In Japan, Toyota unveiled the all-new Crown with four model types: sedan, sport, wagon and crossover. The first model out of the lineup will be the crossover type, to be released this fall in Japan. Toyota will bring the Crown to the US in three grades—XLE, Limited and Platinum—with the choice of two different hybrid powertrains: HYBRID MAX (exclusive to Platinum) or the fourth-generation Toyota Hybrid System (THS).
The HYBRID MAX powertrain is Toyota’s all-new performance hybrid system that puts out a manufacturer-estimated 340 net horsepower. Tubular Linear Motor
The Crown made its debut in 1955 as the “Toyopet Crown,” Toyota’s first mass-produced passenger vehicle. When the first generation was developed, Crown came to symbolize “innovation” and “pushing the limit” within Toyota. Since then, it has gained recognition in Japan as Toyota’s premium sedan. It was also the first Japanese car to hit American shores back in 1958, last being sold in the US in 1972.
In designing the new Crown, the development team thoroughly reexamined what “Crown” is, and as a result of their pursuit of a “Crown for a new era,” they have created four completely new models. In addition to the Crossover type, a new style that combines a sedan and an SUV, the Sport offers a sporty driving experience with an enticing atmosphere and an easy-to-drive package. The Sedan is a new formal design that meets the needs of chauffeurs, and the Estate (wagon) is a functional SUV with a mature atmosphere and ample driving space. The new series will be rolled out in about 40 countries and regions.
CROSSOVER G “Advanced Leather Package” (2.4-liter Hybrid Model)
Built on a newly developed chassis based on Toyota’s New Global Architecture K (TNGA-K) platform, Crown has a raised overall height that’s nearly four inches higher than Camry. The unique height of this sedan offers increased road visibility, along with easy entry and exit. The TNGA-K platform also allows front strut and rear multi-link suspension tuning that helps foster handling agility while providing a supple, quiet ride.
HYBRID MAX combines a 2.4-liter inline 4-cylinder turbo engine tuned to hit peak torque between 2000-3000 rpm, with a front electric motor that helps maximize torque production. A rear wheel eAxle that’s equipped with a high output water-cooled electric motor is combined with the hybrid engine to directly transmit force to all four wheels, ensuring a thrilling throttle response and linear acceleration throughout the power band. HYBRID MAX has a manufacturer-estimated 28 mpg US combined city/highway fuel economy rating.
The fourth-generation Toyota Hybrid System in the Toyota Crown combines a high-efficiency 2.5-liter DOHC four-cylinder engine with two electric motors in a highly compact system. The gas engine employs Variable Valve Timing-intelligent by Electric motor (VVT-iE) on the intake camshaft, and VVT-i on the exhaust camshaft. The variable range for the valve timings of both the intake and exhaust are set to maximize both fuel consumption and output.
XLE and Limited grades are equipped with THS, a highly efficient hybrid system with a newly developed, high-output bipolar nickel-metal hydride (NiMH) battery that can achieve a manufacturer-estimated 38 mpg US combined city/highway rating.
THS-equipped vehicles feature selectable NORMAL, ECO and SPORT driving modes that let the driver tailor the Toyota Crown’s performance personality. SPORT mode improves and sharpens throttle response, making hybrid driving more fun. ECO mode changes the throttle and environmental logic to help the driver focus on maximizing mileage from the fuel and battery, while NORMAL mode is ideal for everyday driving. Additionally, an EV (Electric Vehicle) mode allows electric-only driving at low speeds for short distances.
The HYBRID MAX equipped Platinum grade receives a more comprehensive drive mode selection which not only includes NORMAL, ECO and SPORT but adds three drive modes: SPORT+ mode that provides an emphasis on steering response, flat cornering and a sense of stability, COMFORT mode that provides a more supple drive that emphasizes passenger comfort and a CUSTOM mode that enables drivers to adjust system settings individually, creating a safe profile that suites their driving habits.
All-Wheel Drive. The 2023 Toyota Crown comes standard with Toyota’s Electronic On-Demand All-Wheel Drive. The XLE and Limited grades come with E-Four AWD and the Platinum grade comes with E-Four Advanced, two highly efficient systems that take maximum advantage of the hybrid powertrain’s benefits. Instead of using a transfer case and driveshaft to the rear wheels, Electronic On-Demand AWD employs a separate rear-mounted electric motor to power the rear wheels when needed.
E-Four AWD achieves stable performance by driving the rear wheels with a rear motor, to provide traction when needed in slippery conditions. Toyota Crown uses the latest evolution of this system and strengthens the driving force of the rear motor compared to the conventional E-Four, enhancing stability when cornering. The front and rear wheel driving force distribution is precisely controlled to the front and rear wheels between 100:0 and 20:80, ensuring both enhanced fuel efficiency and comfortable driving performance.
E-Four Advanced AWD, paired with HYBRID MAX on the Platinum grade, delivers power to the front and rear wheels via a front mounted hybrid motor and to rear wheels through a rear-mounted eAxle electric motor. This system helps ensure stable AWD performance and satisfying acceleration thanks to being paired with a direct shift six-speed automatic transmission.
On the E-Four Advanced system, the front and rear wheel drive force is precisely controlled between 70:30 and 20:80. The rear motor, which generates power through water cooling, makes it possible to maximize torque to the rear wheels. This new AWD system enhances the drive force of the rear wheels and provides the feel of rear-wheel-drive maneuverability, straight line stability, comfortable turning and responsive acceleration.
Toyota Crown offers either a direct shift six-speed automatic transmission (Platinum grade only) or an electronically controlled Continuously Variable Transmission (eCVT) (XLE and Limited).
The Platinum grade’s direct-shift six speed transmission provides responsive acceleration due to Toyota’s new Hydraulic multi-plate wet-start clutch. A combination of technologies works together to ensure enhanced accelerator operation and vehicle response. The six speed AT also applies the assistance of the motor generator within the HYBRID MAX system, minimizing shift drop across the power band. Drivers can also throw the shifter into fixed gear mode, for paddle shifted fun.
The eCVT on the XLE and Limited Grade uses a shift-by-wire system that shifts gears electronically, providing smart shift operation with a single action. Paired with the THS front and rear hybrid transaxle. Aspects that manage fuel efficiency include an optimized gear ratio and a deceleration mechanism to reduce gear engagement loss.
The Platinum grade comes equipped with a standard Adaptive Variable Suspension (AVS). AVS components have been tuned to support the high output of 2.4 L Turbo Hybrid Engine and eAxle. Crown’s AVS uses variable oil pressure shock absorbers. This system automatically controls the friction within the absorber when turning, controlling the damping force, reducing pitch at high drive torque and minimizing the effects of bumpy roads. A linear solenoid type actuator is also equipped on the system to minimize body pitch and roll.
For all grades, Toyota engineers developed a suspension system that provides comfortable maneuverability and a relaxing ride. Front suspension components include a MacPherson-type strut and a new method for fastening the steering gear, enabling rigid, direct handling that also reduces noise and vibration. A newly developed multi-link rear suspension with higher rigidity helps ensure a faster response to drive torque. Rear suspension arm placement was also optimized to suppress changes in the vertical posture, contributing to a flat driving feeling and enhanced texture.
Toyota Crown’s handling is bolstered by an electronically controlled brake system featuring Active Cornering Assist (ACA), which engages the stability control to reduce understeer in certain cornering situations, so the driver feels the enhanced agility, not the system’s operation.
The combination of large-diameter tires and wheels helps give the Toyota Crown its “lift-up” style. The XLE and Limited grades ride on 19-inch multi-spoke two-tone alloy wheels. Limited has available 21-inch 10-spoke dark metallic alloy wheels as part of the Advanced Tech package. The Platinum comes standard with 21-inch machined 10-spoke alloy wheels with black accents.
Advanced park, safety & other technology. Standard on the Platinum grade is Toyota’s Advanced Park System. Sensors identify an open parking space, then control steering, shifting, acceleration and braking for hands-free parallel or reverse/forward perpendicular parking.
All Toyota Crown grades come standard with Toyota Safety Sense 3.0 (TSS 3.0), which includes enhancements made possible by system sensors with improved detection capability. The Pre-Collision System with Pedestrian Detection is capable of detecting motorcyclists and guardrails in certain conditions. When making a turn or approaching an intersection, the system is designed to detect certain forward or laterally approaching vehicles and provides audio/visual alerts and automatic braking in certain conditions.
Toyota Crown will be equipped with Dynamic Radar Cruise Control (DRCC). Improved lane recognition delivers refined performance of Lane Departure Alert with Steering Assist and Lane Tracing Assist. Lane Departure Alert with Steering Assist is designed to notify the driver via audible and visual alerts and slight steering force if it senses the vehicle is leaving the lane without engaging a turn signal. When DRCC is set and engaged, Lane Tracing Assist uses visible lane markers or a preceding vehicle to help keep the vehicle centered in its lane.
Automatic High Beams are designed to detect preceding or oncoming vehicles and automatically switch between high beam and low beam headlights. Road Sign Assist is designed to recognize certain road sign information using a forward-facing camera and display it on the multi-information display (MID).
Toyota’s Rear Seat Reminder comes standard on all Toyota Crown grades. The feature can note whether a rear door was opened after the vehicle has been turned on, with a reminder message in the instrument cluster after the engine is turned off, accompanied by multitone chimes.
In addition to the TSS 3.0 system, other standard safety features on the Crown include Blind Spot Monitor (BSM), which is designed to help detect and warn you of vehicles approaching or positioned in the adjacent lanes, and Rear Cross Traffic Alert (RCTA) for added peace of mind by helping to detect vehicles approaching from either side while backing out and alerting you with a visual and audible warning. Hill Start Assist Control (HAC) also comes standard.
Toyota Crown comes with a one-year trial subscription of Toyota Safety Connect at no additional cost, which includes Emergency Assistance, Stolen Vehicle Locator, Roadside Assistance and Automatic Collision Notification.
Posted on 16 July 2022 in Fuel Efficiency, Hybrids, Vehicle Manufacturers | Permalink | Comments (18)
No plug-in models. This, in a world panicking for the lack of oil.
I think Toyota has lost his marbles.
Posted by: peskanov | 16 July 2022 at 02:15 AM
Well, it doesn't have to be Toyota, does it? There are plenty other renowned manufacturers to chose from. Just take your pick!
Posted by: yoatmon | 16 July 2022 at 03:09 AM
I wanted Toyota to lead the green car movement, not to drag their feet. What Toyota is doing/has been doing does not help at all!
Posted by: peskanov | 16 July 2022 at 08:21 AM
transmit force to all four wheels nice
Posted by: SJC | 16 July 2022 at 10:29 AM
' I wanted Toyota to lead the green car movement, not to drag their feet. What Toyota is doing/has been doing does not help at all!'
So developing solid state batteries, probably for initial introduction into hybrids, for costs reasons, is useless?
Posted by: Davemart | 16 July 2022 at 01:34 PM
@peskanov, I also feel a bit disappointed that Toyota doesn't offer the PHEV version of the Crown that can use the same engine and entire existing power train of the RAV4 Prime with 302 hp and 39 mpg, thus would be saving SO MUCH development capital and excellent mpg....instead of wasting so much capital on developing the Hy-Max power train with a 6-speed gear-change transmission that can offer only a measly 28 mpg and only 30 more hp...pathetic fuel efficiency in this day and age, when the competing Tesla Model S can get above 100 MPGe.
What is Toyota thinking? Or perhaps the "gentlemen's agreement" with the Power that Be doesn't allow Toyota to produce many PHEV's, for fear of too much petroleum saving?
Posted by: Roger Pham | 16 July 2022 at 05:29 PM
@Davemart, I have no idea. 10 years ago, Toyota announced a magnesium-sulfur battery. Back then I thought Toyota was a very solid tech. researcher and developer, so I had some hope. Ten yars later I see them churning patent after patent on exotic batteries, and still making ZERO effort in commercial BEV and plug-in hybrids.
So no, I have no idea what are they looking for in solid state Li-ion. They say they want to use solid-state (or semi-solid maybe? I have little info on their battery) on hybrids, but that makes little sense to me.
Solid state batteries are better fast charging, and lighter. So far, those are the only real advantages I have seen. Fast charging is not that important in plug-in hybrids. Saving weight is good, but not that much if the battery is much more expensive.
Posted by: peskanov | 17 July 2022 at 12:55 AM
Posted by: SJC | 17 July 2022 at 08:55 AM
Toyota's sulphur technology can offer solid state, which is far more compact and safer.
Initially putting it into a regular hybrid enables them to hone their production engineering and reduce costs, for later deployment in other applications, such as plug in hybrids and eventually BEVs.
That is how Toyota do things, step by step, and keeping costs reasonable for everyman, instead of relying on massive government subsidies, or concentrating on expensive bling cars, or throwing the dice on reliability.
Posted by: Davemart | 17 July 2022 at 01:24 PM
@Davemart, Let's hope so, mate! Meanwhile, a lot of people are anxiously waiting for the PHEV power train of the RAV4 Prime to be available on sleek and aerodynamic vehicles like the Crown. Bring it on soon, Toyota...the petrol supply is dwindling and we desperately need more and more PHEV's to conserve precious petrol.
Posted by: Roger Pham | 18 July 2022 at 12:39 AM
@Davemart, so that's the reason Toyota avoids Li-ion like the plague? Safety?
Bollore buses using solid state (Blue solutions) burned like napalm this year; I have not seen any other BEV burning so violently. Blue solutions battery is (that's what they say) fully solid. No liquid or gel electrolyte. So please somebody explain that to me...
BYD BEVs and hybrids using LiFePo4 have proven to be very safe and reliable. I am starting to believe Toyota is looking for some kind of chimera or holy grail.
Posted by: peskanov | 18 July 2022 at 01:43 AM
Yeah, largely safety. They won't compromise their standards or hope that batteries will still be fine for safety throughout the life of the car. That and cost.
In reality electric plug in vehicles are still at a considerable cost premium to ICE and hybrids, heavily disguised by subsidies and mandates.
Just as soon as Toyota have batteries which can really do the job at the right cost they will build them in.
They have poured billions into batteries since their inception in the 1920's with precisely that goal
Those who claim that Toyota are against electrification are simply talking rubbish.
Posted by: Davemart | 18 July 2022 at 06:31 AM
I do not understand why anyone wishes to promote Toyota. Maybe in the late 1990s when they came out with the hybrid. But the day of the hybrid with an IC engine has come and gone. Also, Toyota was the number one contributor to the Representatives and Senators in the American Congress that refused to certify President Biden's win. They have change their tune but not until a number of their customers stated that they would never again buy a Toyota. And then they tried to lobby the American Congress so that California and about 10 other states would not be able to ban light duty IC-engined vehicles in 2035. Many major manufacturers including GM and Ford have committed to ending the production of IC engines by or before 2035.
The first thing that Toyota needs to develop is a reasonable set of corporate ethics. Then they should try to build so reasonably priced BEVs. Their first attempt which was a good 6 or 7 years late has worse specs in terms of performance and range than a Chevy Bolt and costs about $10K more. Then they had to recall all of them because the wheels fell off??? Give me a break. If they can not keep up with technology, maybe they need to go out of business. This happens all the time.
Posted by: sd | 18 July 2022 at 07:53 AM
The difference is that Toyota use real world engineering, and proper costing to provide motors for everyone.
What has been achieved so far is a massive transfer of wealth upwards, based on the pious hope that batteries will do the job 'real soon' - more subsidies and tax breaks please.
Where is Tesla's $25,000 car that was supposed to be in production years ago?
Instead we have premium motors with increasing, not decreasing cost.
For the many millions of people who will hope to buy a car in the next 20 years, primarily in developing countries, the entire car costs less than a battery pack for any reasonable range.
Yep, Toyota's reality based forecasts are not as exciting as fantasies fueled by loose money and tax breaks.
But they remain at the forefront of the real engineering, and as soon as batteries are in reality able to do the job at reasonable cost, they will institute a switch.
Posted by: Davemart | 19 July 2022 at 02:33 AM
In my opinion, you are defending the indefensible. In the United States, the buyers of GM cars have not been getting any tax breaks since 2019. The base price of a 2023 Chevy Bolt EV is $25,600 without any tax breaks or subsidies. Also the cost of a Ford F-150 BEV pickup is almost the same price as F-150 with an IC engine. I am not a big fan of Elon Musk but I will give him credit for building reasonable electric cars and helping to kick start the BEV market. They are still the largest builder of BEVs but I doubt that this will last as GM and Ford among others start to mas produce BEVs. Chevy has 3 new BEVs coming out next year including 2 SUVs (one with a base price around $30K) and a full size pickup and Cadillac will have a relatively reasonably priced luxury SUV next year.
Toyota should be able to build a base BEV with a reasonable range (~250 km?) using lithium iron phosphate batteries for less than $25K. These are simpler cars to built as there is no IC engine and a very simple gear train. The lithium iron phosphate batteries are safe batteries and do not contain cobalt, nickel or manganese. Toyota screwed up and made a bad bet on hydrogen when almost everyone else went BEV. At this point, I would have little faith in their engineering and a whole lot less faith in their management.
Posted by: sd | 19 July 2022 at 01:57 PM
$25k is several times the purchase price of the average WORLDWIDE car buyer in the coming decades.
The price of a BEV is nothing like what the average buyer can afford.
Remarkably, Toyota employ pretty good accountants, so would no doubt be interested in your detailed analysis of how they 'should' be able to build and sell BEVs at a profit at the price of $25K you suggest.
If it were the case, how come Tesla is not doing it?
Their prices are not only way, way higher, but climbing evermore.
Posted by: Davemart | 19 July 2022 at 03:21 PM
First, GM builds the Bolt in the US with US labor and US safety standards for the US market. This car has a EPA range of 260 miles or over 400 km
Second, the comment that Toyota should be able to build a car for $25K was for a Camery sized car with US safety standards for the US market.
Third, the average price for a new car in the US market is about $38K.
Fourth, In the coming decades, the cost of a BEV will be less than a comparable IC engined car and, even more important, the total cost of ownership including maintenance and energy . Actually, it is close or already there now.
Fifth, it would cost far less to build a vehicle for the third world using third world labor if it did have all of the amenities that the US market demands and US safety standards, etc.
Toyota screwed up and now has to play catch up or shrink. I do not understand why you defend the indefensible.
Posted by: sd | 19 July 2022 at 08:33 PM
' Third, the average price for a new car in the US market is about $38K.'
Average incomes in the US are several times higher than the world average, and most can't afford a new car even there.
' Hyundai aims to price the entry-level offering from €20,000 (~$20,500). '
Lovely. That is still more than double the price of an entry level ICE.
I don't understand why you prefer speculative pious hopes about 'inevitable' falls in battery prices to real world evaluation of costs.
As soon as batteries can really do the job, and Toyota has always been and remains at the forefront of efforts to make them so, then Toyota will be using them to the maximum of their real, not imaginary, utility.
Posted by: Davemart | 20 July 2022 at 03:10 AM
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