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Toyota

Twelfth Time’s the Charm: Driving the 2020 Toyota Corolla

by Jason Fogelson

I’ve never owned a Toyota Corolla. I don’t know how I have avoided it, because I have owned at least five of the other top 10 best-selling vehicles of all time. Corolla has been manufactured over 12 generations since 1966, and has sold over 46 million examples worldwide to date, making it the number one best-seller in history. I made space for a 2020 Toyota Corolla XSE in my driveway for a week recently, and I was pleasantly surprised.

Profile Right Action

The Corolla sedan is all-new for 2020, following closely on the heels of the revised Corolla Hatchback, which arrived last year. It rides on the TNGA (Toyota New Global Architecture) platform, which underlies the current Toyota Prius, C-HR and Camry, along with the Lexus IS and a few other vehicles in the Toyota/Lexus family. The platform has proven to be versatile and adaptable. It is stiff, and allows for a low center of gravity that enhances stability and handling.

Profile Left

In the past, Corolla could be criticized for bland exterior design. In some generations, it looked like a generic car – or maybe it just felt that way, because there are so many of them on the road. The new Corolla is bolder, more futuristic, with a face that echoes the Camry’s. The XSE model even wears standard 18-inch wheels, the biggest ever for a Corolla. Like any bold design choice, this Corolla may be polarizing, but I like it.

Front 3q Left

My test vehicle was a top-of-the-line XSE model with a base price of $25,450. The XSE trim level and SE models come with a new engine, a naturally aspirated (non-turbo) 2.0-liter four-cylinder that uses direct and port injection to produce 169 hp and 151 lb-ft of torque. Base models (L, LE and XLE) come with a 1.8-liter port-injection engine that puts out 139 hp and 126 lb-ft of torque. The 30-hp advantage for XSE is significant, delivering livelier, more engaging performance.

Dash Beige

XSE models also get a new transmission, a continuously variable automatic (CVT) with a physical first gear. The CVT, which Toyota calls “Dynamic Shift CVT,” uses its first gear to launch the Corolla, then shifts to the variable ratios once the car is underway. The effect mitigates one of the things that plagues CVT performance, yet still allows Corolla to achieve good fuel economy – 31 mpg city/38 mpg highway/34 mpg combined – better, actually, than the base L model’s 30/38/33-mpg rating with its smaller, less powerful engine.

JBL Tweeter

Inside the Corolla, things are extremely tidy and simple, with a minimum of buttons, knobs and clutter. An eight-inch touchscreen is prominent at the top-center of the dash, flanked by neat rectangular buttons and a rotary volume control and rotary tuner knob. Just below is a clean HVAC control setup. A seven-inch driver information display is housed in the instrument panel, nestled beside analog gauges. The steering wheel houses cruise control, volume, mode and driver info buttons. The dash is layered, crisp, and clean, and so is the rest of the cabin.

Cabin

My test XSE model came with a $1,715 package that included premium audio and navigation and infotainment. The JBL audio system included eight speakers and a subwoofer, along with wireless smartphone charging, Apple CarPlay, Bluetooth hands-free and audio streaming, Siri Eyes-Free, a six-month trial of Verizon Wi-Fi, a three-month trial of SiriusXM, six months of Destination Connect, three years of Toyota Safety Connect and Service Connect, and more – in other words, a ton of technology for a bargain price. My car also included optional Adaptive Front Lighting ($450), Carpeted Floor Mat Package ($249, not such a bargain), and a $930 Delivery Processing and Handling Fee, resulting in an as-tested price of $28,794.

Second Row seats

Safety is one area that has greatly improved over the life of Corolla. Not only does the new Corolla come with standard four-wheel disc brakes, every Corolla comes with Star Safety (Vehicle Dynamics Integrated Management, Vehicle Stability Control, Traction Control, ABS, Electronic Brake-Force Distribution, Brake Assist and Smart Stop Technology), they also get eight airbags, an electric parking brake, and Toyota Safety Sense 2.0 (Pre-Collision System with Pedestrian Detection, Lane Departure Alert with Steering Assist, Auto High Beams and Dynamic Radar Cruise Control). XSE models also include Full-Speed Range Dynamic Radar Cruise Control with Road Sign Assist and Lane Tracing Assist. This level of advanced driver assistance technology is quite remarkable in an economy car.

Front

I guess that Corolla has made grown up a bit since 1966, leaving the entry-level slot open for Yaris to handle on its own. The competition in this class is stiff, with the Honda Civic, Mazda3, Nissan Sentra, Hyundai Elantra and Kia Forte all representing good alternatives, with the Chevrolet Cruze and Ford Focus fading away.

Rear 3q Right

Not only is the 2020 Toyota Corolla all-new for the model year, it is the best version of Corolla that Toyota has produced to date. And that’s saying something, with 46 million Corolla vehicles in its wake.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Rear

Photos (c) Toyota

Hoopla for the Supra

by Jason Fogelson

Ever since the Supra made its debut at the 2019 North American International Auto Show in Detroit this January, I’ve been itching to get a drive. I waited (sort of) patiently, bugging my local Toyota reps every few weeks for my chance. Finally, to get me to stop calling, I think, Toyota delivered a Renaissance Red 2.0 2020 Toyota GR Supra Launch Edition to my house for a week of fun. The Launch Edition is a special, limited trim level that carries a list price of $55,250. My test car came with an optional ($1,195) Driver Assist Package, a Delivery, Preparation and Handling Fee of $930 for an as-tested price of $57,375.

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In case you’ve missed the hoopla, Supra is a two-seater GT-style sportscar that was developed in a cooperative venture between Toyota and BMW, and which shares many powertrain and technology features with the new BMW Z4. Not that you’ll find many mentions of that in Toyota’s press materials, or BMW’s for that matter. Toyota is proud to crow about its in-house engineering and on-track development with GAZOO Racing (the “GR” part of the new car’s name). Akio Toyoda himself was hands-on with the performance tuning of the new Supra, and was visibly proud and excited when he unveiled the car in Detroit.

Red Front 3q Left

The Supra nameplate was used on Toyota models in the United States for four generations from 1978 to 1998, and returns here for the first time in 20 years. Supra was one of the first Toyota models to receive serious attention and respect for its handling and performance on the race track and on the road, and probably hit its pinnacle when it was featured in the 2001 film “The Fast and the Furious.”

White Front

I really love the exterior design of the new Supra. It has a long hood, a very expressive face with piercing headlamps, big air intakes at the bottom, and a tasteful Toyota logo on its nose. Big 19-inch forged aluminum heels tuck under the front fenders, with wider 19-inch wheels under more muscular fenders in the rear. The roof is distinctive, with bubbles over the driver and passenger’s heads, and a slight depression running down the middle. The short cabin ends in a fast slope, with a tastefully upturned tail that is said to suppress lift. There’s a little bit of retro feel to the car – if you squint, you can see influences from the cool 2000 GT, one of Toyota’s sports cars from the 1960s.

White Profile

Inside, the design is crisp and clean. I especially like the horizontal slot that houses the HVAC outlets, and the tastefully minimal array of knobs and buttons on the center stack. Befitting a modern car, there’s a big 8.8-inch diagonal touchscreen prominently placed at the top of the center stack, home to Toyota’s infotainment setup. All of the expected technology is aboard, plus the pleasant appearance of Apple CarPlay, which is just starting to populate the Toyota ecosphere. A color head-up display is standard.

Dashboard

The Supra seats are race-inspired, very supportive and comfortable, and roomy enough for my American form. The leather seats in the Launch Edition are nicely finished, as is all of the trim throughout the cabin. Special carbon fiber trim is used tastefully, and adds a high-tech feel.

Center Console

What’s it like to drive? I thought you’d never ask. Under the hood lurks a turbocharged 3.0-liter inline six-cylinder engine that’s tuned to produce 335 hp and 365 lb-ft of torque. An eight-speed automatic transmission with an active differential and paddle shifters sends power to the rear wheel. MacPherson strut front suspension and a multi-link rear use adaptive dampers. Toyota estimates that the 3,300-lb Supra can scoot from 0 – 60 mph in 4.1 seconds, and will be electronically limited to a top speed of 155 mph. It certainly feels fast, thanks to assertive shifting by the transmission and a low, low seating position. The car is beautifully balanced, and hugs the curves like a champ. In true GT fashion, it is a serene cruiser, too, eating up highway miles with ease. The cabin is small, but outward visibility is quite good, so there’s no feeling of claustrophobia in traffic. I just wanted to drive and drive during my week with the Supra – and I did. I think I passed every mile with a smile pasted across my face.

Seats

I guess I’m a little bit old-fashioned, because while I appreciated the smooth shifting of the automatic transmission, my one disappointment with the Supra was the absence of a manual transmission option. The paddle shifters gave me the chance to interact with the engine, but I found myself wishing for a little more visceral engagement.

Engine

The 2020 Toyota GR Supra is not cheap, but I feel like it’s a good value for the money. The base 3.0 model starts at $49,990, and the 3.0 Premium starts at $53,990. I’d compare the Supra to the BMW Z4, Porsche Cayman, Audi TT, Lexus RC F, Jaguar F-Type – some pretty heady company, which should tell you how much I liked the Supra.

Blue Rear 3q Right Static

Welcome back, Supra.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Grouping

Photos (c) Toyota

2020 Toyota C-HR Limited: A DriveWays Review…

by Frank A. Aukofer

Though almost anyone would classify the 2020 Toyota C-HR as a crossover sport utility vehicle, the company prefers to refer to it as a designer blend of a sport coupe, hatchback and compact crossover.

That’s understandable. There’s little question that it is a stylish upgrade of a small wagon that does not exactly fit a crossover definition because it lacks an all-wheel drive option.

2020_Toyota_CHR_02It’s a trend. The C-HR, which was introduced as a 2018 model, competes now against at least three other front-wheel drive nameplates that are marketed as small crossover SUVs: The Kia Niro, Nissan Kicks and Hyundai Venue.

Others that offer all-wheel drive as well as front-drive include the Chevrolet Trax, Hyundai Kona, Kia Seltos, Mazda CX-3 and CX-30, and the Honda HR-V. They are all part of a movement away from traditional subcompact and compact sedans toward more practical crossover-type vehicles that resemble hatchbacks or tall station wagons.

2020_Toyota_CHR_01The invention of the crossover was a futuristic marketing ploy by manufacturers. American buyers disdained hatchbacks and station wagons so the manufacturers simply gave their hatches a higher profile, added optional all-wheel drive, called them crossover SUVs and now they’re threatening to overwhelm the market—and not only in economy models. There’s no category that is immune — from the C-HR category to Bentley and Rolls-Royce.

The C-HR — it stands for Coupe/High Rider—was introduced as a 2018 model, mainly to compete with Honda’s HR-V, which unlike the C-HR does offer an all-wheel drive option. Though it has four doors, the C-HR mimics a coupe-like profile by mounting the outside rear door handles high up in the door frame.

2019_Toyota_CHR_08_5D136A3A848C374977E705590CB469C99A9FCCA1But the design has a downside. The funky styling, similar to Toyota’s Prius Prime hybrid, results in a sloping coupe-like roof that dictates small side windows for the back seat. Combine that with large headrests on the front seats and the rear-seat passengers may imagine they’re spelunking in the cutout of a cave.

Back seat denizens can barely see out of their dark quarters, and getting in and out takes some torso twisting. Commendably, however, they do have decent head and knee room except for the poor center-rear passenger, who must contend with a high, hard cushion, a floor hump and intrusion of the front console.

2018_Toyota_CHR_RCode_33_A41762A49FDD63D1B895CFE0084833CDED3C0C9AFor 2020, the snazzy millennial looks get complemented by a re-styled front fascia, LED lights and special wheels for different trim levels. There are three: LE, XLE and the tested top-line Limited, which also sported “Supersonic Red” paint two-toned with a black roof. The combination tacked $945 onto the base price of $27,740, which gave the test car some of the aura of high-end European luxury cars, which typically extort extra dollars for special paint jobs.

Other than looks, however, the C-HR rolls on much as it did when it was a newborn. The 144-hp, 2.0-liter four-cylinder engine still makes 139 lb-ft of torque with an identical city/highway/combined fuel economy rating of  27/31/29 mpg.

2018_Toyota_CHR_RCode_08_BFFE72057860224A1DCEDDFD07A89763BC1E1826With a continuously variable automatic transmission (CVT), the C-HR won’t win too many stoplight drag races. However, it is eagerly responsive and feels a lot quicker off the line and in passing than the numbers would indicate. For control-freak drivers, there’s a quick-shifting mode that mimics a seven-speed manual. There are no steering-wheel mounted paddle shifters; you must use the console shift lever, which actually is more engaging.

Engaged drivers likely will select the Sport driving mode, which enhances throttle responsiveness and holds the CVT’s simulated upshifts to higher revs to enhance acceleration. Blasting off from a ramp onto a fast-moving freeway to meld with the traffic is a breeze but pay attention to merging.

2019_Toyota_CHR_RCode_32_EBA46173FCDFFB8258B0792DB829027B582ED459In keeping with Toyota’s current attention to safety, all trim levels get full basic safety equipment, including pre-collision braking with pedestrian detection, lane departure alert with steering assist, blind-spot monitoring, rear cross-traffic alert and adaptive radar cruise control.        Moreover, even the lower trim levels come equipped with SXM satellite radio along with Apple CarPlay and Android Auto. Other enhancements on the tested Limited included voice recognition, Bluetooth streaming and phone connectivity, and WiFi hotspot.

Though the C-HR’s cargo area is compromised somewhat by a high load floor to accommodate the full-size temporary spare wheel and tire, its 19 cubic feet of space exceeds that of many midsize sedans. It’s part of the reason that these agile little vehicles, with their low prices and high fuel economy, are taking over.

2018_Toyota_C_HR_19_79571FFC21B5C321825CAB95FDDAA9B8068E9AD4Specifications

  • Model: 2020 Toyota C-HR Limited four-door crossover sport utility vehicle.
  • Engine: 2.0-liter four-cylinder; 144 hp, 139 lb-ft torque.
  • Transmission: Continuously variable automatic with manual-shift mode and front-wheel drive.
  • Overall length: 14 feet 5 inches.
  • Height: 5 feet 2 inches.
  • EPA/SAE passenger/cargo volume: 86/19 cubic feet.
  • Weight: 3,300 pounds.
  • EPA city/highway/combined fuel consumption: 27/31/29 mpg.
  • Base price, including destination charge: $27,470.
  • Price as tested: $28,860.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2020_Toyota_CHR_04Photos (c) Toyota

2020 Toyota Camry TRD V6: A DriveWays Review…

by Frank A. Aukofer

Though the sport oriented 2020 Toyota Camry TRD is distinct from its more expensive Avalon TRD sibling, you could argue that the two sedans actually are fraternal twins.

Both have been massaged by the Toyota Racing Development team, hence the TRD designation. Though the Avalon is marketed as a large car and as Toyota’s flagship, it is classified by the Environmental Protection Agency as a midsize car and is almost the same size as the Camry.

20_CamryTRD_SupersonicRed_MidnightRoof_0031The Camry is 16 feet 3 inches long with 99 cubic feet of space for passengers and 15 cubic feet of trunk volume. The Avalon is an inch longer, at 16 feet 4 inches, with 103 cubic feet of passenger space and a trunk of 16 cubic feet.

The two cars also use the same engine and transmission combination: a 3.5-liter V6 that makes 301 hp and 267 lb-ft of torque, or twisting force, mated to an eight-speed automatic transmission controlled by paddle shifters mounted on the steering wheel. They have the same city/highway/combined fuel economy rating of 22/31/25 mpg.

Both have received extensive TRD modifications to their body structures, suspension, exhaust systems and brakes to heighten the driving experience with better handling and a more sporting feel.

20_CamryTRD_SupersonicRed_MidnightRoof_001The big difference is that the Avalon is more luxurious with a higher level of equipment — and therefore is more expensive — than its Camry counterpart. An Avalon TRD reviewed recently for this column came with a base price of $43,255 and a tested price of $45,410.

However, the Camry TRD tested for this review started at $31,995 and had a bottom-line sticker of $32,920. So a buyer can get some of the same driving buzz and save anywhere from $11,260 to $12,490.

Based on the Camry XSE trim level, the TRD model came with underbody braces for a more rigid structure, stiffer coil springs and sway bars, special TRD shock absorbers, lightweight black alloy wheels and high performance tires — all aimed at improved steering and handling over other Camry versions. Stronger brakes with shorter pedal travel enhanced the package.

Camry_TRD_008_C784C2FDC14583F188032FF4B5EA58CB9443CFABAll of that reported for driving duty during testing. Though there was no opportunity to compare the TRD with every other Camry that ever existed, the overall impression strongly suggests that this is best-handling Camry ever. Acceleration is swift and braking is superb, though the ride necessarily is taut because of the stiffened body structure and suspension system. Off the line, the Camry TRD can effortlessly nail 60 mph in a bit more than five seconds, according to independent tests.

Though not needed except for looks, the Camry TRD is distinguished by a trunk mounted spoiler that comes as part of a $500 appearance package. Other embellishments: brake calipers painted red and a prominent gloss black grille, along with exterior trim and interior TRD items that include red seatbelts and stitching, and striped cloth inserts for the leatherette trimmed seats.

Standard safety equipment: pre-collision braking with pedestrian detection, lane departure alert with steering assistance, brake assist, radar adaptive cruise control, and automatic high headlight beams.

Camry_TRD_012_CBEA3134B72223A118ECF89B38084379F933A146Inside convenience items included pushbutton starting, automatic climate control, six-speaker audio system, power driver’s seat with lumbar support, a manually-adjusted front passenger seat with height adjustment welcomed by shorter passengers, seven-inch infotainment screen, hands-free Bluetooth connectivity for audio streaming and smart phone, SXM satellite radio and two USB ports.

One serious shortcoming: reading the instruments. The Camry TRD’s speedometer, odometer and other gauges were done up with pale red numbers and other indicators on a black background. There was backlighting but it was so dim that it was difficult for even a driver with 20-20 eyesight to read the speedometer, and impossible in bright sunlight. There was no way to adjust the daytime lighting intensity though the gauges were more visible at night.

Camry_TRD_010_D78DD0799D47C0248647DC0314B96E535569272CToyota’s Camry has been the nation’s best-selling midsize sedan for nearly two decades, although like other four-doors it has been losing ground as buyers flock to crossover sport utility vehicles like Toyota’s own RAV4 and Highlander.

That’s certainly part of the reason for the 2020 Camry TRD. Manufacturers often deliver special models of existing cars during their brief generations to spark buyer enthusiasm. The Camry TRD comes across as one of those. At its relatively modest price, it delivers an embraceable driving experience along with family car practicality and Toyota’s reputation for reliability and durability.

Now, if Toyota would just brighten the speedometer for better readability.

20_CamryTRD_SupersonicRed_MidnightRoof_004Specifications    

  • Model: 2020 Toyota Camry TRD V6 four-door sedan.
  • Engine: 3.5-liter V6; 301 hp, 267 lb-ft torque.
  • Transmission: Eight-speed automatic with manual shift mode and front-wheel drive.
  • Overall length: 16 feet 3 inches.
  • EPA/SAE passenger/trunk volume: 99/15 cubic feet.
  • Weight: 3,572 lbs.
  • EPA city/highway/combined fuel consumption: 22/31/25 mpg.
  • Base price, including destination charge: $31,995.
  • Price as tested: $32,920.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Camry_TRD_011_4340B2057ABBFD07AC0AA10A7E2067DE8141CBB0Photos (c) Toyota

 

 

2020 Toyota Avalon TRD: A DriveWays Review…

by Frank A. Aukofer

Wait. Hold on. Toyota’s Racing Development team took the 2020 Avalon and massaged it for better performance? That Avalon? The one they used to call Toyota’s Buick?

Turns out it’s true. But they took the new Avalon TRD only part of the way. It has a host of suspension and tire modifications, as well as extra body braces, an earthy exhaust sound and lots of snazzy interior and exterior visual enhancements. But the engine and transmission are the same as in other Avalon models.

20_AvalonTRD_CelestialSilverMetallic_002That’s actually not shabby because the Avalon’s standard power plant is a 301-hp, 3.5-liter V6 that develops 267 lb-ft of torque, or twisting force, enough to propel it to 60 mph in about six seconds.

The Avalon has come a long way since its introduction in 1995 as Toyota’s flagship. For years, a main distinguishing characteristic was that it was one of the few sedans anywhere that could seat three adults comfortably in the back seat, thanks to a flat floor and a real center-row seat.

It was classified as a large car by the federal government, defined by the EPA as an automobile with 120 cubic feet or more of interior volume, which includes the passenger and trunk space.

20_AvalonTRD_CelestialSilverMetallic_001In 2013, the Avalon joined the masses when was downsized to its current state as a midsize car with a center-rear seat that featured a small, uncomfortable seat cushion and a big floor hump — pretty much like almost every other car, and even some SUVs, on the market. It continues in that configuration for 2020, now barely larger than its popular — and lower-priced — sibling, the Toyota Camry.

The 2020 Avalon TRD, with 119 cubic feet divided into 103 for passengers with a trunk of 16 cubic feet, misses the large car mark by just one cubic foot, though Toyota markets it as a full-size automobile. The Camry is close as well, with 114 cubic feet, divided into 99 for passengers and 15 cubic feet in the trunk.

20_AvalonTRD_SupersonicRed_002The TRD is not the most expensive Avalon. Its base price of $43,255, including the destination charge, slots it beneath the more luxury-oriented Touring trim line. The tested TRD, with options that included a navigation system and a high-performance JBL audio system with 14 speakers, checked in at $45,410.

Full safety equipment is standard, including pre-collision braking with pedestrian detection, adaptive radar cruise control, lane departure warning with steering assist, blind spot monitoring, automatic headlight high beams and rear cross-traffic alert.

It takes only a glance to discern the Avalon TRD’s intention to  advertise its performance personality. The grille is huge, black and menacing, and the lightweight 19-inch alloy wheels are painted black with red brake calipers showing through.

20_CamryTRD_Interior_005The theme carries through inside with black leather upholstery trimmed in bright red. There’s red stitching on the steering wheel, TRD emblems embossed on the headrests and the floor mats, and bright red seatbelts — standard equipment here but on some other sporting cars — a Porsche, say — would be an extra-cost option costing hundreds of dollars.

There are eight-way powered and heated front seats with lumbar support on the driver’s side; seat memory settings, automatic climate control, SXM satellite radio, hands-free Bluetooth connectivity, Apple CarPlay and wireless smart phone charging.

20_AvalonTRD_Interior_003Front seats are a bit flat, with little bolstering, but nevertheless are supportive and comfortable. The outboard back seats deliver ample head and knee room, with decent comfort, although that center-rear seat — well, you know.

Out back, the truck is large, and well-shaped and finished. One negative: The large, C-shaped trunk hinges are not isolated or protected and could damage contents in a fully loaded trunk.

20_AvalonTRD_Interior_001Despite the TRD’s lack of engine modifications, the Avalon TRD is a stellar performer. The horsepower, torque and braking are more than adequate in the push, pull and rapid lane-changing of modern clogged freeway traffic, and the eight-speed automatic responds quickly to throttle inputs. There are paddles to manually shift but not worth the bother in traffic. Better to save manual shifting to hold gears on twisting mountain roads.

Despite its midsize rating, the Avalon’s length of 16 feet 4 inches has the look of a big car. But it epitomizes the old adage that a small car should drive big and a big car drive small. Its strong suit is small-car quick handling.

Except for the intentional raucous exhaust sounds, especially under hard acceleration, the Avalon TRD cruises serenely with a somewhat stiff but supple ride.

20_AvalonTRD_SupersonicRed_001Specifications

  • Model: 2020 Toyota Avalon TRD four-door sedan.
  • Engine: 3.5-liter V6; 301 hp, 267 lb-ft torque.
  • Transmission: Eight-speed automatic with manual shift mode and front-wheel drive.
  • Overall length: 16 feet 4 inches.
  • EPA passenger/cargo volume: 103/16 cubic feet.
  • Weight: 3,700 pounds.
  • EPA city/highway/combined fuel consumption: 22/31/25 mpg.
  • Base price, including destination charge: $43,255.
  • Price as tested: $45,410.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

20_AvalonTRD_CelestialSilverMetallic_0031Photos (c) Toyota

 

2020 Toyota Corolla Hybrid LE: A DriveWays Review…

by Frank A. Aukofer

When Toyota unveiled the redesigned 2020 Corolla sedan to a group of automotive journalists in November 2018, the shining examples showed like compact luxury cars.

Now that this all-new Corolla has arrived, the emphasis is not on luxury but economy. Instead of top-line trim levels, the spotlight is on the 2020 Corolla Hybrid LE, which among its other attributes gets 52 miles to the gallon of regular gasoline.

Corolla_Hybrid_013_E8752A42C66E156C23136C861E7A6BAF9B59801DMoreover, it has a base price of $23,880, including the destination charge. With a few minor options, the Corolla Hybrid tested for this review had a bottom-line sticker price of $24,524. Get one each for mom and pop.

Where the gasoline-engine model has six variants over five trim levels, the Hybrid comes one way: mid-level LE with a 1.8-liter gasoline engine and a 71-hp electric motor. Together, they make 121 hp and 105 lb-ft of torque transferred to the front wheels through a continuously variable automatic transmission (CVT).

Gasoline-engine models are the base L, LE and XLE along with the more sporting SE and XSE. The SE can be ordered with the CVT or a six-speed manual gearbox for those who like to shift for themselves.

Corolla_Hybrid_016_F877FFF1D0CC1E9E62B2B38F35CDC86320654023With more than 43 million sales world-wide, the Corolla is the best-selling nameplate in history, although it has gone through many different versions, including multiple configurations with rear-wheel drive and front-wheel drive.

Throughout, however, it has maintained a reputation as among the more durable and reliable cars available. Now with its first hybrid version, it adds stellar fuel economy to the package.

Ironically, its main competitor is Toyota’s own Prius, the best-selling hybrid in the world. Unlike the Prius, with its funky controls and instrument displays, the Corolla comes across more like a regular car with familiar surroundings. Both use the same 121-hp hybrid power package and CVT, and compete in similar price brackets.

2020_Corolla_LE_Hybrid_BlueCrushMetallic_015_5FFD7C54695C1A21AE859CADDF038ABAB6B6B57AOther competitors are the Hyundai Ioniq, Honda Insight and Chevrolet Volt, as well as a number of hybrid crossover sport utility vehicles, including the Kia Niro, Hyundai Kona, Nissan Rogue and Toyota RAV4.

The U.S. government classifies cars by total interior volume, which includes the space for passengers and cargo. By that definition, the Prius is classified as midsize, bordering on full-size, while the Corolla is classified as a compact.

Much of that has to do with the Prius’s hatchback design, which gives it 27 cubic feet for cargo and 93 cubic feet for passengers. The Corolla is a standard sedan design with a trunk of 13 cubic feet and 89 cubic feet for passengers. If extra cargo space is needed, the split rear seatback folds 2/3 and 1/3.

2020_Corolla_LE_Hybrid_BlueCrushMetallic_037_6DFA2E153484B87955A00735E0FC37737A513E2CThe Corolla’s design delivers ample head, leg and knee room for four, though as usual in most vehicles, the center-rear passenger gets squished with limited room, a hard cushion and a big floor hump.  Seats are covered in an attractive, comfortable cloth that looks long-lasting — preferable, in this view, to leather or leatherette.

Equipment on the LE Hybrid — as noted the only trim level — covers full safety equipment, including collision mitigation with pedestrian detection, lane-departure alert with steering assist, adaptive radar cruise control and automatic high headlight beams.

Other equipment: stop-start idle system, pushbutton starting, automatic climate control, hill start assist, electronic parking brake, LED headlights and taillights, and power windows and outside mirrors.

2020_Corolla_LE_Hybrid_BlueCrushMetallic_039_B5761486DC80A4597CAB1C0917650157427F8CD3An eight-inch center touch screen provides access to the audio system and infotainment functions. However, it does not include SXM satellite radio, though it is compatible with Apple Car Play and Siri Eyes Up.

Given its modest power, the Corolla Hybrid gets a good jump off the line, boosted by the electric motor. The CVT has no shift points so delivers uninterrupted acceleration with little or none of that annoying sensation of slipping or roaring that are characteristic of some CVTs.

2020_Corolla_LE_Hybrid_BlueCrushMetallic_059_0198C3BB115B28B00655AF19B368D7D5EE2AF5ADHandling is competent and secure, and the Corolla tracks true in a straight line, requiring few steering corrections. The main downside is road noise. It could use additional sound-deadening insulation, which likely is included in higher trim levels with gasoline engines.

In this era of electrification, a standard hybrid is the best bet. Plug-in hybrids are more expensive with limited electric range, and pure electrics have no backup if batteries are depleted.

Then there’s the matter of money. The Environmental Protection Agency, which oversees fuel economy ratings, estimates that a Corolla Hybrid owner will save $3,500 in fuel costs over five years compared to the average new vehicle.

Corolla_Hybrid_008_C12A8DE2AAB24DFD329CCCFB6A2A6CFEEBA9A403Specifications

  • Model: 2020 Toyota Corolla Hybrid LE four-door sedan.
  • Engine/motor: 1.8-liter four-cylinder gasoline engine with 71 horsepower electric motor; total system 121 hp, 105 lb-ft torque.
  • Transmission: Continuously-variable automatic.
  • Overall length: 15 feet 2 inches.
  • EPA passenger/cargo volume: 89/13 cubic feet.
  • Weight: 3,050 pounds.
  • EPA city/highway/combined fuel consumption: 53/52/52 mpg.
  • Base price, including destination charge: $23,880.
  • Price as tested: $24,524.

Disclaimer: This test drive was conducted at a manufacturer-sponsored press event. The manufacturer provided travel, accommodations, vehicles, meals and fuel.

Corolla_Hybrid_009_7AB3C30F7FDDA2997F5A75013AC0E9623044E8D0Photos (c) Toyota

2019 Toyota Tacoma TRD 4X4 Off Road: A DriveWays Review…

by Frank A. Aukofer

Toyota has not been able to scale the wall of buyer loyalty to full-size U.S. pickup trucks. But it perches at the pinnacle of the midsize class, of which its 2019 Tacoma is the latest example.

Among the big guys, the Toyota Tundra is an also-ran in sales behind the Ford F-Series, Chevrolet Silverado, Ram and GMC Sierra, besting only the last-place Nissan Titan.

2019_toyota_tacoma_off_road_001_46e6b73e2c3bfc00e65384bbb61115fcebe259ffBut against the slowly-increasing midsize nameplates, it is the unchallenged champion. In 2018, it was expected to sell more Tacoma pickups than nearly all of its competitors combined, including the Chevrolet Colorado, Nissan Frontier, GMC Canyon and Honda Ridgeline, although the Ridgeline is in a class by itself as a more car-like amalgam.

The curious trend in all of this is that the new crop of midsize pickups are nearly as big — or even bigger — than some earlier full-size pickups.

Bumper to bumper, the Tacoma 4X4 Double Cab Long Bed is nearly 19 feet long and it is six feet tall with a 6 feet 2 inch cargo bed. It weighs 4,840 lbs, can tow a trailer weighing up to 6,400 lbs and carry a payload of 1,120 lbs. A decade ago, the full-size 2008 Ford F-150 was 18 feet 1 inch long, 6 feet 4 inches tall, weighed 5,360 lbs, with a payload of 1,480 lbs and a towing capability of 6,200 lbs.

2019_toyota_tacoma_off_road_003_ef9b7576d7ba7efd9f2e7049634af8ee0bb87a2fMost big trucks back then got their grunt from large and thirsty V8 engines. Engineering advances over the years have squeezed ever more horsepower and torque from smaller-displacement power plants. The tested Tacoma gets its power from a 278-hp, 3.5-liter V6 engine with 265 lb-ft of torque. On the TRD Off Road 4X4, the power routes to all four wheels via a six-speed automatic transmission.

The tested Tacoma, with a base price of $38,120, came equipped for pasture and logging-road duty. It had a part-time four-wheel drive system with a two-speed electronically-controlled transfer case and an off-road tuned suspension system with special shock absorbers, a locking rear differential, hill-start assist and multi-terrain crawl control.

But because of its length and wheelbase — the distance between the front and rear axles — of 11 feet 5 inches, the Tacoma Off Road could not be expected to handle seriously pockmarked terrain as well as a smaller machine. However, the all-new 2020 Jeep Gladiator midsize pickup truck will have nearly the same shortcoming with a wheelbase of 10 feet 7 inches and an overall length of 18 feet 2 inches.

2019_toyota_tacoma_off_road_004_3a8248857bb7d0324f488932f4ab596d5d58f2afFull safety equipment, including pre-collision braking with pedestrian detection, adaptive cruise control and lane-departure warning are part of the standard equipment. The tested TRD Off Road also had options that included blind-spot warning, rear cross-traffic alert, sonar rear parking assist, leather-trimmed upholstery with heated front seats, dual-zone automatic climate control, motorized glass sunroof, JBL premium audio system with integrated navigation, and a cover for the cargo bed.

All of that brought the bottom-line price to $42,430, which is not inexpensive but looks reasonable compared to the $60,000 and up sticker prices on many full-size pickups. Price is one reason manufacturers are closely monitoring the midsize pickup market. Ford recently reintroduced its midsize Ranger pickup.

2019_toyota_tacoma_off_road_007_331b22b457d747c6db5b552ac7cca61ecb8d9327On paved roads, the tested Tacoma mainly displayed its off-road characteristics. The ride was bouncy and stiff with seemingly direct connections between road irregularities and the driver’s lower back and bottom. It tracked decently in a straight line, but the beefy suspension system makes for problematical comfort on a long trip.

Mitigating that somewhat are front seats that are supportive and middling comfortable. Though they have only manual adjustments, there are enough to accommodate most body sizes. There’s space in back for three, though seating is upright and knee room is tight. The center-rear position is compromised by a floor hump, hard cushion and intrusion of the center console. Rear vision is limited by back seat headrests so it’s important to get those big outside mirrors properly adjusted.

2019_toyota_tacoma_off_road_006_ed9ebf5e42a922ed31dba8561df5a18e2f1414efThe V6 engine makes plenty of power but you have to slam the pedal to engage it. In ordinary driving, the throttle is stiff, making the engine/transmission combination feel sluggish. Engine drone is loud under hard acceleration.

Overall, don’t expect the Tacoma — especially in the tested trim — to be anything other than what it is: a rugged, solid truck with an enviable reputation for durability and reliability.

2016_toyota_tacoma_trdor_28_170ad64be7d4e750a886f7dc942f15fd173fb26bSpecifications

  • Model: 2019 Toyota Tacoma TRD Off Road 4X4 Double Cab Long Bed midsize pickup truck.
  • Engine: 3.5-liter V6; 278 hp, 265 lb-ft torque.
  • Transmission: Six-speed automatic with part-time four-wheel drive.
  • Overall length: 18 feet 10 inches.
  • Height: 6 feet.
  • EPA passenger volume: 100 cubic feet.
  • Cargo bed length: 6 feet 2 inches.
  • Weight: 4,840 pounds.
  • Payload: 1,120 pounds.
  • Towing capability: 6,400 pounds.
  • EPA city/highway/combined fuel consumption: 18/22/20 mpg.
  • Base price, including destination charge: $38,120.
  • Price as tested: $42,430.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2016_toyota_tacoma_trdor_31_07d7a0e69594c5d39805f91df23a6d5373bf81dePhotos (c) Toyota

Musings on the Detroit Auto Show

by Jason Fogelson

The 2019 North American International Auto Show press days are in the books. Some of my colleagues are calling it “The Last Detroit Auto Show,” because in 2020, NAIAS will move to June, avoiding the Michigan winter. The move promises to open up all kinds of new possibilities for ancillary events, like rides-and-drives, demos and other outdoor activities that are just not possible in January. Organizers claim Detroit’s downtown renaissance will support the timing, and it will be a big party. Or will it?

Rescheduling to June takes NAIAS out of the traditional auto show calendar, and indeed, out of the model year cadence. Will manufacturers see the show as a venue for early introductions of next year’s models? Or will they see the move as a return to the show’s roots as a regional event for the Detroit Auto Dealers Association to market cars to local consumers?

Looking at this year’s show, it was apparent that something had to be done. All of the European luxury brands, including Porsche, Mercedes-Benz, Audi, BMW, Land Rover, Jaguar, Aston Martin, Bentley, Rolls-Royce and others, were conspicuous in their absence. Only about a dozen new cars and concepts made their debuts at the show. As a journalist covering new cars, I only had to spend one day at NAIAS this year in order to catch all of the relevant press conferences and to see all of the unveilings. It wasn’t a dirge like 2009, but it was a definite down year.

Peering through the end-of-an-era cloud hanging over the Cobo Center, I saw signs of the future in the mist.

Yu-Jun-speech

The final vehicle reveal press conference of the first media day was held by GAC Motor (Guangzhou Automobile Group Motor Co., LTD), a Chinese company that is a subsidiary of GAC Group. GAC debuted its Entranze EV concept vehicle. The concept was the first public display of a product designed in GAC’s California-based design studio, which was established in 2018. The concept itself is fine, a futuristic minivan with sliding glass doors and 3+2+2 seating. It’s the kind of thing that will never get built, but may serve as a design inspiration.

img_1833The memorable aspect of the GAC presentation was not the concept or the products on display; it was the culturally tone-deaf presentation by GAC. Once the assembled press — about 200 – 300 participants, I’d estimate – settled in, a GAC spokesperson introduced a lineup of company executives and VIP guests, one by one. Each person stood and acknowledged the crowd’s polite applause. Then, the spokesperson introduced an officer of the Detroit Auto Dealers Association (DADA), who read a brief message from a script with the enthusiasm of a war hostage. The spokesperson then introduced Mr. Yu Jun, President of GAC Motor, who gave a transliterated speech in English that was as stilted as it was incomprehensible and self-congratulatory. Time to unveil the concept car – cue the modern dancers! A troupe of eight (four men, four women) dressed in chiffon and spandex, performed a two-minute dance to modern classical music, then whisked the silk off of the concept car to muted applause. Another executive from GAC stumbled through a speech with the details, and the press conference was mercifully concluded.

img_1846Audience members walked away with a gift bag containing a scale model of the company’s flagship SUV, the GS8, a fancy USB drive loaded with vehicle information, photos and GAC info, and two glossy brochures: one with vehicle photos, descriptions and features; and one entitled “The Road to Greatness: GAC Motor,” which is a 32-page photo essay/manifesto/propaganda piece extolling the virtues of the company. It opens with this poem:

The Road to Greatness

This is GAC Motor.

I say no to mediocracy,

and stay committed to my own path.

I never compromise of give in.

With fearless resolution,

I endeavor to make breakthroughs and strive forward,

To develop a brand that I take pride in.

GAC Motor believes greatness does not belong to the few.

Everyone has the potential to be great.

As long as you dare to dream, have courage and keep striving,

You are already on the path of greatness.

The Road to Greatness, GAC Motor.

Wow.

Now, this might have been a state-of-the-art presentation at the Shanghai Motor Show, but in Detroit in 2019, it was out of touch and a little sad. I have little doubt that Chinese vehicles will soon be sold in the United States under their own brand names, and the quality of the vehicles will rapidly improve to meet the marketplace standard. Look at how rapidly Hyundai and Kia vehicles have developed in the past decade as a model for assimilation.

img_1830Even better, look at Toyota Motor Company’s press conference this year as they revealed the 2020 Supra. No less an eminence than Akio Toyoda, TMC’s President, handled the presentation himself. In stark contrast to the GAC presentation, Toyoda was relaxed, joyous, poised and funny. His command of the English language isn’t a whole lot better than the Chinese executives, but it didn’t stand in the way of his passion and charm. Toyoda won the crowd over with his buoyant nature. It was a very American presentation, but still entirely appropriate to a Japanese product and executive.

GAC Motor can learn a lot from Toyota, Hyundai and other companies who have found the keys to conquering the United States. You don’t have to make the US bend to your will – you only have to slide into the openings that are always available, and make the most of the opportunities you find there.

Photos (c) Jason Fogelson, NAIAS, GAC Motor

2019 Toyota RAV4 XLE: A DriveWays Review…

byFrank A. Aukofer

There’s no better indication of the relentless onslaught by crossover utility vehicles than the 2019 Toyota RAV4, which arrives with a medley of 13 stylish versions, including gasoline and hybrid powertrains with all-wheel or front-wheel drive.

As it teases the public with the all-new 2020 Toyota Corolla sedan — the company’s all-time best-seller with 45 million copies sold since its introduction in 1966 — the RAV4 has muscled its way to the top of the compact crossover category.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_02Last year it outsold the Corolla and the company’s onetime best-seller, the midsize Camry sedan. In 2018, the RAV4 is selling at an annual rate of about 424,000, outpacing the Camry’s 348,000 and the Corolla’s 309,000. The latter includes the new 2019 Corolla Hatchback.

With the buying public’s appetite for crossovers, that should continue for the foreseeable future. The RAV4’s major competitors — the Honda CR-V, Nissan Rogue and Ford Escape — will be in the chase, though the Rogue is an anomaly because Nissan lumps two different vehicles — the Rogue and Rogue Sport — into a single sales statistic.

Other competitors, including the Subaru Forester, Mazda CX-5, Chevrolet Equinox, Jeep Compass, Dodge Journey, Hyundai Tucson and Kia Sportage, should continue strong but with lower numbers.

2019_Toyota_RAV4_Group_04The array of new RAV4 models starts with the front-wheel drive LE trim level at $26,545 and ranges up to the all-wheel drive Hybrid Limited with a base price of $36,745. However, options increase the prices on all versions, up to $40,375 for the top-line Hybrid Limited. Prices include a $1,045 destination charge.

All RAV4 trim levels come with Toyota’s second-generation Safety Sense suite of active safety capabilities and technologies, including pre-collision braking with pedestrian detection, adaptive radar cruise control, automatic headlight high beams, lane-departure warning and mitigation, and lane tracing and road sign assists.

Also standard on all RAV4s is Toyota’s Entune 3.0 multimedia system, which includes Wi-Fi with capabilities for Amazon Alexa and Google Assistant, as well as Apple Car Play compatibility. The system uses a seven-inch touch screen.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_45Of the 13 RAV4 versions, four are hybrids: LE, XLE, sporty XSE and Limited. There also are four gasoline-engine models with front-wheel drive: LE, XLE, XLE Premium and Limited. The remaining nine versions, including all of the hybrids, come with all-wheel drive. That includes a separate, gasoline-only Adventure with a price tag of $33,945 that can tow up to 3,500 pounds.

Gasoline models are powered by a new 203-hp, 2.5-liter four-cylinder engine that makes 184 lb-ft of torque. They come with an eight-speed automatic transmission.

Hybrids use a different tune of the 2.5-liter engine with 176 hp and 163 lb-ft of torque working with an electric motor. Combined, the system delivers 219 horsepower. The transmission is a continuously-variable automatic. City/highway/combined fuel consumption is rated at 41/37/39 mpg.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_59Though other models were driven, the focus of this review is on the more economically-priced but well equipped XLE model with front-wheel drive. It has an EPA fuel economy rating of 27/34/29 mpg. The starting price is $28,345 and options boost the sticker to $31,545.

Standard equipment included a motorized sunroof, power rear lift gate, folding outside power mirrors with blind spot warning, Bluetooth connectivity, LED outside lights, dual-zone automatic climate control, pushbutton starting and 17-inch alloy wheels.

Option packages provided an upgraded Entune system with SXM satellite radio, eight-inch touch screen, eight-way power driver’s seat, rain-sensing windshield wipers, heated steering wheel and front seats, and five USB ports.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_47The RAV4 has passenger space that rivals that of a midsize sedan along with 38 cubic feet for cargo. The back seats are split 60-40 and recline as well as fold for additional cargo.

Inside, the tester delivered long-distance comfort and space for four passengers. The fifth person in the center-rear has a less comfortable seat but OK head and knee room. Seats all-around were upholstered in sturdy cloth with contrasting stitching. Armrests and trim were of soft-touch material.

On the road, the tested RAV4 exhibited more than adequate acceleration in passing, abetting an unscientific estimate of a zero to 60 mph acceleration time in the neighborhood of eight seconds. The more powerful hybrid was a bit quicker.

The cabin was quiet with little intrusion of mechanical or road noise on smooth roads, though rough pavement sounds reverberated inside. Handling was secure around curves with steady tracking in straight-line driving. The brake pedal felt a bit soft, especially on hybrid models, but stopping was not affected.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_08Specifications

  • Model: 2019 Toyota RAV4 XLE four-door crossover utility vehicle.
  • Engine: 2.5-liter four-cylinder; 203 hp, 184 lb-ft torque.
  • Transmission: Eight-speed automatic with front-wheel drive.
  • Overall length: 15 feet 1 inch.
  • Height: 5 feet 7 inches.
  • EPA passenger/cargo volume: 99/38 cubic feet.
  • Weight: 3,380 pounds.
  • EPA city/highway/combined fuel consumption: 27/34/29 mpg.
  • Base price, including destination charge: $28,345.
  • Price as tested: $31,545.

Disclaimer: This test drive was conducted at a manufacturer-sponsored press event. The manufacturer provided travel, accommodations, vehicles, meals and fuel.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_06Photos (c) Toyota

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