitting a smaller fuel tank (14.4 gallons, down from 15.8), the Camry AWD will be visiting gas stations considerably more frequently than its front-drive counterpart.

  Taken together, this amounts to a bunch of small drawbacks that you'd forget all about the moment you power up a steep hill in six inches of powder. If that's something you ever need to do in a family sedan, maybe take some inspiration from the all-weather cars of the '80s. You can't buy a new Pontiac 6000 STE, but the all-wheel-drive Toyota Camry is back.

  Source: caranddriver.com

• 2021 Toyota Camry SE First Test: Is Good Enough Good Enough?

  The competition is stronger than ever. Can a refreshed Camry hold its own?

  We all know why the Toyota Camry is the default for many when they need point A to point B transportation. It's well-priced and spacious, carries Toyota's reputation for reliability, and has almost always ranged from decent looking to, today, actually handsome. But the midsize sedan segment has recently been shaken up. The new Kia K5 and Hyundai Sonata (among others) all represent stiffer competition than ever before, and we were left wondering: Can the refreshed-for-2021 Toyota Camry keep up with its revitalized rivals?

  

  On paper, the answer is yes. The Camry's SE's 2.5-liter naturally aspirated I-4 makes a healthy 203 horsepower and 184 lb-ft of torque. That makes it the least powerful Camry on sale, but on the flip side, also gives it a relatively large 23-hp power advantage over competition like the Kia K5 and the Hyundai Sonata. Both of those cars use a 1.6-liter turbocharged four-cylinder that kicks out 180 horsepower as their base powertrain. And so the SE-trimmed car we had for this test punched above its weight, something MotorTrend en Español editor Miguel Cortina felt from the seat of his pants. "The engine and the transmission feel like they are eager all the time, sometimes too eager," Cortina said. "However, that's not necessarily bad. I'd rather complain about the throttle response being a bit too aggressive than sluggish. The Camry doesn't feel like that. It delivers on the basics without falling short."

  

  Cortina's impressions on the road were backed up at our test track. At 7.5 seconds to 60 mph, the Camry SE is 0.3 second quicker to 60 than either a K5 EX or a Sonata SEL Plus. The gap is just 0.1 second smaller in the quarter-mile, with the Camry running all 1,320 feet in 15.8 seconds and the aforementioned Koreans doing the job in 16 seconds flat. The longtime rival Honda Accord, however, manages a quicker 0-to-60 time of 7.2 seconds and finishes the quarter mile in 15.5 seconds despite having 11 fewer horses in the stable.

  

   

  Move from the drag strip to the skidpad, and the SE-trimmed Camry still impressed. Family sedans like the Camry SE, Sonata SEL, and K5 EX are never going to be handling all-stars—the exceptional Honda Accord notwithstanding—but the Toyota impressed road test editor Chris Walton once he started hooning it around our figure-eight test. "This car is surprisingly fun and capable on the figure eight," Walton said. "The firm brake pedal remains trustworthy lap after lap, and it's easy to modulate. There's no funky emergency braking ABS; the brakes release when I release. The steering weight is just right and feels reasonably natural. There's exceptional balance on the skidpad, vacillating between rotation and understeer, where the ESC nibbles away to straighten it out without throwing the anchor."

  

  Yet again, the numbers back up our gut feeling. The Camry is a solid contender when stacked up against the competition, which either ties our Camry or ekes out a marginal advantage. The Toyota managed a figure-eight time of 27.4 seconds at a 0.62 g average, exactly the same time as the Kia K5 EX. The Accord EX-L we recently tested, however, is a respectable 0.3 second quicker around the lap and managed a marginally better 0.63 g average.

  The Camry's agility translates to the road, too. Senior features editor Jonny Lieberman said the Camry is "better to drive than it needs to be" but noted that it's "not nearly as good to drive as the Accord," an impression supported by numerous other voices on staff. In fact, most of us were impressed with the way the Camry went down a road but noted the Accord is still the better handler.

  

  Niceties that exist in every Camry are present in this low-spec SE model. The trunk makes loading and unloading easy with a massive aperture and offers up 15.1 cubic feet of free space to play with. A comfortable seating position is easy to find, and ingress and egress are a snap, too. In addition, the gauges are clear and easy to read, there's ample leg- and headroom in the second row for passengers, and a cushy suspension tune is perfect for those who prefer their family sedans to waft down the road.

  Letdowns? In this SE, there's the low-rent interior and dated infotainment display, despite the recent refresh. The soft suspension doesn't control the body as well as we'd like overall, leading to more pronounced up and down motions over high-amplitude bumps, and there's pronounced wind and tire noise in the cabin. All in all, though, the midsize family sedan segment might be more competitive than it's ever been, and the Camry is a solid performer. There are better choices, but for our car's $29,217 as-tested price, you could certainly do worse.

  motortrend.com

• 2021 Toyota Camry XLE Hybrid Fixes Some Minor Flaws

  While it still won't raise your blood pressure, the new Camry has a fresh face, an updated infotainment system, and a lower price.

  Unlike the rest of the Toyota Camry lineup, which purports to be infused with sportiness, the 2021 Toyota Camry XLE hybrid is a sedan after more traditional Camry traits such as a supple ride, impressive fuel economy, and a handsome interior. The updates to the hybrid are focused on areas that either needed attention or, in the case of last year's front-end design, less attention.

  That new front fascia swaps out the old snowplow-like lower grille with a less-in-your-face design. The look is sleeker and more mature and attractive than before. Inside, the Camry swaps out hard plastic for the soft-touch kind on the door panels. There's a choice of two new more touch-responsive screens. Measuring 7.0 or 9.0 inches, each offers volume and tuning knobs flanking either side of the screen, like an old radio. Upgrading to the larger touchscreen with navigation, Apple Car Play, Android Auto, and the nine-speaker JBL audio system is definitely recommended, even with the $1,760 price. Despite switching to a new layout, a larger screen, and a better organized menu structure, much of the old infotainment system lingers behind with outdated graphics and clunky software that isn't as intuitive and easy to use as competitors. The Camry faithful may notice that the XLE has a slick new herringbone pattern on the leather seats.

  Powering the most fuel-frugal Camry is the same Atkinson-cycle 2.5-liter inline-four and electric motor combination as before. The two power systems put out a combined 208 horsepower to the front wheels. While acceleration around town is adequate, it's not the same story at higher speeds. When pressed into duty in a passing maneuver or sustained acceleration, the powertrain emits an unpleasantly gritty engine note during passing maneuvers. Toyota's 2.5-liter four is a bit loud, a trait made more apparent by the continuously variable automatic transmission's propensity to keep the engine at one rpm.

  The powertrain does transition smoothly from electric to gas and electric, and the ride is soft and quiet. EPA ratings remain where they were last year: 46 mpg combined, 44 mpg city, and 47 mpg highway. Buyers who might have skipped the hybrid last year because of its lack of sportiness might be interested in the first-ever Camry XSE hybrid, which promises to combine the sporting looks of the XSE with the fuel economy of the hybrid.

  Our fully loaded Camry hybrid XLE exists at the top of the Camry food chain with a price of $33,165. Surprisingly, that price is $560 less than it was for 2020. Compare base prices, and the hybrid Camry is a big $3000 or so less than the Honda Accord hybrid and the Hyundai Sonata hybrid. Even with every available option, the Camry is only about $1,500 more than the base Accord and Sonata hybrids. The Camry hybrid is apparently about more than saving gas, it's about saving money and saving face.

  Source: caranddriver.com

• 2021 Toyota Mirai Makes a Stylish Play for a Hydrogen Future

  Toyota's redesigned Mirai hydrogen fuel-cell sedan brings handsome design and 400 miles of range—but only to those who live in California.

  In the 1990s, Apple Computer appeared doomed as its market share dwindled and developers abandoned its platform. At the time, Microsoft's Windows could run pretty much anything, whereas Macs were known for running a few applications and games. Even though the Mac had a rabid following, the question emerged: Why buy a Mac when it doesn't run everything?

  

  Toyota finds itself in similar situation with its comprehensively redesigned 2021 Mirai hydrogen fuel-cell vehicle. Although the new car impresses as a stylish touring sedan, limited hydrogen-fueling infrastructure in the United States means California is the only American market where it will be sold. In other words, why buy a car that can't be driven everywhere?

  The 2021 Mirai starts at $50,455—some $9090 cheaper than its predecessor—and rides on Toyota's GA-L platform. With an electric drivetrain powered by a hydrogen fuel cell, drivers get the dual benefits of a zero-emissions vehicle with a conveniently short refueling time similar to a traditional internal-combustion powertrain—provided you can find a hydrogen station. Under the hood of this freshly designed four-door is a smaller and more efficient fuel-cell stack that generates 172 horsepower, which is an increase of 19 horses over the first-generation Mirai. Range is up 30 percent to a quoted 402 miles on the base XLE model. The range increase is due partially to the new Mirai's three cylindrical hydrogen tanks (one more than before) situated under the cabin and trunk that can hold 5.6 kilograms of hydrogen when compressed at 10,000 psi, which is 12 percent more capacity than before. Working together with the fuel cell is a 1.2-kWh lithium-ion battery to power a 182-hp electric motor that sits behind the rear seats.

  

  The result is a rear-wheel-drive vehicle with a nearly 50/50 front-to-rear weight distribution, which is something the previous front-wheel-drive model couldn't claim. Toyota's reasoning for the switch from front- to rear-drive boils down to more efficient packaging of the updated fuel cell in the new chassis. We'd say it was a good move, as the Mirai is surprisingly enjoyable to drive. Its well-balanced chassis feels refined and composed. The previous car's strut-type front and torsion-beam rear suspension have been replaced by multilink arrangements fore and aft, which soaked up most of the ruts and bumps we encountered on the mountain roads of Northern California. The bulk of the hydrogen tanks and battery do make the Mirai feel heavy in corners, but not enough to make it unwieldy. Jabs of the accelerator produce a quick hit of force that will be familiar to anyone who's driven a conventional EV. However, with the electric motor's 221 pound-feet of torque tasked with moving about 4300 pounds of Toyota, the run to 60 mph is a lazy one at an expected 9.1 seconds.

  

  The Mirai's premium feel on the road does seep into its relatively spacious five-seat cabin, although some elements of the interior are not quite up to the standard we'd expect to find in a $50K-and-up vehicle. For example, its front seats are comfortable and supportive, but the quality of Toyota's SofTex synthetic leather upholstery looks cheaper than it should. Some drivers will find it a stretch to reach the climate controls, thanks to the swooping design accent across the Mirai's dash. And while the standard 12.3-inch touchscreen for Toyota's Entune infotainment system supports Amazon Alexa, Android Auto, and Apple CarPlay connectivity, the system is not as attractive nor as intuitive as we'd like.

  Unlike the ungainly first-gen model, the new Mirai makes its best impression from the outside. Its long hood, sleek greenhouse, and clean body lines all work to give it presence as arguably the best-looking Toyota sedan. Whether its sharp styling was conscious decision to help lure potential buyers into a hydrogen-powered future is up for debate, but it certainly should draw eyes in Toyota showrooms, at least those in the Golden State.

  

  And that's the Mirai's Achilles' heel: Its goodness is trapped in a geographic area. Without plentiful hydrogen stations, even the new car's increased range matters little outside of California. Toyota has and still relies on outside sources to establish a hydrogen infrastructure in the U.S., which leaves the Mirai's future largely to the whims of corporations and government bureaucracy.

  The stylish iMac computer eventually helped Apple turn itself around after nearly declaring bankruptcy. It sold more computers, wooed developers to its operating system, and eventually introduced the money-printing iPhone. Apple made sure that the style it sold was supported by the right technology, which helped it blossom into the powerhouse that is today. Hydrogen vehicles have yet to achieve a similar cult status, but Toyota's much-improved Mirai is a compelling step in the right direction.

  Source: caranddriver.com

• 2021 Toyota Sienna Review: A Strange Brew

  The verdict: The redesigned 2021 Sienna is Toyota’s gambit to avoid a cookie-cutter minivan at all costs. It’s refreshing in some ways, but other aspects will make you wish the automaker had stuck to a more conventional approach.

  Versus the competition: As you might expect for any redesigned minivan, the new Sienna has more family-friendly features than you can shake a pogo stick at. Less characteristic of the class, it boasts a risk-taking interior and a hybrid-only powertrain — qualities that could turn away as many shoppers as they attract.

  With styling inspired by Japan’s bullet trains, the Sienna courts minor controversy by way of a gaping lower grille, but Toyota’s been pushing a big grille since it refreshed the minivan late in the prior generation. On sale in November, the 2021 Sienna model comes in five trim levels: LE, XLE, XSE, Limited and Platinum, all with a four-cylinder hybrid powertrain and front- or all-wheel drive. We evaluated two preproduction AWD examples: an LE and XSE.

  Hybrid Only
  Toyota’s decision to offer the Sienna as a gas-electric hybrid comes as little surprise given the automaker announced plans in 2017 to offer electrified variants across its entire lineup by roughly 2025. More curious is the decision to offer the Sienna only as a hybrid, in this case with a 2.5-liter four-cylinder plus an electric drive motor. Total output is 245 horsepower, with another electric motor at the rear axle facilitating AWD if equipped. Toyota claims the same 3,500-pound towing capacity as before, plus EPA-estimated combined mileage of 36 mpg (FWD) or 35 mpg (AWD). The agency has yet to publish figures, but it’s safe to say the 2021 Sienna’s fuel efficiency will smoke that of the outgoing Sienna, which in its final years offered only a non-hybrid V-6.

  What’s also clear: The new Sienna loses a step to the outgoing model, which made 296 hp, though the deficit isn’t as bad as it looks on paper. Step on the gas, and the hybrid drivetrain’s electric motors lend immediate oomph from a stop, but engine power then raises revs noisily and a little out of sync with your right foot. Power comes soon enough, but maximum acceleration is a bit slower than the old Sienna. The new drivetrain seems optimized for power transitions when you’re already in motion; go from some pedal to more pedal, and power comes with little delay.

  Ride and Handling: Base Is Best
  Ride quality depends largely on what you get. Equipped with 17-inch wheels with P235/65R17 tires, the Sienna LE absorbs bumps with clean, high-quality composure, though some roads can produce slight, lateral body movement. The XSE AWD pairs a sport-tuned suspension with 18-inch wheels and P235/60R18 tires, meanwhile, and the result is firm. Shock absorption feels altogether less sophisticated, with harsh impacts and more jittery body movement. Front-drive XSEs have 20-inch wheels with even lower-profile tires (P235/50R20s) that may be even more harsh.

  Little payoff comes on the handling front, as the LE’s dynamics seem just as good as the XSE’s without the undue firmness. With the battery pack behind the front axle, under the front seats, the Sienna maintains steadfast balance hustling around sweeping corners. It steers with light effort and direct response, though feedback is numb enough to allow excessive wandering on center — especially in the LE, which lacks the XSE’s sport-tuned steering. The XSE’s sport suspension allows slightly less body roll, but the regular setup still corners reasonably flat for what this is. And the tires on both minivans (Bridgestone Turanzas on the XSE and Falken Ziex on the LE, both all-seasons) exhibit good lateral grip.

  Unconventional Interior
  Draped with hulking shelves and a wide bridge-style center console, this Sienna sports the most left-field interior for a Toyota minivan in the U.S. since the Previa. Gone is the old Sienna’s drop-down center console and floor-level space to throw a medium-size purse, a layout still offered in the rival Honda Odyssey and certain variants of Chrysler’s Voyager and Pacifica siblings. In its place is a massive flow-through console that bridges the dashboard and center armrest. Underneath it is a large storage area with … enough space to throw a medium-size purse. It’s a wide setup overall, but so is the driver’s berth; even for long-legged adults, the console shouldn’t clip your knees. If it does, Toyota pads the outboard section to minimize discomfort.

  Cabin quality in our preproduction test cars was all over the map, with harsh, cheap-looking finishes over much of the dashboard and insufficient padding in areas like the upper doors. The LE has a decent grade of cloth upholstery, but the XLE and XSE have SofTex vinyl, which (at least in our XSE example) imparts a rubbery industrial feel; Limited and Platinum models get leather. Toyota routed hardware for the mechanical gear selector down the front side of the console bin — a nice bit of packaging enabling the bridge-style console that usually requires the electronic selectors we universally dislike — but the selector’s rickety operation feels like it’s falling apart. Some of that might improve by production time, but this isn’t the first Toyota we’ve driven to have a shaky gear selector.

  Among the console compartments, dashboard shelves and umpteen door pockets, the Sienna still has plentiful storage space. It also boasts decent forward visibility thanks to door-mounted mirrors and thin A-pillars. Rear visibility is less ideal, with bulky second-row head restraints blocking over-the-shoulder sightlines and a backup camera in dire need of better resolution. Higher trim levels offer a camera-based rearview mirror and 360-degree camera system, which we did not evaluate.

  A 4.2-inch gauge display and 9-inch touchscreen, the latter with Apple CarPlay and Android Auto, are standard. Although wireless smartphone charging is optional, both smartphone integrations still require physical cords, not the wireless connectivity gaining traction industrywide. Spaced across all three rows are seven standard USB ports, including three of the newer USB-C variety. Options include a 7-inch gauge display, two household-style AC outlets, an 11.6-inch rear entertainment system and head-up display.

  Winsome Seating …
  LE and XLE models seat eight courtesy of a three-position bench with a removable middle seat in the second row. Optional on the XLE and standard on higher trims are second-row captain’s chairs, which reduce capacity to seven. In any case, space is plentiful all around, though accessing the third row from either side remains a cumbersome, multistep process. Fortunately, the second-row seats have exceptional sliding range — about a foot (in a seated position, farther for access) in base models or roughly double that with an optional extended-slide feature — to find a position that lends adult-friendly legroom in both rows.

  Typical of a minivan, the Sienna’s third row folds backward into a floor cavity. Stow it there, and the available extended-slide captain’s chairs go nearly as far back as the third row once sat, with enough legroom ahead to host a soccer match. Like the outgoing Sienna, the 2021 model offers pop-up leg rests for passengers to lounge while the van is stopped, but these seats slide 10 inches farther than before, Toyota officials told us.

  … Lose Some Cargo
  Alas, the versatile seating arrangement comes at significant expense to cargo space. Regardless of configuration, the second-row seats neither fold down nor come out, provisions the Odyssey and Pacifica offer. Toyota says that’s because of new airbags mounted in the second-row seats. Curtain airbags are also standard, and the second row in plenty of cars — including the outgoing Sienna — fared well in side impact crash tests with curtains alone. For the 2021 Sienna, Toyota says the extended-slide seats necessitated the extra pair of airbags.

  “Adding airbags to the seats allowed us to include the super-long slide,” said Nicky Hamila, a spokesperson for the automaker. “That would only be possible with airbags in the seats that travel with the seat and [protect] the occupant in every position.”

  Still, the explanation doesn’t justify why chairs without the extended-slide feature still have the extra airbags and no removability. In any case, maximizing cargo room requires locking the second-row chairs into a collapsed forward position, similar to a provision in the old Sienna. But for maximum room, the old chairs were fully removable. These are not, and the seatbacks lean forward but don’t fold horizontal to maximize usable cargo depth. Toyota says the new Sienna can still fit 4-by-8-foot sheets of plywood at an angle from floor to seatback, but the setup nonetheless reduces roughly 8 feet of potential cargo depth at floor level down to about 6 feet with the seats collapsed forward, by our measuring tape. In other words, if you need to transport bulky furniture, the non-removable seats reduce maximum cargo room by about a quarter.

  Behind the second row, cargo specs are relatively more competitive. With the XSE’s third row folded into the floor and its extended-slide second row at the midpoint of its sliding range — a realistic comparison with other three-row vehicles, which universally have much less sliding range — we measured 44.6 cubic feet of cargo room behind it. (We also measured the space with the chairs positioned all the way back, and the volume behind them was 32.6 cubic feet.) The first figure is competitive: We logged 41.6 cubic feet behind the second row in a 2021 Honda Odyssey, for example. It also underlines the sheer packaging efficiency of minivans at large. We measured 41.8 cubic feet behind the second row of a 2021 Chevrolet Suburban, a full-size SUV that’s nearly 2 feet longer.

  Behind the third row, we measured 21.7 cubic feet of volume in the Sienna. That’s competitive with our measurements for the Odyssey (21.1 cubic feet) and, for that matter, the Suburban (23.0 cubic feet). Of note, our Sienna XLE lacked an optional spare tire; getting one would eliminate a wall cubby in back, subtracting about 1 cubic foot from our measurement.

  Safety
  Third-party crash tests have yet to be published for the 2021 Sienna as of this writing. Besides the aforementioned airbags — which make for 10 in total — the Sienna has an impressive roster of crash-avoidance technology, including full-spectrum automatic emergency braking with pedestrian detection, lane departure alert with steering assist and a blind spot warning system. On the driver-assist front, hands-on lane-centering steering and adaptive cruise control work all the way down to a stop; both are also standard. For parents with smaller children, a rear-seat reminder employs door sequencing logic, while the second and third rows have two or three sets of Latch anchors apiece, depending on trim.

  Features and Pricing
  The Sienna’s base price jumps some $3,000, but that’s because the outgoing model offered a budget-priced L grade that’s now discontinued. The LE starts just north of $35,500 with destination — a little steep for the class — but comes well equipped. Standard features include dual power sliding doors, tri-zone automatic climate control, one-touch power windows all around, a power driver’s seat, cloth upholstery, second-row sunshades and the full-fledged multimedia system.

  At the other end, a loaded Sienna Platinum AWD tops out in the mid-$50,000s. That’s a few thousand more than the outgoing Sienna, though it’s a competitive — if eye-watering — price for an AWD minivan. Additional features en route to that price include vinyl or leather upholstery, a hands-free power liftgate, the rear entertainment system, JBL premium audio, heated and ventilated seats with dual power adjustments (though no height adjustment for the passenger), and heated second-row seats. Options uncommon to the class include quad-zone climate control and a power-adjustable steering column. On the flip side, there are no immediate plans to offer a panoramic moonroof or camera system to monitor passengers, two features offered by some rivals.

  Toyota also plans to offer an onboard vacuum cleaner and refrigerator at some point. Officials said both features won’t be available at launch but are coming later on; however, they declined to provide a timeframe beyond that.

  Should You Buy One?
  Minivans have long thrown a smorgasbord of features at family shoppers, and the 2021 Sienna serves up as much as the rest of them. But its qualities feel a little more niche than before. If anything, the fourth-gen Sienna seems ready for a contingent of fastidious fans, even if other audiences shrug it off as something not mainstream enough. Minivan shoppers should add it to the list, at minimum because that list is so short. Whether you buy one will depend on whether you find Toyota’s new direction welcome or just plain odd.

  Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.

  Source: cars.com

• 2022 Toyota C-HR

  The Toyota C-HR will get many improvements for the 2022 model year. In addition to the fact that her debut took place in 2016, she still evokes emotions and draws attention to herself.
  Of course, the car also has its drawbacks, but it’s still an incredibly cool car that looks even better after a facelift.

  The Toyota C-HR will get new multimedia for 2022

  Toyota Smart Connect is the latest system offered by the Japanese manufacturer. Compared to its predecessor, it has more power and can be connected to the services available in the cloud.

  The car will have independent internet access, and best of all, data transfer will be free for 4 years. We still don't know how much the buyer of the used vehicle will pay, but I doubt it will be cheap.

  Inside, there will also be a new voice assistant for better speech recognition. Unfortunately, Android Auto is still wired, while Apple CarPlay is operated wirelessly.

• 2022 Toyota Corolla Cross Review: Safe, Simple and Slow
  The verdict: Toyota turned the popular Corolla transportation appliance into a roomier, more versatile, even slower transportation appliance — now with optional all-wheel drive.

  Versus the competition: There are more exciting competitors, better performing ones, some with nicer interiors, those with better ergonomics and ones with better multimedia systems — but the Corolla Cross’ combination of basic safety, value pricing and reputation for reliability will immediately make it a strong contender.

  Until now, if you wanted a small SUV and you went to your local Toyota showroom, your choices were twofold: the RAV4 compact, which has grown to nearly mid-size proportions over the years, or the cramped and quirky C-HR, which features neither significant room inside nor optional all-wheel drive. Nothing hit that “sweet spot” between the two, nothing sized “just right” for people on a budget who still wanted the high seating, additional cargo space and all-weather capability of an SUV.

  Well, Toyota has rectified that gap in its lineup with this, the new 2022 Toyota Corolla Cross. It uses the Corolla name because it uses a lot of Corolla parts: It sits on the same platform as the compact sedan, uses the same engine and transmission, and shares a lot of common interior bits. And while it’s easy to take shots at the Corolla sedan (its reputation is not one of excitement), that car is known instead as a safe, steady, reliable choice. Owning one won’t light your heart on fire, but it may set your mind at ease knowing that your car is very unlikely to ever let you down, drain your wallet or leave you stranded. Toyota is hoping that this same sentiment will transfer over to this new subcompact SUV — and there’s every reason to think that they’re right.

  It’s Certainly Toyota-Shaped

  From the outside, it’s not difficult to imagine the new Corolla Cross fitting into the Toyota lineup. The family resemblance is strong, with a front and rear end that look like a three-quarter-scale Highlander right down to the horseshoe grille and separated horizontal taillights. The only distinctive feature might be the more sculpted fenders along the sides, but Toyota’s efforts to make the Corolla Cross more mainstream-appealing than the quirky C-HR are clearly the styling priority. A high point: LED headlights are standard across the range of trim levels, something that’s starting to become more common. Overall, however, the styling previews the experience you’re going to have with a Corolla Cross: It’s safe and anonymous, none too exciting but pleasant enough.

  

   The Comfort of Familiar Surroundings

  Stepping into the Corolla Cross’ cabin puts you in an immediately familiar environment — the Corolla compact is the bestselling vehicle in the world, with Toyota announcing recently that 50 million of them have been sold over the decades. So the look of the dash, gauges, controls, electronics — all of the bits and pieces of the Corolla Cross — look similar to the successful design of the Corolla. Again, Toyota’s not breaking any new ground with this interior, but it’s not trying to, either — it’s trying to build on the successful formula that’s made the Corolla a global hit. It’s easy to look at, relatively simple to use and uncomplicated in what it provides.

  The seats are comfortable front and rear, and there’s sufficient legroom in any position for four people, though five might be tight with three across in the backseat. There’s plenty of headroom for all occupants even with an optional moonroof, and outward visibility is top-notch, with no significant blind spots. It feels like sitting in a new Corolla sedan, only taller, with a more upright seating position and a better view over surrounding traffic. That boost in interior volume is notable, creating something more than simply a Corolla wagon — the cargo space is significantly more usable than a C-HR’s, and every Corolla Cross comes with a standard 60/40-split, folding backseat to boost capacity even more when necessary. Given the popularity of SUVs versus their mainstream sedan counterparts these days, it’s not hard to imagine the Corolla Cross becoming a more popular variant than the sedan or hatchback with the boost to user-friendly passenger and cargo flexibility.

  

   The interior is not without issues, however. The Corolla Cross is built to a price point, and that shows up in several areas through the use of hard plastics on the dash, doors and consoles. The base Corolla Cross trim doesn’t even have a push-button start; it still uses a standard key and twist ignition, which is exceedingly rare these days. And the same ergonomic foibles that plague the Corolla sedan (and several other Toyota models) are present here — most notably the Tic-Tac-sized buttons for the multimedia system and climate controls, the latter also featuring hard-to-read dark-gray graphics on a black plastic background.

  The standard gauges are analog dials with a small digital display, or you can spec a larger digital display in the XLE trim that looks snazzy if a bit busy. Apple CarPlay and Android Auto are standard, but you’ll have to plug your phone in — despite the top XLE getting Qi wireless charging, wireless Apple CarPlay and Android Auto are not available on any trim.

  

   

   

  Definitely Not Built to Thrill

  Toyota’s marketing strategy for the Corolla Cross portrays it as “just right,” with just the right amount of space, comfort, tech and efficiency. It’s hard to argue that point; it does have plenty of all the above. What it doesn’t offer the right amount of is grunt: Using the powertrain from the Corolla sedan, the Corolla Cross comes saddled with a 2.0-liter four-cylinder non-turbocharged engine making a tepid 169 horsepower and 150 pounds-feet of torque. It’s mated to a continuously variable automatic transmission that features an actual 1st gear before the pulleys take over, but it doesn’t help much. The transmission does an admirable job of keeping the engine in its power band, it’s just that there isn’t much power there to be had.

  Simply put, acceleration is dog slow. Foot to the floor at a stoplight with just one person in the car elicits more noise than movement, and the Corolla Cross’ performance on the highway on-ramps and steeper hills around Austin, Texas, proved that it truly could use either a turbocharger to wring some more useful low-end torque out of the engine or a larger engine entirely. The Corolla Cross comes with a 1,500-pound tow rating, but I can’t imagine towing anything with this — even the idea of putting five people and luggage in the thing would make me question the safety of its underpowered engine.

  2022 Toyota 

  Thankfully, the rest of the Corolla Cross’ dynamic behavior makes up somewhat for that lack of guts. Handling is neutral, the ride is well damped for a vehicle with such a short wheelbase, and body motions are controlled and taut. The brakes are strong, firm and confidence-inspiring, and while there is a bit of road noise depending on pavement conditions, the overall experience is one of a calm and quiet cruiser. How well the Corolla Cross works with a full load of occupants and gear onboard, however, remains to be seen.

  Add Price to the List of “Pros”

  So the latest crossover from Toyota is nicely sized, handles well, is comfortable and features a good deal of standard safety equipment. It might not be able to get out of its own way if you give it some gas, and we’ve yet to see how a full load of people affects its drivability. It can be accused of being underpowered, but it won’t be accused of being overpriced. The new 2022 Corolla Cross FWD starts at $23,410 (all prices include destination) for an entry-level L trim, climbs to $25,760 for an LE and $27,540 for a top XLE trim. Adding AWD will tack on another $1,300 regardless of trim level. A fully loaded XLE AWD won’t top $30,000, making it quite a nice package given its considerable equipment.

  It stacks up well against a number of competitors, too, being larger than a Honda HR-V, Ford EcoSport and Hyundai Kona. A Chevrolet Trailblazer would be an excellent choice to stack up against the Corolla Cross, featuring a choice of turbocharged engines, more engaging handling and a very similar pricing structure. There’s no shortage of small SUVs in the $20,000 range for the Toyota Corolla Cross to go up against, but it would seem that Toyota has done its homework in crafting something that’s likely to steal some sales from all of them.

  (cars.com)

• 2022 TOYOTA COROLLA: PREVIEW, PRICING, RELEASE DATE

  The current-generation Toyota Corolla rolled out in 2019 as a hatchback, then followed in 2020 with a sedan and the model line’s first-ever hybrid variant. The current look is the sportiest one we’ve seen yet, as the Corolla adopted many of the styling cues of the larger Toyota Camry sedan with its gaping grille, muscular lines, and striking lighting elements.

  

  Inside, the Corolla fills its compact mission by offering decent space for five, although four is the ideal. The sedan’s wheelbase is about 2.5 inches longer than the hatchback, for improved interior space. The cabin features a dash-mounted touchscreen for infotainment and carefully placed controls. Fabric-trimmed seats are standard; the imitation leather seats are comfortable and have the look and feel of real hides.

  

  This year, Android Auto is standard, joining Apple CarPlay as the two most important smartphone compatibility options in the business. Base sedan models have a 7-inch touch-screen display, while all other trims come with an 8-inch touchscreen. The list of popular options includes navigation, wireless smartphone charging, and a premium audio system. Optional blind-spot monitoring is widely available. We’re not expecting additional changes for 2022.

  

   Under the hood, the Corolla features two engine choices. The base sedan models come with a 1.8-liter four-cylinder engine with 139 horsepower and 126 pound-feet of torque. This one shuttles power to the front wheels utilizing a continuously variable transmission or a 6-speed manual transmission. All hatchback models and some sedan trims come with a 2.0-liter four-cylinder engine with 169 horsepower and 151 pound-feet of torque. The engine also works with a CVT or a 6-speed manual.

  

  The larger engine is surprisingly the more efficient of the two, delivering as high as 40 mpg highway on some trims. That’s 2 mpg more than the best fuel economy of the base engine.

  If you’re shopping the Corolla Hybrid, Toyota uses the 1.8-liter engine and operates it in the efficient Atkinson cycle to deliver 121 horsepower and 105 pound-feet of torque. This model makes an EPA-estimated 52 mpg combined, which is 30-percent higher than the best gas model.

  

  PRICING & RELEASE DATE
  There is no official on-sale date for the 2022 Toyota Corolla, but we expect it will arrive in the spring based on previous release schedules.

  Pricing is also not available. As a carryover vehicle, we expect pricing to remain close to the current model’s $20,880 to $29,165 (destination fees included) MSRP for the sedan. Pricing for the hatchback and hybrid is slightly higher.

  carsdirect.com

• 2022 Toyota RAV4

  The Toyota RAV4 is a compact crossover SUV with great styling and equipment, while offering a gem of a plug-in hybrid called the Prime. For 2022 the interior and styling have been tweaked, namely with upholstery and headlight changes.

  The base engine is a 203-hp inline-4, which does the job although it’s raucous when pressed hard. But it shifts smoothly, and the handling of the RAV4 isn’t boring.

  Things get interesting with the 219-hp Hybrid, with its battery pack and electric motor; it sacrifices almost nothing to the driving experience. And things grow to be downright compelling with the 302-hp Prime, which uses a big battery pack to accelerate to 60 mph in less than six seconds, while still providing an all-electric range of 42 miles.

  With the gas engine, the RAV4 gets 26 mpg city, 35 highway, 30 combined with front-wheel drive, or 25/33/28 mpg with all-wheel drive. The RAV4 Hybrid gets 41/38/40 mpg with standard all-wheel drive. The RAV4 Prime gets 94 MPGe, counting that 42 miles of electric driving, or 38 mpg combined.

  The NHTSA gives the RAV4 five stars overall for safety, with four stars in the front-impact crash tests. The IIHS gives the RAV4 a Top Safety Pick award, but only for the Hybrid Limited and its special adaptive headlights. Most other models have LED headlights rated “Marginal” or even “Poor.” For 2022 the XLE and above get new headlights, which haven’t been rated yet.

  Along with automatic emergency braking, all RAV4s come with adaptive cruise control, active lane control, and automatic high beams. Blind-spot monitors are available.

  Model Lineup

  The RAV4 is made in Kentucky, except for the Prime, which is made in Japan. There are at least 16 different configurations, from the front-wheel-drive LE to the Prime XSE plug-in hybrid. Prices haven’t been published yet for 2021 but the LE should go for about $28,000, equipped with cloth upholstery, a 7.0-inch touchscreen with Apple CarPlay and Android Auto., 7-inch wheels, and a split-folding rear seat.

  The RAV4 XLE comes with gas or hybrid drivetrains; the gas version is about $30,000 with all-wheel drive. It adds keyless start, a power driver seat, and access to more options such as a larger touchscreen and heated front seats. For 2022 it gets better headlights. Or choose the XLE Hybrid for about $31,000.

  For 2022, the SE Hybrid comes with cloth upholstery and a 7.0-inch touchscreen and 6-speaker audio; options include heated front seats, a sunroof, power tailgate, and 9.0-inch touchscreen.

  The RAV4 Prime is hard to find, and will probably be marked up over its MSRP of just below $40,000. It gets synthetic leather upholstery with red accents, a sport suspension, audio subwoofer, sunroof, and available 9.0-inch touchscreen.

  The RAV4 warranty is mediocre, at 3 years/36,000 miles.

  Exterior

  The stylish RAV4 takes lots of angular chances, and they all work. It has an adventurous chunky body that’s ruggedly smooth, with squared-off wheel wells and a squat stance. The windows are slim and there are hints of 4Runner and Tacoma in its profile.

  Some versions have a mesh grille and at least one has black fender trim and a black roof. The Prime gets its grille and gloss-black bumper, for a touch of visual distinction.

  Interior

  The cabin has an exciting sense of style that somehow comes through the simplicity of its design. It’s thoughtful and restrained, without being dull. The spare lines and basic controls are laid out around the touchscreen, with a horizontal line across the dash that gives it calmness brightened by metallic trim around the vents and the shift lever.

  There are plenty of shelves and small bins for phones and water bottles. The interior could improve upon some of its harder plastics, but spendy versions wear synthetic leather with contrast-color stitching, as well as a big 9.0-inch touchscreen.

  In front, the seat padding feels thin, and some head room is lost to the sleek roofline, although the driving position is nice.

  In back, some shoulder space seems lost, and the middle passenger won’t like that, but there’s a decent 37 inches of leg room. There’s a lot of cargo space behind the seat, 37 cubic feet, which expands to 69 cubic feet when the seat is folded. The Prime loses about six cubic feet to its battery pack. The cargo floor sits at a good height for loading, and many models have or offer a power tailgate.

  Driving Impressions

  The base RAV4 has average acceleration and road manners. It putters around using its 203-hp 2.5-liter inline-4 teamed to an 8-speed automatic that sends power to the front or to all four wheels. It’s competent, if rough when pressed hard.

  The all-wheel-drive system shifts power to the rear wheels when the fronts lose grip, as they all do. But the 16 versions include models called the Adventure, TRD Off-Road, and Limited, which also split power between the rear wheels for better-yet traction. Even on dry pavement, this system improves the grip and sharpness in cornering.

  All RAV4s use a strut front and multi-link rear suspension that does a good job over frost heaves and sharp road edges. The RAV4 steering has a more engaging feel than rivals.

  In the 219-hp AWD RAV4 Hybrid, the rear-mounted electric motor engages when the front wheels slip, giving the car something that Toyota calls “through-the-road” all-wheel drive. It’s still a system primed for all-weather traction, not hardcore adventuring. The Hybrid’s appeal lies in very efficient power delivery with sky-high gas mileage, and a very slight penalty in weight and ride quality.

  But if it’s power you want, on top of gas mileage, then it’s the Prime for you—if you can find one. It gets a big 18.1-kwh battery pack with electric motors to generate 302 hp. After the Supra sports car, it’s the quickest Toyota made, with a 0-60 mph time of 5.7 seconds. It also has a taut sport suspension, confident handling, and that 42 miles of all-electric range. The battery pack adds about 500 pounds to its curb weight, and that shows up in more understeer in tightly kinked roads, but it’s still an easy drive.

  Final Word

  Every 2022 Toyota RAV4 is praiseworthy, and there are so many to choose from, from base crossover to TRD Off-Road to the high-mileage Hybrid to the one that steals the show, the 302-hp Prime. If you can’t find one, an XLE Hybrid delivers all the basic goodness, plus very good fuel economy.

  https://www.newcartestdrive.com/reviews/2022-toyota-rav4/

• 2022 Toyota RAV4
   
  The Toyota RAV4 is a compact crossover SUV with great styling and equipment, while offering a gem of a plug-in hybrid called the Prime. For 2022 the interior and styling have been tweaked, namely with upholstery and headlight changes.

  The base engine is a 203-hp inline-4, which does the job although it’s raucous when pressed hard. But it shifts smoothly, and the handling of the RAV4 isn’t boring.

  Things get interesting with the 219-hp Hybrid, with its battery pack and electric motor; it sacrifices almost nothing to the driving experience. And things grow to be downright compelling with the 302-hp Prime, which uses a big battery pack to accelerate to 60 mph in less than six seconds, while still providing an all-electric range of 42 miles.

  With the gas engine, the RAV4 gets 26 mpg city, 35 highway, 30 combined with front-wheel drive, or 25/33/28 mpg with all-wheel drive. The RAV4 Hybrid gets 41/38/40 mpg with standard all-wheel drive. The RAV4 Prime gets 94 MPGe, counting that 42 miles of electric driving, or 38 mpg combined.

  The NHTSA gives the RAV4 five stars overall for safety, with four stars in the front-impact crash tests. The IIHS gives the RAV4 a Top Safety Pick award, but only for the Hybrid Limited and its special adaptive headlights. Most other models have LED headlights rated “Marginal” or even “Poor.” For 2022 the XLE and above get new headlights, which haven’t been rated yet.

  Along with automatic emergency braking, all RAV4s come with adaptive cruise control, active lane control, and automatic high beams. Blind-spot monitors are available.

  Model Lineup

  The RAV4 is made in Kentucky, except for the Prime, which is made in Japan. There are at least 16 different configurations, from the front-wheel-drive LE to the Prime XSE plug-in hybrid. Prices haven’t been published yet for 2021 but the LE should go for about $28,000, equipped with cloth upholstery, a 7.0-inch touchscreen with Apple CarPlay and Android Auto., 7-inch wheels, and a split-folding rear seat.

  The RAV4 XLE comes with gas or hybrid drivetrains; the gas version is about $30,000 with all-wheel drive. It adds keyless start, a power driver seat, and access to more options such as a larger touchscreen and heated front seats. For 2022 it gets better headlights. Or choose the XLE Hybrid for about $31,000.

  For 2022, the SE Hybrid comes with cloth upholstery and a 7.0-inch touchscreen and 6-speaker audio; options include heated front seats, a sunroof, power tailgate, and 9.0-inch touchscreen.

  The RAV4 Prime is hard to find, and will probably be marked up over its MSRP of just below $40,000. It gets synthetic leather upholstery with red accents, a sport suspension, audio subwoofer, sunroof, and available 9.0-inch touchscreen.

  The RAV4 warranty is mediocre, at 3 years/36,000 miles.

  Exterior

  The stylish RAV4 takes lots of angular chances, and they all work. It has an adventurous chunky body that’s ruggedly smooth, with squared-off wheel wells and a squat stance. The windows are slim and there are hints of 4Runner and Tacoma in its profile.

  Some versions have a mesh grille and at least one has black fender trim and a black roof. The Prime gets its grille and gloss-black bumper, for a touch of visual distinction.

  Interior

  The cabin has an exciting sense of style that somehow comes through the simplicity of its design. It’s thoughtful and restrained, without being dull. The spare lines and basic controls are laid out around the touchscreen, with a horizontal line across the dash that gives it calmness brightened by metallic trim around the vents and the shift lever.

  There are plenty of shelves and small bins for phones and water bottles. The interior could improve upon some of its harder plastics, but spendy versions wear synthetic leather with contrast-color stitching, as well as a big 9.0-inch touchscreen.

  In front, the seat padding feels thin, and some head room is lost to the sleek roofline, although the driving position is nice.

  In back, some shoulder space seems lost, and the middle passenger won’t like that, but there’s a decent 37 inches of leg room. There’s a lot of cargo space behind the seat, 37 cubic feet, which expands to 69 cubic feet when the seat is folded. The Prime loses about six cubic feet to its battery pack. The cargo floor sits at a good height for loading, and many models have or offer a power tailgate.

  Driving Impressions

  The base RAV4 has average acceleration and road manners. It putters around using its 203-hp 2.5-liter inline-4 teamed to an 8-speed automatic that sends power to the front or to all four wheels. It’s competent, if rough when pressed hard.

  The all-wheel-drive system shifts power to the rear wheels when the fronts lose grip, as they all do. But the 16 versions include models called the Adventure, TRD Off-Road, and Limited, which also split power between the rear wheels for better-yet traction. Even on dry pavement, this system improves the grip and sharpness in cornering.

  All RAV4s use a strut front and multi-link rear suspension that does a good job over frost heaves and sharp road edges. The RAV4 steering has a more engaging feel than rivals.

  In the 219-hp AWD RAV4 Hybrid, the rear-mounted electric motor engages when the front wheels slip, giving the car something that Toyota calls “through-the-road” all-wheel drive. It’s still a system primed for all-weather traction, not hardcore adventuring. The Hybrid’s appeal lies in very efficient power delivery with sky-high gas mileage, and a very slight penalty in weight and ride quality.

  But if it’s power you want, on top of gas mileage, then it’s the Prime for you—if you can find one. It gets a big 18.1-kwh battery pack with electric motors to generate 302 hp. After the Supra sports car, it’s the quickest Toyota made, with a 0-60 mph time of 5.7 seconds. It also has a taut sport suspension, confident handling, and that 42 miles of all-electric range. The battery pack adds about 500 pounds to its curb weight, and that shows up in more understeer in tightly kinked roads, but it’s still an easy drive.

  Final Word

  Every 2022 Toyota RAV4 is praiseworthy, and there are so many to choose from, from base crossover to TRD Off-Road to the high-mileage Hybrid to the one that steals the show, the 302-hp Prime. If you can’t find one, an XLE Hybrid delivers all the basic goodness, plus very good fuel economy.

  https://www.newcartestdrive.com/reviews/2022-toyota-rav4/

• 2022 Toyota Tundra in new images

  New images of the new Toyota Tundra model year 2022 have appeared in public.

  
  Sales are expected to start in the fourth quarter of this year, and in the US, the base 2022 Tundra will cost around $ 36,000 (the TRD Pro version should be priced at just over $ 50,000).

  
  In addition to the standard version, there is also the Tundra TRD Pro which comes with black elements (front grille, sills, fender extensions, glass frames, markings), LED lights, black wheels and new suspension.

  The Tundra TRD Pro will be offered with a CrewMax cabin and most likely with a new 3.5-liter twin-turbo V6 engine (the new Land Cruiser has 415HP and 650 Nm).

  In addition, the 2022 Tundra could later get a hybrid version.

• 2022 Toyota Tundra Review: Better Where It Counts
   
   

  The verdict: Redesigned at long last, the 2022 Toyota Tundra pickup truck prioritizes improvements for the many over novelties for the few. The lack of the latter may limit its ceiling for success, but core half-ton shoppers should find plenty to like.

  Versus the competition: The new Tundra doesn’t offer the sky-high payload or towing packages, advanced driver-assist tech or sumptuous interiors you’ll find in certain other trucks. But it does spread plentiful features and excellent powertrains across all trim levels.

  Fully redesigned for the first time in 16 model years, the 2022 Tundra comes in two cabs, three bed lengths, two powertrains and rear- or four-wheel drive. Trim levels and suspensions number a half-dozen each. At Toyota’s press preview in San Antonio, I spent a jam-packed day evaluating six Tundra configurations.

  I’ll refer often to specific configurations, so here’s a cheat sheet up front:

  • Trim levels: In ascending order, trims are the SR, SR5, Limited, Platinum, 1794 Edition and TRD Pro. 
  • Cabs and beds: The Tundra’s extended cab, called Double Cab, has four forward-hinged doors and 6.5- or 8.1-foot beds. The crew cab, called CrewMax, comes with 5.5- or 6.5-foot beds, the latter a first for the CrewMax. A regular (single) cab remains unavailable, as no Tundra has offered it since 2017.
  • Drivetrains: Gas-only or hybrid V-6 powertrains, both turbocharged, pair with a 10-speed automatic transmission and rear- or four-wheel drive. The hybrid comes only on the CrewMax.
  • Suspensions: Passive shock absorbers with coil springs all around are standard. Rear air springs are optional, as are rear air springs with four-corner adaptive shocks. (You can’t get the adaptive shocks with rear coil springs.) Finally, three packages from Toyota Racing Development — the racier TRD Sport, trail-oriented TRD Off-Road and rock-crawling TRD Pro — build off the passive shocks and coil springs. The TRD Pro is its own trim level, while the TRD Sport and TRD Off-Road are optional packages available on select other trims.

  Toyota officials said the gas-only Tundra goes on sale in December, with the hybrid coming in spring 2022.

   

  

   About (That) Face

  I seldom dwell on vehicle design, but the Tundra’s hood-engulfing grille deserves discussion — or, more specifically, its framework does. Hung in contrasting color above a black lower bumper on most configurations, the frame looks like a squashed arch that runs into a black abyss. The abyss — sorry, bumper — forms a chin so prominent it seems single-handedly responsible for the 2022 Tundra’s roughly 5 inches of additional length. (Indeed, those gains are all from overhang; the wheelbase for most versions is unchanged.) It’s worth noting that mammoth grilles haven’t stopped recent Toyota models from selling like gangbusters; you can’t say the automaker played it safe.

  Engines and Transmissions

  Gone is the Tundra’s longstanding 5.7-liter V-8, replaced by a turbocharged 3.5-liter V-6. It’s distinct from the turbocharged V-6 of similar displacement used in Toyota’s Lexus division, officials told me, and it makes 389 horsepower and 479 pounds-feet of torque. The hybrid powertrain, which Toyota markets as i-Force Max, sandwiches an electric motor-generator and clutch into the bell housing between the engine and transmission, with combined output of 437 hp and 583 pounds-feet. The electric motor draws power from a nickel-metal-hydride battery under the rear seat, and officials said both powertrains make their advertised outputs on 87-octane gasoline.

  You won’t miss the V-8. The turbocharged V-6 is as potent, pushing the Tundra to highway speeds in scant time, complete with whooshing turbochargers. Accelerator response from a stop is fairly lag-free, and engine rpm builds quickly thereafter. This is as formidable as the Ford F-150’s turbocharged 3.5-liter V-6 or the Ram 1500’s 5.7-liter V-8, to name two solid rival powertrains. And Toyota expects 20 mpg in EPA-combined fuel economy for the gas-only rear-drive Tundra. That’s competitive with similarly powered pickups, should the EPA corroborate.

  If there’s any weak link, it’s the 10-speed automatic. A first for any Toyota-branded vehicle in the U.S., the 10-speed enables short gears and quick revving, but I detected a couple of clunky upshifts and consistent hesitation to downshift while already in motion. Light throttle brings single-gear kickdown without too much delay, but harder acceleration at highway speeds — shooting a gap in the passing lane to pass slower traffic, for example — incurs delays of 2 seconds or more in the driver-selectable Normal or Sport modes. 

  Toyota’s a repeat offender for kickdown lag, and so it goes here. The 3.5-liter feels strongest at mid-to-high rpm, but the 10-speed delays getting there for too long. I’ve clocked half the kickdown time from the Chevrolet Silverado 1500’s excellent 10-speed; Toyota’s unit needs work.

  A brief drive in the Tundra hybrid showed more decisiveness from the 10-speed — kickdown comes a little sooner, though it remains slow overall — along with even more power, particularly off the line. Toyota claims the hybrid is capable of electric-only power propulsion at speeds up to 18 mph, but it’s hard to distinguish between electric and engine power. Most of the time they seem to be working together, a characteristic I’ve also observed in Cars.com’s long-term F-150 hybrid.

   

   

  Ride and Handling

  The new Tundra shares underpinnings with the redesigned Land Cruiser, an SUV slated for international markets but not here. That means a fully boxed frame instead of the outgoing Tundra’s rear C-channels, plus rear coil springs in place of leaf springs. Options include air springs in back and adaptive shocks all around, the latter a worthwhile upgrade for body control. 

  The air springs and passive shocks grant acceptable unloaded ride quality, with soft impacts but a degree of jittery reverb on par with most other body-on-frame pickups. (Adding payload can often improve how pickups ride, but I didn’t evaluate a Tundra thus outfitted.) The adaptive shocks clean up the jitters appreciably, though not completely, with a driver-selectable Comfort setting that mutes impact harshness further. At that, the Tundra approaches the very good ride quality in the light-duty Silverado and GMC Sierra in no small part because Toyota doesn’t pair the adaptive shocks with massive wheels and comfort-sapping, low-profile tires. Rims top out at a relatively modest 20 inches, with the accompanying tires a high-profile P265/60R20 spec. Most trim levels, including every example I tested, have that setup, though lower trims and select TRD models can come with 18s.

  Available in the Tundra SR5, the TRD Sport Package has a sport-tuned version of the passive shocks and coil springs. I sampled one, and it’s not too hardcore — a touch more turbulent but still comfort-tuned, with steering too numb and slow-ratio to deserve much fun-to-drive billing. With 20-inch wheels, body-colored cladding and a half-inch lower ride height, it’s mostly an appearance package.

  Off-Road

  Available on  several trim levels, the TRD Off-Road Package pairs 20-inch wheels (18s on the SR5) with Bilstein monotube shocks instead of the standard twin-tube dampers. It also gets skid plates, mud guards, a locking rear differential and, if you get one with 4WD, a terrain-selection controller that optimizes various drive settings for the conditions outside. The 4WD TRD Off-Road also gets Toyota’s Crawl Control, a system popularized on the Tacoma mid-size pickup that can manage throttle for a constant, selectable speed. (You can also get the TRD Off-Road without 4WD, where it amounts mostly to an appearance package.)

  On a wooded off-road course, a 4WD Limited model with the TRD Off-Road Package and Falken Wildpeak all-terrain tires managed the hilly terrain with little drama. Crawl Control bogged down a few seconds if I dropped an axle into something deep, then applied dogged throttle to get moving again. It did so without palpable wheel slippage at any corner even over some uphill rock facings without the rear locking differential engaged. With the lock engaged, the Tundra crawled off-kilter over half-buried logs with minimal wheel spin.

  Want more? The TRD Pro gets 2.5-inch Fox internal-bypass shocks (the Bilsteins are 1.8 inches, by contrast), a 1.1-inch front suspension lift and a 20% stiffer front stabilizer bar. It also gets unique underbody protection for the engine, fuel tank and transfer case. Built off the Tundra Limited, the TRD Pro has 18-inch wheels with 33-inch, P285/65R18 Falken Wildpeaks — the widest of any Tundra tire. Approach and departure angles are 26.2 and 24.2 degrees, respectively, on the TRD Pro, up from 21 and 24 degrees for other trims. Note, however, that those approach angles are shallower and result from the increased overhang mentioned above: In 2021, lower-level Tundras had a 26-degree approach angle, though the departure angle was only 16 or 17, trim depending. Only the 2021 TRD Pro had a generous 31-degree approach angle and 17-degree departure angle.

  Towing and Payload Capacities

  Towing and payload capacities improve over the outgoing Tundra, but they can’t touch the maximum packages offered elsewhere. Payload maxes out at 1,940 pounds for the 2022 model, up from the outgoing generation’s 1,730 pounds but well short of the Silverado 1500 (2,280 pounds), Ram 1500 (2,300) or F-150 (a bonkers 3,325).

  A trend among redesigned pickups is a gaggle of bed innovations ranging from useful to gimmicky. Toyota didn’t throw much at the wall, at least from the factory. The new Tundra features no onboard generator, multifolding tailgate or in-bed trunk, though a purported 51 new or redesigned accessories (plus 64 carryovers) might have a surprise or three. Higher trim levels have a nifty release button tucked into the taillights, which you can elbow to drop the tailgate if your arms are full. (See, there’s something!)

  More important is the Tundra’s newly standard, aluminum-reinforced composite bed material, which might save some shoppers the expense of adding a separate bedliner. Toyota says the material resists dents and corrosion better than steel or aluminum; indeed, its gritty, spray-in feel seems moderately durable. Regardless, shoppers with serious hauling needs may want to get a liner atop this, as the material doesn’t extend up the sides.

  Maximum towing capacity for the 2022 Tundra increases to 12,000 pounds under SAE International’s J2807 standards. That’s a healthy gain over the prior generation’s 10,200 pounds but short of the Detroit Three competition (12,750 to 14,000 pounds, depending on truck). Available towing aids for 2022 range from rear-facing trailer lights on the optional tow mirrors to Straight Path Assist, a system that can automatically steer the Tundra while backing up to keep your trailer in a straight path; it’s similar to the F-150’s Pro Trailer Backup Assist. I sampled SPA with a short trailer hitched astern, and it mitigates the dreaded jacknife to back up straight, provided you line the trailer up beforehand in the intended direction. Adjusting your heading is possible, but expect a learning curve.

   

  

   

  The Interior

  Toyota did away with the Tundra’s high-shelf dashboard for something with a few graduated layers, plus an 8- or 14-inch touchscreen that juts a little bit above it all. (The outgoing Tundra had a 7- or 8-inch touchscreen, depending on trim.) Both screens use Toyota’s new Audio Multimedia system, a version of which we first saw in the redesigned NX from Toyota’s Lexus division. It’s a straightforward unit with oversized icons, simple menu structures and a purported five times faster processing regardless of screen size. Wireless integration of Apple CarPlay and Android Auto is standard, and CarPlay works over the entire display — a problem with some of Toyota’s other oversized screens, which confine phone projection to a subset of the screen.

  The dashboard controls are intuitive overall, with toggle switches for the air conditioning, an oversized volume knob with the 14-inch touchscreen and mercifully few operations buried in the submenus. Annoyingly, the 8-inch screen swaps the large volume knob for a tiny one that could evade operation with work gloves, and that’s in the trim levels likeliest to end up with contractors. Neither screen offers a tuning knob, and the rickety gear selector is like so many others from Toyota.

  Cabin quality is otherwise fine, with soft-touch surfaces in areas your arms and knees touch. No trim level can match the leather-lined extravagance of a top-flight Ram 1500, a pickup so premium we named it our top luxury vehicle in 2020, but materials are class-competitive otherwise. Lower trim levels cheap out a bit, swapping in hard-touch plastics on the console sides and rear doors, but that’s to be expected among full-size trucks. The redesigned console limits knee width a tad more than in the prior generation, but the berth should still be wide enough for larger drivers; ditto for the Tundra’s wide, flat seats. Backseat knee clearance is workable in the Double Cab and generous in the CrewMax, with good headroom and cushion height regardless.

  Cabin storage abounds, with console cubbies aplenty and, in most trim levels, storage bins under the pop-up rear seat cushions. Above them, the head restraints tip forward to improve visibility out back, with a camera-based rearview mirror on top trim levels to clear it up further. Still, the Tundra’s chunky B-pillars hamper visibility over your left shoulder regardless of cab style. Most trims offer a blind spot warning system, but no electronics can replace inherently good sight lines.

   

  

   

  Safety, Driver-Assist and Other Features

  The prior generation’s spotty crash-test scores from the Insurance Institute for Highway Safety don’t carry over to the redesigned 2022 model, but the agency has yet to publish anything more recent. Standard features include automatic emergency braking with pedestrian detection, plus lane departure warning with steering assist. Impressively, adaptive cruise control and hands-on lane centering, two features typically optional among half-ton pickup trucks, are standard here.

  Pricing and EPA mileage remain unavailable as of this writing, but standard features are impressive. Among them are the aforementioned safety and driver-assist tech, plus the 8-inch touchscreen with wireless Apple CarPlay and Android Auto, three USB ports, one-touch power windows all around, single-zone automatic climate control and keyless access with push-button start. One curious omission is a height-adjustable driver’s seat, missing in the SR and standard SR5 grades. Absent the adjuster, some drivers may find the chair too low.

  Power front seats with dual height adjusters are optional, as are dual-zone climate controls, vinyl or leather upholstery with heating and ventilation for both rows, regular or panoramic moonroofs, and a heated steering wheel with power tilt/telescoping adjustments. Optional on the SR5 and standard higher up is the 14-inch touchscreen; other tech extras include 12.3-inch virtual gauges, a 360-degree camera system, a head-up display, wireless phone charging and two more USB ports.

   

  Should You Buy a Tundra?

  Redesigned pickup trucks often see automakers throwing everything at the wall to see what sticks. Styling notwithstanding, Toyota played it a bit safe. The Tundra offers no hands-free steering, a feature soon available on the F-150 and GM’s updated trucks. You don’t get a host of new bed features, nor towing or payload packages that outspec a few competitors. Top trim levels are nice but not groundbreaking, and the bottom end doesn’t reprise a single cab or fleet-grade engine. The Tundra hybrid is a feat, but Ford beat Toyota to the punch on that. And the 10-speed with either powertrain needs grooming.

  But the Tundra is a strong choice for the heart of the half-ton market: crew-cab shoppers who want a truck in the $40,000 to $50,000 range. The effort here is clear, with few moon shots but many concrete gains. I’m not sure the one emphasis precluded the other, but there’s only so much investment a redesign can get. For most truck shoppers, I suspect the Tundra got plenty.

  (https://www.cars.com/articles/2022-toyota-tundra-review-better-where-it-counts-442119/)

• 2022 Toyota Tundra: What We Know About the Next One

  Will the next full-size Tundra pickup truly challenge the likes of the Ford F-150 and Ram 1500?

  UPDATE: We've included exclusive MotorTrend renders based on leaks and various prototypes running around, showing aggressive front bumper and cutaways underneath the headlights. It should prove to be an interesting, bold evolution of the sort of styling Toyota has been exploring in its TRD Pro models, albeit much more extreme.

  

  The current Toyota Tundra impressed us enough to earn the MotorTrend Truck of the Year award…in 2008. Since then, the Japanese automaker has merely put coats of lipstick on its aging pickup while rivals such as the Chevrolet Silverado, Ford F-150, GMC Sierra, and Ram 1500 received at least one full-on redesign. In other words, the Tundra's been left in the dust. However, Toyota finally is doing something about it.

  The 2022 Toyota Tundra is due to ride on the company's latest truck chassis. Reportedly coined Toyota New Global Architecture-F (or TNGA-F), the Tundra's body-on-frame underpinnings ought to benefit from greater use of high-strength steel and other weight-saving materials. Like the Ram 1500, we anticipate the next-gen Tundra will adopt coil springs—in place of the current truck's leaf springs—to go with its live rear axle. Such a setup will surely improve the truck's ride quality. Likewise, we expect the lither 2022 Tundra to notably improve upon the outgoing model's maximum 1,730-pound payload and 10,200-pound towing figures. Of course, it will have to, with more-modern light-duty competitors offering capacities that far outstrip those dated numbers.

  

  Say goodbye to the Tundra's V-8 engines, because Toyota's big pickup will reportedly enter the world with a V-6-only powertrain lineup. Look for higher-end Tundra variants to utilize a variant of the 416-hp 3.4-liter unit found under the hood of the Lexus LS500. Lesser Tundras will likely employ the naturally aspirated 278-hp 3.5-liter V-6 engine of the Tacoma (possibly massaged to produce more than 300 horses).

  

  Given Toyota's hybrid history, the brand may offer the 2022 Tundra with a gasoline-electric hybrid powertrain option, putting it on the vanguard in a segment that is just now warming up to electrification. Such a setup will allow the Toyota truck to properly compete with the 2021 Ford F-150 and its available hybrid powertrain.

  2022 Toyota Tundra's Truck-Like Looks

  Despite its relatively radical mechanical changes, the 2022 Toyota Tundra is anticipated to evolve upon the styling of today's truck. That's no bad thing, as the current Tundra has finally grown into its skin—the original version looked like a four-wheeled fish of some sort—and comes across as innocuous enough, if not fully handsome. Still, look for the big Toyota truck to sport a brasher front-end design incorporating a large grille and tall hood, providing the new Tundra with a flashier mug.

  

  Inside, the new Tundra will welcome Toyota's latest Entune infotainment technology. This includes an available 12.0-inch touchscreen infotainment system and a large head-up display unit. Toyota's full Safety Sense suite of goodies are sure to be available, too, including automatic braking, advanced radar cruise control, automatic lane centering and lane-keep assist, and much more.

  2022 Toyota Tundra On-Sale Date And Price

  Although we expect Toyota to unveil the 2022 Tundra before the middle of next year, we don't anticipate the model rolling forth from Toyota's San Antonio, Texas, factory and reaching dealerships until the end of 2021. When it arrives, the 2022 Tundra may sport a base price close to that of the current truck's approximately $35,000 figure, or the brand might reintroduce lower, less-equipment-rich trim levels to the lineup in an attempt to capture fleet or entry-level buyers.

  

  No matter what, opting for four-wheel drive, more technology, a larger cab or bed, and more powerful or advanced powertrain options will raise the truck's cost. Plan to spend north of $55,000 to get into the 2022 Tundra's pricier trims.

  Source: motortrend.com

• 2023 Toyota Crown Courts Controversy

  Toyota embraces polemical design with the Avalon's tall four-door successor, the 2023 Crown.

  Nobody ever argued about the Toyota Avalon, which was universally described as "perfectly nice." But Toyota, in case you haven't noticed, is no longer content with inoffensive competence. So it replaced the Avalon with the 2023 Crown, a jacked-up four-door coupe-roof sedan that looks like a 1999 Subaru Legacy SUS and a Local Motors Rally Fighter had a baby. The fact that this thing succeeds the Avalon reveals a lot about Toyota corporate culture right now, which we imagine as Rumspringa in Toyota City. What will it build next, and will it be the result of a dare?

  The Crown—a nameplate that dates to 1955 in Japan—is 3.7 inches taller than a Camry and twice as extroverted. The high-riding stance is mostly posturing, given that the Crown's ground clearance is only 5.8 inches, just a tenth of an inch higher than the Camry's. But its optional 21-inch wheels look concept-car enormous on a vehicle this size, and the Platinum model's available two-tone paint brings some Maybach attitude to the near-luxury-sedan segment.

  

  The Crown's two available hybrid powertrains differ in more than just power output. It's really like there are two Crowns—the base XLE and Limited for people who might actually be replacing an Avalon, as well as the Platinum Hybrid Max models that step brazenly into Lexus territory in terms of pricing and performance. All-wheel drive is standard either way, with the XLE and Limited using a naturally aspirated 2.5-liter four-cylinder paired with three electric motors to deliver a total of 236 horsepower through a continuously variable transmission. The rear axle is electric-only—there's no driveshaft—and its motor makes 54 horsepower and 89 pound-feet of torque. That's enough, Toyota tells us, to ensure that all-wheel drive remains available at all speeds, although we can't imagine the rear end is doing much if you boot it at 80 mph. This powertrain isn't the enthusiast choice, with Toyota claiming a safe and sane 7.6-second 60-mph time, but it does have an impressive EPA combined fuel-economy rating of 41 mpg. Curiously, while the revised 2023 Corolla Hybrid gets a lithium-ion high-voltage battery, the upmarket Crown sticks with nickel-metal hydride.

  

  The optional Hybrid Max powertrain, available only in the Platinum, more closely aligns the Crown's performance with its bold sheetmetal. A turbocharged 2.4-liter four teams up with two electric motors to deliver 340 horsepower and 400 pound-feet of torque, while EPA combined fuel economy drops to 30 mpg. In the Max, the water-cooled rear motor makes 79 horsepower and 124 pound-feet and is always engaged (the base powertrain goes front-drive until the rear wheels need traction). Stacking the gains, Toyota bolts the turbo four to a six-speed automatic that uses a wet clutch instead of a torque converter. Hello, silky rev-matched downshifts. Intriguingly, the clutch will allow a high-rpm launch-control mode, which Toyota says is in the works and would likely drop the claimed 5.7-second 60-mph sprint even lower. The Platinum trim also gets adaptive dampers that make the Crown a surprisingly willing partner when the road gets twisty.

  Inside, the Crown's cabin is reminiscent of the dearly departed Land Cruiser—not flashy but impeccably assembled with quality materials. It looks as if a scuffed driver's seat bolster might be the only tell when the odometer hits 200,000 miles. The Platinum's leather front seats are heated and ventilated, and the rear seats are also heated. The sleek climate control panel, immediately below the 12.3-inch touchscreen, would look perfectly at home in a $100,000 Lexus. The only letdown is the 11-speaker JBL audio system in the Limited and Premium (XLEs get a basic six-speaker system). The JBL sounds as if 10 of its 11 speakers might be tweeters, and yes, we checked the settings and tried different cars. Toyota says the system was "acoustically tuned for Toyota Crown to match unique vehicle characteristics," so maybe that means it expects the Crown demographic to listen to crime podcasts and NPR.

  

  Like the old U.S.-market Land Cruiser, the Crown is built solely in Japan, at the Tsutsumi plant. And perhaps Toyota hopes that the Crown might capture a few orphan Land Cruiser owners in search of that signature anti-brand-snob Toyota luxury experience. Crown pricing starts at $41,045 for an XLE and ranges up to $53,445 for a Platinum. Is that too expensive for a Toyota sedan?

  We'd say not, but the Crown's value proposition is up for debate as much as its style. Toyota hopes to sell about 20,000 Crowns a year in the U.S., which is a healthy goal but not one that demands mainstream conformity. Maybe you hate the way the Crown looks—that's fine. Toyota is fully aware haters gonna hate, and it truly doesn't care. If we're bickering over the Crown, we're talking about the Crown.

  To that point, you don't offer two-tone paint if you're looking for unanimous consensus. That option, only available on the Platinum, brings a gloss black hood, roof, and rear decklid, set against extroverted lower-body colors like "Bronze Age." The two-tone paint costs $550 extra, and we'd say it's mandatory. But we'd be happy to argue about it.

  Source: caranddriver.com

• 2023 Toyota Sequoia
   
   

  Overview

  The Toyota Sequoia has always been a full-size, three-row SUV based on the same platform as the Tundra pickup truck, and that won’t change with the new generation set to arrive for the 2023 model year. The new model looks to be far more modern than the outdated second-generation Sequoia it replaces, which has been around for more than a decade. It should use the Tundra’s twin-turbo V-6 and is likely to offer the same iForce MAX hybrid powertrain as an option. Inside, we expect to see a large touchscreen with the latest software, along with a spacious cabin with space for up to eight passengers. This should all help the Sequoia be more competitive with rivals such as the Chevy Tahoe and Ford Expedition.

   What's New for 2023?

  The Sequoia will be completely redesigned, closely following the changes made to the redone Tundra. It’s slated to debut later this year, as Toyota has already shown a teaser of the new model.

   

  Engine, Transmission, and Performance

  We expect the Sequoia to use the same twin-turbo 3.4-liter V-6 engine that’s standard equipment in the 2022 Tundra. It produces either 348 or 389 horsepower in nonhybrid versions of the truck, and there’s an iForce MAX hybrid version of this powertrain that ups output to 437 hp. The Tundra’s 10-speed automatic transmission should carry over to the Sequoia SUV as well. Rear-wheel drive will likely be standard, with four-wheel drive optional on most versions and standard on the off-road-oriented TRD Pro model.

  

   

   

  Interior, Comfort, and Cargo

  The Sequoia’s large and spacious interior should continue to be its calling card, with a third row of seats as standard equipment. A second-row bench setup with eight-passenger capacity should be standard, with optional second-row captain’s chairs reducing the number of seats to seven. With a wide range of trim levels available, the interior trimmings will likely run the gamut from cloth to leather upholstery and varying levels of wood and chrome trim as you walk up the price ladder.

  

   

   

  Infotainment and Connectivity

  The old Sequoia’s dated touchscreen setup will likely be swapped out for the large 14.0-inch touchscreen found in the Tundra. This screen will use Toyota’s latest infotainment software that offers all manner of smartphone-mirroring and other connectivity options.

  https://www.caranddriver.com/toyota/sequoia

• 2023 Toyota Sequoia Capstone First Test: Outstanding Numbers, But the Rest?

  The new Sequoia is among the most statistically impressive three-rows on sale.

   

  Pros

  • Huge fuel economy gains
  • Seriously improved towing capacity
  • Thoughtful and easy third-row access

  Cons

  • Unsettled ride quality
  • Interior quality fails to match the price tag
  • Mushy brake pedal saps confidence

  The oldest known specimen of Sequoiadendron giganteum lived for 3,266 years in the Converse Basin Grove of Giant Sequoia National Monument. That's about how long the second-generation Toyota Sequoia was on sale. OK, we're exaggerating slightly, but our first drive of the last Sequoia was published way back in November 2007, and the SUV stayed much the same during the following 15 model years that it was on sale. That is longer than double the lifecycle of most vehicles.

  That SUV's age was apparent whether you looked at it, drove it, or touched it—in its sluggish transmission, ancient pre-Great-Recession-era design, pitiful fuel economy, and the generations-old switchgear and materials that littered the interior. The all-new Sequoia addresses all of those shortcomings and then some, and now that we've had a chance to stuff it full of testing equipment and spend more time behind the wheel following our first drive earlier this year, we can answer the big question: Is the Sequoia finally worth recommending to more than just the Toyota faithful?

  

  So Long, V-8

  Central to Toyota's reimagined Sequoia is its new powertrain. Gone is the 381-hp, 401-lb-ft V-8 that had been under its hood for a decade and a half. It is replaced by something thoroughly modern: a 3.4-liter (not 3.5, despite what Toyota will tell you) twin-turbo V-6 augmented by an electric motor, the same i-Force Max hybrid setup offered in range-topping Tundras. System output sums to 437 hp and a stump-pulling 583 lb-ft of torque, improvements of 56 hp and 182 lb-ft over the outgoing V-8. Toyota also swapped the old Sequoia's lazy dog of a six-speed for a new, of-this-era 10-speed automatic.

  The results? All that extra torque means towing capacity increases by more than 2,000 pounds. The new Sequoia can now drag up to 9,520 pounds, which is at least 1,000 more than most SUVs in the full-size segment; only the 2023 Jeep Wagoneer with its new inline-six beats the Toyota.

  As expected, the 2023 Sequoia is significantly quicker in a straight line than its predecessor, too. Our testing shows 0-60 mph in 5.6 seconds, more than half a second sooner than the quickest previous-gen model. The 2022 Ford Expedition's Stealth Performance package may beat it in a drag race, but so far this is the quickest full-size three-row we've ever tested.

  The most significant improvement to this big SUV is its fuel economy. The old truck, with its thirsty old-school V-8 and outdated six-speed, was rated worst in its class at 13 mpg city and 17 mpg highway. With its standard hybrid twin-turbo V-6 and 4WD, the 2023 Sequoia is rated at 19/22 mpg on the same test cycles. That's significantly better than a comparable Chevrolet Tahoe, Ford Expedition, Nissan Armada, or GMC Yukon, and fractionally ahead of the aforementioned I-6 Wagoneer. Efficiency nuts will point out GM's diesel offerings fare better, but those SUVs can't match the Toyota's acceleration or towing capabilities.

  

  This efficiency (relatively speaking) is all the more surprising given how, at nearly 6,200 pounds, the Toyota is among the heaviest we've tested in this space. If it doesn't impact fuel economy, it does ding the dynamics; Toyota's largest SUV stops from 60 mph in 134 feet. Among the 15 full-size SUVs we've tested over the past five model years, only two required a longer stopping distance.

  Not Just The Numbers

  Of course, the new Sequoia Capstone is more than its spec sheet, and spending more time with Toyota's answer to the Tahoe and Expedition exposes some unwelcome driving behaviors. There's a persistent jiggle emanating from the rear end. Even on flat roads, the live-rear-axle Sequoia never feels planted. And, yes, this is one of the few areas in which the new Sequoia lags behind its predecessor, which came with a then-unique independent rear suspension.

  Driving anything other than straight, the Toyota behemoth embodies what senior editor Aaron Gold calls "big-car clumsy." Body roll is abundant in corners and the nose dives forward under braking. Multiple staffers also called out major shudders through the body structure when driving the Sequoia over washboard sections of an off-road course.

  As for the new powerplant, we have mixed feedback. Drivetrain lash is evidenced by the vehicle clunking into gear, and associate online editor Alex Leanse points out that quick transitions from throttle to brake exposed hesitation in powertrain response.

  The engine provides plenty of outright performance, which Gold describes as "like a V-8" but with "an invisible hand pushing the vehicle along." Credit the electric motor's torque fill. Some folks loved the hybrid twin-turbo V-6 but others noted inconsistent surges of power delivery. Toyota also makes this engine sound like a V-8, not with some clever exhaust geometry but by piping fake induction noise through the audio system. Call it disingenuous, but we're not mad about a little aural character even if it's artificial.

  

  We have less kind words for the brake pedal. Leanse notes "a noticeable transition between regenerative and friction braking" and features editor Christian Seabaugh describes the feel as "mushy and Prius-like" to the point that it would ruin the towing experience.

  Interior Insights

  Beyond the driving experience, our test model came in Capstone guise, Toyota's new range-topping truck and SUV trim, which is positioned above the Platinum and TRD Pro. Our test vehicle rings in at $80,095, which makes this the most expensive offering in Toyota's lineup, in addition to landing within $8,000 of a base Lexus LX600. Keep in mind, the LX and Sequoia SUVs share their underpinnings and some mechanicals, though the Lexus is slightly smaller.

  What's different? Outside, the Capstone gets giganteum 22-inch wheels (which exaggerate its jiggly ride), chrome accents, power running boards, and acoustically insulated front door glass over the Sequoia Platinum. The interior adds trim-specific semi-aniline leather upholstery, fake-looking open-pore American walnut trim, and ambient interior lighting to the panoramic glass roof and heated/ventilated first and second-row seats of the Platinum. 

   

  Editorial director Erik Johnson feels the interior materials are "decent for $60,000—not so much for $80,000" and notes uneven dashboard stitching and some chintzy-looking plastics, calling out the Capstone as a clearly dressed-up version of a more pedestrian family hauler. There is more frequent use of scratchy plastic the farther back you move in the vehicle, and the third row area is spartan.

  The Sequoia's optional 14.0-inch touchscreen infotainment display (standard in Limited models and up) is a bright, responsive, generational leap over the aging 7.0-inch display in the outgoing Sequoia. Wireless smartphone mirroring and a plethora of camera feeds, including one from a 360-degree camera system, help bring the Sequoia into the present. That said, the system has no home screen or central hub outside of a thin, Apple dock-style strip of menu shortcuts flanking whatever menu is selected. Startup defaults to the navigation page which, unless you've paid for a subscription, mocks the driver with a blank screen.

  

  Speaking of rear seating, the second-row captain's chairs are notably firm and mounted high, but both traits are in service to third-row access. Ingress requires only an easy pull of a lever mounted below the seat cushion near the door that results in the second-row seat folding in half and tilting way forward. It's effortless to reach the way-back, even for a small child. That's key, because cramped legroom and headroom mean you won't want full-size adults back there for long.

  Closing Thoughts

  The 2023 Toyota Sequoia represents an obvious improvement over its predecessor. This year's redesign addresses all of our qualms about that Jurassic-era SUV while also improving its towing numbers, modernizing the infotainment, including a full collection of driver-assist features as standard, and providing best-in-class accessibility to its third-row seating. Being dragged into the present isn't the same as jumping ahead of competitors, however. The Jeep Wagoneer offers a better standard powertrain, marginally higher towing capacity, superior driving dynamics, a nicer interior, and improved infotainment.

  If you want a three-row Toyota that'll tow almost anything, the new Sequoia is your best bet. Even then, we'd recommend a Sequoia SR5 or Limited; those models sacrifice little in interior quality or features but deliver the same capability at a much more palatable price. Here's hoping it doesn't take 3,000 years for Toyota to make further improvements.

  Source: motortrend.com

• 2024 Toyota Compact Cruiser
  Overview

  Toyota has a history of capable off-road SUVs, from the FJ Cruiser to the 4Runner to the luxurious Land Cruiser. While the Land Cruiser is leaving the American market starting in 2022 and the FJ Cruiser hasn’t been sold here since 2014, Toyota is intent on staying competitive in the off-road space as the market transitions to electric vehicles, and will launch a tough compact electric SUV in the coming years. Previewed by the Compact Cruiser EV concept, the SUV will get boxy styling and rugged bumpers and body cladding. Very little is known about the electric powertrain, but the instant torque of electric motors should make it decently quick and adept at navigating rough terrain.

  What's New for 2024?

  The Compact Cruiser EV will be an all-new model for Toyota when it launches, and presumably will have a more creative name. We expect the electric off-roader to arrive for the 2024 model year. It will likely share some suspension and powertrain components with other upcoming electric Toyotas, but there is not much information yet on the mechanical components of the Compact Cruiser EV.

  

  We estimate the price of the 2024 Compact Cruiser EV will start at around $35,000. We’ll know more about trim levels and pricing for the Compact Cruiser EV as the on-sale date nears.

   

  As more information becomes available, we'll update this story with more details about:

  •  Engine, Transmission, and Performance
  •  Range, Charging, and Battery Life
  •  Fuel Economy and Real-World MPG
  •  Interior, Comfort, and Cargo
  •  Infotainment and Connectivity
  •  Safety and Driver-Assistance Features
  •  Warranty and Maintenance Coverage

  (https://www.caranddriver.com/toyota/compact-cruiser-ev)

• 2024 Toyota Compact Cruiser
   
  Overview

  Toyota has a history of capable off-road SUVs, from the FJ Cruiser to the 4Runner to the luxurious Land Cruiser. While the Land Cruiser is leaving the American market starting in 2022 and the FJ Cruiser hasn’t been sold here since 2014, Toyota is intent on staying competitive in the off-road space as the market transitions to electric vehicles, and will launch a tough compact electric SUV in the coming years. Previewed by the Compact Cruiser EV concept, the SUV will get boxy styling and rugged bumpers and body cladding. Very little is known about the electric powertrain, but the instant torque of electric motors should make it decently quick and adept at navigating rough terrain.

  What's New for 2024?

  The Compact Cruiser EV will be an all-new model for Toyota when it launches, and presumably will have a more creative name. We expect the electric off-roader to arrive for the 2024 model year. It will likely share some suspension and powertrain components with other upcoming electric Toyotas, but there is not much information yet on the mechanical components of the Compact Cruiser EV.

  

   

  We estimate the price of the 2024 Compact Cruiser EV will start at around $35,000. We’ll know more about trim levels and pricing for the Compact Cruiser EV as the on-sale date nears.

  (https://www.caranddriver.com/toyota/compact-cruiser-ev)