Toyota’s GR yin and EV yang
Akio Toyoda’s lowemissions foresight and new EV plans mean Toyota can continue to race Le Mans and build sports car like the new GR86. By
In the space of a fortnight, the same company unveiled a rear-wheel-drive coupe that exists purely for driving pleasure and an electric SUV that heralds the start of a new drive to save the planet. Welcome to 2021, Toyota-style. And, this being Toyota, there’s nothing random about these polar-opposite announcements. In fact, the seeds were sown in the late ’90s when Toyota backed hybrids while others were going big on diesels. That turned out to be a very smart move; it’s sold 70 million hybrids. And now, while others are urgently diverting resources to electric replacements for cars that emit high levels of CO2 – or eschewing sporty flagships, such as Nissan Europe with the next Z car and Ford’s decision not to build a new Focus RS – Toyota has the luxury of being able to carry on producing the odd petrolhead pleaser. There’s the GR trio – the new GR86, the GR Supra and the GR Yaris – but also the Lexus LC and RC, complete with CO2-heavy V8 engines.
Toyota’s CO2 averages have for years been beating EU and other targets. A vivid example is the Yaris: thanks to 88 per cent of sales being hybrid, the model’s CO2 average is 70g/km, 24 per cent better than rival superminis with a pure EV in the line-up.
So Toyota can enjoy taking its time over the transition, and it can afford to invest in other possibilities, not least hydrogen fuel cells – already seen in the production Mirai. It can continue to make city cars despite low sticker prices largely precluding electrification, while other car makers have to beat a hasty retreat.
Andrea Carlucci, director of product and marketing at Toyota Europe, said the broad strategy would continue to be the gradual expansion of its hybrid offering, but with full electric coming on stream when different markets were ready for it.
‘Looking where competitors are going is not enough. We want to see where customers are going. Different parts of the world are going at different speeds. That speed is dictated by many factors. Everywhere, our ambition is to make people happy, which can sound a bit cheesy as a line but fundamentally is really rooted into our way of being. It’s just listening to the consumer. I don’t think you can just have one solution, because the consumer won’t be ready for one solution.’
Toyota would continue to offer a huge variety of cars, he said, and that would include sportier models if the demand was there. And he armed Toyota’s commitment to motorsport. ⊲
‘It’s not just about creating fans, it’s also keeping engineers highly motivated,’ said Carlucci. ‘Competition is part of our history. This is where we can extract the best of Toyota. We are distilling the best of Toyota, thanks to motorsport.’
The enthusiasm comes from the top of the company. CEO Akio Toyoda – who’s competed in the Nürburgring 24 Hours – declared in 2017 that there would be no more boring Toyotas.
THE HOT ISH ONE
The GR86 is the second generation of the GT86, twinned with the Subaru BRZ. It hasn’t been a big seller in the UK, where customers favour of something with more power and/or a more established performance-car image. It’s acquired both in one fell swoop, by getting a marginally pokier engine and by changing name to GR, a badge made highly desirable by the GR Yaris.
The GR86’s Subaru 2.4-litre engine – up from 2.0 litres – is accompanied by a 50 per cent increase in torsional rigidity and an aero upgrade. European spec has not yet been confirmed, but expect it to reach the UK this winter.
THE ELECTRIC ONE
Subaru is also Toyota’s partner in the all-electric SUV project fronted by the bZ4X Concept. It will become a production car later this year, a RAV4-sized rival to the VW ID.4.
There are two motors, one on each axle. Its e-TNGA platform is designed to maximise space for occupants and luggage. Although the bZ4X is a concept, the interior detail shows it to be production-ready. There’s a reassuring mix of switches and screens, three seats in the back, conventional door mirrors rather than a camera-based system, and twin sunroofs. The standout feature is what Toyota calls a yoke, replacing the
‘I don’t think you can just have one solution, because the consumer won’t be ready for one solution’ TOYOTA EUROPE’S ANDREA CARLUCCI
steering wheel, which is part of a production-first steer-by-wire system. That means there’s no physical connection between the front wheels and the driver’s hands, with the advantage that the electronics can dampen out any disruption from rough road surfaces or heavy braking, while offering precise control.
Chief engineer Koji Toyoshima says the aim is a calm, connected cabin that’s a good environment for quality family time: ‘Our target customer is someone who places importance on time spent together with family and friends.’
The body is an entirely new design, with no grille – instead a ‘hammerhead’ look, with LED ‘eyes’. But this is a highly conventional car, Toyota says, designed to make the transition from petrol to electric easy for drivers and their families.
AND WHERE IT’S ALL GOING
The production bZ4X will be one of 15 all-electric Toyotas available by 2025. By then, Toyota’s global line-up will include 70 electrified vehicles – ‘self-charging’ hybrids, plug-in hybrids, hydrogen fuel-cell vehicles and battery-electric cars. Seven of those 15 BEVs will be in the bZ family (the others mostly being electric versions of existing models).
Why bZ? It stands for ‘beyond zero’, signalling Toyota’s intention to not just become carbon-neutral in every aspect of car creation and use, but to actively make the world a better place.
Chief engineer Toyoshima says: ‘This is not just about contributing to the environment by being a zero-emission vehicle but giving value beyond zero emissions by making driving easier and more fun.’
Carlucci added: ‘All Toyota’s different styles of vehicle need to be considered for the evolving choice of powertrains.’ So we’re standing by for the first all-electric Toyota sports car, then…