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    Gaze at the blue-white Suzuki “Jimny police vehicle”? What is the disaster countermeasure vehicle that appeared in the police car lineup “Keisatsu Vehicle Exhibition” .

    ByChathura Chanuka

    “Are you hot on the heels of the blue-and-white Suzuki “”Jimny”” police car? Disaster Response Vehicles at the “”Police Vehicles Exhibition”” featuring a full lineup of police cars

    Police Cars and Other Vehicles to Gather at “”Police Vehicle Exhibition””!
    　On May 28, 2022, the 12th “”Police Car Exhibition”” organized by the Saitama Prefectural Police Headquarters was held at the Railway Museum in Saitama City, Saitama Prefecture.

    I want to see it up close! What does a cool “”Jimmy Police Vehicle”” look like? See how it attracts attention.

    　Among the various police vehicles on display, including a sports car-type police car, was a Suzuki “”Jimny”” police car, a small XC vehicle.

    Multi-purpose disaster response vehicle based on the Suzuki Jimny Sierra (image courtesy of Saitama Prefectural Police)

    　The vehicle on display was based on the Jimny Sierra, a registered version of the Jimny.

    　The vehicle, which attracted the attention of many people, from children to adults, is equipped with a red revolving light on the roof, and the Order of the Rising Sun (police emblem) can also be seen inside the front grille. However, it is two-tone blue and white.

    　According to the Saitama Prefectural Police, the vehicle is deployed as a “”multi-purpose disaster response vehicle,”” and as the name implies, it was manufactured for use in various applications in times of disaster.

    　Other police vehicles on display at the exhibition included a Nissan “”Skyline GT-R”” police car and a variety of other police vehicles that delighted the eyes of visitors.”

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    Toyota’s 4th generation “Prius” is no longer sold in Australia! What is the history that paved the way for the spread of HV in the 21-year history?

    ByChathura Chanuka

    “Toyota’s Fourth Generation “”Prius”” Ends Sales in Australia! The end of 21 years of history. What is the history that paved the way for the popularization of HVs?

    Prius Paves the Way for HV Vehicles in Australia
    　Toyota’s Australian subsidiary announced on May 11, 2022 that it will end sales of the fourth-generation Toyota Prius in the Australian market.

    End of 21 years of history in Australia! What kind of model was the 4th generation Toyota “”Prius””? View in pictures.

    Toyota’s 4th generation “”Prius”” announced to be discontinued in Australia

    　The first-generation Prius, a hybrid-only vehicle, was introduced in the Australian market in October 2001.

    　Over the 21 years of its four generations, a total of 28,847 units have been sold.

    　There was also a time when the first-generation “”Aqua”” was sold in the Australian market as the “”Prius C”” and the “”Prius Alpha”” as the “”Prius V””.

    　Including the Prius C and Prius V models sold under the Prius brand, the total cumulative sales of the Prius C and Prius V models amounted to 35,947 units.

    　Sean Hanley, Vice President of Sales and Marketing for Toyota in Australia, looks back on the history of Toyota’s hybrid vehicles in Australia.

    In 2001, Prius sales in Australia were a handful.

    　It took until mid-2018 for Toyota hybrid sales to reach a total of 100,000 units, and then the 200,000 cumulative sales mark was surpassed in 2021.

    　The Prius paved the way for Australian users by providing them with an option for a more efficient and environmentally friendly car lifestyle. User sympathy for hybrid vehicles is growing stronger as time goes on.””

    * * *

    　Although Prius sales in the Australian market will end, as of 2022 Toyota offers a wide range of hybrid vehicles in the Australian market, including the Corolla, Camry, RAV4, C-HR, Yaris, and Yaris Cross.”

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    Test drive the “Hydrogen Yaris”, the ride is surprisingly — equipped with a gas hydrogen combustion engine .

    ByChathura Chanuka

    “Test Drive of the Hydrogen Yaris, Ride Surprisingly—Equipped with a gaseous hydrogen combustion engine2022, Tuesday, June 7, 10:15 a.m.

    The #32 ORC ROOKIE GR Corolla H2 concept (so-called “”hydrogen Corolla””) from Rookie Racing has been competing in Super Taikyu races, and each race attracts great interest in its evolution. This time, I was able to drive a car that uses the same gaseous hydrogen fuel.

    The hydrogen Corolla began competing in last year’s Fuji 24 Hours. The evolution of the car has been incredibly fast. Lap times are faster, and the time required for water supply has been shortened. One can imagine that the passion of the people involved must be tremendous. Although not a racing car, the “”GR Yaris H2,”” which incorporates almost the same unit, was prepared for the test drive.

    At Fuji Speedway, where the second round of the ENEOS Super Taikyu Series 2022 Powered by Hankook “”NAPAC Fuji SUPER TEC 24 Hour Race”” was held, Toyota Motor Corporation sponsored a test drive of the gaseous hydrogen-fueled GR Yaris H2 for the media.

    The GR Yaris H2 looks quite ordinary, but it is a left-hand drive, 6-speed MT car with a suspension and differential that have been or will be used in gymkhana and other categories. The seats are full bucket seats.

    Although it was not allowed to take pictures inside the car, a meter displaying hydrogen-related information was installed in the center display. The rear seats, like the race car, carry a hydrogen tank on their backs, so there is no rear visibility due to the bulkhead. However, this is not necessary for driving in limited areas.

    The hydrogen Corolla in the race is driven at racing speeds, so the accelerator pedal is usually on or off, and there are not many times when the pedal is pressed in partial. When the accelerator pedal is lightly pressed in 2nd gear at 3000 rpm, the driving becomes a little jerky.

    When accelerating by stepping on the accelerator pedal, the speed increases instantly, making it very easy to drive. When braking, the accelerator is off, but at that time you can feel a sense of calmness as if the car is honestly waiting for the right moment to accelerate. It is also quiet, and the only sounds coming into the car are the engine revving vigorously and the echoing sound of the tires bouncing stones. The only sounds inside the car are similar to those of a normal gasoline-powered car.

    Comfort is almost gone with the hydrogen tanks in the rear seats. This makes daily use impossible. It is still unavoidable to carry a large tank in order to increase the cruising range.

    For general use, it is necessary to consider how to reduce the size of the tank and how to store it. The “”Corolla Cross H2 Concept,”” which was presented as a concept model at the test-drive event (test-drive was not available), was created for this purpose. The hydrogen tank is mounted under the rear seats, and the vehicle is designed to accommodate people in the rear seats as well. It was also displayed at the event plaza, where hydrogen tanks located under the seats and luggage compartment were visible.

    In the future, research and development of liquid hydrogen will be conducted to extend the cruising range. The challenge with hydrogen is that it does not reach a liquid state until the temperature is lower than minus 253 degrees Celsius.

    “

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    [Toyota GR Yaris 450km test drive] No matter how much you drive on public roads, you will not encounter a situation that you can essentially enjoy.

    ByChathura Chanuka

    “Toyota GR Yaris 450km Test Drive] No matter how much you drive on public roads, you will never encounter a phase that is inherently enjoyable2022, Monday, June 6, 2010, 10:00 PM

    I drove the GR Yaris RZ High performance for 450km.Front view of the GR Yaris RZ High performance.Rear view of the GR Yaris RZ High performance.Side view of the GR Yaris RZ High performance. The tail end of the GR Yaris RZ High performance, with the tread extended to the very edge of the car’s 1800mm width. The tires are Michelin Pilot Sport 4 tires in 225/40ZR18 size. These tires are XL-rated for high load capacity.
    We had the opportunity to test drive Toyota’s compact hatchback coupe, the GR Yaris, for two days and one night, and although the distance was only a short outing, we took the opportunity to give our impressions of the car.

    The GR Yaris is a sporty car produced by GAZOO Racing, a small production section within Toyota. The 3-door hatchback body is different from the narrow body of the normal Yaris for the Japanese market and the wide body for the European market, and the 3-cylinder 1.6-liter turbo engine is not found in the normal Yaris. The three-cylinder, 1.6-liter turbo engine is also not found in the regular Yaris, making it a highly independent vehicle.

    The test vehicle was the RZ High Performance. This is the top-of-the-line grade with a suspension with more roll rigidity than the regular RZ, BBS wheels, Torsen LSD, water injection into the intercooler, luxurious interior and exterior, JBL audio system, and much more. The driving route started in Tokyo, and took us around Ibaraki and Chiba. The road conditions were dry all the way, with one or two occupants, and air conditioning on.

    Before I give my impressions, let me list 5 pros and 5 cons of the GR Yaris RZ High Performance.

    Pros
    Stylish finish including sight window graphics. 2.
    2) Suspension that showed surprisingly high flexibility and followability even on rough roads. 3) Great start and mid-range dash.
    Excellent start and mid-range acceleration performance. 4.
    Reasonable fuel economy for the performance. 5.
    Interior and exterior quality that could easily pass for a specialty car.

    Cons
    1. too well-balanced to be exciting as a sporty car
    Rear seats and cargo space are unavoidably small. However, it can accommodate four passengers. 3.
    The ride is hard and not suitable for long tours in the general sense. 4.
    Rearward and diagonal rearward visibility is poor, making lane changes a bit tricky. 5.
    Collision mitigation braking system is not available unless Toyota Safety Sense is installed.

    GR Yaris”” tuned with a focus on functionality

    The GR Yaris was originally developed to serve as a homologation model for the World Rally Championship (WRC). The WRC regulations were changed midway through development, which made the car less meaningful, but perhaps because of this development concept, the production version has a rally car-like feel, with the goal of driving fast.

    The car was built with an emphasis on well balance throughout, and everything the driver did was reflected in the car’s behavior. However, since there is plenty of room in terms of performance, there are no severe movements at all, and the car is very deep in the pocket. On the other hand, it does not have the high responsiveness when the steering wheel is turned slightly or the sensuality that is important in a sporty car on public roads, such as the feeling of holding on through cornering G’s. If the car has room for such sensuality, then the driver will be able to enjoy the car on public roads. If there is room for such sensuality, it seems to me that it is being used to enhance the speed and drivability of the car.

    In the past, automakers around the world have released a variety of homologation models. Famous examples include the Lancia Delta Integrale and Renault 5 Turbo, and the Nissan Skyline GTS-R and Toyota Supra Turbo A in Japan. These are, of course, base models that have not undergone any major modifications, and their flavor is quite different from that of race cars. The priority was to create a car that would make the owner feel as if he or she were rolling it on a public road.

    The GR Yaris is the same as the base model, but what makes it unique is its flavor. Basically, the emphasis is on thorough balance. The suspension is firm but has a setting that uses plenty of stroke, and the car does not forcibly suppress roll when cornering, but rather allows the car to roll in a straightforward manner, making active use of the changes in geometry.

    This is clearly not circuit driving where the first priority is to shave lap time, but a rally car that needs to respond to ever-changing road surface conditions and be tolerant of driver error. Even on bumpy road surfaces such as the Omote-Tsukuba Skyline, the car does not bounce at all. Conversely, when the tires fall into a gap, the suspension extends quickly to keep the tires stable on the road surface. The driver will find it easy to control the car because the continuity of behavior is maintained.

    On the other hand, it is not very exciting to drive a fast car in a controlled manner, as it is not very stimulating or sensual. Although the car is extremely high-performance, it does not offer anything to please the owner. This may be a matter of taste, depending on what one wants in a sporty car, but the fact that the tuning was focused on functionality made the driving feel of the GR Yaris highly unique.

    Today, in Europe, the main market for this type of car, high-performance cars are subject to a hefty penalty tax, and high-performance versions have disappeared from the B-segment subcompact class, to which the GR Yaris belongs. The GR Yaris, which was introduced later than its rivals, has become a one-of-a-kind model, and is a valuable vehicle in that it offers customers the last chance to drive a car of this type. Let’s take a more detailed look at each element. First of all, driving stability was outstanding both on highways and winding roads. On the highway, the stability is so high that it almost makes you go too fast if you are driving by feel without looking at the speedometer. On winding roads, thanks to the suspension setting that actively uses the stroke as mentioned above, the behavior is easy to understand and the change in grip is small, again providing an excellent sense of security.

    The car is also equipped with a function that adjusts the rpm when shifting gears, making it easy for those who are not accustomed to manual transmissions (MT) to drive on winding roads. By using this function, the driver will soon get the hang of it and be able to shift gears freely on his/her own.

    The car is not very stimulating in the speed range of Japanese public roads, and may seem a bit boring. Perhaps with this in mind, the GR Yaris is equipped with a mode select dial that changes the distribution of driving force to the front and rear wheels, allowing the driver to select one of three patterns: closer to the front wheels, neutral, or closer to the rear wheels. By setting the mode select dial closer to the rear wheels, the driver can enjoy RWD (rear-wheel drive) like behavior. However, when we actually tried switching between the three patterns, the most natural movement was the 50:50 front:50 rear track (circuit) mode, while the 30:70 front:70 rear (sports) mode seemed a bit deliberate.

    The ride quality is hard, and the driver feels a strong shaking sensation when driving normally on a normal road, except during adrenaline-inducing phases. However, the harshness cut is superb and the tire pattern noise is well controlled, so a minimum level of comfort is maintained. Users who have driven tuned cars may find the ride to be rather comfortable.

    Direct acceleration and reasonable fuel economy?

    Next is the powertrain. The speed itself is impressive without question, with a GPS-derived 0-100km/h acceleration time of 5.5 seconds, exactly the same as the European catalog specs. Since the car was a loaner, the clutch was not over-engaged when starting off, and all four wheels were lightly idling. I felt that another 0.2 seconds could be shaved off if the car was rocket-started at a higher rpm where more boost was applied. Mid-range acceleration on the highway was also unusually quick, giving the driver a direct acceleration feel.

    The 1.6-liter turbocharged engine is a three-cylinder engine, and when cranked to the top, it sounds like a three-cylinder itself. However, the high-performance vehicle we tested was equipped with a system that mixes sound components into the audio speakers, so when the gas pedal is turned on while keeping the rpms low, the engine sounds like a Subaru’s horizontally opposed 4-cylinder engine with a “”dorororooro”” sound. When the accelerator is turned on while keeping the rpm low, it sounds like a “”throb”” like a Subaru horizontally opposed four-cylinder engine. Although it was only an atmospheric sound, it was an interesting touch.

    Actual fuel economy measured by the full tank method was 12.3 km/liter for a 155.2 km section that included mountain roads and highways, 14.9 km/liter for a 190.6 km section driven mainly on level suburban roads, and 12.9 km/liter for a 65 km section driven on suburban and urban roads with an eco-conscious mind. Overall, 13.6km/liter. As a long tourer, fuel costs are quite high due to the premium gasoline designation, but if you drive a high-performance car for short distances as a hobby, the performance ratio is reasonable enough.

    Not a car for long-distance touring
    Compared to the regular Yaris, the A-pillars are much more sloped and the visibility is more like a coupe.
    Next, the interior. Thanks to the low roof and the large sloping A-pillars, the view from the driver’s seat is exactly that of a sporty coupe. The view from the driver’s seat is very motivating. It should be noted that the passenger headrest is in the way and the rear quarter window is almost invisible, so rearward diagonal visibility is poor. Some caution is needed when changing lanes to avoid “”thinking you can see.

    Space is not a problem for the front seats. The dashboard and center console are surrounded by a space that does not feel oppressive, which is quite a good layout. The seats have a good hold, with little slippage. The seatbacks are highly rigid, and unless the vehicle is being driven in a motorsports environment, the three-point seatbelts will provide excellent lateral G-force protection.

    The rear seats are not very practical. The rear end of the roof is lowered considerably, so head clearance is absolutely insufficient, and an adult of 170 cm height has to bend his or her neck to sit in the seat. The saving grace is that there is a fair amount of legroom. Even with a passenger in the front seat in a normal seating position, there is still legroom in the back seat. If a child or a small person is to be carried, the car can be considered a four-seater.

    The cargo area has a capacity equivalent to a luggage compartment.
    The cargo area has about the same capacity as a luggage compartment.
    The cargo area is the most negative part of the car, with only 174 liters measured by the VDA method, and in reality, it is only as large as a luggage compartment. However, since the GR Yaris is not a car for long tours, the actual damage will be minimal.

    The test car was equipped with Toyota Safety Sense, an advanced driver assistance system (ADAS). While I think there are probably only a few people who would take a long drive in this car and leave the car to the driver, the system offers a full range of functions, including cruise control and lane keeping, and the operation was generally satisfactory. However, this is an option that costs about 250,000 yen including tax, and without it, the car lacks any kind of collision mitigation braking, which is a bit of a disappointment.

    Conclusion
    I drove on the Omote-Tsukuba Skyline where the road surface is very rough. The suspension’s ability to follow gaps and undulations is superb. It is too well-balanced to be stimulating and uplifting.
    Rough road surface, I tried to drive on the Omote-Tsukuba Skyline. Suspension’s follow-up to gaps and undulations is the best. It is too well-balanced to be stimulating and uplifting.
    This time, I took the GR Yaris for a short drive to Mt. Tsukuba in southern Ibaraki and Inubosaki in eastern Chiba, but I felt that this was enough to satisfy me. It is my policy to experience the characteristics of a car through long-distance driving, such as touring from Tokyo to Kagoshima, but no matter how long I drive on public roads, I am not likely to encounter a situation where I would be able to enjoy the GR Yaris in its true essence.

    The GR Yaris is a car for enjoying the act of driving itself, not for enjoying a long drive. It is not the type of food that you want to eat to your heart’s content, but rather the type of food that is extremely tasty but only a little bit satisfying in terms of quantity. It would be a waste to use a car that is not only high-performance, but also handmade with the utmost care and attention to detail, just for transportation.

    From this point of view, the most suitable customers for the GR Yaris are those who go out for a drive to enjoy driving the car and are what we call “”driving enthusiasts. Also, motor sports fans who like WRC and other rally events and want to be in contact with a car that overlaps with their image of such events.

    Only a 6-speed manual transmission is available. The iMT automatically adjusts the gear to the next gear without the need for heel-and-toe technique. The response of the gearshift was extremely high.
    Only a 6-speed manual transmission is available. The iMT automatically adjusts the rotation for the gear to be shifted without the use of heel-and-toe or other techniques. The response of the gearshift was extremely high.
    Just a few days ago, Toyota previewed the GR Corolla, a higher-end model in the GR series. Although this is just an impression since we have not yet driven the actual car, we expect the GR Yaris to be a much purer car than the GR Corolla, which is a high-performance car with the know-how cultivated in motorsports and the GR Yaris, which was built with motorsports as its target.

    Which one is actually faster or which one is more prestigious has nothing to do with a car like the GR Yaris. Besides the characteristics mentioned in this article, the GR Yaris also has a unique characteristic: its styling is full of tension, which is probably the first time this has happened in a Toyota hatchback since the iQ. While small hot hatches in the B segment are becoming extinct around the world, the GR Yaris has become a car that stands at the pinnacle of its generation in terms of performance, and my honest impression is that users who want to experience this type of car should have no hesitation in nominating it for purchase.”

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    Run 250km! Is Toyota & Subaru’s latest SUV “bZ4X / Soltera” cool? What is the power of the new EV with “likeness” .

    ByChathura Chanuka

    “250km run! Is Toyota & Subaru’s Latest SUV “”bZ4X/Solterra”” Cool? What are the capabilities of the new EVs with “”uniqueness””?

    The basics are the same! The key was the respective flavors added at the end!
    　The new Toyota bZ4X and the new Subaru Solterra are the first global BEVs to be jointly developed by Toyota/Subaru.

    Large plastic parts on the fenders emphasize the wildness! View images of the new Toyota-faced “”bZ4X”” and the new Subaru-faced “”Solterra””

    The basics are the same! The key was the respective flavors added at the end!
    　The new Toyota bZ4X and the new Subaru Solterra are the first global BEVs to be jointly developed by Toyota/Subaru.

    [Images] Large plastic parts on the fenders emphasize the wildness! View images of the new Toyota-faced “”bZ4X”” and the new Subaru-faced “”Solterra”” (44 images)

    This time, we test-drove the numbered mass-produced models in the real world (on public roads). What are the “”similarities”” and “”differences”” between the new bZ4X and the new Solterra that many people are wondering about?

    Toyota and Subaru together created the new bZ4X and the new Solterra

    　The first collaboration between Toyota and Subaru dates back 16 years (2006) to the commissioned production of the Toyota Camry at Subaru’s U.S. plant (SIA) (until May 2016).

    　Subsequently, although it is not well known, Subaru engineers were transferred to Toyota for the development of the Toyota “”Ractis”” and Subaru “”Tresia”” and carried out car manufacturing together.

    　This trend led to the joint development of Toyota’s 86/GR86 and Subaru’s BRZ, and now the new bZ4X and new Solterra.

    　Incidentally, the joint development of the new bZ4X/new Solterra differs from the tag teaming of the new GR86/new BRZ, which will be fully remodeled in 2021.

    　The development of the new GR86/new BRZ was carried out under the theme of “”Let’s build a good car together,”” with Toyota taking care of product planning and design, and Subaru taking care of development and production.

    　In the case of the new bZ4X and new Soltera, engineers from Toyota and Subaru were brought together in the new “”ZEV Factory”” on an equal footing, working from scratch.

    　From the planning stage to packaging, design, engineering, and equipment, the two companies discussed and developed the car together. In other words, it was a “”one-team”” joint development in the true sense of the word.

    　Although we in the media tend to focus only on differentiation, in fact, the common parts of the two companies also contain strong ideas and thoughts from each company.

    　Daisuke Ono, the person in charge of the development of the new Solterra, says, “”The ZEV factory was set up within Toyota for resource and production reasons, but there were no barriers in the development process that made us aware of the differences between manufacturers. When the result became a product, there were some differences between the new bZ4X and the new Soltera, but it would be better to say that we created a vehicle that both companies were satisfied with and seasoned it at the last minute to bring out the individuality of each car.

    　Looking at the two cars with this in mind, the image of the two models seems to have changed a bit.

    　One example is the exterior design. Some may say that both are “”too ordinary for a BEV,”” but the “”not too advanced, but not too conservative”” design makes sense when you look at them as models that are intended for widespread use.

    　Incidentally, the only differences between the new bZ4X/new Solterra are the color coordination of the front mask, rear combination lights, and wheels, as well as the different specifications of the cladding (material color for the Solterra and paint color for the bZ4X’s advanced version); the basic form is common.

    　However, it seems that it was difficult to reconcile the two companies’ particular needs, with Toyota wanting to emphasize design and Subaru not wanting to compromise on visibility performance.

    　Strangely enough, however, the new bZ4X has an atmosphere of a “”good mix”” of the two companies’ crossovers, skillfully balancing the wildness of Toyota’s RAV4 SUV with the sophistication of the Harrier.

    　On the other hand, the styling of the new SOLTERRA evokes Subaru’s new design language “”BOLDER,”” which was adopted from the second-generation Levorg, and it is clear that Toyota and Subaru’s respective design aspirations have been incorporated in the common parts.

    　The visor-less meters, horizontal infotainment, and the integrated structure of the center cluster and center console all seem to lean toward Toyota in terms of design, but the driver’s seat offers a good view (the A-pillar is narrow and the windshield wipers are hard to see), which gives the driver a sense of security and a functional layout. It is interesting to note that the sense of security, functional layout, and other aspects of the car that are not visible are typical of Subaru.

    　However, I wonder if it was not necessary to follow the many switches, which is one of the issues with Subaru vehicles.

    　Incidentally, the new bZ4X and the new Solterra have their own exclusive interior coordination, light gray and tan, respectively, and I was reminded that this is not mere differentiation, but an important element that enhances the “”character”” of each model.

    　The front seat position is more like a sedan with a high eye level than an SUV, but the “”top-mounted meter,”” which is installed for the first time in this model, looks over the steering wheel. This is a seat position that was adopted for the first time in this model. If we wanted, we would be happy if there was an adjustment allowance for this meter as well.

    　The navigation system is a new generation cloud type, but while the new Solterra is the best Subaru in terms of functionality, the new bZ4X has not only improved in some areas, but has been adversely affected in others, such as the elimination of screen splitting and simplification of functions. I hope that the new bZ4X will be updated to better accommodate users in the future.

    　The rear seat has more legroom than in other classes, taking advantage of the long wheelbase, but the floor is slightly higher, so the seating posture is a bit like sitting on a gymnast. However, there is plenty of leg room, so this is probably within the acceptable range.

    　One thing I noticed is that the new Solterra’s rear seats are equipped with heated seats, but the new bZ4X does not have such a feature. I do not think it was necessary to go to the trouble of differentiating between the two here.

    250km range! Is Toyota and Subaru’s latest SUV, the bZ4X/Solterra, good-looking? What is the new EV with “”uniqueness””?

    What are the differences in driving performance between Toyota and Subaru?
    　So how about their respective driving performance?

    　In this case, both the new bZ4X/new Solterra are electric AWD models (80kW + 80kW for a total of 160kW specification) with independent motors in the front and rear, and 20-inch specifications (Bridgestone Transa 235/50R20).

    　The powertrains are basically the same, but there are two differences between the new bZ4X and the new Solterra.

    　One is the number of drive modes, with the new bZ4X having two modes (ECO/Normal) and the new Solterra having three modes (ECO/Normal/POWER).

    　The other is regenerative control. Both have normal and one-pedal acceleration/deceleration modes (new bZ4X: Regeneration Mode / new Solterra: S-Pedal Drive), but the new Solterra is equipped with paddle shifters that can control the amount of regeneration in four stages in addition to the normal mode. The new Solterra is equipped with paddle shifters that can control the amount of regeneration in four levels.

    　Both of the Normal models have a “”margin”” of performance that slightly exceeds the expected value of “”this much power”” when the driver presses the accelerator pedal, but the new bZ4X gives a more powerful impression when compared to the two models.

    　We thought it might be an individual difference, but when we talked to the engineer, he said that the Normal of the new bZ4X corresponds to the POWER of the new Solterra, and the Normal of the new Solterra is relatively mild in taste.

    　Comparing the two vehicles, the POWER of the new Solterra felt more powerful than the Normal of the new bZ4X.

    　When we asked the engineer about this question, he replied, “”I don’t think that’s wrong; the two cars have different damper settings. Naturally, the car sinks differently when the accelerator pedal is pressed, so I think this slight difference in behavior is what gave the impression of a difference in power.

    　Paddle shifters are a common feature in engine-powered cars, but in BEVs they are used to adjust the degree of deceleration when the accelerator pedal is off.

    　There are four levels of deceleration. The default is “”2,”” followed by “”3″” and then “”4,”” which increases the degree of deceleration. On the other hand, “”1″” is equivalent to coasting.

    　This is a typical Subaru item in the sense that it leaves the control to the driver, but it would have been better if these were mounted on the new bZ4X without differentiating it from the other models.

    　Looking at the differences in powertrains, the new bZ4X is, at best, “”normal”” but, at worst, it is a bit too rational and lacks interest.

    　The footwork is exclusive to BEVs. The new bZ4X is called “”e-TNGA”” and the new Solterra is called “”e-SGP,”” but they are the same thing, just different names.

    　The new bZ4X is characterized by a low center of gravity, reduced moment of inertia due to reduced front and rear overhangs resulting from a more compact power unit, lightweight design, and an excellent rigidity-balanced body structure with a strong lower body and flexible upper body, resulting in excellent basic characteristics.

    　In addition to these features, the AWD model adopts electric AWD with independent front and rear motors. This is where the advantages of the fusion of Toyota’s electrification technology and Subaru’s AWD technology and joint development are best utilized.

    　The common features include a steering system with a solid core, a series of cornering performance that transcends the concept of a drive system, stability that seems to forget that the car has a high overall height, and a flavor that is sportier than it looks, but to be honest, the driving performance of the two cars is similar but not the same. However, to be honest, I felt that the two cars are similar but not the same in terms of driving performance.

    　The two differences in driving are EPS control and damper tuning. However, when you compare the ride, you can realize that the difference in ride quality is more than you can imagine, considering the parts that have been changed, though not as much as the new GR86/new BRZ.

    　Both are basically sporty in flavor, but the new bZ4X has a “”gentler”” steering feel and car movement, with a pleasant dullness as if a layer or two of skin had been added to the new Soltera, and a “”generosity”” that makes the car feel larger than the body size. It has a “”generosity”” that makes the car feel larger than its body size.

    　It is thinner than the new Solterra, but I thought it was more pure and faithful in terms of “”anyone can experience high performance without feeling self-conscious,”” which is a characteristic of Toyota’s driving style.

    　The ride quality of the new bZ4X gives the impression that the legs are moving more than expected, and in the practical range it is the most comfortable Toyota vehicle, but at high speeds, the car seems to move too much and is not under control.

    　In contrast, the new Sortera is “”agile”” in both steering feel and car movement, giving a direct impression as if a layer or two of skin had been removed from the new bZ4X. It has a movement that makes the car feel smaller than its body size.

    　In this sense, even without the horizontally opposed engine and direct-coupled AWD, Subaru’s unwavering axis of car manufacturing, “”enjoyment with peace of mind,”” is clearly reproduced, and it is a driving experience that will not betray existing Subaru users even if they switch to the new model.

    　The ride quality is slightly tighter than the new bZ4X, but it is also the most comfortable Subaru vehicle. It is rather flat at high speeds, but on the other hand, strange resonance is generated at around 70 to 80 km/h, and the lack of stability is a little worrisome.

    250km run! Is Toyota & Subaru’s Latest SUV “”bZ4X/Solterra”” Cool? What are the capabilities of the new EVs with “”uniqueness””?

    How “”electric”” is the new bZ4X/new Solterra?
    　The Toyota Safety Sense (Ver. 3.0), the third generation of driving assist technology, is installed. Incidentally, the new Soltera calls it “”Subaru Safety Sense.

    　In addition to the accuracy/smoothness of control of ACC and steering assistance being at a level comparable to Subaru’s “”EyeSight””, the “”PDA (Proactive Driving Assist)”” risk anticipation support function and “”Advanced Park”” that enables automatic parking are also used, so Subaru fans should feel comfortable using it.

    　From Toyota’s side, however, the fact that the “”Lane Change Assist”” and “”Advanced Drive”” with traffic jam support functions, which will be used in the new “”Noah/Voxy”” models, have not been adopted may be a bit of a concern.

    　And the most concerning thing for BEVs is the “”cruising range.

    　The AWD + 20-inch model has a battery capacity of 71.4 kWh and a cruising range (WLTC mode) of 487 km for both the new bZ4X and new Solterra.

    　This public road trip was not fully charged, but started at about 80% capacity and traveled about 250 to 300 km, including general roads, winding roads, and highways.

    　Although the car can reach its destination even if it is driven as it is, Toyota and the company want the driver to experience the “”hardships (!?) of recharging the battery. The first day was spent driving from Shizuoka to Hamamatsu and back.

    　On the first day, we drove from Shizuoka to Hamamatsu, Hamamatsu to Nagoya, and on the second day from Nagoya to Gujo Hachiman and Gujo Hachiman to Kanazawa, and in all the sections, we found that the electricity consumption was around 6.0 km/kWh (we drove around 250 km each day).

    　When we spoke with Toyota’s CTO, Masahiko Maeda, he said that he was confident about the electric power consumption, so we had high expectations for the car.

    　When we talked to the engineer about this, he said, “”The 20-inch tire is more about maneuverability, so we are not ignoring electric cost, but it is also true that there is a part of the tire that has been cut off. If you value electric cost, 18-inch tires are probably the best.

    　Although the author was not able to ride in the test car due to the availability of a test car, a person who compared the 18-inch and 20-inch tires said, “”The 20-inch tire was around 6.0 km/kWh, but the 18-inch tire increased to 8.8 km/kWh.

    　We tried quick charging several times on the road, and we got the impression that charging for 30 minutes at 50kW output would increase the cruising range from 100km to 120km.

    * * * *

    　Looking at only the changed parts of the new bZ4X and the new Solterra, it may seem that there are no major differences, but when I actually drove them in the real world, the differences as cars were more than I had imagined.

    　However, when you sit in the driver’s seat and drive, the parts that you see are the same (the only difference is the emblem in the center of the steering wheel), but in combination with the ride quality, the new bZ4X looks like a Toyota and the new Solterra looks like a Subaru, which is surprising because they properly look like Toyota cars and Subaru cars, respectively.

    　The reason for this is that the point is rather in the common parts.

    　We did not add “”character”” to a car developed by either company, but rather developed the car together from scratch, so we were able to incorporate a good balance of both companies’ ideas in the common parts.

    　The differences between the new bZ4X and the new Solterra are like seasonings hidden in the common parts that bring out the individuality of each company.”

  • |

    Toyota’s new “C-HR” exclusively for HV is now available ! Approximately 5.1 million yen with TSS The latest specifications are now available.

    ByChathura Chanuka

    “New Toyota “”C-HR”” for HV only! Equipped with TSS and priced at approx. 5.1 million yen, the latest specs are now available at nuns.

    Preventive Safety Performance Evolves with TSS
    　Toyota’s Indonesian subsidiary has announced an improved version of the C-HR compact SUV on May 27, 2022.

    Only one grade, priced at about 5.12 million yen! Toyota’s new “”C-HR”” nun version! View in pictures

    Improved Toyota “”C-HR”” in Indonesia

    　The C-HR is currently available in Indonesia as a hybrid-only SUV, but the latest improvements include the addition of the Toyota Safety Sense (TSS) safety equipment.

    　Toyota Safety Sense, which enhances preventive safety features, consists of Collision Damage Mitigation Braking, Dynamic Radar Cruise Control (DRCC), Lane Departure Alert (LDA), and Automatic High Beam (AHB).

    　The system is capable of detecting vehicles up to 120 meters ahead in a speed range of 180 km/h from a standstill.

    　Other safety features include Rear Cross-Traffic Alert (RCTA) and Blind Spot Monitor (BSM).

    　On the interior, comfort has been improved with the addition of entertainment functions compatible with smartphone linkage, a nanoe function, and new sun visors with mirrors and lights.

    　It will also be compatible with the T Intouch telematics service, which offers “”Find My Car,”” “”Stolen Vehicle Tracking,”” and “”Emergency Road Assistance.

    　The improved C-HR in Indonesia will be available in mono grades and will be priced at 582,270 rupiah (approximately 5.12 million yen).”

  • | |

    Toyota RAV4 hybrid with TRD tune suspension, “Woodland” … to be released in the US this fall .

    ByChathura Chanuka

    “Toyota RAV4 Hybrid with TRD-tuned suspension, “”Woodland”” to be released in the U.S. this fall
    Enhanced suspension with emphasis on off-road driving

    219hp power from the entire hybrid system

    New “”Toyota Audio Multimedia

    Monday, June 6, 2022 6:00 PM

    On May 31, Toyota Motor Corporation’s U.S. division announced the 2023 model year of the RAV4 Hybrid (Toyota RAV4 Hybrid). The new “”Woodland Edition”” will go on sale this fall.

    ◆Strengthened suspension with emphasis on off-road driving
    The “”Woodland Edition”” of the Toyota RAV4 Hybrid (US specifications)
    Toyota RAV4 Hybrid “”Woodland Edition”” (U.S. specifications)
    The Woodland Edition focuses on off-road driving with a TRD-tuned suspension, Falken’s WILDPEAKAT all-terrain tires, bronze-finished aluminum wheels that have been flow-formed for added strength, and springs tuned for off-road driving. Tuning. Twin-tube shocks feature rebound springs and special valving.

    Black-finished roof rack crossbars are fitted, and LED projector beam headlights and fog lights are standard. Emblems and mudguards are finished in black. Dual black chrome-tipped exhaust is also featured.

    Inside, a 120V inverter is standard. This allows the use of household electrical appliances for camping and other activities. All-weather floor mats and cargo mats have also been added. Three body colors are available: Midnight Black Metallic, Cabaret Blue, and Ice Cap.

    ◆219hp power throughout the hybrid system
    The “”Woodland Edition”” of the Toyota RAV4 Hybrid (U.S. model)
    Toyota RAV4 Hybrid “”Woodland Edition”” (U.S. specifications)
    The RAV4 Hybrid is powered by a direct injection 2.5-liter inline four-cylinder gasoline Atkinson cycle engine (maximum output: 176hp, maximum torque: 22.5kgm), front motor (maximum output: 118hp, maximum torque: 20.6kgm), rear motor (maximum output: 54hp, maximum torque: 12.3 kgm), the Toyota Hybrid System.

    The entire system draws 219hp of power. The synergy between the high combustion efficiency and high output of the 2.5-liter “”Dynamic Force”” engine, which uses compact, lightweight, and low-loss technologies and “”TNGA””, has been pursued to achieve excellent dynamic performance and low fuel consumption.

    This hybrid powertrain has improved response and acceleration performance when stepping on the accelerator pedal by increasing the engine’s high torque. The combustion efficiency was increased and the transmission was made more efficient to achieve both dynamic performance and low fuel consumption. The battery (rechargeable battery) uses nickel metal hydride.

    ◆New “”Toyota Audio Multimedia
    The 2023 model will be equipped with the new “”Toyota Audio Multimedia”” system. Wireless Apple “”CarPlay”” and Google “”AndroidAuto”” enable smartphone connectivity via dual Bluetooth. In addition, “”Wi-Fi Connect”” is available for 4G connectivity for up to five devices, turning the car into a hotspot; HDRadio, USB data, and SiriusXM platinum plans are also available with a three-month trial subscription. AppleMusic and AmazonMusic subscriptions can also be linked to the vehicle.

    For the 2023 model year, the multimedia display and multi-information display have been upgraded. An 8-inch multimedia display is now standard on all models. A new 10.5-inch multimedia display is standard on higher grades. The top-end model comes with a 12.3-inch multi-information display. 7-inch multi-information display is also standard equipment, especially on the entry grade.”

  • | |

    Will EVs replace gasoline cars? Possibility and issues found in “bZ4X” and “Solterra” long-distance test drive

    ByChathura Chanuka

    “Will gasoline-powered cars be replaced by EVs? Possibilities and Challenges Discovered in a Long-Distance Test Drive of the bZ4X and Solterra

    First, the “”Solterra”” surprised us with its straightforward handling.
    Switching to the “”bZ4X””, we realized the difference in character.
    BEVs and subs are a perfect match! What are the possibilities of “”GR”” and “”STI””?

    About 30,000 fast-charging units to be installed by 2030

    Monday, June 6, 2022 12:19 PM

    drivingToyota bZ4XDaisuke Ido, Toyota ZEV Factory, chief development officer of Toyota bZ4X
    Driving 250km in the bZ4X and Solterra
    The shift to electric vehicles (BEVs) has finally begun in earnest. Although automakers are working frantically to develop BEVs in order to realize a shift away from fossil fuels, I suspect that many people are honestly concerned about whether they can actually be used in the same way as vehicles powered by internal combustion engines, which have been used up to now. I myself am one of them. Even though I have been thinking in my heart that electric cars will be next, when I see cars waiting to be recharged at service areas on weekends and holidays, it makes me think to myself, “”This is not realistic.

    It was during this time that I had the opportunity to drive the “”bZ4X”” and “”Solterra,”” which were jointly developed by Toyota and Subaru. Personally, I was intrigued by these two cars, and although I cannot deny the impression that Nissan, in addition to Mercedes-Benz, BMW, Audi, Porsche, and other German automakers, has beaten us to the punch, I have high expectations for Toyota because of the remarkable level of perfection it has achieved in recent years. I was looking forward to this test drive to see if I could dispel my concerns and doubts. And the fact that it would be a long drive made me even more eager for this test drive.

    The bZ4X and Solterra have a range of just over 500 km per full charge, which is more than enough to meet the needs of the market, and of course they also meet the requirement to reach 80% in 30 minutes for quick recharging using CHAdeMO. However, the truth is that these are only claims to the contrary. We knew that, depending on the usage and environment, the battery would run out of juice in no time.

    The course for this test ride was approximately 256 km from the Nagoya Station area to Kanazawa Station, with instructions to arrive at the vehicle transfer point with at least 200 km of driving distance remaining! The route includes some winding roads, so we had to start off on the right foot. There are some winding roads along the way, so I was anxious even before we started. However, if we were to be conservative and give priority to fuel economy, we would not be able to understand the true nature of the vehicle. Driving in a manner similar to the fuel efficiency tests often seen in the automotive media will not give you a good idea of the practical range of the car, so we decided to take the plunge and drive normally.

    First, the “”Solterra”” surprised me with its straightforward handling.
    The first car we drove was the Subaru Solterra AWD model. The gross vehicle weight is over 2 tons, so I was concerned about the weight right from the start. In fact, I was more concerned about the weight of the huge battery placed under the floor, which is peculiar to electric vehicles, than the actual weight of the car, which exceeds 2 tons, and I felt more resistance to driving with this mass of battery. However, it is true that the acceleration when starting from zero was more than sufficient, taking advantage of the uniqueness of an electric vehicle. My first impression was, “”It’s heavy, but I guess I can get used to it.

    The body size, which belongs to the C-segment and is closer to the D-segment, is also very good in terms of visibility and handling, and the packaging is comparable to that of today’s crossover SUVs. I was surprised by the straightforwardness of the handling response. Although the weight under the floor was a concern, the car’s low center of gravity made for a surprisingly enjoyable, if not nimble, driving experience on the winding roads along the way.

    The Subaru Solterra’s battery power was rapidly depleting, as one would expect. It is true that the car does not have a sport mode, but thanks to the excellent chassis, it encourages this kind of sporty driving, which I found rather troublesome. This may be something that should be praised, but in the case of BEVs, it was a profound reminder that if the driver enjoys driving, it will have the opposite effect. Hence, by the time we arrived at the transfer point, we were unable to keep our promise, and our remaining driving range was less than 200 km. ……

    Oh no, I was going to be scolded! I thought to myself, but when I checked the battery level of the Toyota bZ4X, which I drove next, I found that it was almost the same situation, less than 200km, so it was not the fault of my driving. The fact that the former I had driven so far was also almost the same suggests that the conditions were just barely realistic. The fact that the former driver was also on the edge of the limit of the realistic conditions is a good indication that the conditions were almost the same as those of the former driver.

    Switching to the “”bZ4X”” and feeling the difference in character

    With this in mind, we drove the bZ4X toward Kanazawa and found it to be more comfortable than the earlier Soltera. We later asked the development team if our impression was different because this is a FWD model, and it turned out that Toyota and Subaru had intentionally changed the settings.

    To put it simply, Toyota prioritized ride comfort and other amenities, while Subaru emphasized sportiness. It seems that each brand prioritizes its own characteristics, but in the case of the Toyota bZ4X, perhaps because it is FWD, the impression of “”excellent performance”” precedes the enjoyable driving experience of the Solterra, and it has the effect of making the driver drive in a relatively eco-friendly manner. This may have the effect of encouraging people to drive in a relatively eco-friendly manner.

    In terms of electricity costs, the two cars differ slightly, partly due to differences in settings, but if you are serious about purchasing the bZ4X, it is the tire size that you should pay attention to. For example, in the case of the bZ4X, a comparison of the standard 18-inch tires and the optional 20-inch tires shows a difference of 47 km on a full charge in FWD, the most power-efficient mode, and a difference of 13 Wh/km in electricity consumption rate (both in WLTC mode, values published by the manufacturer). (Both in WLTC mode, values announced by the manufacturer).

    Considering the essence of the vehicle, the choice between the two is obvious, but it is clear that the AWD model has its own charms that are hard to discard. The breakdown of these modes is “”SNOW/DIRT,”” “”DEEP SNOW/MAD,”” and “”Grip Control. Of course, some people may need AWD in certain areas. Also, the Solterra’s AWD is the only model with paddle shifters that can adjust the effect of regenerative braking, so if you want to enjoy driving more, the Solterra may be your choice.

    Unfortunately, we were not able to drive the AWD version of the bZ4X this time, so we do not know the details of the differences between the two, but through this test drive, we could clearly see that both the bZ4X and Solterra have a high level of perfection. Toyota or Subaru, FWD or AWD, the choice is up to you, but on the other hand, there is actually a more important difference between the two companies. That is exactly what I mean by “”how to buy””.

    BEVs and subs go hand in hand! The “”GR”” and “”STI”” possibilities are

    While the Subaru Solterra catalog lists the vehicle price as usual, the Toyota bZ4X is KINTO or lease only. In other words, the biggest difference is that Toyota recommends subscriptions. In fact, this is the proof of the essence of BEVs. In addition to a maximum term of 10 years, with no mid-term cancellation fee required after the fifth year, the drive battery is guaranteed for 10 years, 200,000 km, and 70% of capacity during the contract period. In addition, vehicle inspections and statutory inspections are included, as well as tires and other consumable parts.

    No matter how good a car is, it will eventually reach the end of its service life. In the case of electric vehicles, the disposal of used lithium-ion batteries is also an issue. If this is the case, it goes without saying that the best way to get a BEV is to purchase a SUV that is designed to be collected in advance for reuse or recycling later on. The fact that we are now in an era that suggests that there will never be a car that will be the favorite of the enthusiast who loves to choose “”a car to share his/her life with”” suggests that we must promote sustainable buying in consideration of the earth’s environment. I can say that KINTO and BEV are a perfect match.

    If I asserted that, one might think that the era of “”hobbying cars”” is over, but perhaps we should expect this because there is another form of marginality left to be found in the future. After this test drive, I asked the development team if there was a possibility of a “”GR”” or “”STI”” based on the bZ4X or Solterra, and they replied that it was quite conceivable. Of course, this is only on the assumption that the demand can be anticipated, but at the very least, the key to accelerating the transition from internal combustion engine vehicles to electrification is to create attractive products, and since electrification will be promoted in the world of motorsports, a BEV sports grade is a necessity considering the influence of such a vehicle. It is inevitable.

    About 30,000 fast-charging units to be installed by 2030

    In order to meet that day, we strongly hope that the infrastructure will be expanded as soon as possible. As mentioned at the beginning of this article, the reality is that charging facilities in Japan are still lacking. In urban areas where there are many apartment complexes, even if one wants to purchase a BEV, it is unrealistic to think about it unless the environment is ready for it. In rural areas, the charging environment is so lousy that it seems out of the question. In fact, during this test drive, there were only about a dozen charging stations along the way during the latter half of the approximately 130-km trip. Moreover, all of them were equipped with only one unit, and about half of them had an output of 20 kW.

    Automakers are now desperate. The government’s support is also essential to accept them, and they are planning to install 150,000 units by 2030, of which only about 30,000 will be quick-charging units. Will this really be enough to make BEVs penetrate the market? This is the biggest challenge. Or should we expect the realization of wireless charging systems first?

    Not only the author, but the wavering feelings toward BEVs are likely to continue. Even though it is claimed to go just over 500km on a full charge, this distance will not be reached without eco-friendly driving. ……

    Toyota bZ4X and Subaru Solterra in Kanazawa, Japan
    Toyota bZ4X and Subaru Solterra in Kanazawa, Japan
    ■5 star rating
    Packaging: ★★★★
    Interior/Comfort: ★★★★★
    Power Source: ★★★★★
    Footwork: ★★★★
    Recommendation: ★★★★★

    Masaru Noguchi｜Motor Journalist
    Born in Tokyo in 1967, Noguchi began his career in 1993 as an editor of a certain import car magazine. He later moved to Sanei Shobo, where he worked in the GENROQ editorial department and became the magazine’s editor-in-chief in 2008. 2018 saw the launch of GENROQ Web. Later, in 2020, he became an independent motor journalist and producer, bringing over 25 years of experience to his work.”

  • | |

    Fuji 24-hour race: Trouble with the top-running DAISHIN GT-R, HELM GT-R reverses … Super Taikyu Round 2

    ByChathura Chanuka

    “Fuji 24 Hour Race: DAISHIN GT3 GT-R on Top after 12 Hours…Super Taikyu Round 2, June 5, 2022 (Sun.) 11:30 a.m.

    Race2022Super Taikyu 24 Hours of Fuji
    Twelve hours have passed since the start of the second round of the 2022 ENEOS Super Taikyu Series Powered by Hankook “”NAPAC Fuji SUPER TEC 24 Hour Race”” and the No. 81 DAISHIN GT3 GT-R in ST-X class is leading the race overall.

    The No. 888 Grid Motorsport AMG GT3 had been leading the race from the beginning, and at the five-hour mark of the race, it took the lead, but the timing of the pit stop allowed the No. 888 car to regain the top position, and a close battle continued.

    Meanwhile, a number of cars encountered problems as the night hours wore on. Six hours into the race, the No. 230 Nissan Z Racing Concept stopped due to machine trouble. The car was first taken to the repair area for first aid, then returned to the pits for extensive repair work. In the end, the work took 1 hour and 55 minutes, and the car returned to the course. However, the team returned to the pits again just before 2:00 a.m. when the date changed, to deal with the trouble.

    The No. 32 ORC ROOKIE GR Collora H2 concept, in which Toyota President Akio Toyoda, aka MORIZO, participates, also spent a long time in the pits to replace injectors, and at around 2:20 am, the No. 28 ORC ROOKIE GR86 CNF At around 2:20AM, the No. 28 ORC ROOKIE GR86 CNF condept stopped as it exited the final corner due to transmission trouble. The transmission was being replaced in the repair area.

    While troubles were spotted in various areas, car 62 was running smoothly at the top overall, but it exceeded the maximum time limit for one driver to ride in a row and received a 180-second penalty stop at the 9-hour mark of the race. As a result, he dropped to 4th overall, two laps behind the leader.

    Replacing him in the top position was No. 81 Nissan “”GT-R””. In the early stages of the race, the team was just waiting to see what would happen from the rear of the ST-X class, but after entering night driving, the team gradually improved its position and took the opportunity of No. 62’s penalty stop to move up to the top position. He continued to make well-timed pit stops, and at the end of 12 hours, he was one lap ahead of the No. 888 Grid Motorsport AMG GT3 in 2nd position.

    No. 9 MP Racing GT-R was in third position, but it too had to pit for repair work due to transmission trouble, and No. 62 moved up to third.

    Also in ST-Z class was No. 22 Porsche 718 Cayman GT4RS CS, No. 75 Team Noah HONDA CIVIC TCR in ST-TCR class, No. 2 Syntium Apple KTM in ST-1 class, No. 13 ENDLESS GR Yaris in ST-2 class, No. No. 52 Saitama Toyopet GB Crown RS in ST-3 class, No. 86 TOM’S SPIRIT GR86 in ST-4 class, and No. 17 DXL Aragosta NOPRO Demio in ST-5 class.

    “

  • | |

    How good is Toyota’s BEV? Ecosystem created with “bZ4X” .

    ByChathura Chanuka

    “How serious is Toyota about BEVs? Ecosystem created by “”bZ4X”” [Shinji Fujii’s Focus On] (Japanese only)
    bZ4X”” is highly evaluated as a product.

    Have governments and capitalists spread BEVs around the world by force? Toyota is

    Serious Toyota’s “”Koto”” Start. What is the future development?

    Friday, June 3, 2022 11:00 AM

    The “”bZ4X”” as a product has been well received
    Toyota, which the rest of the world has been saying is behind the curve, has finally launched its first dedicated electric vehicle (BEV). The “”bZ4X”” was jointly developed with Subaru, and its body, which rides on an EV-specific platform, has a beautiful form with a design typical of SUV-type Toyotas.

    It is fully loaded with safety equipment and connected functions. The price of 6 million yen, including subsidies, is a reasonable estimate. Efforts are being made to eliminate concerns about the battery, which is the source of power, in terms of driving range, deterioration over time, and lengthy recharging time. The newsletters also show that the development team worked hard on “”seasoning the driving experience”” in consideration of Morizo’s (President Akio Toyoda) comment that “”EVs are fast, but the driving feel is boring.

    The BEV has also been well received by automotive journalists as a “”product””.

    Did governments and capitalists popularize BEVs around the world by force? Toyota is the first company to offer a
    However, Toyota’s seriousness about this car seems to be more in the “”Koto”” part.

    The bZ4X is sold on a lease basis, with personal use limited to a subscription system called KINTO. Corporate users are also limited to leasing from the Toyota Rent-A-Lease network of nationwide dealers under the Toyota umbrella (in the Tokyo area, Toyota Mobility Service Tokyo Corporation, which is directly managed by Toyota). In other words, Toyota’s distribution system is designed to keep the ownership of the bZ4X firmly in place. Even users who fall in love with the bZ4X will not be able to own it privately.

    Even though new EV sales have increased to approximately 4.6 million units worldwide, the reality is that the entire automobile manufacturing industry and car society as a whole is built and maintained around the engine. The first product to appear in this society, the EV, although in the form of a car, can honestly be said to be unable to fully adapt to this society at the present time. In Japan, where EVs have lagged behind the rest of the world, there are many people who overreact to the inconvenience of EVs, and many pragmatists and sensible people who are taking a wait-and-see attitude, saying that EVs are still a long way off.

    Toyota bZ4X’s fast charging port
    Quick charging port on the Toyota bZ4X
    At the current stage, EVs cannot become a major player in the mobility society unless an ecosystem, including a charging infrastructure, is created. A successful model will not be realized unless a new business model is created with synergies by involving other industries in the surrounding area.

    In doing so, it is important to recognize that battery-powered EVs are still high-priced and underdeveloped products, and to consider the problems that may befall buyers, users, and society, such as battery life, the risk of falling used car prices, underdeveloped infrastructure, maintenance, accident response, recycling, etc. Moreover, the EVs will be used only after they are scrapped. These problems are long-term problems that affect buyers, users, and society as a whole. If not, not only business viability, but even words such as “”carbon-free”” and “”resilience”” will become meaningless.

    In fact, these points, especially medium- and long-term issues, have not been seriously addressed in the global EV market, but have been spread by force by new-fangled users and capitalists who have been carried away by subsidies from wealthy governments and the power of the media. Is it too much to say that future measures should be taken while popularizing it? (Personally, I love to ride on the bandwagon, and I also love the business model of thinking while driving.)

    Serious Toyota’s “”koto”” has begun. What are the future plans?
    With the bZ4X, Toyota’s first EV-only vehicle, the company has started “”koto”” in a very serious way, as is typical of Toyota. Toyota has created its own ecosystem to solve a problem.

    The main players in this ecosystem are Toyota dealers nationwide, their affiliated Toyota Rental & Lease stores, their own finance company affiliate KINTO, and their own peripheral businesses such as KINTO Factory, which can follow the speed of technological innovation in terms of after-sales service. It is essential that Toyota Motor Corporation will also involve its own related players, such as used car-related companies, recycling companies, logistics, and supply parts, which are not mentioned in the newsletter.

    It is believed that a closed system will be adopted to ensure that all vehicles are placed in this eco-system without missing a single vehicle, and that this is the reason for the limited sales through the lease system.”