Displaying items by tag: Toyota

Friday, 14 January 2022 10:38

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.


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.


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.


Published in Toyota
Tagged under
Friday, 07 January 2022 08:16

Tested: 2022 Toyota Tundra Pickup Goes Big


The Toyota Tundra is old. How old? It's so old, when it was introduced, the Dead Sea was just getting sick. It's so old, if you park one outside an antiques store, people will try to buy it. It's so old, it was introduced in 2007. Which is, uh, 14 years ago. The fact that Toyota still sells more than 100,000 Tundras a year is a testament to the effort it expended on that mid-2000s redesign—a 381-hp V-8 was killer then and still relevant now. But it's (long past) time for an update, and so the 2022 Tundra gets a thorough overhaul that sets Toyota up for another long production run. Maybe not 14 years this time, though.


2022 toyota tundra trd pro

HIGHS: Modernized interior, coil-spring rear suspension, turbocharged power across the board.

The other major hardware change concerns the rear suspension, which is now a coil-spring design. Optional air springs enable automatic load leveling but can also be manually controlled, to either lower the rear end to ease loading or raise it for off-roading. Which, given the fixed front ride height, means that the Tundra can Carolina Squat itself.

Trim levels mirror the previous-gen truck, starting with the basic SR and the volume-model SR5 and climbing through fancier Limited, Platinum, and 1794 variants. The TRD Pro is now hybrid-only, but the hybrid-adverse can build an SR5 that nearly replicates the TRD Pro's hardware. The new TRD Off-Road package includes TRD wheels and suspension (though not the Pro's Fox internal-bypass front dampers and remote-reservoir rears), along with a locking rear differential—the first time an electronic locker has been offered on a Tundra. If you want to go in the opposite direction, there's also a TRD Sport package that lowers the ride height.


LOWS: No full-time 4WD system, no onboard generator for the hybrid, air suspension for the rear axle only.

Maximum payload is now 1940 pounds, and that almost-ton of stuff rides in a rugged new aluminum-reinforced composite bed—the "make the whole plane out of the black box" approach to bedliner. Nonetheless, Toyota still offers both a bed mat and a spray-in bedliner as accessories. Why? Because a certain group of people demand so. We won't say who, but they'd be the ones who make a bunch of money selling you a bedliner for your bed. (They'll also install a three-inch lift kit, among a portfolio of other accessories.) Those beds are available in 5.5-foot, 6.5-foot, and 8.0-foot lengths, and Tundra buyers can now pair the crew cab with a 6.5-foot bed.

From the outside, the Tundra's redesign is conservative—huge grille notwithstanding—with a definite Silverado resemblance in the cab, particularly the upward kick of the sheetmetal at the bottom of the rear side windows. But inside, it's a huge departure from its predecessor. An 8.0-inch center touchscreen is standard, but every truck at the launch event had the optional 14.0-inch infotainment screen. The navigation system is the most obvious upgrade, running a cloud-based system that will automatically store maps offline if you're heading into an area with spotty connectivity. There's also a "Hey, Toyota" virtual assistant that can understand natural questions and commands. One thing that's missing from both systems is a tuner knob for the stereo. If you frequently listen to SiriusXM or terrestrial radio, that could be a major aggravation—the hard buttons on the steering wheel scroll through presets, but not from channel to channel. Up above the rearview mirror is the switch to roll down the rear glass, which is nice for talking to hitchhikers riding in the bed.

2022 toyota tundra trd pro
We didn't tow with the Tundra, but its 12,000-pound max tow rating is competitive with the other half-ton trucks. It also has a clever backup assist function. Drive around for a bit with your trailer and the truck learns how it behaves, then enables a mode where the truck steers the trailer straight back on whatever heading you put it on. That seems more useful than relearning how to reverse a trailer, which is essentially what Ford's backup assist requires.

With no center differential on any trim, the Tundra's default on-pavement mode is rear-wheel drive. So, take a rear-drive truck with an open diff, 437 horsepower and 583 pound-feet of torque, and you have a recipe for massive burnouts. In our testing, a TRD Pro hit 60 mph in 5.7 seconds, despite refusing to shift at redline (even in manual mode). The quarter-mile is dispatched in 14.5 seconds at 92 mph. That’s quick, but it still lags the 5.4-second zero-to-60-mph dash and 13.9-second quarter-mile we saw from the hybrid Ford F-150 Powerboost, which also undercuts the Tundra’s 6107-pound weight by 313 pounds. Fortunately, the Tundra’s coil-spring rear end helps imbue this three-ton hauler with a feeling of precision that was missing in the 2021 model. The whole truck feels more taut and better in control of its mass, both sprung and unsprung. The TRD Pro’s 0.71-g skidpad result qualifies as decent, given that model's Falken Wildpeak AT3W all-terrain tires.

2022 toyota tundra trd pro

When it's time to back off the throttle, the hybrid downplays its electrified nature. Although it's recapturing energy on deceleration, there's no display to show that, nor any Prius-style energy deployment graphic. All it has is a gauge showing how much muscle the electric motor is contributing, conspicuously paired with a similar one displaying turbo boost. Where'd that energy come from? Your Tundra won it in a game of poker, or hunted it with a bow and arrow, because that's what tough trucks do.

The fact that Toyota came up with "i-Force MAX" as a euphemism for "hybrid" is a clue that efficiency might not be the main objective here. We still don't have EPA numbers for the hybrid, but the truck's own reckoning from its trip computer put the mileage similar to the nonhybrid, which is to say high teens in mixed driving. We'd guess the i-Force MAX picks up 1 or 2 mpg in the city but doubt it betters the 22-mpg highway for the nonhybrid 4x4. The hybrid will go into EV mode at highway speeds, but with only 48 horsepower motivating a 6000-pound truck, it doesn't take much throttle to awaken the V-6.

2022 toyota tundra trd pro
Both powertrains are hushed, piping in some synthesized engine noises to provide a little drama when you dig deep on the throttle. So, whether in Eco mode or Sport+, there's a prominent growl when you floor the accelerator. It's not bad. And with the windows down, every now and then you catch the sound of the turbos spooling up.

Pricing starts at $37,645 for a rear-drive SR double cab, and the fancier trims can cross the $60,000 threshold (that's for the conventional powertrains, with the hybrid pricing as yet unannounced but presumably involving a premium). Toyota admits that it doesn't expect to outsell the domestic trucks, because if the 2007 Tundra couldn't, what would? Thus, three strategic concessions: air springs only on the rear axle rather than all four corners, no generator function with the hybrid, no full-time four-wheel-drive system that can be used on pavement. Because would any of those things convince longtime Ford buyers to jump to Toyota? Conversely, will their absence drive a loyal Tundra driver to another brand? Probably not. If the 2007 Tundra was ahead of its time, this one is of the moment—however long that should last.


2022 Toyota Tundra TRD Pro
Vehicle Type: front-engine, front-motor, rear/4-wheel-drive, 5-passenger, 4-door pickup

Base: $57,000

twin-turbocharged and intercooled DOHC 24-valve 3.4-liter V-6, 389 hp, 479 lb-ft + AC motor, 48 hp, 184 lb-ft (combined output: 437 hp, 583 lb-ft; nickel-metal hydride battery pack)
Transmission: 10-speed automatic

Suspension, F/R: control arms/live axle
Brakes, F/R: 13.9-in vented disc/13.6-in vented disc
Tires: Falken Wildpeak AT3W
285/65R-18 116T M+S

Wheelbase: 145.7 in
Length: 233.6 in
Width: 81.6 in
Height: 78.0 in
Passenger Volume: 117 ft3
Curb Weight: 6107 lb

60 mph: 5.7 sec
1/4-Mile: 14.5 sec @ 92 mph
100 mph: 18.0 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 6.5 sec
Top Gear, 30–50 mph: 3.5 sec
Top Gear, 50–70 mph: 4.2 sec
Top Speed (gov ltd): 107 mph
Braking, 70–0 mph: 194 ft
Roadholding, 300-ft Skidpad: 0.71 g

Combined/City/Highway: 19/17/22 mpg

Published in Toyota
Saturday, 25 December 2021 06:35

2024 Toyota Compact Cruiser


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.


Published in Toyota
Friday, 24 December 2021 05:45

Toyota GR Supra 2.0 First Test: Supra or Subpar?

We put the baby Supra through our testing regimen to see how it stacks up.

Drive enough cars, and you come to realize the biggest and most powerful versions aren't necessarily the best. In fact, many of history's most celebrated cars have prioritized a balanced driving experience over outright power and speed. We wondered if this would be the case with the 2021 Toyota GR Supra 2.0, the entry-level version of Toyota's recently resurrected sports car.

The Equipment

The 2021 Toyota GR Supra 2.0 is so named because it is powered by a BMW-sourced, turbocharged 2.0-liter engine developing a punchy 255 hp and 295 lb-ft of torque. Before you jump to call it underpowered, we managed to hit 60 mph from a standstill in just 4.8 seconds. That time makes it quicker than every single other Toyota Supra we tested before the current model made its debut, including the coveted 1997 Supra Turbo, which managed the same feat in 4.9 seconds. The new 2021 GR Supra 2.0 benefits from modern tech like a slick-shifting eight-speed automatic transmission, launch control, and sticky summer tires. Its acceleration is 0.8 second slower than the more powerful 2021 Toyota GR Supra 3.0 we tested earlier in 2021.

This Supra does lack some gear that significantly differentiates it from the GR Supra 3.0, including adaptive sport suspension, an active rear sport differential, four-piston front brakes, 19-inch wheels, and larger exhaust exits. The Supra 2.0 makes do with single-piston front brakes, 18-inch wheels, and a smaller exhaust setup. Otherwise, the two variants are cosmetically identical, which is a huge advantage for folks who just want to buy a more affordable car that looks cool.

2021 Toyota Supra Turbo 2.0 First Test 37

The Drive

Aside from being quick off the line, the 2021 Toyota Supra 2.0 has impressive grip thanks to its sticky Michelin Pilot Sport 4S tires. In our skidpad testing, where we evaluate a vehicle's lateral grip, the car pulled an average of 1.0 g, the exact same as the Supra 3.0. Although it exhibits impressive road holding when the pavement is smooth, the suspension still jumps around quite a bit over rough spots, jostling everyone inside.


The poor manners continue under acceleration and braking. The Supra 2.0 wiggles its tail off the line, and it wants to rotate under hard braking, so it's important to be mindful of your steering and to keep the wheel pointed straight. We also noted the GR Supra 2.0 requires smooth driver inputs at all times to compensate for its twitchy nature; the car was eager to oversteer as soon as we disabled stability control for our on-track testing.

Brake pedal feel is fantastic, however, with just enough weighting and feedback to allow for reliable and predictable slowing or stops. That said, after a stretch in the canyons, we picked up noticeable brake fade, which was also evident in our track testing. After three stops of 108 feet, 107 feet, and 108 feet from 60 mph, the fourth stop took a significantly worse 124 feet.

All of this isn't to say the 2021 Toyota GR Supra 2.0 isn't entertaining to drive. At times it can be hilariously fun, especially with the massive amount of grip that enables the car to carry a huge amount of speed through corners. The steering is quick and precise, but it takes a while to get used to the numb feel. The thin rim feels great, but the swaths of plastic in its center and bottom spokes deliver a bit of an ungainly look. We also noted in daily driving and on twisty roads that the steering wheel doesn't like to unwind on its own; we had to apply a bit more force than usual to get the wheel to straighten out. This feeling of gumminess in the rack serves as another distraction within the Supra's overall fun-to-drive personality.

2021 Toyota Supra Turbo 2.0 First Test 3

Whereas the 3.0-liter Supra is more of a hot rod, the 2.0-liter car is brisk enough to be enjoyable but not so quick that you must keep lifting just to keep it near the speed limit. Still, although the smaller powerplant doesn't have the same grunt as the engine in the Supra 3.0, it still provides some satisfying power when the transmission changes gears, and you get some crackling from the exhaust when you lift the throttle. The drivetrain is very smooth and is fun to rev out, too. It's perfectly powered for more technical roads, especially with the sheer amount of mechanical grip. The sporty coupe is a joy to send through tight corners, and the best way to drive the car is to find a consistent rhythm while relying on its sticky tires, rather than braking heavily into every bend.

Sport mode adjusts the throttle response, shift tuning, and steering feel. We preferred to shift for ourselves in this mode because the transmission tuning felt overaggressive; it kicked hard while upshifting and downshifting around town or on the highway. It also didn't feel very intelligent when we used Sport mode on the track and on our test route, as it tended to avoid downshifting. Manual shifting largely solves this problem, and the paddles have a nice feel as an added benefit. In all, the Supra 2.0 is engaging if road conditions are right, but when everything isn't ideal there are enough small issues to at times lead to frustration.

Liveability, Practicality, And Features

The 2021 Toyota GR Supra 2.0 uses a Toyotafied version of BMW's iDrive system, but to get the most out of the infotainment system, which includes an 8.8-inch touchscreen, you must upgrade to the Safety and Technology package. Doing so, which costs a hefty $3,485, adds wireless Apple CarPlay (but no Android Auto). It also upgrades the sound system to a 12-speaker premium JBL setup. Navigation gets bundled with this package along with Toyota's Supra Connected Services, which includes real-time traffic monitoring, stolen-vehicle tracking, and remote services. It also buffs up the Supra's suite of safety tech, adding active driver assist systems including adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, and full parking sensors with emergency braking functionality. There's enough equipment in the Safety and Technology package that most buyers will likely want to check this box when they purchase their GR Supra 2.0; the car would feel pretty decontented without it.

2021 Toyota Supra Turbo 2.0 First Test 11

Still, the 2021 Toyota GR Supra 2.0 has some crucial standard equipment that makes it a smidge nicer than the average Toyota. Keyless entry and ignition come equipped on every model, as do LED automatic leveling headlights, LED daytime running lights, and LED taillights. Other standard safety equipment includes pre-collision avoidance with pedestrian detection and lane departure warning with steering assist. The car also has heated mirrors—but no heated seats. For a vehicle with a starting price of just over $44,000, it's a light loadout of equipment.

The hatchback liftgate goes a long way in making the Supra a daily-driving option. Its trunk is deep and wide and can swallow a good number of groceries or even small furniture items. An external button for opening the trunk is absent, however, and it can be annoying to have to pull out the key to open the hatch. The Supra also has long, thick doors that make it tough to enter and exit the car in medium-sized and smaller parking spaces. This Toyota has eye-catching looks, but it also has some of the inconvenience typically associated with driving a supercar, not a moderately priced sports car.

2021 Toyota Supra Turbo 2.0 First Test 39

Is It Worth It?

As tested, this 2021 Toyota GT Supra 2.0's MSRP was $47,745, which is within striking range of a Supra 3.0 at $52,565. It put down some impressive performance numbers for a car with the base engine, but the overall driving experience isn't as refined and doesn't feel as special as you get with the more potent Supra. The numb steering and frenetic suspension tuning are negatives within what is an otherwise entertaining drive. That said, this is one of the most unique designs at this price point, and only the most knowledgeable car dorks know the difference between the 2.0 and 3.0 models. In all, the 2021 Toyota GR Supra 2.0 is a solid attempt at a driver's car. It simply falls short of greatness due to its lack of balance and refinement. We recommend sticking with the more powerful version.


Published in Toyota
Friday, 17 December 2021 07:20

2024 Toyota Compact Cruiser


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


Published in Toyota

The Hilux entered the scene in 1968 with a mélange of Renault 4CV, Hino Briska, and Toyota parts. The Japanese automaker continued to improve the small pickup every few years until the seventh generation from 2004.

That’s when the Hilux grew into a mid-size workhorse, and believe it or not, Toyota waited until 2015 for a ground-up redesign. Facelifted in 2020, the eighth gen is expected to soldier on through 2024 as per recent reports.

w one thing for certain. Just Regardless of what rumors may suggest, we knolike the LC300 and third-gen Tundra, the brand-new model will feature a thoroughly modern body-on-frame architecture known as the TNGA-F. Alternately referred to as F1, this platform will be shared with the Prado as well as the Lexus GX and Tacoma pickup for the North American market.

Pixel wizard Kleber Silva took the liberty of imagining the 2024 model year Hilux with front-end styling from the Land Cruiser 300, and at first glance, it’s a fitting mashup. The rear could use cooler taillights, but don’t forget that nobody except Toyota knows how the mid-size pickup actually looks.

The concept artist has also rendered the interior with a similar touchscreen, instrument cluster, shift knob, center console, and dashboard as the LC300. Be that as it may, the Hilux is likely to share more interior bits and pieces with the gen-three Tundra rather than the V6-powered sport utility vehicle.

Speaking of which, the Hilux and Tacoma are getting four-cylinder engines for the lowest specifications available and V6 options for the sake of capability. The range-topping powerplant could be similar to the iForce Max of the 2022 Toyota Tundra, namely a hybrid-assisted V6 with a couple of boosty snails for superior low-down torque and work-related capability. And naturally, the outgoing transmission will be swapped out in favor of a 10-speed auto.

If we’re lucky, the Japanese automaker will sweeten the deal with the GR Hilux, a go-faster variant inspired by the Dakar Rally-winning race truck.


Published in Toyota
Monday, 22 November 2021 07:51

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.

Published in Blog/News
Tagged under
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