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Toyota

2021 Toyota Supra: A DriveWays Review…

by Frank A. Aukofer

Automobiles have personalities that they transfer to their owners/drivers. With the 2021 Toyota Supra, it is all about pure driving joy, and never mind the buckboard ride. 

With enthusiasts breathing heavily, the fifth generation Supra materialized in 2020 after an absence from the U.S. market of 22 years. You could argue that it was as anxiously awaited among its fans as the first-ever mid-engine C8 Chevrolet Corvette Stingray was to its disciples.

Unfortunately for Toyota, the two cars arrived for the same model year and the Corvette beat the Supra for the North American Car of the Year award, which is voted on by a jury of 50 automotive journalists from the United States and Canada.

Nevertheless, the Supra remains one of the best driver-oriented cars you can find anywhere at a decent, somewhat affordable price. Moreover, it only gets better for 2021, with a stiffer chassis, more power and the addition of a lower-priced model with a four-cylinder turbo engine.

The four-banger is the 255-hp GR Supra 2.0, which has a starting price of $43,985, including the destination charge. Toyota says it can nail a 0-60 acceleration time of 5.0 seconds — no slouch in anybody’s book.

Tested for this review was the 2021 GR Supra 3.0, which gets a bump of 47 horsepower over the 2020 model, along with refined chassis tuning. Aluminum struts connect the shock absorber towers to the radiator supports for increased lateral rigidity. The dampers also have been newly tuned.

A note about the GR designation for Supra models. It stands for Gazoo Racing, Toyota’s international motorsports program. The Supra was the first model developed by the Gazoo Racing team.

It is no secret, however, that the Supra 3.0 gets its power and some engineering expertise from Germany’s Bavarian Motor Works. Its  turbocharged in-line six-cylinder engine is the same motor that powers the BMW Z4 M40i. In the Supra’s installation, it makes 382 hp with 368 lb-ft of torque.

The grunt gets to the rear wheels via an eight-speed automatic transmission with a manual-shift mode — also from a German manufacturer, ZF Friedrichshafen. It is the only transmission available so far, though many enthusiasts would climb the ramparts for the rumored manual gearbox.

Toyota says the 2021 setup enables 3.9-second runs to 60 mph. However, Car and Driver Magazine claims its track testers made it in 3.7 seconds with the 2020 six-cylinder model, likely enabled by the standard computerized launch control.

There’s no question that the 2021 Supra is a head-turner — more likely a neck cracker. The tester was done up in bright red with black accents, some of them faux air inlets. The graceful 10-spoke wheels beautifully alternated black and chrome, and the sweeping body curves and lines invited gawking.

Inside, the leather seats (there are two) had substantial bolsters to cocoon the driver and passenger in place for whatever rapid moves they might undertake. The sensuous styling dictated a roof that droops down over the side windows, which means you have to duck way down to get in and out else you bang your noggin. But it has the advantage of functioning as a side sun blocker. In fact, the sun visor does not even swing sideways.

From behind the steering wheel, the driving and handling joy is palpable, despite the engine and road noise that can drown out the audio system and the harsh ride. Almost like riding a powerful motorcycle, there’s a feeling of total control and near invincibility. While only a fool would test its limits on the public roads, the temptation is there. 

The Supra is a hatchback, which actually enhances what would be meager trunk stash space. It’s 10 cubic feet, added to 51 cubic feet for the passengers. A removable cargo cover hides the contents. 

As befits a sport/grand touring car with a bottom-line sticker of $56,720, the tested Supra was well equipped with standard and optional safety, performance and luxury equipment. 

They included automatic pre-collision braking with pedestrian detection, lane departure warning with steering assist, color head-up display, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, 8.8-inch touch screen, navigation, Apple CarPlay, Bluetooth connectivity, wireless smart phone charging and SXM satellite radio.

A frugal buyer could do without some of the optional equipment, and even forego the 3.0-six in favor of the lower-priced four-cylinder model. Either way, the Supra exudes excitement. If there’s any credence to it, maybe wait for the more entertaining stick shift.

Specifications

  • Model: 2021 Toyota GR Supra 3.0 Premium two-door hatchback coupe.
  • Engine: 3.0-liter six-cylinder, turbocharged; 382 hp, 368 lb-ft torque.
  • Transmission: Eight-speed automatic with manual-shift mode and rear-wheel drive.
  • Overall length: 14 feet 5 inches.
  • EPA/SAE passenger/cargo volume: 51/10 cubic feet.
  • Weight: 3,390 pounds.
  • EPA city/highway/combined fuel consumption: 24/31/26 mpg.
  • Base price, including destination charge: $55.485.
  • Price as tested: $56,720.

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

Photos (c) Toyota

Coupe Love Affair with the 2020 Lexus RC F

by Jason Fogelson

Looking back on my history of car ownership, I realize I have ping-ponged between trucks/SUVs and coupes. I’ve owned very few sedans, and I haven’t kept them for long. I’m definitely in touch with why I love trucks and SUVs – it’s the utility. It’s the belt and suspenders part of my personality, the part that wants to be ready for anything, anytime. My love of coupes, though, has demanded more introspection. 

Luckily, I got a chance to spend a week behind the wheel of a 2020 Lexus RC F 2-Door Coupe recently, and I think I figured it out.

Let’s jump right in. 

RC F has great lines, with a sporty, elegant profile and an assertive stance, and the car is poised like a sprinter in the starting blocks. The wheel arches are filled with staggered width 19-inch wheels. Up front, the big, open “spindle” grille serves as a gaping mouth, while the bi-LED headlamps underlined by LED DRL. The roofline is fast, with a quick finish to a short decklid, housing a speed-activated rear wing which (thankfully, for the shy driver) defaults to a flush docked position. Quad chrome tips poke out of the lower rear fascia, ready to burble exhaust notes. 

Much of the front fascia seems devoted to aerodynamics and managing air flow. There are no external bumpers, per se, though you can see the structure behind the grille. I’d be really careful parking the RC F – a low-speed collision with a pole or garage wall could result in a very costly repair. The rear fascia is a little less detailed, and appears a little less fragile.

Coupe critics complain about coupe doors, which are generally six or more inches longer than sedan doors on comparably sized vehicles. You need more space to open coupe doors fully. Coupe doors are bigger and heavier than sedan doors, which puts more stress on hinges. Despite their greater length, coupe doors still require second-row passengers to squeeze in past the door frame and front seat. 

While I confirm the coupe critics’ complaints, I counter with compliments. 

A bigger front door makes it easier for the driver and front-seat passenger to enter and exit the vehicle. The weight of RC F’s doors is manageable and well-balanced, and there’s no obvious strain on the hinges. Getting in and out of the second row is mildly inconvenient, but at six-feet two-inches tall with creaky joints and size 14 barges for feet, I had no problem getting in and out without an assist (or a crane). Headroom was fine, though I could have used more legroom for a long ride. I rarely carry second-row passengers – maybe two or three times a year, at most — so the tradeoffs would be worth it to me. Call me a selfish aesthete, but the ease of entry and exit along with a gorgeous, genuine coupe silhouette make the two-door my car of choice.

Inside, RC F also hits the mark. It has a crisply tailored cockpit, with a beautifully trimmed dashboard and center console. I particularly like the perfectly aligned HVAC vents, which combine looks, function and location to break up the visual field of the dashboard. My test RC F came with an expensive ($11,400) yet stunning Performance Package, which included a host of carbon fiber trim and aero pieces on the exterior and interior, and after some heavy math (seven years of ownership = 2,555 days x $4.46/day = $11,400 more or less = less than $5/day to have the cool carbon fiber = sold?), I think I’d order that feature. 

Another option that required no math for me was the $2,725 Navigation System with Mark Levinson Audio. The 17-speaker, 835-watt sound system is one of the best car audio systems I’ve ever heard. I’m not a fan of the remote touchpad in the center console, which I can only ever get good results from when the RC F is at a complete stop. I suspect that time and practice would improve my interactions, but a week wasn’t long enough to make me a competent operator.

The biggest joy of the RC F, though, is the driving experience. A 472-hp, 5.0-liter V8 gasoline engine lurks beneath the long hood, ready to pump 395 lb-ft of torque to the rear wheels through an eight-speed automatic transmission. The powertrain comes as a pleasant surprise in the tidy RC F, as it sounds and feels like it belongs in a muscle car, not a Japanese luxury coupe. Which is not to imply that it’s unruly or sloppy – I’d have to describe it as lusty. That’s a compliment.

Driving around in the RC F is a blast. It corners like a shark, accelerates like a charging bull, and romps like a stallion. I had to keep a close eye on the speedometer, because RC F can cruise smoothly at deceptive speeds. 

There are other performance luxury coupes on the market that match up well with the Lexus RC F. The Mercedes-AMG C 63 Coupe, BMW M4 Coupe, Infiniti Q60 Red Sport 400 and Audi RS 5 Coupe are good examples. I’d also include non-luxury Dodge Challenger and Ford Mustang, lusty V8 muscle cars, in my coupe comparison. 

The 2020 Lexus RC F starts at $64,900 ($89,654 as tested). 

Does my preference for a coupe make me a selfish person, since I’d rather have everyday comfort and convenience as a driver than occasional comfort and convenience for my passengers? Does it make me shallow, since I value appearance over practicality? I don’t know.  I appreciate the coupe for its honesty. It’s not pretending to be a car for all people, for all purposes. And that makes sense to me. So does the RC F.

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

Photos (c) Lexus

2020 Toyota 86 Hakone Edition: A DriveWays Review…

by Frank A. Aukofer

In American slang, “86” means to get rid of, cancel, eject or bury something. In the Japanese automobile industry, 86 is the name of a nimble Toyota sports car that is actually built by Subaru.

The joint venture dates back to 2012, when Toyota introduced the two-door coupe as the Scion FR-S (then Toyota’s youth-oriented brand, now 86ed). The FR-S name went away with Scion. The FR-S and successor 86 also was — and still is — sold by Subaru as the BRZ. The two vehicles gave each manufacturer something it did not have.

For Toyota, it was the 200-hp, 2.0-liter horizontally-opposed four cylinder engine, also called a flat or boxer engine. In a boxer, the cylinders lie flat, feet to feet, on both sides of the crankshaft, instead of standing straight or leaning sideways as in-line or V engines.

Subaru is the only manufacturer that uses boxer engines in all of its models. The configuration is the same as that used in millions of Volkswagen Beetles and microbuses from the 1930s until the 1970s. 

The other manufacturer currently using boxers is Germany’s Porsche, in its Boxster, Cayman and 911 models. In those cars the engine is mounted amidships, forward of the rear wheels, or behind them in a rear-engine design.

That leaves the Subaru BRZ and Toyota 86 with a unique layout in which the boxer engine nests up front and sends its power to the rear wheels via a driveshaft. Nobody else does a boxer front engine, rear drive layout. It also is the only two-wheel drive model in the Subaru lineup; the others come standard with all-wheel drive.

The 2020 86 gets its name from its production numbers — hachi-roku in Japanese. It still uses the boxer engine, now with 205 hp and 151 lb-ft of torque. Tested for this review was the special Hakone Edition with a six-speed manual gearbox (a six-speed automatic is available). Hakone is the name of a famed curvy turnpike near Tokyo. It also is the name of the Hakone Edition’s deep green paint, similar to British Racing Green.

The Hakone Edition package also includes bronzed alloy wheels and smart-looking front seats done up with black suede cloth seating areas trimmed with tan leather. But the fancy stuff ends there; the two vestigial back seats are monotone.

That’s likely because Toyota doesn’t expect them to get much use. The 86 is what used to be called a “two-plus-two,” meaning a coupe with tiny back seats and no knee or leg room. In an emergency, you could squeeze two small humans back there but only if the front seat occupants run their seats as far forward as possible, likely compressing the driver’s chest.

So think of the 86 as a two-seater, not unlike a Mazda MX-5 Miata with a hard top and a bit of extra space in back for melons or capuchin monkeys. At least the 86’s back seat augments the meager seven cubic feet of trunk space.

Another way to consider the 86 is as the smaller, less powerful sibling of the resurrected Toyota Supra two-seater, which comes with a 382-horsepower in-line six cylinder engine from BMW. At $56,720 as reviewed here, it costs twice as much as the $28,015 base 86.

The Hakone Edition comes nicely equipped for $30,825 with the manual gearbox. Prices include the destination charge. The test car had Bluetooth connectivity but no Apple Car Play or Android Auto, though it was compatible with those apps. There was an AM-FM radio but no SXM satellite radio.

However, the 86 is a pure sports car so the entertainment comes from the driving. Engine noise intrudes harshly into the cabin any time the tachometer needle passes 3,000 rpms. The zero to 60 acceleration time is less than seven seconds (compared to less than four seconds for the Supra).

For enthusiasts, the stick shift is preferable to the automatic. But the 86’s clutch action can be a bit touchy, and the shift linkage is taut and even a bit bumpy changing gears. 

Handling is the 86’s forte. It corners flat, and the somewhat stiff steering provides good feedback. The tradeoff is a harsh ride on rough roads. Combine the ride with the echoing engine racket in the cabin and a long trip on freeways could become taxing.

Complaints include a hard-to-read, tiny backup camera mounted in the inside rearview mirror, and sun visors that do not slide on their support rods to adequately block sun from the side.

Specifications

  • Model: 2020 Toyota 86 Hakone Edition two-door sports coupe.
  • Engine: 2.0-liter four-cylinder; 205 hp, 151 lb-ft torque.
  • Transmission: Six-speed manual with rear-wheel drive.
  • Overall length: 13 feet 11 inches.
  • EPA/SAE passenger/trunk volume: 77/7 cubic feet.
  • Weight: 2,810 pounds.
  • EPA city/highway/combined fuel consumption: 21/28/24 mpg.
  • Base price, including destination charge: $30,825.
  • Price as tested: $30,825.

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

Photos (c) Toyota

2020 Toyota Prius is the Proto-Hybrid

by Jason Fogelson

As the automotive industry does its best to catch up, the 2020 Toyota Prius posts incremental improvements and additions. Prius has been the poster child for hybrid cars for over 20 years now, a beacon that identifies its owners as green and woke (and maybe a little self-congratulatory). Say what you will about image and perception, it’s hard to criticize the roomy, efficient Prius when it comes with an EPA rating of 52 mpg city/48 mpg highway/50 mpg combined when equipped with newly available (as of 2019) all-wheel drive.

Front 3q Left Blue

For 2020, Toyota has added more standard features to Prius, sweetening the pot. On the audio front, Apple CarPlay and Amazon Alexa have been added to the system’s capability. This is particularly welcome for users who find the Scout GPS app that links with Toyota’s Entune system lacking (I do), because they can now connect an Apple iPhone via a USB cable and have the Apple Maps app operate through the Prius’ infotainment screen. This works way better than Scout, in my experience, and lets you get a quick link between other information in your smartphone and your mapping program. Amazon Alexa functionality is great, too, if you’re willing to take the time to set up Alexa skills in the Alexa app. If you have iOT devices at home – smart lightbulbs, a smart thermostat, etc. – this can be very convenient and fun. These are the kind of tech upgrades that Prius should get – the kind that help integrate the vehicle into owners’ (users’) lives beyond transportation.

Front 3q Right

The other big area of upgrade to Prius for 2020 is in standard safety systems. Toyota Safety Connect is now standard (with a free three-year trial subscription) on all Prius grades, including Emergency Assistance, Stolen Vehicle Locator, Roadside Assistance and Automatic Collison Notification. Similar to the tech upgrades in the audio area, this connectivity is also a smart, appropriate addition for Prius and its connected owners.

Dash

Beyond those upgrades, the 2020 Prius is pretty much a carryover model, very similar to the 2019 Toyota Prius XLE AWD-e model that I reviewed last year for Forbes. This year’s test car had an optional feature that I very much appreciated: the $800 Advanced Technology Package that included a Head-Up Display (HUD). This bright, color projection above the steering wheel solved the slight unease that I feel with the Prius’ center-mounted instrument panel. With the HUD, I was able to keep my head straight, my eyes on the road, and still have visual access to my car’s speed and the activity of the hybrid system. I’m a big fan of a well-executed HUD in the first place, and on Prius I would consider it an essential feature, not an extra.

Engine

My test vehicle, a 2020 Toyota Prius XLE AWD-e, came with a base price of $29,250. With options, including the HUD, $259 Carpeted Floor Mats, $299 Illuminated Door Sills, $125 Door Edge Guards, $69 Rear Bumper Applique, and $955 Delivery Processing and Handling Fee, the as-tested price was $31,757. Bracketed in the Toyota lineup by the new 2020 Corolla Hybrid (starting at $23,100) and 2020 Camry Hybrid (starting at $28,430), it’s not the only smart choice in the Toyota lineup – just the most visible.

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

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Photos (c) Toyota

Avalon Hybrid Generates Grins

by Jason Fogelson

Through five generations of production since the 1995 model year, Avalon has been the flagship of the Toyota lineup in the United States. That doesn’t necessarily mean that it has been given a lot of respect or attention on the sales floor. Though it shares a platform, TNGA (Toyota New Global Architecture), with sibling Camry, Avalon sales in 2019 were one-tenth the number of Camry sales. Looking at Avalon Hybrid sales versus Camry Hybrid sales reveals a different balance. In 2019, Toyota sold 26,043 Camry Hybrid sedans, while selling 6,552 Avalon Hybrid sedans, about a 4:1 ratio – much closer than the overall numbers. What’s going on here?

Front 3q Left

I decided to take the 2020 Toyota Avalon Hybrid for a week-long test drive to see if I could figure it out.

My test vehicle was a Limited trim level with a list price of $43,150. With options ($1,150 Advanced Safety Package; $259 Carpet Mat Package) and a $950 Delivery Processing and Handling Fee, my Parisian Night Pearl Avalon Hybrid carried an as-tested price of $45,489.

Front

Avalon spent its first four generations cloaked in blandness, but the new generation, which launched with the 2019 model year, is much more interesting and attractive. Sharper lines, a bolder snout, and, dare I say, sportiness to the exterior have livened up the big sedan. Still on the conservative end of the spectrum, but much better than before.

Inside, Avalon manages to achieve Lexus levels of luxury, but with a flair that matches Avalon’s newly spruced exterior design. I particularly like the way that the center stack is set off from the dashboard, putting the standard nine-inch touchscreen display at the top. My Limited model also included a 10-inch head-up display, which beamed information into my line of sight in the driver’s windshield – a very desirable safety feature, well-executed.

Dash

Avalon is roomy and comfortable, notably so in the second row. The flexible TNGA platform has allowed engineers and designers to stretch the wheelbase by two inches over Camry, and to put that additional space to use in the second row of the Avalon, almost to executive sedan level.

Under the hood, Avalon Hybrid uses a 2.5-liter inline four-cylinder gasoline engine (176 hp/163 lb-ft of torque) and a pair of electric motors. One motor operates as a generator, engine starter and hybrid battery charger, while the other drives the front wheels and captures braking energy during regeneration. The drive motor has a maximum output of 118 hp. A continuously variable automatic transmission (CVT) directs power to the front wheels, with a net system horsepower rating of 215. The hybrid battery pack is a sealed Nickel-Metal Hydride (Ni-MH) type with a nominal voltage of 244.8. Systems that are designed to deliver extensive EV-only range have mostly switched over to Lithium Ion battery packs, which are more energy-dense (and more expensive) than Ni-MH. Avalon Hybrid is engineered for overall fuel efficiency, not pure electric range or operation – Toyota doesn’t even provide information on EV range, though there is an EV button on the center console. In practice, I found that it was nearly impossible to keep the Avalon Hybrid in EV mode, as the faintest push on the accelerator pedal kicked the car back into hybrid operation. In any event, Avalon Hybrid Limited is rated to achieve 43 mpg city/43 mpg highway/43 mpg combined – very impressive for a roomy five-passenger sedan with a 16.09 cubic-foot trunk and a 3,715-lb curb weight.

Center StackThe TNGA platform reaps big benefits for Avalon Hybrid when it comes to handling. While Avalon Hybrid isn’t exactly sporty, it is a sharp-handling, connected car that responds precisely to inputs, turns in sharply, and delivers a comfortable, controlled ride. Past generations of Avalon have been correctly criticized for being a little too floaty and cushioned, but those are voices of the past. While enthusiastic drivers will wish for quicker acceleration (get the gas-only V6 for that), few will complain at Avalon’s overall competence and comfort.

The big reveal for the Avalon Hybrid, and maybe its secret weapon, is the fact that choosing the Hybrid over the gasoline-only Avalon only adds $1,000 to the suggested retail price.

Second Row

The competition for a vehicle this size with a hybrid gasoline-electric powertrain is thin in this price range, from $37,000 for Avalon Hybrid XLE to $39,500 for Avalon Hybrid XSE to $43,300 for the 2020 Toyota Avalon Hybrid Limited.

I’d be very comfortable recommending the Avalon Hybrid to anyone who is looking for an efficient, luxurious, pleasant to drive and relatively affordable five-passenger sedan.

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

Rear 3q Left

Photos (c) 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.

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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

 

 

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