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smoothshift · 5 years

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What’s up with brands building “sporty” economy cars, but refusing to build legit performance cars? via /r/cars

What’s up with brands building “sporty” economy cars, but refusing to build legit performance cars?

This has been on my mind for a while now. Just as a side note, a lot of what I talk about here is directed at Toyota/Lexus. TLDR at the end because this is gonna be a novel.

My family recently bought a Toyota RAV4 and I have to say it's by far one of the weirdest cars we've owned in a while. Allow me to explain, for a raised, 5-seater, economical compact-crossover, it's a fine car. Where the weirdness comes in is with Toyota's "sporty intentions" with it.

First comes with the harsh ride, and my god is it awful. I've sat in Corvettes and Mustangs and this rides just barely better than those. You feel literally EVERYTHING from lane markers to small bumps (road repairs and that stuff). This thing makes sewer covers feel like a 3-inch deep pothole.

Then when you hop inside, this car has drive modes, which most cars these days have. But the weird thing is this car has a sport mode. Why the hell does a RAV4 need a sport mode? So I can cut my 0-60 time by 0.001 seconds while revving it up to 3k? Or maybe so I can take corners at 25 mph instead of 20, no wait this thing doesn't have variable suspension. Maybe it's so I can hear that beautiful 2.5L 4-cyl singing through my speakers. Jokes aside, I still haven't found out what sport mode really does besides lower my MPG as acceleration seems the same as it is in normal mode. It blows my mind that even the Sienna has a sport trim (yes, I know it has for a while).

Now that brings me to my point, again this is directed more toward Lexus and Toyota. I'm really confused as to why Toyota decides to move and even market their cars as sporty vehicles, while completely ignoring the potential they have in the actual sports car market (not to mention the performance cars in their lineup already). We have a good example of that in the RC F, power wise it's decent, however it's transmission is far too lacking. It shifts so horribly bad, it makes me feel like I'm driving a Camry SE. Funnily enough my RAV4 shifts faster (that 8-speed is pretty quick actually). Many journalists/youtubers have covered this, but the main problem with the RC F is that Toyota refuses it make it into the beast it could be. It's as if they emphasize comfort over performance (despite it being an 'F' model), but market it as a sports car.

Another example is the Lexus IS, more notably the IS 350. It still uses the SAME 3.5L V6 that the previous generation used (I believe they recently rolled out a refreshed version of it for the 2018 model year). My biggest problem is that we never got an IS F version this generation. Just give us an NA V8, dual-clutch IS F and that would sell all day. But what does Lexus give us an F version of? Their GS sedan, which probably shouldn't even exist in their lineup anymore. I have NEVER seen anyone driving around in a GS F. Why? What good does pairing SAME V8 the previous IS F used with a 4000 lb, behemoth of a sedan. What is the intention there, what audience does a car like that target? That makes me wonder why Lexus also didn’t just re-use that engine for a new IS F. Also did I mention the GS F has that same torque-converter the RC F uses?

With Toyota, they only have two performance focused vehicles. One could use a lot of improvement in every aspect (especially in the power department). As for the other, well let's just say people don't call it a Toyota. However, that's not to say that the Supra isn't a legit sports car, I won't take anything away from it. But just like everyone else I have to make mention the fact that the Supra doesn't use a Toyota engine. I'm not going to poke fun or anything as I honestly don't care, but I want to see Toyota/Lexus push out a legit sports car of their own. Something that makes me go, "hey, that could give the M4 a run for its money!" The same brand that gives almost every single of its consumer models an "SE" or "F-Sport" trim, can't even produce a sports car that comes close to the competition (excluding the Supra I guess).

I don't want a Sienna SE that I can shred back roads in, or a RX F-Sport I can run a 12 second quarter mile in. I want an honest to god, 2-door or 4-door sports sedan/coupe with healthy power, no torque converter, good driving dynamics, and NO HYBRID (don't get me started on the LC).

Now I know what you're thinking by now. I'm missing the whole point, as it's more about markets and profit. Obviously a RAV4 is going to sell far more than something like the Supra. My point isn't that Toyota should focus more on building performance vehicles. The point is that if Toyota actually put an effort into building a legit performance car, they could easily rival German sports cars. They're going to win the compact crossover segment for years to come, they’ve already been doing that. But the average person isn't walking into a Toyota dealership to buy a RAV4 because they think it's "sporty." The same reason no one buys an RC F because it's "luxurious." I don't think I'll ever understand Toyota's priorities. Quit giving us grandtourers no one besides new retirees will drive (Looking at the LC). Give enthusiasts a reason to take interest in the brand. Anytime Lexus or even the Supra for that matter comes up in a sports car conversation, it's hard not to laugh.

It’s sad that the brand that once gave us the MKIV Supra, Celica, IS F, 2000 GT and Corolla AE86 has devolved their performance brand into making the Camry look like a sports car (Quad exhausts!!!11).

Sorry I had to just get this out there. This is one of those things I just wake up in the middle of the night and think about. As a Toyota/Lexus guy, this has been annoying.

TLDR; Stop giving us sporty economy cars like the RAV4 SE and RX F-Sport that we don't need/want. Give us something that actually excites us, preferably something that doesn't have BMW written all over it.

Let me know what your thoughts are.

#reddit #autonews #auto #cars

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robertkstone · 6 years

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2019 Lexus UX First Drive: User Experience

Lexus wants us to read “Urban eXplorer” into its new UX nomenclature, but the target audience of mostly younger, web-savvy folks sees User eXperience when they read those letters. UX in that context refers broadly to a customer’s overall interaction with a product or company, with the point of contact—or user interface (UI)—being an especially crucial element.

Unfortunately, one of the main elements of the Lexus UX’s UI, the infotainment touchpad, has a lousy user experience. Naming the vehicle thus is a little like if VW had called its last Jetta TDI the Black Cloud Edition. It’s a shame because otherwise this new entry-level crossover has a lot going for it.

Size-wise it’s interestingly positioned a half-step smaller than its NX sibling but a half-step larger inside and out than pint-sized entry-luxury utes like the Audi Q3, Infiniti QX30, and Mercedes GLA. At $33,025 to start in front-drive layout, it’s also priced below the Audi, the Mercedes, and most of the other slightly larger entry-luxe utes like BMW’s X1 and Volvo’s XC40. (Note that the F Sport trim and the all-wheel-drive hybrid drivetrain—available together or separately—add $2,000 each.)

As such, this Lexus makes a strong value case—especially given its standard features list, which includes Apple CarPlay and the Lexus Safety System+ 2.0 (lane keeping/departure warning and forward collision warning with pedestrian and cyclist detection plus emergency braking).

The “urban explorers” Lexus is targeting reportedly care more about “lifestyle flexibility” and efficiency than they do about horsepower and torque, so the new 2.0-liter engine prioritizes its 33-mpg EPA combined rating and achieves original-Prius hybrid levels of thermal efficiency without leaning on electrons. The all-wheel-drive hybrid UX 250h achieves a claimed best-in-class 38-mpg EPA combined. However, the UX accelerates with the enthusiasm of a Prius, too, as horsepower levels fall well short of the turbocharged 2.0-liters powering virtually all of the competition, at 169 hp for the gas front-driver and 175 total system hp for the hybrid.

Both engines come paired with Toyota’s new continuously variable transmissions. The UX 200’s Direct-Shift D-CVT is shared with the new Corolla hatch and features a torque converter and a fixed 3.377:1 first gear—which launches the car like a normal automatic before handing off to the usual belt and pulleys system (which covers a ratio range from 2.236:1 to 0.447:1 for an overall ratio spread of 7.55).

The hybrid’s planetary CVT is rearranged so that the motor generators sit next to each other rather than inline, shortening the overall length of the transaxle. A new rear-axle motor/generator (which is the only option for all-wheel drive in a UX) is 25 percent smaller than those used in the NX and RX hybrids.

We journeyed to the land of ABBA—Stockholm, Sweden—to sample two Euro-spec variants: a loaded UX 250h F Sport and a base UX 200. The pace each set was a bit “Andante, Andante.” Indeed, the performance difference between them seemed minimal. Lexus estimates 0–60 times of 8.9 seconds for the base model and 8.6 for the hybrid—that’s 1.5 seconds or more off the pace of their turbo competitors.

As with all such systems, switching to Eco mode greatly reduces the throttle responsiveness. Normal and Eco modes don’t simulate gear changes, either. In the sport modes, the tachometer ring also changes to orange when you mat the throttle.

The F Sport version at least sounds quicker when you engage the S+ driving mode, as this makes the CVT pretend to be a 10-speed, with the audio system singing backup to the already decent engine note. The end result is a slightly guttural induction noise that does a reasonable impression of those quicker 2.0T engines.

In the U.S. the F Sport package brings loads of appearance upgrades (grille, fascias, black trim, sport seats, etc.) but fewer functional upgrades. The springs and stabilizer bushings are slightly stiffer. Europe and other markets get an adaptive variable damping system.

It’s a pity we don’t get the variable dampers, because by swapping almost instantaneously between 650 damping rates, they really kept our Euro-spec 250h F Sport cornering on an even keel in the fastest of bends. The base car rolled considerably more but rode a bit better on 17-inch Bridgestone Turanzas, but sorry! North America only gets 18-inch run-flats. Brake pedal feel in the hybrid was virtually indistinguishable from that of the gas-only model, as it should be but too often isn’t with Toyota hybrids.

Lexus claims the UX’s interior offers near best-in-class sound levels in terms of “articulation index,” or the ability to hear human speech over the various noises entering the cabin. That may be, but a fair amount of tire roar still comes through. Other than that, the cabin is a great place to spend time—at least in the well-contoured and comfy seats, which are also well-bolstered in the F Sport. It’s undeniably tight in the back, where shortening the NX’s wheelbase by 0.8 inch somehow pruned rear legroom by 3.0 inches. In this segment, only the Audi Q3 offers less legroom.

The interior design is exceptionally fresh and innovative. My favorite interior was the base 200h’s, which featured two-tone lapis and birch (blue and white) seat and dash trim, with washi-textured blue trim on the dash. Beautiful, not at all derivative, and authentically Japanese. Fancier trims offer diamond-quilted seat upholstery like in a Bentley.

As noted at the top, the infotainment touchpad user interface vexed both my codriver and me, as we frequently overshot whatever icon we were attempting to click. The menu logic needs work, as well—digging through menus to change the volume control of the navigation voice prompts was hardly user friendly.

About those buyers who value lifestyle flexibility over power: They’re mostly Europeans who don’t think “user experience” when they see UX, and who may even love touchpads.

If you think all this sounds as though Lexus’ American product planners didn’t have much say in creating the UX, you’d be right. This vehicle was optimized for the European market, where it is expected to account for 25 percent of Lexus sales. Over here, the brand expects UX to rack up only “single-digit percentages” of its 300,000 annual U.S. sales. And that means you can add “rarity” and “exclusivity” to its list of charms.

Laser-Clad Valve Seats

The UX engines feature a relatively new innovation that Toyota pioneered on a World Rally Championship Celica race car in the ’80s. The aluminum in a cylinder head isn’t strong enough to withstand the pounding that occurs every time the valves slam shut, so valve seats of a much harder material (typically a cobalt-chromium alloy called stellite) are pressed into the aluminum head.

That piece and the aluminum required to support it tend to force the intake air runner to make a slight turn as it enters the cylinder. The WRC advance was to use intense laser light to melt a layer of steel onto the aluminum in the valve seat area. This allows the intake runner to straighten out considerably, permitting greater tumble and faster, more complete combustion.

It also means the coolant passages can be relocated closer to the valve, dropping the valve temperatures by a significant 68 degrees. This allows for greater spark advance before knock occurs.

In the ’80s, doing this required moving the head around on a turntable while a laser waggled back and forth on control springs as metal shavings were dropped onto the seat. It was so difficult and expensive that they dropped it after that program. But modern computer numerical controls and laser wire-arc deposition of the metal permit economical application of the technology in the new UX engines, in the LS 500’s twin-turbo V-6, and soon in the ES.

2019 Lexus UX BASE PRICE $33,025-$37,025 VEHICLE LAYOUT Front-engine, FWD/AWD, 5-pass, 4-door SUV ENGINES 2.0L/169-hp/151-lb-ft DOHC 16-valve I-4; 2.0L/143-hp/133-lb-ft Atkinson-cycle DOHC 16-valve I-4 plus front and rear electric motors; 175 hp comb TRANSMISSION Cont variable auto CURB WEIGHT 3,300-3,600 lb (mfr) WHEELBASE 103.9 in LENGTH X WIDTH X HEIGHT 177.0 x 72.4 x 59.8 in 0-60 MPH 8.6-8.9 sec (mfr est) EPA COMB FUEL ECON 33-38 mpg ON SALE IN U.S. December 2018

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jesusvasser · 6 years

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Quick Take: 2018 Toyota 86

The 2018 Toyota 86 is not in the top ranks of most sought after sports cars or as polished as the MX-5 Miata and yet this humble 2+2 coupe is an absolute joy to drive.

I had my first go in the Toyota 86 when I attended the Toyota Driving Academy at Willow Springs. Although I enjoyed letting loose on the track with this rear-wheel-drive coupe, my brief driving time didn’t leave a lasting impression.

I heard a Toyota 86 had just arrived at our office and closing my eyes I prayed for a manual. To my discontent Automobile senior editor Kirill Ougarov informed that our tester was actually an automatic. But after a quick zip down the 110 Freeway on my way to my apartment I determined that the auto was not a total deal breaker.

With no special plans in place, I filled the 86’s snug trunk with my belongings and drove to my getaway home in Bakersfield. At worst I’d stay indoors binge-watching episodes of Parts Unknown on Netflix with ice-cold beer on standby to dodge the summer heat. At best I’d hit play on my classic rock playlist featuring REO Speedwagon, The Zombies, and Pink Floyd while cruising on a multitude of deserted roads in Kern County’s agricultural haven.

Starting at $26,975, the base model Toyota 86 has a 2.0-liter flat-four boxer engine that supplies 200 hp and 151 lb-ft of torque mated to a six-speed automatic. Standard on the 86 are 17-inch alloy wheels, LED taillights, a chrome-tipped dual exhaust, paddle shifters, LED projector-beam headlights, a 7-inch color touchscreen display, vehicle stability control, and an integrated rearview backup camera. Navigation is optional for $900 and is sold separately as an accessory.

The standard feature that I love the most is the integrated rearview backup camera because it forces you to actually use all your mirrors and not be lazy.

There is nothing remarkable about the Toyota 86’s sporty interior and oddly enough that’s what makes it badass. Its bare-bones cabin reminded me of the late 90s Toyota Celica, a car that I drooled over as a kid. Altogether, the analog cluster, manual adjustable bucket seats, cloth interior, and lack of technology in this sports car provide a breath of fresh air. With its tight interior, though, I wouldn’t recommend it for more than two people—the rear seat is more useful when folded down for additional storage. Given how low the 86’s roofline is, I expected to have visibility issues, but that didn’t turn out to be the case.

Aside from the all-season tires there are no packages available for the 86. This, however, shouldn’t discourage you, as there is an abundance of accessories from Toyota Racing Development to make your 2+2 coupe sparkle. Optional TRD accessories include 17-inch matte gray aluminum wheels, a performance dual exhaust, lowering springs, a sway bar kit, and brake pads. For a sharper appearance there are other non-TRD accessories such as LED fog lights, mudguards, and a rear lip spoiler.

I did a quick configuration with several accessories added and I’d be looking at $32,542, which is still a bargain for a sports car.

On my way to Bakersfield, I pushed the 86 as hard as I could. One annoyance that I had was the amount of engine noise while accelerating from anywhere below 50 mph. Frankly it made me look bad with all that ruckus and little progression. In spite of that, the lightweight coupe zipped around the stagnant traffic on Highway 99 with ease.

In the morning, a buddy and I drove to Red Wagon Café, an old-fashioned breakfast joint in the neighboring town of Shafter. As I flew past several orchards in the outskirts of Bakersfield, it had to be at least 100 degrees outside, but that didn’t make the drive any less pleasant. Driving the Toyota 86 on the long stretches of two-lane roads was a liberating experience that I didn’t want to end.

We arrived at a rocky dirt lot to what appeared to be a small converted passenger train car. I once heard that a pivotal scene from an Academy Award winning film had been shot near the Red Wagon. In the robbery scene of the film Thelma & Louise there is a glimpse of the Red Wagon in the background. When our server brought our order to the table I asked about the scene and she proudly confirmed it.

Feeling a few pounds heavier from the biscuits and gravy and hash browns, I took a detour to the infamous Kern River for an afternoon stroll in Hart Memorial Park. The roads in this isolated region were made for driving the miniature Toyota 86.

When I turned into corners I experienced a little bit of oversteer and could feel the rear tires lose traction. The rugged ride quality didn’t bother me and gliding over the byways of the maze-like park was an entertaining experience. I suspect that the 86 is the type of sports car that can take a good beating and be unscathed at the end.

The 2018 Toyota 86 is back to basics type of sports car that isn’t necessarily terrible with an automatic transmission. That said, every time I fired up the engine I would grasp the shifter with the desire of a manual. This is the kind of sports car that would definitely be more fun and rewarding in manual. Besides, a manual will save you a few hundred-dollar bills that can be used toward those TRD accessories.

2018 Toyota 86 Specifications

ON SALE Now PRICE $27,870 (base) ENGINE 2.0L DOHC 16-valve H-4/200 hp @ 7,000 rpm, 151 lb-ft @ 6,400 rpm TRANSMISSION 6-speed automatic LAYOUT 2-door, 4-passenger, front-engine, RWD coupe EPA MILEAGE 24/32 mpg (city/hwy) L x W x H 166.7 x 69.9 in x 50.6 in WHEELBASE 101.2 in WEIGHT 2,815 lb 0-60 MPH N/A TOP SPEED N/A

#IFTTT #Performance Junk WP Feed 4

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numberplates4u-blog · 6 years

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The Road Travelled: History of the Toyota Camry

The Toyota Camry is a car most people never think about — not even the nearly 10 million owners who fire up the mid-size sedan’s ignition each and every morning on their way to work. That’s because all the Camry does is win, posting industry-leading sales numbers year after year as Toyota’s most compelling success story. How did the current Camry evolve to its current status as the ruler of all family sedans? Check out our timeline charting the progression of the Toyota Camry from challenger to champion. 1983-1986: Growing Pains The Camry name is a rough porting of the Japanese word for Crown (kanmuri), with the latter having graced important Toyota sedans since the mid-1950s. After spending a few years wandering the wastelands of its home market’s compact segment under the Celica Camry banner, the Toyota Camry as we now know it went on sale in America as a 1983 model. Labeled internally with the code “V10,” the Camry sedan and its hatchback lineup mate offered a front-wheel-drive layout matched with the choice between a 1.8-liter or 2.0-liter four-cylinder engine, with output for the larger motor peaking at 95 horsepower by 1985. There was even a short-lived turbodiesel model, which used a standard five-speed manual gearbox (gas cars could option a four-speed automatic). In some ways, the shift from rear-wheel-drive Corona to front-wheel-drive Camry was instigated by Honda’s success in the U.S. with the Accord, which had debuted a few years earlier. Toyota pushed out the Camry’s dimensions so that it was bigger and more comfortable at all seating positions than the vehicle that would become its biggest rival. Fun fact: Toyota also worked hard at the beginning of the ’80s to convince Ford to work together on vehicle development, even going so far as to suggest that the Camry be built at a Ford plant. Blue Oval leadership declined the offer, and the Camry would go on to sell close to 130,000 examples in its first two years of production. See Also: Where are They Now? How Five Iconic Cars Changed Over the Years 1987-1991: Learning The Ropes Still square and mechanically mostly the same — save for a move to a 16-valve version of its 2.0-liter engine that was capable of producing 115 horsepower, and internal improvements to the optional autobox — the second-generation Toyota Camry that debuted as a 1987 model focused on refinement, rather than revolution. The car’s body became more aerodynamic, a wagon joined the lineup for the first time, and buyers began to notice that Toyota was stuffing the Camry with higher-quality components and materials than what could be found in mid-size American sedans of the same era. The 1988 model year would introduce the Camry’s first V6 engine, a 2.5-liter unit that offered 153 horsepower and dual-overhead cams. Amazingly, not only did Toyota continue to offer the manual gearbox with the V6, but it initially made it a requirement for any buyer who wanted to add All-Trac all-wheel-drive to the mix (the second-gen Camry was the only version of the car to ever be offered with all-wheel drive). The following year Toyota began building the Camry in Georgetown, Kentucky, marking off an important milestone for the Japanese automaker in its quest to solidify an American foothold. 1992-1996: Bigger, Better Camry By the time the early ’90s rolled around, the Camry was no longer an outsider, but a regular challenger for the sleepy Detroit giants who had taken family buyers for granted throughout the past decade (with the exception of the well-received Ford Taurus sedan). The third iteration of the car got even more serious about courting Americans with a six-inch boost in overall length and a typical increase in width that helped it truly qualify for mid-size status. Toyota also did a bit of experimentation with the redesigned Camry, briefly offering a coupe version and backing away from the boxiness of the older model. A bigger car meant larger engines were now needed, with the base 2.2-liter four-cylinder providing 130 horsepower and a new 3.0-liter V6 offering up to 188 horsepower (depending on the model year). The Camry SE would also debut for the first time in 1992 with the intention of attracting performance-seeking buyers by way of a list of handling and suspension upgrades. Additionally, the redesigned wagon was available with the option of a third row of seating. All-wheel drive, however, was gone forever. 1997-2001: The Dominator The fourth-generation Toyota Camry is the one that cemented the automaker’s mid-size dominance for the foreseeable future. A longer wheelbase, modernized styling, and two new engines (a revised 2.2-liter four-cylinder good for 133 horses and a 194 horsepower version of the 3.0-liter V6) were the headlines for the redesigned Camry, but it was a series of constant improvements over its five-year lifespan combined with fantastic reliability that would endear this version of the sedan to family shoppers. The wagon body style had been exiled for good, but the coupe – now called the Camry Solara – would make a comeback as a ’99 model in another attempt to buff up the sedan’s commuter car image. A convertible version appeared the year after. Neither were really necessary, however, because the Camry was by now an unstoppable sales freight train. 2002-2006: More Luxury The Lexus brand, which had been launched partly on the back of the Camry-based ES sedan, had taught Toyota a number of important lessons when it came to maximizing profits, and this was visible in how the 2002-2006 version of the Camry was packaged. The stripped-down base model was dropped from the lineup, a brand-new 2.4-liter, 157 horsepower four-cylinder engine was added, and by 2004, the older V6 had also been replaced (by a 3.3-liter, 210-horsepower six-cylinder). The Solara coupe and convertible would make their last hurrah with this version of the Camry, too, with both bowing out by 2009 after a light restyling effort was made to keep them fresh alongside the redesigned sedan. Still, cars from this era lost some of their luster as Toyota’s pursuit of volume at the expense of quality suddenly had owners dealing with a higher rate of problems, defects, and breakdowns than they had ever encountered on past models. It was an issue that would persist until the end of the decade before the company realized that it needed to right the ship — Camry included. 2007-2011: NASCAR-bound Not only did Toyota face a quality crisis that would overlap part of this generation of Camry, but it also found itself with the task of producing two separate versions of the car — the one familiar to Americans, and a more high-end model that was exported to certain overseas markets. This time, instead of making the entire car bigger, Toyota focused on improving the interior room, which led to a bigger feeling cabin with no additional length or width — the two inches of wheelbase stretch are contained within roughly the same parking spot, although the car now sat two inches taller. The Camry’s sleeker profile would soon be spotted on NASCAR starting grids, too, where the sedan made its first foray into America’s premier motorsport. Although four-cylinder models remained untouched, a new 3.5-liter V6 generating 268 horsepower and 248 lb-ft of torque made its debut for the 2007 model year, a substantial boost in power from a motor that would hang in for the next 10 years in one form or another. You could still get a manual transmission with the four-cylinder, but five-speed automatics and even a six-speed automatic for the V6 were far more popular choices. The biggest update to this generation Camry, aside from the styling? The introduction of a hybrid model, which represented the strategy, borrowed from Lexus, to rebrand Toyota as a purveyor of electrified transportation. With about 40 mpg available from the car in city driving, the battery-assisted Camry Hybrid made significant waves in the mid-size segment, but couldn’t attract the same level of attention as the more popular Prius compact hybrid. See Also: 2006-2011 Used Toyota Camry Review 2012-2017: A Return To Form Were there any worlds left for the Camry to conquer by the start of the new millennium’s second decade? Not really — although the threat of SUVs and crossovers would rise like a looming specter not long after its debut in the summer of 2011. Styling for this generation Camry was among the most eye-catching since its ’90s heyday, and the car’s new 2.5-liter four-cylinder engine boosted base power to 178 horses (the V6 carried over). The long-standing manual transmission was banished from the Camry’s order sheet, with a six-speed automatic becoming standard across the board. Build quality was also boosted significantly for all versions of the sedan, with customers re-upping on a regular basis and keeping sales numbers strong. 2018-present For 2018, the Toyota Camry makes a substantial leap forward in terms of design and engineering. It now shares its underpinnings with the Prius and the CH-R, allowing the company to leverage its New Global Architecture platform across a wide range of vehicles. With up to 206 horsepower available from its 2.5-liter four-cylinder and 301 horsepower from its 3.5-liter V6 — both of which having been gifted with direct fuel injection — and with a 208 horsepower version of the Camry Hybrid also available, the vehicle has never fielded a more intriguing range of drivetrain choices. It’s also more style-forward than past Camry sedans, especially the extroverted Sport trim. See Also: 2018 Toyota Camry Review Even with all of these changes, however, the car still aims squarely for the hearts and minds of families interested in a reasonably sized, affordable daily commuter that will deliver a hundred thousand miles of worry-free driving. The post The Road Travelled: History of the Toyota Camry appeared first on AutoGuide.com News.

http://www.autoguide.com/auto-news/2017/09/the-road-travelled-history-of-the-toyota-camry.html

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eddiejpoplar · 7 years

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GR Toyota Supra Race Car Concept is a Mean Racing Machine

The GR Toyota Supra Race Car Concept should dispel any notion that the all-new, fifth-generation Toyota Supra was going to be some sort of half-baked, weaksauce take on the brand’s storied nameplate. Toyota made that abundantly clear by previewing the coming street car version of the Supra in full race trim today at the 2018 Geneva auto show. Take your beige and shove it.

Developed by Toyota Gazoo Racing, Toyota’s official motorsports arm, the Supra Race Car Concept is meant to evoke the heritage of a car that dominated GT racing in Japan—a car that became a legend to a legion of fans. Like the Nissan GT-R, the Supra was born from the bones of a more pedestrian car—in its case, the Celica in 1978. From there it would go on to become its own nameplate for three generations: the A60 (1981), A70 (1986), and the A80 (1993), the car that would cement the Supra legacy. The 90 on the side of the race car concept is a nod to continuing that lineage.

We finally have full confirmation that the new Toyota Supra will be a front-engine, rear drive configuration as confirmed by the race car’s design. But we’re going to have to continue to keep speculating about what engine exactly will power the race car or the street car, as Toyota has provided zero information about what is under the hood. As our European correspondent Georg Kacher has reported, our best guess at this point is that the production Supra will feature BMW-sourced powertrain options it will share with the new Z4, likely a version of Munich’s 2.0-liter turbo inline four in the base car, although its long hood suggests BMW’s present 3.0-liter inline six turbo would also fit, which is rated at 355 horsepower in top spec trim. BMW and Toyota have been jointly developing the road-going Supra and BMW’s new Z4 convertible.

As for the GR Supra Race Car Concept, what we do know is that this car looks ready to take on the 24 Hours Nürburgring race tomorrow, and given that the race is in May of each year, it just might. Gazoo Racing has spent the better part of a decade campaigning at the Ring among other European circuits, and Toyota CEO Akio Toyoda himself has raced there. Either way, it’s good bet we’ll see it on the Green Hell and other tracks across the world at some point soon. The car is also meant to signify Toyota’s intention to use racing to transfer technological learnings at the track to its emerging GR-series street cars. A GR version of the new road-going Supra is a virtual certainty.

Look closer at the GR Supra concept and you’ll see all manner of race-proven gear and a setup designed for hardcore racing. The chassis has been reworked and front and rear suspension lowered for track duty. It’s been fitted with center-lock BBS rims wrapped in Michelin racing rubber, Brembo Racing brakes at all four corners, and a single tube racing exhaust to expel the fumes from its mystery engine.

The cockpit is all business. There’s the requisite roll cage and fire suppression system, and everything is prepped for serious track duty. Toyota is being coy about what series and sanctioning bodies the car would be cleared to race in, but it’s virtually assured that the actual competition version will be FIA compliant.

A full racing dashboard, OMP seat and quick-release steering wheel, and a safety harness have been fitted in the cabin. The wheel is mounted on a racing column and there’s a paddle shift setup for the transmission, the configuration of which is yet another mystery. There is also a three pedal setup in the footwell, which we’re looking to get confirmation about.

Gazoo Racing worked its magic on multiple areas to improve aerodynamics and save weight. The doors are carbon-fiber lined, and the side windows and windscreen are plastic. Composite materials are used throughout the car, including the louvered hood, and front and rear bumper. The significant aero enhancements to the car—side skirts, splitter, boxy diffuser that juts out from the body work, and of course, its massive, super wide rear wing—are all composite as well.

As for its general silhouette, the Supra that we’ll see for the road (likely near the end of this year), the one that we’ve shown you in endless spy photos and illustrations, won’t be nearly as aggressive as the race car, of course. We won’t see the massive fender flares and other adornments, or likely the double bubble roof. But what looks to be coming together quite nicely is a compact sports coupe with a long sloping hood, short rear overhang, heavily raked windscreen, and artfully curved profile.

We do know some baseline dimensions. Toyota says the race car is 180.1 inches long, by 80.6 inches wide, by 48.4 inches high, with a 97.2-inch wheelbase. Its wheelbase is reportedly the same as that of the BMW Z4 Concept, though the rest of the dimensions are skewed by the performance enhancements and not reflective of what the street car will be.

You’ll be able to virtually race the GR Toyota Supra Race Car Concept next month as part of an update to the Gran Turismo Sport video game, and indeed, in part it has been through games like Gran Tursimo that the Supra name has lived on after the A80 ceased production in 2002.

When the GR car hits the track for real, it will have two missions: ably represent the Supra’s lineage, and serve as the latest standard bearer of Toyota’s commitment to motorsports through its efforts at the 24 Hours of LeMans, World Rally Championship, and World Endurance Championship. It’s almost go time for the new Supra—we’re looking forward to seeing how it performs when it’s on the grid and the green flag finally drops.

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jonathanbelloblog · 7 years

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2019 Toyota Supra Turbo: What to Expect

These days, Toyota isn’t an automaker that gets much credit for building cars that are fun to drive. Yes, it codeveloped the spritely Toyota 86 (aka Scion FR-S, Subaru BRZ), a car that has won many Automobile staffers’ hearts despite its relatively low-torque engine. But by and large things at the Japanese brand are relatively stale compared to the mid-1990s when it sold the mid-engined MR2 sports car, the Celica All-Trac Turbo rally-inspired coupe, and the top-tier Supra Turbo.

Ah, yes, the Supra. Toyota has finally decided to revive its long-dormant sports car nameplate, and similar to the 86’s Subaru partnership, Toyota has codeveloped its new coupe with BMW, which will build its convertible Z4 on the same platform.

Unfortunately, both brands have done a keen job of preventing information leaks, so we still know precious little about the new Supra’s underpinnings. Our current best guesses have the car pegged as a rear-wheel-drive coupe, with power coming from a BMW-sourced turbocharged inline-six. (The last-generation Supra also used a straight-six in both naturally aspirated and turbocharged versions.) Purists would love to see a six- or seven-speed manual gear lever poking out of the center console, but the reality is we’re likely to be offered a seven-speed dual-clutch automatic exclusively. What about an even more powerful hybrid version? That could be one of Toyota’s big contributions to this partnership, and we wouldn’t rule it out.

A new Supra! The car Toyota enthusiasts have been waiting two decades for. What could possibly go wrong? Plenty, actually. Both Toyota and BMW are brands many enthusiasts feel have fallen from grace in the past decade or so, and even some of BMW’s more sporting M models are handicapped by excessive weight and a less-than-focused driving experience. And will the Supra come in at a price that working-class folks can afford? An expensive boulevard cruiser in wolf’s clothing likely won’t be enough for it to succeed.

We’ve seen plenty of images of the car during testing, and primetime might not be far away. We’d expect to get behind the wheel of a production version no sooner than mid-2018 with the first customer deliveries arriving toward the very end of next year.

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eddiejpoplar · 7 years

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2019 Toyota Supra Turbo: What to Expect

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jesusvasser · 7 years

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2019 Toyota Supra Turbo: What to Expect

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