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Lexus Brings a Convertible to the Gorgeous LC 500 Line

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Drop-top fun comes to Lexus’ range-topping sport coupe.

2021 Lexus LC 500 Convertible

We’ve been anticipating a convertible variant for the breathless LC 500 line and now it’s here. Lexus’ range-topping sport-touring coupe that debuted in 2018 along with a hybrid version, now claims a drop-top version to round out the model line. Notably, it’s fast, seductive, and very expensive. That said, the LC 500 Convertible just may be the right choice for individuals who love all things Lexus and desire a “wind in the hair” driving experience.

2021 Lexus LC 500 Convertible Review

Lexus prices the 2021 LC 500 Convertible from $101,000 to $119,800, plus a $1,025 destination charge. Two trims are available: Standard and the limited-edition Inspiration Series. The LC 500 is a rear-wheel-drive model that seats up to four.

2021 Lexus LC 500 Convertible
2021 Lexus LC 500 Convertible

Exterior

We’re familiar with LC 500, having previewed this model in Hawai’i in February 2017. Test drives of the coupe and hybrid gave us an excellent opportunity to understand the workings of this amazing coupe. We appreciate that Lexus drew elements from the LFA sports car for this design. Moreover, it’s a fitting model to slot above the RC coupe.

Why we won’t rehash what we said here and here regarding the design elements of the coupe, the main difference between it and the convertible is obvious with the soft-top roof.

From its profile, the LC soft-top with the roof up is attractive, but it is with the roof down that its allure rises substantially. We think a hard-top roof would have presented a better look as it did with the now-retired IS, but that’s not the avenue Lexus chose when imagining an LC convertible.

With a white body and black roof, the contrast was evident – it offers a tease of what’s to come with the roof down and is a can’t miss siren to its loveliness. The LC is a head-turner of its own right, but the closed soft-top roof delivers a double-take, especially for anyone familiar with the coupe. From the rear, it’s even more impressive and inviting – who can resist any convertible on a lovely day, particularly one matching the LC’s design acuity?

The list of standard exterior features includes arrowhead LED daytime running lights with triple projector LED headlamps, heated side mirrors, puddle lamps, flush door handles with illumination upon opening, 20-inch wheels, four-wheel power-assisted disc brakes, a wind deflector, and a windscreen.

Individual options include 20- or 21-inch forged alloy wheels and a carbon-fiber door scuff plate. A windshield wiper deicer is bundled with a heated leather-trimmed steering wheel.

2021 Lexus LC 500 Convertible

Interior

Lexus’ spec sheet shows seating for four, but this car is ideal for two. We’re not sure why Lexus felt the need to add a rear seat – perhaps to help owners with insurance – but there is little room for anyone back there. Even small children would find the space confining with a car seat or booster seat not able to overcome the sheer lack of legroom.

We found the front seats comfortable and supportive with ample adjustment possibilities ensuring the right fit. Between the highly adjustable driver’s seat and the equally adjustable power tilt-and-telescopic steering column, there wasn’t much concern about comfort and drivability. Heating and cooling elements are always welcome. However, we think Lexus missed an opportunity to include massaging.

Perhaps the most impressive feature of the drop-top LC is the mechanization of the convertible roof. While we can certainly wish for a drop-down hardtop, the soft-top went beyond our expectations in its operation.

Indeed, the workings are simple from the driver’s perspective with singular switch-control activation via a panel located between the seats just ahead of the armrest/storage compartment and behind the tech scratchpad. Lift the cover on the compartment and there are two switches available. The first one manages the entire roof fall and rise activity along with the windows, while the second one raises the rear quarter windows that the first switch only drops down.

Here’s how the roof switch works: pull the switch toward you and hold it. Observe how the roof automatically disengages from the windshield – there are no release levers to manage – and the windows roll down while a portion of the trunk raises up to receive the folding roof. Stay steady with your finger and the entire process is completed within 15 seconds. Importantly, the roof can retract while on the go – at speeds up to 31 mph. Just keep an eye on the rear-view mirror and take note of the arms that move into place to receive the roof before the trunk lid pops secure into place. The process is done when the instrument panel notification indicates that it is done.

The roof reconnects the same way as long as the switch is pushed toward the front of the car. Again, the process completes automatically with only the rear quarter windows remaining down. We’re not sure why activating the second switch is required to close the windows, especially as those windows drop with the initial roll down. It might be a safety issue to ensure that the windows are flush once the roof reconnects.

The list of standard interior equipment includes keyless entry with push-button start, a leather interior, aluminum pedals, 10-way power front seats with power lumbar support for the driver, a power tilt-and-telescopic steering column, LED interior lights, and stainless-steel scuff plates.

Upgrades outside of the Inspiration Series trim includes a heated leather-wrapped steering wheel, semi-aniline leather seats, and embossed headrests. Also, Lexus offers a climate concierge with upper body heating. This means you can drive with the top down on a cold day thanks to neck heaters.

2021 Lexus LC 500 Convertible

Tech

There’s no shortage of high-tech items gracing the LC. That’s to be expected for Toyota’s luxury marque. And more so with a six-figure sports model.

Specifically, the standard audio package comprises 12 speakers, HD Radio, satellite radio, and rear-mounted speakers. Further, Apple CarPlay, Android Auto, and Amazon Alexa compatibility come standard. Lastly, Lexus Enform apps, Wi-Fi, Siri Eyes Free, two USB ports, and navigation round out the standard features.

There are a few options available including a 13-speaker Mark Levinson audio system ($1,220) and a head-up display ($900).

2021 Lexus LC 500 Convertible

Safety

Toyota Motors is big on standard safety features and Lexus doesn’t disappoint. The LC comes with automatic high beams, a pre-collision system with pedestrian detection, lane-keep assist with lane-departure alert, blind-spot monitoring, and adaptive cruise control. An automatic parking system is included.

If you’re concerned about rollovers with a convertible, you should be. Especially when the roof is down and protection is scant. That said, a pair of active roll bars rise into place behind the rear seat, mitigating a likely disaster without them in place. They’re not a substitute for smart driving, but they are useful for potentially saving lives.

2021 Lexus LC 500 Convertible
2021 Lexus LC 500 Convertible

Performance

Powering the LC 500 is a 5.0-liter V8 engine with 471 horsepower and 398 pound-feet of torque. No turbochargers, no superchargers, just straight up natural aspiration. Power routes to the rear wheels utilizing a 10-speed automatic transmission. Steering wheel-mounted paddles shifters are included.

Though not a lightweight model (weighing approximately 4,500 pounds), the LC 500 moves forward with authority. Upon ignition, the engine lets out a roar with a whoosh emitting from the rear. Under full throttle, the sport exhaust system supplies an outstanding soundtrack – natural and loud.

With the top down, riders enjoy the full sound experience – it reminds us of the note that was once a staple of Detroit machines. It’s a scream we never tire of – in part because it drills down into every fiber of the body. Also, it often surprises people not familiar with this model. “Did a Lexus just do that?”

The LC checks off all the right boxes – a comfortable ride, excellent steering, and wonderful handling. Wide tires, a strut-and-multilink suspension system, and an available Torsen limited-slip differential with adaptive dampers ($460) keep it on track. On twisty roads, the LC is entirely at home as it effortlessly moves forward. It’s a strong corner taker too as it slithers in and out with no brake action required.

Our lone area of disappointment is the lack of a manual transmission. We understand that the take rate would most likely be low, but Lexus misses an opportunity to put a signature on what’s an otherwise stellar model. Just as Toyota found a way to bring back the GR Supra (with BMW’s help), we think the LC would benefit by adding a 6-speed manual – a fitting exclamation mark on the entire line.

2021 Lexus LC 500 Convertible

Competitive Set

The LC 500’s segment comprises two- and four-passenger models. As with the LC, most rear seats are in rival models are also useless.

Among the competing models are the BMW M850i, Jaguar F-Type, Mercedes-Benz SL-Class, and the Porsche 911. Other models worth shopping includes the Chevrolet Corvette and Nissan’s GT-R.

Our Recommendation

The available Inspiration Series drives up the final price by about $20,000. That’s a spend-up we’re not keen on, but it carves out exclusivity for the 100 buyers in the U.S. who might opt for one. The “structural blue” paint scheme, carbon fiber door sills, 21-inch forged wheels, and white interior are gorgeous though.

Stick with the base model and perhaps opt for the head-up display and the limited-slip differential. They’re the only options you’ll need, bringing your final price to a cool $103,000 or so.

2021 Lexus LC 500 Convertible

2021 Lexus LC500 Convertible

  • Sticker price from $102,025
  • Price as tested: $110,000 (est.)
  • Seats four
  • Engine: 5.0-liter V8 gas
  • 471 horsepower @ 7,100 RPM
  • 398 foot-pounds of torque @ 4,800 RPM
  • 10-speed automatic transmission
  • Wheelbase: 113.0 inches
  • Length: 187.4 inches
  • Width: 75.6 inches
  • Height: 53.2 inches
  • Passenger volume: 85.2 cubic feet
  • Storage volume: 3.4 cubic feet
  • Towing capacity: NR
  • EPA: 15/25/18 mpg city/highway/combined
  • Premium gasoline
  • Fuel tank: 21.7 gallons
  • Curb weight: From 4,540 pounds
  • IIHS safety rating: NR
  • Limited vehicle warranty: 48 months/50,000 miles
  • Powertrain warranty: 72 months/72,000 miles
  • Corrosion warranty: 72 months/unlimited miles
  • Vehicle assembly: Motomachi, Japan

See Also — First Look: 2018 Lexus LC500 and LC500h

Photos copyright Auto Trends Magazine. All rights reserved.

Toyota Brings the TRD Treatment to the Midsize Camry Sedan

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In the TRD, Toyota rolls out the sportiest Camry yet.

The Toyota Camry needs little introduction. After all, it has served as America’s best-selling car model for 17 consecutive years. This midsize sedan now offers something else few competitors have: available all-wheel drive.

Now in its eighth generation, the Camry gains a new TRD trim. Also, Android Auto joins Apple CarPlay in the smartphone connectivity realm, an important move that saves customers from upgrading to a costly navigation system.

Finally, the 2021 Camry features a new grille, new wheels, and a floating multimedia screen. The usual options and package changes round out the updates for the new model year.

2020/2021 Toyota Camry TRD Review

We’re concentrating on the all-new TRD trim for this review, but we’ll touch on the other trims as we see fit. The 2021 TRD is priced from $31,170 plus a $955 destination charge. The other trims include the LE, SE, SE Nightshade, XLE, and the XSE. Yes, our test vehicle was a 2020 model, but we’re sharing 2021 details to reflect the current model year.

All Camry TRD models are front-wheel drive and come with a V6 engine paired with an automatic transmission.

See Also — Can the Toyota RAV4 TRD Off-Road Handle Tough Terrain?

Exterior

The TRD isn’t like any Camry we’ve seen to date. At least not one from Toyota. Sure, you may have seen a Camry equipped with aftermarket enhancements, but these are typically added by the owner, not by the factory or at the dealer level. Until recently, Toyota Racing Development (TRD) concentrated mostly on enhancing the brand’s sports cars and pickup trucks. Now, both the Camry and large Avalon sedan benefit from the available upgrades.

Lots of special features are included with the TRD such as Bi-LED combination headlights with black accents, black painted outside mirrors and window trim, a TRD gloss black pedestal rear spoiler (wing), a front splitter, side aero skirts, and a rear diffuser with red pinstriping. The TRD cat-back exhaust with polished stainless-steel tips is also unique to this trim. Like the XSE, this one comes with 19-inch wheels: but on this trim these are a TRD design.

Put together, the TRD takes what’s already a much more aggressive look for the Camry (especially since its 2018 overhaul) to provide the sportiest visage yet. It’s almost surprising for a model that was once downright bland, but we think Toyota pulled it off. There’s a lot going on with this vehicle – sharp lines, an oversized gaping grille, multiple ridges and bulges, and divergent angles. It’s not a design for everyone even though the Camry is an everyday automobile.

We think the available color schemes are especially interesting. You have a choice of four: midnight black metallic, celestial silver metallic ($500), supersonic red ($500), and wind chill pearl ($925). The last three are two-tone with black metallic paint offering a fitting contrast.

Word has it that the take rate for V6 Camrys is only about 6 percent. Thus, Toyota has committed to evenly dividing production between V6 XLE, V6 XSE, and TRD trims. This means only 6,000 units of each V6 trim are produced annually. We think the supersonic red will be the hardest to find as it offers more pop than the other choices.

Interior

True to most sedans, the best seat inside the roomy Camry TRD are in the front row. The buckets seats, dressed all in black, look especially sharp. They’re comfortable with ample padding and sufficient bolstering present.

Move to the rear seat and the story changes. It isn’t that the seats are uncomfortable, rather that access and egress is challenging due to the sloping roofline.

What we do appreciate is the legroom. There’s ample room for a tall passenger to fit inside and move around. We’ve found ourselves disappointed in some midsize models, but not with the Camry.

All trims except for the TRD have a 60/40 split fold-down rear seat that supplies access to the trunk measuring 15.1 cubic feet. Alas, the TRD has a fixed rear seat.

The list of standard features includes air conditioning, full power accessories, a leather-trimmed tilt-and telescopic steering wheel with red stitching, an overhead console with map lights and sunglasses storage, six bottle holders, and aluminum sport pedals.

Other TRD features include TRD start-up animation and red-illuminated accents in the instrument panel, imitation leather seats with red stitching and red seat belts, and special logo touches. We find this trim features the right kind of embellishments for an already modern interior.

Tech

For some odd reason the TRD doesn’t match the XLE and XSE trim in tech amenities. Likely, that’s due to the TRD placing an emphasis on trim and suspension enhancements over other things. Instead, the TRD comes equipped with the features offered in the standard model. At least the offering should be sufficient for most.

Here, Toyota equips the TRD with a 7-inch touch-screen display. You’ll also find a 6-speaker audio package, Android Auto and Apple CarPlay smartphone compatibility, Amazon Alexa compatibility, one USB media port and one USB charge port, Bluetooth connectivity, satellite radio, and connected services.

Oddly, Toyota shows an upgrade to its Audio Plus with JBL package on the media site, but not on the consumer site. Apparently, you can get a 9-inch touch-screen display and bundle that with the 9-speaker JBL audio system and get Wi-Fi Connect thrown in. You’ll need to ask your dealer about this discrepancy.

Navigation is not available with the TRD. That’s no loss as your smartphone app can take you there.

Safety

Every Camry trim comes with the Toyota Safety Sense 2.5+ bundle. This one includes automatic high beams, a pre-collision system with pedestrian detection, lane departure alert with steering assist, lane-tracing assist, road sign assist, dynamic radar cruise control. On most trims, full-speed range dynamic radar cruise control is standard.

But Toyota doesn’t stop there – blind-spot monitoring with rear cross-traffic alert is included with the XLE trim and above. You get a full suite of safety features in the TRD, including some that would cost you extra in a luxury model. These features build on what Toyota already has in place, namely a suite of 10 airbags, stability and traction control, electronic brake-force distribution, and smart stop technology.

On the safety score front, the 2020 Camry earned a Top Safety Pick+ rating from the Insurance Institute for Highway Safety (IIHS) and a 5-star rating from the National Highway Traffic Safety Administration (NHTSA) in crash testing.

Performance

The midsize segment is in the midst of a wholesale shift from a blend of V6 and inline-four-cylinder engines to an almost all four-cylinder mix. Honda was the most recent manufacturer to ditch a V6 in the Accord in favor of a turbocharged engine, following on the heels of Nissan with the Altima.

For 2021, Toyota continues with its standard four and available V6 option. This year, they’ve added available all-wheel drive with the base engine. This option has become increasingly popular with Nissan, Kia, and Toyota offering it, while Subaru keeps it standard with the Legacy. In past years we’ve seen it on a pair of defunct models: the Chrysler 200 and Ford Fusion Sport. Figure that offering all-wheel drive is one initiative manufacturers employ to keep vehicle owners in the sedan fold by offering a feature that’s common with crossovers.

The standard engine in most Camry models is a 2.5-liter naturally aspirated four-cylinder motor with upwards of 206 horsepower and 186 pound-feet of torque. These numbers are laudable as most engines in this class don’t crack 190 horsepower (188 with the Altima).

Upgrading to a V6 is reserved for the top trims. This one makes 301 horsepower and 267 pound-feet of torque. Like the base engine, the V6 works with an 8-speed automatic transmission with sequential shift mode. This means you have the option of controlling the transmission shift points with the shifter.

The TRD model comes with the V6 only. There is no power advantage with it as it develops the same horsepower delivered in the XLE and XSE trims. There is a slight drop in fuel efficiency though as this model is rated 22 mpg in the city and 31 mpg on the highway for a combined 25 mpg. That’s down 1 mpg over the other two trims.

On the other hand, the standard engine is all about efficiency with its EPA rating of 28 mpg city, 39 mpg highway for a combined 32 mpg. Choose all-wheel drive and the combined fuel economy falls by as much as 4 mpg.

We’re pleased with Toyota’s V6 engine and have tested it in a variety of models including the Avalon, Tacoma, and Sienna. It’s a strong workhorse, cranking out ample power the moment you step on the gas pedal and by supplying sufficient boost when traveling down the highway.

In TRD guise, the Camry demonstrates its sporty side with a delicious cat-back exhaust system resonating throughout the cabin. The suspension sits slightly lower to the ground and benefits from stiff dampers and thick sway bars. Larger brakes and summer tires are other distinctives to set this vehicle apart. This also translates into a firm ride and that’s something to keep in mind when evaluating Camry trims.

We found the Camry TRD likeable in nearly every area. Sure, this is still a front-wheel-drive model, but it remains relatively composed on twisty roads. It doesn’t hold up in cornering as well as a rear-wheel-drive model, with some pitching and diving detected. But that’s not its mission: the TRD is all about the look and feel of performance without the all-around chops. It reminds us of the Nissan Maxima and that’s not a bad thing.

Sidebar: Toyota also offers a Camry Hybrid. This one comes with a 2.5-liter inline-four-cylinder engine generating 176 horsepower and 163 pound-feet of torque. An electric motor also sends power to the front wheels by utilizing a continuously variable transmission. When working in conjunction with the gas engine, this duo produces 208 horsepower. A lithium-ion battery pack stores power, which is derived from the engine and through regenerative braking. Toyota prices the 2020 Camry Hybrid from $28,430 (2021 prices not available as of this writing).

Competitive Set

The midsize sedan may have lost ground to crossovers, but it remains a solid first-vehicle choice for many American drivers. Firstly, because there are so many choices available. Secondly, because the price point for most models starts below $25,000. You’d be hard-pressed to find a midsize crossover costing under $30,000.

In this segment, the Honda Accord and Nissan Altima remain the top sellers after the Camry. Other models to consider include the Subaru Legacy, Volkswagen Passat, Kia K5, Chevrolet Malibu, Mazda6, and the Hyundai Sonata. Models from Dodge, Chrysler, Mitsubishi, and Ford are no more. Other brands with mainstay models have disappeared along the way, including Oldsmobile, Mercury, Saturn, Plymouth, and Pontiac.

We didn’t mention the Buick Regal or the Kia Stinger, because these are hatchback/sportback models. The Regal is built by Opel and shipped to the U.S. That model is in its final year as GM discontinues importing the hatchback and TourX wagon versions of this midsize model. As for the Stinger, it comes with standard rear-wheel drive and available all-wheel drive.

Our Recommendation

Would you be satisfied with the Camry TRD? You might, especially if you’re already a Camry fan. On the other hand, if you’re a performance maven, then this isn’t the model for you.

Instead, Toyota faithful should look at the 86 and GR Supra, as each offers a level of driving fun the Camry cannot touch. Otherwise, if it is the Camry you like, we think any trim powered by the available V6 engine should satisfy most drivers desirous of a performance edge.

2021 Toyota Camry TRD Specifications

Toyota 2021 Camry TRD
Segment Midsize Sedan
Price Range From $31,170
Destination Charge $955
Standard Engine 3.5-liter, V6
Transmission 8-speed automatic
Horsepower 301 @ 6,600 RPMs
Torque (lb.-ft.) 267 @ 4,700 RPMs
Seating 2+3
Curb Weight (pounds) 3,575
Wheelbase (inches) 111.2
Length (inches) 194.6
Width (inches) 73.1
Height (inches) 56.3
Head room (f,r — inches) 38.3, 38.0
Leg room (f,r — inches) 42.1, 38.0
Shoulder room (f,r — inches) 57.7, 55.7
Hip room (f,r — inches) 55.4, 54.7
Storage (cubic feet) 15.1
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel regular
Fuel Tank (gallons) 15.8
EPA Fuel MPG (city/highway/combined) 22/31/25
Manufacturing Plant Georgetown, Kentucky

See Also — Toyota Camry Hybrid: Big Fuel Savings

Images copyright Toyota Motors. All rights reserved.

Can the Toyota RAV4 TRD Off-Road Handle Tough Terrain?

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Toyota brings the TRD Off-Road to the RAV4 line.

Things have certainly changed for Toyota and we’re not talking about the current pandemic world we live in.

Prior to 2020, we saw a shift in car-buying habits that remains current today: consumers are moving away from traditional car models such as the compact Corolla and midsize Camry, and toward car-based utility vehicles such as the Toyota RAV4. Indeed, where the Camry and Corolla were the 1-2 sales punch for Toyota for the past two decades, both have been supplanted by the RAV4, which is now America’s best-selling vehicle that isn’t a pickup truck.

Before we move on, one personal note is in order: my wife and I have owned or leased a RAV4 for 16 years until we traded our more recent one in for a Corolla this year. The Mrs. is particularly fond of the RAV4 (and all Toyota products for that matter), thus it was easy to get her a second Corolla. As a journalist and new vehicle reviewer, keeping our biases under wraps remains important. We’ll endeavor to do so as we examine the current and fifth-generation Toyota RAV4 as presented to use in TRD guise.

2020/2021 Toyota RAV4 Review

Because we’re transitioning between model years, the pricing and trim information presented here covers the 2021 model. The rest of our information pertains to the 2020 RAV4.

Toyota offers the 2021 RAV4 in six trims: LE ($26,050), XLE ($27,345), XLE Premium ($30,050), Adventure ($33,155), TRD Off-Road ($35,780), and Limited ($34,580). Add $1,120 for the destination charge. Separately, Toyota markets a RAV4 Hybrid model. This one is available in five trims with prices ranging from $28,500 to $37,030. It’s a standard hybrid, therefore you won’t find federal or state incentives as you would with a plug-in hybrid. Speaking of a plug-in hybrid, a RAV4 Prime model rolls out later in the 2021 model year.

Our test TRD Off-Road retailed for $41,780. It came with several package upgrades, including a Weather Package ($1,015), a Premium Audio and Navigation bundle ($1,620), and a Technology Package ($1,950). Other charges included a two-tone color scheme ($500) and paint protectant film ($395). By far, this was the most expensive RAV4 we’ve seen.

Exterior

We’re fans of the styling changes Toyota has made in recent years, including with the current-generation model that rolled out in 2019. The current RAV4 is the sportiest one yet and mirrors the exterior improvements Toyota has made to its cars in recent years.

Some critics say that there is only so much you can do to a crossover to differentiate it from the pack. While the silhouette is roughly the same, it is the various cutouts, angular lines, gaping grille, and lighting elements that make the RAV4 shine. Add in stylish wheels and an available two-tone paint scheme, and the RAV4 makes its mark in a crowded sphere.

The standard model comes with 17-inch steel wheels, while other trims offer various 17-, 18-, and 19-inch alloy wheel designs. All models come with all-season tires, except for the TRD Off-Road and its all-terrain tires.

Standard LED lighting (headlights, daytime running lights, and rear lights) are an unexpected, but welcome feature. Toyota brings in fog lights with the XLE trim. Power-controlled and folding side mirrors are standard; most trims add heating. You’ll even find puddle lamps on the Limited.

Available equipment includes a power tilt-and-slide moonroof. The Limited model makes available a panoramic glass roof along with the moonroof.

Roof rails are standard; roof rack cross bars are optional. All but the base trim have a power liftgate.

What sets the TRD Off-Road apart from the others? Well, thanks to the Adventure trim, Toyota already had something to work with, including an 8.6-inch ground clearance. TRD, by the way, stands for Toyota Racing Development. This division is responsible for the marque’s performance and off-road development.

The TRD Off-Road possesses features no other RAV4 can claim, including high-rise roof rails, larger over-fenders, and sporty grille and bumper designs. As mentioned, the all-terrain tires are unique to this trim and look great with the matte black TRD alloy wheels. Special badging also denotes this model.


Interior

Compact utility vehicles seem roomier than ever. Thanks to a competitive segment, most manufacturers are building slightly larger models with roomy interiors. We put the RAV4’s interior space about on par with the midsize Camry sedan. Thus, you’ll find ample room for five inside.

The interior is clean and inviting with driver and cabin controls sensibly placed. There’s also a lot of hard plastics within view, but that’s common to this segment. Most trims include soft-touch materials in plain sight – such as along the dashboard. Both the LE and XLE have a urethane-wrapped steering wheel; you’ll find leather beginning with the XLE Premium.

Toyota describes the standard seating surfaces as “fabric-trimmed” which represents a type of cloth material. Most trims use SofTex, a synthetic material that has the look and feel of real leather. We find this trim comfortable and breathable; some buyers like it because no animal-based materials were used in the manufacturing process. Interestingly, real hides are not available on any trims, although the steering wheel and shifter are wrapped in leather on most trims.

Just as the TRD Off-Road brings flair to the exterior, the interior is similarly adorned. Beautiful red stitching and red trim accents add pop and distinction, offering a fitting contrast to the black seats covered in imitation leather. Check out the TRD logos stitched in the front headrests and the matching all-weather floor mats.

The list of standard features for the RAV4 includes keyless entry. Most trims have push-button start. Full power accessories, a tilt-and-telescopic steering column, and climate control are included. Also, dual-zone climate control, a heated steering wheel, heated and ventilated front seats, and heated outboard rear seats are available. Further options include a cargo area cover and ambient lighting.

Tech

Toyota equips the RAV4 with a 7-inch touch-screen display and six speakers. Also included is Bluetooth, Android Auto and Apple CarPlay smartphone compatibility, connected services, and one USB media port.

Among the upgrades are an 8-inch touch-screen display with HD Radio. Some packages include an 11-speaker JBL audio system with navigation and as many as four USB ports.

An available Qi-compatible wireless smartphone charging pad is bundled within a package available beginning with the XLE Premium. Our model had one and we were pleased to be rid of our cord.

Another upgrade to consider is a bird’s eye camera system to replace the standard backup monitor. It’s available on the two top trims only and is also part of a package upgrade.

Safety

Toyota is one of the leaders in all things driver-assist technologies. Where other manufacturers make you pay extra for these items (including not a few luxury marques), you’ll find a generous bundle of standard features under the Toyota Safety Sense 2.0 (TSS 2.0) umbrella.

Every 2020 RAV4 comes with a pre-collision system with pedestrian detection, lane departure alert with steering assist, lane tracing assist, automatic high beams, full-speed range dynamic radar cruise control (adaptive cruise control), and road sign assist.

Optional on the base trim, but standard elsewhere is blind-spot monitoring with rear cross-traffic alert. Also, the Adventure and TRD models add something not available elsewhere: downhill assist control to join hill start assist and trailer-sway control.

As a result of these features and the way the RAV4 is engineered, this model is an Insurance Institute of Highway Safety (IIHS) Top Safety Pick award recipient. Likewise, the 2020 RAV4 holds a 5-star rating from the National Highway Traffic Safety Administration (NHTSA). Thus, the RAV4 scores high and consumers are the benefit.

Performance

Strong engines get the work done. That they’re also efficient is a bonus.

The RAV4 benefits from a 2.5-liter four-cylinder engine with 203 horsepower and 184 pound-feet of torque. It is naturally aspirated too – no boosting through turbochargers is necessary. Power routes to the front wheels or to all four wheels utilizing an 8-speed automatic transmission.

On most models, the RAV4 averages about 30 mpg in combined city/highway driving. Our test model averaged 29.9 mpg and that’s great as we did take it off-road.

But not everyone will use a RAV4 for anything but standard on-road work. If you do, you’ll find an engine that’s responsive, steering that’s direct, and with poised handling. We found the ride comfortable in most situations, although the TRD Off-Road seems stiffer thanks in part to its tires and specially tuned suspension system.

Most RAV4 trims come with an independent front suspension with MacPherson struts and a stabilizer bar as well as a multi-link suspension with a stabilizer bar. The TRD Off-Road adds unique red-painted coil springs and jounce bumpers front and back. Unique struts are up front and unique shocks bring up the rear.

Jounce bumpers, by the way, are an interesting feature for the RAV4. They’re designed to absorb impact and dampen noise, vibration, and harshness, and are especially useful for tackling tough terrain.

We did not take the RAV4 to Uwharrie National Forest, where Jeeps and 4Runners dominate. The distance wasn’t the only issue – we believe the RAV4 isn’t designed for tough trails, but it does a laudable job where the pavement ends and gravel, dirt, and mud begin.

Utilizing all-wheel drive instead of four-wheel drive puts the TRD Off-Road at a disadvantage, but one Toyota tries to overcome by utilizing what they call a “Multi-Terrain Select and Rear Driveline Disconnect.” The second portion of the system prevents power from shifting to the rear wheels in most driving situations, conserving fuel. Otherwise, 50 percent of the power shifts rearward and that’s important when going off road.

With MTS on all-wheel-drive models, drivers can consider four modes: mud and sand; rock and dirt, snow, and normal). You’ll default to normal, but the others come in handy where conditions warrant.

We switched between the first two modes as needed, sensing increased grip to handle what laid before us. Yet, we were hesitant about climbing over anything that might puncture the gas tank or scrape the undercarriage – not one skid plate was to be had.

With this in mind, we first tackled a favorite gravel road, sensing power shifting to the rear wheels with the second mode dialed in. Carefully, we exited the road for well-trodden clay-covered spot, circling around to gauge grip. The big challenge, though, was climbing up or descending any sharp angle as the RAV4’s guidance system warned us of danger ahead. By essentially crawling forward and moving the steering wheel sharply to the left and to the right, we avoided scraping the front bumper. Certainly, this wouldn’t have been a concern of ours with a real four-wheeler, but it was with the RAV4.

In all, the TRD Off-Road showed its grace on the open road and its capabilities while tackling light-duty terrain. But take care where rocks, logs, and streams prevail – you could run into trouble. Instead, leave the tough work to the Tacoma or 4Runner, as both are imbued with much off-road mettle unlike the RAV4 Off-Road.

Competitive Set

The compact utility vehicle market is the new segment-leading seller for automakers. Every manufacturer has at least one model in the mix. Toyota has two when you include the slightly smaller C-HR.

The RAV4’s chief competitors include the Honda CR-V and the Nissan Rogue. Throw in the Rogue Sport for good measure. Other models in this segment include the Mitsubishi Outlander, Subaru Forester, GMC Terrain, Ford Escape, Chevrolet Equinox, Dodge Journey, Jeep Compas, Mazda CX-5, Hyundai Tucson, Volkswagen Tiguan, and the Kia Sportage. Did we leave anyone out? That’s possible as there are several models that are near competitors, which gives consumers a lot to consider when shopping for a small utility vehicle.

Our Recommendation

If you’re seriously considering a RAV4 TRD Off-Road model, we think you’ll want to put it side-by-side with the Toyota 4Runner. The reason is simple: although this special version of the RAV4 has some off-road capabilities, only the 4Runner can handle tough terrain. Indeed, with its traditional body-on-frame design, stout engine, and tuned suspension, it’s the one you want to handle water fording, axle articulation, and other challenges of the trail less traveled. And with a beginning price of $36,340 ($38,315 for the Trail Edition), the cost for a 4Runner is in the same neighborhood as the RAV4.

Otherwise, if it’s a RAV4 you want, starting your search with the XLE delivers many of the features you expect in a compact crossover. You don’t need all-wheel drive, but if you want that option, you can have this model for just under $30,000. That’s a fair price point for a small SUV, especially for one that’s big on design, value, technology, and is reasonably comfortable.

2020 Toyota RAV4 Specifications

Toyota 2020 RAV4
Segment Compact SUV
Price Range From $26,050 to $35,780
Destination Charge $1,120
Standard Engine 2.5-liter, I4
Horsepower 203 hp @ 6,600 rpm
Torque (lb.-ft.) 184 lb.-ft. @ 5,000 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,370 to 3,620
Wheelbase (inches) 105.9
Length (inches) 180.9
Width (inches) 73.0
Height (inches) 67.0
Headroom (f,r…inches) 39.5, 39.5
Legroom (f,r…inches) 41.0, 37.8
Shoulder room (f,r…inches) 57.8, 56.4
Hip room (f,r…inches) 54.3, 47.7
Storage (cubic feet) 37.6
Gross vehicle weight (pounds) 4,610 to 4,705
Towing (pounds) 1,500 to 3,500
Payload (pounds) 1,085 to 1,240
Fuel regular
Fuel Tank (gallons) 14.5
EPA Fuel MPG (city/highway/combined) 26/35/30
Manufacturing Plant Ontario, Canada

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — The Fifth-Generation Toyota RAV4 Evaluatuated

Toyota RAV4 Off Road photos copyright Auto Trends Magazine. All rights reserved.

Hot Stuff: Lexus RC F Sport Coupe

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Lexus and performance are nothing new. We’ve seen a host of hot models down through the years, capped by the V10-powered LFA, a $400,000 supercar built in 2011 and 2012.

Since the LFA’s brief run, Lexus has released a pair of sports cars – the RC in 2015 followed by the LC in 2018. The two share a common engine, but are built on separate platforms. The RC also offers a turbocharged four-cylinder and naturally aspirated V6 engines, the latter with available all-wheel drive.

Lexus RC F Review

Our most recent test model was the top-level RC F, itself powered by a naturally aspirated V8 engine. The RC F is officially a trim unto itself, but there is also a Track Edition variant. You’ll pay $64,900 for the first choice and $96,800 for the second one. The latter features, “exclusive high-strength and lightweight carbon fiber components like a fixed rear wing and hood.” Lexus says it has a “best-in-class power-to-weight ratio.” It is also slightly faster than the standard RC F, with a 0-60 mph time of 3.96 seconds.

Exterior

If you’re expecting a sharp-looking exterior from Lexus, the RC F does not disappoint. Its racecar lines are apparent with strong shoulders, a sharply falling roofline, high profile, and a short rear deck amplifying the same.

Lexus equips the RC F with Bi-LED headlamps and daytime running lights, the expected oversized spindle grille dressed in mesh, a front spoiler, rear wing, and a diffuser marked by cascading quad exhaust tips. Among the standout features are the 19-inch BBS forged alloy wheels set within summer tires and the Brembo six-piston calipers up front (four in the rear).

The list of upgrades includes carbon-fiber exterior trim (front spoiler, roof, rocker-panel splitters, rear diffuser, and wing). Also available are a set of Brembo carbon-ceramic brakes with red brake calipers. Titanium mufflers are optional.

Interior

Like other sport coupes, the Lexus RC F comes with 2+2 seating. Just forget the rear seats – they’re useful for extra storage space and nothing else. As for the front seats, they’re bolstered and very comfortable. Not especially hard, but they certainly aren’t plush – just right in my book.

Lexus dresses the cabin in imitation or real leather. The imitation leather looks quite good, but there is no substitute for the real thing. It’s a sports car layout that blends simplicity with elegance. We like the instrumentation ripped from the LFA with its G-force display and lap timer.

The list of standard features includes keyless entry with push-button start, a full leather interior, dual-zone climate control, bolstered front seats, and 10-way power driver and 8-way power front passenger seats.

Besides the lack of rear-seat usability, the RC F doesn’t offer many places to squirrel away small items. That’s a deficiency especially noted these days with storage compartments of greater importance for our many electronic devices.

Safety and Technology

Lexus (and Toyota) supplies a strong bundle of driver-assist safety features. The RC F comes with a pre-collision system with pedestrian detection, lane departure alert with steering assist, high-speed dynamic cruise control, and automatic high beams. Parking assist is available separately.

On the tech front, Lexus gets it right…mostly. You still must deal with the scratchpad that controls the touchscreen. That’s a showstopper for some people.

Lexus does supply a 10-speaker audio system with Wi-Fi, and a one-year 4GB connection. Also included is the 7-inch screen, Bluetooth, USB connectivity, and Amazon Alexa compatibility. You’ll find Apple CarPlay integration, but not Android Auto. The latter is likely to show up next year.

The list of upgrades includes a 17-speaker Mark Levinson Surround Sound System and navigation with a 10.3-inch color display.

On the Road

Before we look at the model at hand, the standard RC deems a mention. The standard engine is a 2.0-liter turbocharged four-cylinder with 241 horsepower. Optionally, Lexus offers a 3.5-liter V6, which is tuned to just 260 horsepower or 311 horsepower, depending on the sub trim (300 v. 350). We can’t imagine choosing anything less than 311 horses for a car endowed with sports car looks.

The RC F takes this model much higher, as it delivers a potent 472 horsepower and 395 pound-feet of torque. Its better suited for a model weighing 3,902 pounds – about 250 pounds more than the 2020 Corvette — but it does affect its driving characteristics (more on that later). Power routes to the rear wheels utilizing an 8-speed automatic transmission.

Slip behind the wheel, and the RC F sits low, but offers decent sightlines. The transmission shifter sits in the console ahead of the front seats and may be operated in manual mode with the steering-wheel-mounted paddle shifters. We’re not a fan of the plastic paddle shifters – large titanium shifters would be the ideal (and mounted to the steering column is best, IMO).

The RC F quickly fires up and supplies a low-to-moderate hum. Of course, once you rev the engine the guttural exhaust note confirms what we suspected: this engine possesses the power to deliver.

Under hard acceleration, the RC F moves down the road without missing a beat. The transmission shifts quickly, helping this sports car to move from 0 to 60 mph in an estimated 4.2 seconds. That’s more than a second off the times for both the Corvette and GT-R, and just behind the F-Type. Oddly, the LC takes 4.4 seconds to complete the run-up to 60 mph.

Owners of Detroit muscle will appreciate this beefy V8. No, let me amend that: they’ll laud it. It is simply a wonderful engine paired with an equally capable transmission. It begs for a manual gearbox but that’s out of the question – the demand just doesn’t justify supplying one. In any case, its strong acceleration pushes this engine to the redline where it bellows and sings.

The RC F’s handling is very good, although not great. As mentioned, its weight is a factor that cannot be denied as it affects everything from acceleration to steering to cornering. That said, a TORSEN limited-slip rear differential and an adaptive variable transmission enhance control.

This sports car (or should we say sports coupe) grips the road with precision and handles the twisties with ease. When cornering, the RC F moves willingly forward, but there is a measure of body roll detected when pulling out. Oddly, we felt the Toyota GR Supra 2.0T handled better and that’s likely due to a few things, including its tighter footprint, smaller mass, and a generally more planted feel.

Competitive Set

The list of competing models includes a trio of German coupes: the Audi A5, BMW’s 4 Series, and the Mercedes-Benz C-Class. You might also compare top versions of America’s muscle cars, the Ford Mustang, Dodge Challenger, and the Chevrolet Camaro. True, none of these three compare on the luxury front, but each offers a familiar sport coupe layout and powerful performance options that best anything from Lexus.

Our Recommendation

The Lexus RC F in its standard guise will appeal to the vast majority of shoppers. If you’re considering the Track Edition, it’s priced in the neighborhood of the Lexus LC. In that case, we’d recommend the LC for its sharper styling and better handling, although you lose the rear seat which is truly no loss at all.

2020 Lexus RC F Specifications

Lexus 2020 RC F
Segment Luxury Sports Car
Price Range $64,900, $96,800
Destination Charge $1,025
Standard Engine 5.0-liter, V8
Horsepower 472 hp @ 7,100 rpm
Torque (lb.-ft.) 395 lb.-ft. @ 4,800 rpm
Transmission 8-speed Automatic
Seating 4
Curb Weight (pounds) 3,958
Wheelbase (inches) 107.5
Length (inches) 185.2.
Width (inches) 72.6
Height (inches) 54.7
Headroom (f,r…inches) 36.4, 34.6
Legroom (f,r…inches) 45.4, 27.3
Shoulder room (f,r…inches) 50.7, 46.1
Hip room (f,r…inches) 53.9, 47.8
Storage (cubic feet) 10.1
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel premium
Fuel Tank (gallons) 17.4
EPA Fuel MPG (city/highway/combined) 16/24/19
Manufacturing Plant Tahara, Japan

Data compiled by Matt Keegan. Specifications supplied by the manufacturer.

See Also — At a Glance: 2021 Lexus IS

Photos copyright Auto Trends Magazine. All rights reserved.

Will the Electric Vehicle Boom Create New-Found Dependencies for Foreign Minerals?

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The Cobalt Supply, the DRC and EV’s Demand for Lithium-Ion Batteries

While the supply and demand of cobalt have recently been down due to the staggered economy worldwide because of the COVID-19 pandemic, the global demand for cobalt is normalizing and, thus, increasing. Cobalt is an extremely important mineral for clean energy technologies, specifically, it is a critical component in lithium-ion battery cathodes for high energy and power applications.

Approximately 42 percent of global cobalt stock is used to produce lithium-ion batteries with the remaining 52 percent used for military and industrial purposes. Lithium-ion batteries are used in electric vehicles (EV), energy storage applications, smartphones, laptop computers, and many other types of consumer and household electronic devices. While the United States is the largest consumer of cobalt, it has not mined it since 1971 or refined it since 1985. Canada, which is ranked eighth worldwide in the production of cobalt, is the only viable source for the mineral in North America producing 3,000 metric tons in 2019.

Investors are currently focused on the EV sector of the automotive industry as seen in the activity of private investors and the stock market. Shares of EV companies are soaring in 2020. Shares of Tesla’s stock increased by more than one-third in July, and its $278 billion market cap is $104 billion larger than the market cap of Honda ($45 billion), BMW ($43 billion), General Motors ($38 billion), the Ford Motor Co. ($27 billion), and Fiat ($21 billion) combined. Additionally, Tesla’s market cap is $103 billion more than Toyota’s ($175 billion) despite Toyota having sold 10.7 million vehicles in 2019 compared to Tesla’s 370,000.

Nissan announced that a midsize SUV EV priced at $40,000, the Ariya, will be released next year, and the price of its stock spiked more than 7 percent in one day. Rivian Automotive, a 10-year-old, electric pickup truck and commercial vehicle startup, backed heavily by Amazon and the Ford Motor Company, recently received $2.5 billion from private investors in its latest cash roundup, with substantial investment from the Soros Fund and Fidelity Investments. It has received $5.3 billion from investors in two rounds. The firm has plans to provide Amazon with 100,000 delivery vans in the next decade.

Obviously, the EV industry is picking up momentum during a key transition to global electrification. While it began with the production of luxury brands from companies such as Audi, Jaguar, and Tesla, the emergence of the market for everyday cars is the variable that has piqued the interest of investors to plug into this market.

Lithium-ion batteries that enable drivers to go further between charges and can be recharged up to 90 percent in 30 minutes have effectively removed major obstacles that kept EVs from going mainstream. The Wall Street Journal reported that the arrival of dozens of new EV models is expected to be in dealers’ showrooms in the next few years, including electric versions of popular vehicles such as the Jeep Wrangler, Toyota’s RAV4, and Ford’s F-150 pickup trucks along with an all-electric, SUV version of the Mustang. It has been reported that by 2022, consumers will have 78 plug-in hybrid and electric SUV options, an increase of more than 100 percent.

In reviewing the 2018 rates of production, the current level of supply for cobalt will need to increase by 460 percent to meet the rising demand for it by 2050, according to the World Bank. That would be an increase to 644,000 metric tons from the 2018’s output of 144,000 metric tons. A significant deficit in the availability of cobalt is forecasted by 2022 based on this projection when compared to today’s production level.

The rise in demand for cobalt is not the only problem regarding the coveted mineral, as there are social responsibility issues, too, regarding the working conditions of miners associated with the mining of cobalt from its number-one source, the Democratic Republic of Congo (DRC). For years this situation has been scrutinized by major corporations that rely on cobalt such as Apple and Tesla, watchdog groups that monitor human rights and working conditions such as Amnesty International, and governments worldwide that have sought to eliminate the harmful working conditions and illegal mining practices tied to producing cobalt.

The U.S. Department of Energy has been advocating to reduce the dependence on the world’s top supplier of cobalt, dating back to 2010. It is a serious issue as the DRC produces more than three times more cobalt than the remaining top nine sources globally. Russia, the second-largest supplier, produced 6,100 metric tons compared to the DRC’s 100,000 in 2019. The DRC accounts for about two-thirds of the world’s supply of cobalt and is by far the number-one supplier in metric tons worldwide.

However, the DRC also is under scrutiny for its labor practices and mining techniques. It is an ongoing situation with a well-documented history. More than 25 percent of its production is reported to have been sourced from artisanal and small-scale mining practices; these illicit actions include subjecting miners to adverse working conditions, such as sending them into mines without appropriate personal protective equipment, forcing them to work extensive hours, and exploiting child labor. Trespassing on the mines of legitimate mining companies and stealing their cobalt is a major issue as well.

In pursuit of an upgrade of standards overall, the Responsible Minerals Initiative and RCS Global Group have formed a strategic partnership to increase their efforts to strive for improvements in the production of the artisanal and small-scale mining of cobalt in the DRC. Their objective is to establish a “more transparent, robust, and digitized cobalt due diligence system.”

While this is a step in the right direction, the ultimate solution for the EV industry may be to find alternative solutions to meet its need for cobalt to power lithium-ion batteries. Cobalt is a necessary stabilizer in lithium-ion batteries, and the mineral is not something that can be artificially created or readily supplanted by another. While efforts are being made to produce a cobalt-free lithium-ion battery, it currently is nothing more than a work in progress.

The rising costs of cobalt coupled with its limited supply and the ever-increasing demand of the surging EV market make the recycling of lithium-ion batteries an excellent alternative for effective supply chain management. Unless a substitute for cobalt becomes available immediately, the recovery of the mineral from recycled lithium-ion batteries is going to be vital, especially for EV automakers in North America that must either comply with the stricter provisions of the new trade act, the USMCA, or pay costly tariffs, or for EV automakers worldwide seeking to reduce their dependence on the ever-volatile DRC.

Recycling lithium-ion batteries is the best two-fold solution currently available. It reduces the current reliance on the DRC and mitigates the worldwide shortage of cobalt reserves. Since cobalt is projected to be in short supply by 2022, the ability to recycle and recover the mineral is a must for the EV industry as well as for other commercial and industrial usage. Currently, most of the lithium-ion batteries in the market are thrown away, and this wastefulness is counterproductive. Eleven million tons of lithium batteries will be discarded by 2030, according to the World Economic Forum. An increase in recycling efforts would lower that amount significantly.

Recycling is a sustainable solution that reduces the environmental impact of lithium-ion batteries and maximizes the usage of cobalt. The U.K. consulting firm Creation Inn estimates that about 24 percent of cobalt will be recycled by 2025. In 2018, China’s largest EV manufacturer, BYD, began constructing a lithium-ion battery recycling plant in Shanghai. The U.S. Department of Energy (DOE) created its first lithium-ion battery recycling center in 2019. The DOE also launched the $5.5 million Battery Recycling Prize to encourage the development of innovative solutions to collect, store, and transport lithium-ion batteries to recycling centers.

Maximizing the recovery of cobalt and other critical materials through the recycling of lithium-ion batteries is contributing to supply chain diversification for EV manufacturers today and will continue to do so in the future. It is an effective solution that will enable a transparent and ethical supply chain management for the EV industry.

Photo supplied by Menno de Jong via Pixabay.

The Toyota Supra Gets a Four-Cylinder Engine and We’re Simply Gobsmacked!

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Year two for the current-generation Supra brings imporant performance changes with it.

The Supra 2.0’s engine delivers 255 horsepower and 295 pound-feet of torque.

Toyota resurrected its GR Supra sportscar in 2020 and has already made some important changes for the new model’s second year. Not only does the six-cylinder turbocharged engine produce more power, but it’s joined by a turbocharged four-cylinder for the first time. The new engine is now standard and comes with significantly less step-off power than the previous standard-bearer. But the vehicle is also lighter, which makes it a thrill to drive. Indeed, we were utterly astounded by the new offering and believe it makes a compelling choice for Supra shoppers.

What’s New in 2021

Besides the new base engine, the inline-six sees an increase in horsepower. Other changes include a now-standard 8-inch display and a special range-topping A91 edition with exclusive color and design features.

The base price for the 2021 Supra is $7,000 less than last year, accounting for the new powertrain as well as the loss or change to some standard equipment. The price starts at $42,990 and reaches $55,990 at the top end. Add $955 for the destination charge.

We drove the 2020 Supra 3.0 in January and reviewed it here. A year earlier we shared what we knew about the all-new model here. That said, this review is heavy on the drive experience; please review our earlier work for information about the design, technology, and safety features.

Powertrain Choices

So, why a new engine for the Supra? Well, because it already had one, at least in other markets. When it made its U.S. launch, Toyota held true to its Supra roots by introducing the inline-six-cylinder engine only. It’s the engine design and cylinder count that has always motivated this sports car in North America. Various four-cylinder engines were also used, but never made it to the states.

As is common knowledge to most, the Toyota GR Supra and the BMW Z4 are mechanical twins. In fact, the Supra is based on the latest Z4 and the chassis, powertrain and other key components are all BMW. Toyota supplied the body shell and made some tweaks to the suspension, but this sports car is effectively a BMW.

The standard engine displaces 2.0 liters and makes 255 horsepower and 295 pound-feet of torque. The now optional Inline-six enjoys a 14-percent boost in horsepower and a slight increase in torque to 382 horsepower and 368 pound-feet of torque respectively. Both engines work with an 8-speed automatic transmission that routes power to the rear wheels. Unfortunately, a manual gearbox is not offered.

The 2021 Toyota GR Supra 2.0 on the Rocky River Truss Bridge, an aged viaduct in Pittsboro, NC.
Constructed in 1921 and refurbished in 1959, this single-lane bridge carries traffic across NC 1953
(GPS Coordinates: 35°37’27.0″N 79°11’58.0″W).

On the Road

So, with less power at the ready, were we prepared for the corresponding loss in kick this new engine delivers? Yes, but we weren’t disappointed. Not hardly at all.

What helps the base Supra 2.0 is a weight loss of more than 200 pounds. Much of that weight savings comes through the smaller engine, but this model also loses the electronic rear differential. A few more pounds of savings are realized by making manual seats standard. Other subtractions include different headlamps, a four-speaker audio system (down from the previous six), and smaller wheels.

The turbocharged twin-scroll engine fires up with a harrumph and supplies a noticeable toot through the exhaust system. We don’t think it is an artificially manufactured noise although the exhaust with cat-back properties certainly enhances the sound.

Engage the transmission and move forward and the Supra’s sportscar vibe kicks in. The driver sits low in the cockpit and enjoys decent forward site lines and acceptable side views. The rear blind spots aren’t as challenging as you might think, thanks in part to the large liftgate. Move away from a dead stop and the Supra beckons you to pick up speed. But before you do, take note of the wonderfully weighted steering wheel – it offers an excellent connection to the road with generous feedback. Any slight driver input and the front wheels immediately comply. It’s a fantastic feeling knowing that every 1-degree shift supplies a corresponding change in direction. That the Supra hugs the road and stays centered is something that becomes very apparent at high speeds.

My ride partner, Steve, and I took to the backroads of Chatham County to put the Supra through its paces. The area is hilly with ample winding roads that also rise and fall in various places. It’s a rural setting, which means traffic is almost non-existent – there is plenty of room to open up and enjoy what the Supra can do.

Beyond its strong step-off power, the Supra supplies robust twist taking it from highway speeds to well above when flooring the gas pedal. With nary a pause, the turbo spools to deliver its full power almost immediately. Specifically, this twin-scroll (TwinPower) turbo supplies excellent boost response, generous low-end torque, optimizes performance through the powerband, and simply maximizes its performance all around. We can’t say enough about this technology as it is lightweight, durable, and more efficient than any dual-turbo arrangement.

The Supra’s BMW connection quickly becomes apparent when testing its performance chops. The low center of gravity is an important consideration as the Supra stays centered while rapidly picking up speed. The connection between the road, car, and the driver is excellent as all three seem to become one. To illustrate: as you’re moving forward, this sports car senses the road, stays centered, and requires only the slightest driver input for tackling twisty roads. The high-pitched purr of the engine beckons the driver forward, inviting him to push the Supra to its limits. As our speed quickly picked up, the Supra seemed to hunker down with the steering and suspension systems complying. We’ve driven plenty of cars that seemed as if they would implode when pushed hard. Instead, the Supra simply bore down and got to work.

We didn’t miss the rear electronically controlled rear differential used with the six-cylinder model one bit – the McPherson struts upfront and the multi-link rear suspension with anti-roll bars worked great. We kept the Supra in Sport+ model the entire time, which positively impacts steering weight and reaction, suspension damping, stability control, and gear changes. When operating in this mode, throttle response is heightened and the exhaust tone magnified. “Normal” is the default setting, while Sport mode supplies a middle ground in this three-mode arrangement.

Also enhancing the Supra’s performance chops are the Michelin Pilot Super Sport tires (255/35R19 front, 275/35R19 rear). The tires live up to their claim of supplying excellent grip, steering response, and cornering. Indeed, we found them especially helpful in the latter category as the Supra enters and leaves corners with precision.

All in all, the Supra with the new four-cylinder engine supplies an excellent drive. Its lighter weight, near 50-50 weigh distribution, performance chops, and road manners combine to deliver an exhilarating experience, perhaps far above what anyone would have expected. That this Supra can be had for under $45,000, underscores its value too.

A multi-link rear suspension with multiple anti-roll bars helps keep
the GR Supra planted everywhere it goes.

Parting Thoughts

If you choose the Supra 2.0T, there is one package available. A Safety & Technology Package ($3,155) brings in such features as adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, parking sensors, and emergency braking. On the tech front, the package includes an 8.8-inch touchscreen with navigation, a 12-speaker 500-watt JBL audio system with amplifier, a touchpad rotary control, wireless Apple CarPlay, and connected services. This is an easy upgrade for anyone considering the standard engine as you’re still getting a Supra costing thousands less than the base price of the 2020 model.

2021 Toyota GR Supra Specifications

Toyota 2020 GR Supra
Segment Sports car
Price Range $42,995 to $55,990
Destination Charge $955
Engine No. 1 2.0-liter, turbo I4
Horsepower 255 @ 5,000 to 6,500 rpm
Torque (lb.-ft.) 295 @ 1,550 to 4,400 rpm
Transmission 8-speed automatic with manual mode
Standard Engine 3.0-liter, turbo I6
Horsepower 382 @ 5,000 to 6,500 rpm
Torque (lb.-ft.) 368 @ 1,800 to 5,000 rpm
Transmission 8-speed automatic with manual mode
Seating 2
Curb Weight (pounds) From 3,181
Wheelbase (inches) 97.2
Length (inches) 172.5
Width (inches) 73.0
Height (inches) 50.9
Head room (f,r…inches) 38.3
Legroom (f,r…inches) 42.2
Shoulder room (f,r…inches) 54.4
Hip room (f,r…inches) 54.2
Storage (cubic feet) 10.2
Gross vehicle weight rating (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel premium
Fuel Tank (gallons) 13.7
EPA Fuel MPG (city/highway/combined) 22/30/25 (I6)
Manufacturing Plant Graz, Austria by Magna Steyr

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — Toyota Supra: One Step Closer to Production Reality

Photos copyright Auto Trends Magazine. All rights reserved.

Jim Farley Appointed Ford President and CEO

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James D. (Jim) Farley, Jr., is the Ford Motor Company’s next President and CEO, and much of the automotive media could not be more pleased. Farley, who left Toyota for Ford in 2007, has proven his mettle in a variety of positions, including as the one-time head of the Lincoln brand. He will succeed Jim Hackett who will step down on Oct. 1, but remain in an advisory capacity until spring 2021.

From Cars to Trucks and Utility Vehicles

Jim Farley, Ford executive.

Farley’s ascendancy comes as Ford transitions away from cars to an almost full utility vehicle and truck fleet, at least in the United States. Hackett was responsible for pulling the plug on several Ford and Lincoln cars, including the Focus RS, Fiesta ST, Fusion, and Taurus, as well as the Lincoln MKZ and Continental. That controversial decision upset not a few fans; Farley, of course, might reverse course or at least bring back a few niche models to fill out the product line.

Nevertheless, Ford is on the verge of releasing its Mustang Mach-E electric SUV and will soon roll out the next-generation F-150, its most popular model. Later this year, the Bronco Sport crossover arrives, followed by two- and four-door versions of the Bronco SUV in early 2021. The Bronco is expected to carve a niche in a segment dominated by the Jeep Wrangler.

Hackett, Stock Value and Profitability

Hackett came to Ford from a furniture company and has received criticism for not elevating Ford’s stock value and profitability. Regardless, Ford did make money in the second quarter, thanks largely to the profitability of its Argo AI unit. That’s opposite the trend of what most of the industry suffered in the second quarter as the global coronavirus pandemic took hold. Analysts expect Ford to make a profit of at least $500 million in the third quarter as production returns to pre-COVID-19 levels.

Farley is admired by many for his interest in vintage racing. Indeed, he owns Cobra and GT40 models that he races for that purpose. His family’s Ford roots can be traced to his grandfather who worked at the Ford River Rouge Plant beginning in 1914.

From Toyota to Lincoln to COO

Farley joined Toyota in 1990 and was responsible for rolling out the Scion brand. His other accomplishments included serving as group vice president and general manager of Lexus, where he was responsible for all sales, marketing and customer satisfaction activities. He also held a VP position with the Toyota brand.

In 2007, Ford hired Farley as group vice president, global marketing and Canada, Mexico and South America. Later, he oversaw operations for that same region. In 2010, Farley was appointed to lead global marketing sales and services. He had additional stints at Lincoln, including overseeing the brand’s launch in China and served as executive vice president and president, Ford Europe, Middle East and Africa. At present, Farley is the company’s Chief Operating Officer and represents Ford on the U.S. China Business Council Board of Directors.

Looking Ahead

Farley’s ascendancy comes as little surprise to industry analysts who have witnessed his grooming for the position early on. The upcoming CEO’s resume may be one of the best in the industry, thus his movement to the top tier of the Ford conglomerate is a natural next step.

His being a car guy is an attribute that should bode well for Ford. Like Akio Toyoda, whose design and racing background has influenced Toyota tremendously (a sporty Camry and a revived GR Supra are just two examples of his imprint), Farley brings skill and panache to his new role. We can speculate what that might mean, but rest assured his guidance should have far-reaching consequences throughout the company as it attempts to balance electrification and autonomy with the vehicles customers want most.

Photo copyright the Ford Motor Company.

The Latest, Greatest Toyota Highlander

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Stepping out with Toyota’s three-row crossover utility vehicle.

The 2020 Highlander is available in gas and hybrid configurations.

For 2020, the Highlander is all-new, launching this midsize model’s fourth generation. This three-row crossover utility vehicle seats eight or seven and is available in gas and hybrid configurations. It’s the family vehicle of choice for anyone looking for an excellent blend of space, utility, tech, safety, and towing capabilities.

2020 Toyota Highlander Review

Toyota offers the 2020 Highlander in L ($34,600), LE ($36,800), XLE ($39,600), Limited ($43,650), and Ultimate ($46,850) trims.

All trims come with standard front-wheel drive. All-wheel drive is a $1,950 upgrade. Every 2020 Highlander is powered by a V6 engine paired with an automatic transmission.

Also available in four trims is the Highlander Hybrid. The hybrid has a four-cylinder engine, electric motors, and a hybrid battery system. This version ranges from $38,200 (LE) to $50,200 (Platinum). We’ll make a few points about the hybrid in this review as well as in the specifications, otherwise our focus is on the gas model.

Exterior

The years have been good to the Highlander, which is one of the best-selling models in its segment. In recent years, especially with the latest version, Toyota kicked things up a notch in the styling department.

Look at any contemporary Highlander and it borrows styling elements common to other Toyota models, but without being overwrought. Its bold grille supplies a more forceful look, while the very pronounced profile character lines add substance. This is a far departure from earlier models that seemed relatively bland in comparison. Clearly, the Highlander has arrived and the look is something we appreciate, even treasure.

The Highlander’s standard equipment list includes LED reflector headlights, LED tail and stop lights, heated power-controlled side mirrors, 18-inch painted alloy wheels, and keyless entry.

Various trim-level enhancements supply the Highlander with the usual upgradeable amenities. Without breaking down all these changes by trim level, there is much to consider. These features include LED projector headlights with LED strip daytime running lights (Limited), LED or high-power LED fog lights, rain-sensing wipers, a power liftgate, roof rails, front and rear mudguards, a rear bumper scuff plate, and chrome embellishments.

Toyota also supplies some trims with a power tilt-and-slide moonroof. Exclusive to the top Platinum trim is a panoramic moonroof with a sunshade. Some Highlander trims come with 18-inch machine-finished alloy wheels or 20-inch composite or platinum alloy wheels.

Interior

Just as the Highlander has progressed with its exterior styling, the interior has moved forward in a pleasant way. The top-trim models impart much elegance – could it be that the Highlander secures some of the look popularized in previous-generation Lexus models? That seems like a possibility.

Higher-end materials and fewer plastics grace most Highlander models. The detailing is interesting too, with double-stitching, surface sculpting, and a variety of color choices imparting flair.

The first two trims have cloth or fabric-trimmed seats, while the middle XLE has SofTex material, which is imitation leather. We’ve noticed that the synthetic coverings live up to Toyota’s claim of having the look and feel of real hides. Somehow, its designers figured out a way to make them breathable and imbue them with cooling properties. We’re impressed with them as they offer a compelling alternative to the real leathers gracing the Limited and Platinum trims.

Toyota supplies every Highlander model with full power accessories and push-button start. Other standard features include a tilt-and-telescopic steering column, tri-zone automatic climate control, an overhead console, an in-dash split-level shelf, and eight cupholders and four bottle holders.

Move up through the trim ranks and Toyota adds such features as a heated steering wheel, heated and ventilated front seats, heated outboard second-row seats, and second-row sunshades.

The Highlander offers a comfortable interior that’s roomy and bright. There isn’t a penalty seat in the house, although that statement needs to be qualified for adults sitting in the third row. The L and LE models offer the tightest configurations and seat eight. The other three trims seat seven, thanks to captain’s chairs in the middle row, which replace the stock three-place bench seat.

We like the seven-seat arrangement best as it supplies four quality seating positions spanning the first two rows. It also makes it easier for third-row passengers to move about – the person sitting in the middle position can stretch out his legs with ease.

The utility side of the Highlander is evident especially when you begin to fold down seats to expand the storage space. This model comes with 16.0 cubic feet of standard space, which expands to 48.4 cubic feet with the third row folded and to 84.3 cubic feet with the second- and third-row seats folded. Suddenly, all your yard sale finds or camping gear is swallowed up inside. And if that’s not enough space, the available roof rails hold more.

Safety

We applaud Toyota in the matter of all things safety. This automaker clearly sets a bar that few others achieve. And that bar includes equipment found in base models – there is no trim-level or package upgrade required to obtain its main features.

The Toyota Safety Sense 2.0 (TSS 2.0 P) package includes a pre-collision system with automatic high beams, pedestrian detection, lane departure alert with steering assist, lane tracing assist (this feature keeps the Highlander centered in its lane), full-speed range dynamic radar cruise control, road sign assist, and cyclist detection.

There are a few advanced features that show up beyond the base L trim. Beginning with the LE, the Highlander gains blind-spot monitoring with rear cross-traffic alert. Front and rear parking assist with automated braking is included with the Limited and Platinum trims.

We’d be remiss if we didn’t mention the “Top Safety Pick” rating for the 2020 Highlander from the Insurance Institute for Highway Safety (IIHS). As for the National Highway Traffic Safety Administration (NHTSA), the 2019 Highlander earned its top 5-star rating. The 2020 Highlander hasn’t been scored yet, but we expect that rating will hold for another year.

Technology

Infotainment is the name of the game for many consumers. We’re so used to having various ports and screens available to connect us. As for the Highlander, it doesn’t disappoint.

All models come with a 6-speaker audio system, HD Radio, satellite radio, an 8-inch touch-screen display, Bluetooth connectivity, and offer Apple CarPlay, Android Auto, and Amazon Alexa compatibility. Upgradeable packages bring in navigation and an 11-speaker audio system.

Every trim has four USB ports and a pair of 12-volt power outlets. Some models include a pair of 120-volt power outlets located on the bottom rear of the center console and in the storage compartment. Charge your laptops up front and connect your power tools in the rear.

One of our favorite features of our day are wireless charging pads. We’ve seen them spring up over the past few years – they serve as a terrific way to charge smartphones when cords are not available or wanted. This feature is standard beginning with the XLE trim. Some luxury models charge extra for them.

Performance

Under the hood of the 2020 Highlander is a 3.5-liter V6 engine with 295 horsepower and 263 pound-feet of torque. Power routes to the wheels via an 8-speed automatic transmission.

Motivating the Highlander Hybrid is a 2.5-liter four-cylinder engine with electric motors and a continuously variable transmission. This one makes 186 horsepower and 175 pound-feet of torque. Under full throttle, the hybrid reaches 243 horsepower, which is impressive.

The Highlander performed exactly as expected with ample step-off acceleration and robust passing power. The transmission was the darling here, firing off cogs (and the right ones) with ease.

The steering is sufficiently weighted and the Highlander handles no better or no worse than any crossover. This means it manages twisty roads with minimal roll, but you’ll need to apply the brakes when entering corners. With all-wheel drive, the Highlander distributes power evenly between the axles, supplying an additional amount of support (and driver confidence) on winding roads and slick surfaces.

If you want to take your all-wheel-drive Highlander off-road, some models come with single-disconnect AWD, while others have torque-vectoring AWD for improved handling. We’d limit Highlander adventuring to gravelly roads and avoid anything that could challenge its undercarriage. If you’re off-road serious, then the Toyota 4Runner SUV is worth close scrutiny.

If you’re planning to tow, the Highlander equipped with the tow package is rated to pull 5,000 pounds. The Highlander Hybrid’s rating comes in at a respectable 3,500 pounds.

Perhaps the most impressive difference between the gas and hybrid models is the fuel economy. Choose the gas model and it gets an EPA-estimated 23/24 mpg combined. Opt for the hybrid and it delivers a 50-percent increase with a rating of 35/36 mpg. What’s especially impressive is that under full throttle the hybrid attains 82 percent of the power output of the gas model.

Competitive Set

The midsize three-row crossover utility vehicle segment is akin to yesteryear’s full-size sedan and wagon category – the vehicles many of us older folk rode in when we were children. It’s also the replacement for minivans, although that segment is still around. Witness the Toyota Sienna as one example.

Among the Highlander’s chief competitors are the Honda Pilot, Chevrolet Traverse, Nissan Pathfinder, Ford Explorer, and the Dodge Durango. Other models in this segment include the Subaru Ascent, Volkswagen Atlas, Buick Enclave, Hyundai Palisade, GMC Acadia, and the Kia Telluride.

Nearly every model in this segment comes with standard front-wheel drive and available all-wheel drive. The Ford and Dodge models have standard rear-wheel drive; the Subaru is exclusively all-wheel drive.

Our Recommendation

We think the XLE trim with front-wheel drive supplies the best bang for the buck. It comes with many of the features shoppers want. It also has standard seven-passenger seating and the coveted wireless charging pad. Your cost should come in around $40,000, which is a reasonable price for this vehicle.

If you’re planning to tow, opting for the all-wheel drive seems smart. You’ll want this feature if you live in a snowy climate anyway.

Now more than ever, we think shoppers should consider the Highlander Hybrid. It’s a better performer than before and the base LE model costs just $1,400 more than the equivalent gas LE trim. Gas prices may be low as of this writing, but they will rise once again. Importantly, you’ll enjoy a 50-percent boost in fuel economy, which means you’ll recoup your costs in a few years.

2020 Toyota Highlander Specifications

Toyota 2020 Highlander
Segment Midsize Three-Row SUV
Price Range $34,600 to $48,650
Destination Charge $1,120
Engine No. 1 3.5-liter, V6
Horsepower 295 @ 6,600 rpm
Torque (lb.-ft.) 263 @ 4,700 rpm
Transmission 8-speed automatic
Engine No. 2 2.5-liter, I4
Horsepower 186 @ 6,000 rpm
Torque (lb.-ft.) 175 @ 4,400 rpm
Transmission CVT
Seating 7 to 8
Curb Weight (pounds) 4,145 to 4,595
Wheelbase (inches) 112.2
Length (inches) 194.9
Width (inches) 76.0
Height (inches) 68.1
Headroom (f,r…inches) 39.9, 39.4, 36.1
Legroom (f,r…inches) 40.4, 41.0, 27.7
Shoulder room (f,r…inches) 59.0, 58.7, 55.0
Hip room (f,r…inches) 57.2, 57.0, 45.6
Storage (cubic feet) 16.0, 48.4, 84.3
Gross vehicle weight (pounds) 5,830 to 6,000
Towing (pounds) 3,500 (hybrid); 5,000 (gas)
Payload (pounds) 1,405 to 1,685
Fuel regular
Fuel Tank (gallons) 17.1 (hybrid), 17.9 (gas)
EPA Fuel MPG (city/highway/combined) 21/29/24 (gas); 36/35/36 (hybrid)
Manufacturing Plant Princeton, Indiana

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — Introducing the Fourth-Generation Toyota Highlander

Photo copyright Auto Trends Magazine; all rights reserved.

Introducing the Toyota Avalon TRD

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Toyota’s flagship sedan now offers a TRD option.

We may be looking at crossovers more than ever before, but there are some sedans on the market worth exploring, including the 2020 Toyota Avalon. The Avalon is now in its fifth generation (second generation for the hybrid) and was overhauled in 2019. We think the current iteration is the best one yet, offering an ideal combination of style, performance, amenities, and reliability.

2020 Toyota Avalon Review

Toyota offers the 2020 Avalon in XLE ($35,875), XSE ($38,375), Limited ($42,175), TRD ($42,375), and Touring ($42,575) trims. Add $1,120 for the destination charge. A hybrid version is also available and comes in three trims: XLE ($37,000), XSE ($39,500), and Limited ($43,300). However, our focus is on the gas model – we’ll mention the hybrid only where appropriate.

The Avalon has standard front-wheel drive and will soon offer all-wheel drive, beginning with the 2021 model year. This large sedan seats five. Our test model was an Avalon with the new TRD trim. TRD stands for “Toyota Racing Development,” which represents the automaker’s performance arm.

Exterior

The full-size Avalon and Camry share the same platform. In fact, most modern Toyota models share the same architecture, which opens a world of opportunities, including enabling both sedans to offer all-wheel drive.

As for the Avalon, it is about six inches longer between the wheels than the Camry. Both models share a sporty appearance with the Avalon possessing a more refined look overall. The Avalon’s gaping grille hints at Lexus, although its layout is not the same as the luxury marque’s hourglass grille.

Toyota’s models feature large cutouts, strong signature lines, and pronounced body sculpting. We like the Avalon’s rear quarter side windows, a design absent from many of today’s sedans. It supplies lift to the beltline and intersects nicely with the falling roofline. What’s especially fetching are the 19-inch matte black alloy wheels set within the all-season black radial tires.

The Avalon is equipped with standard LED reflector headlamps and LED daytime running lights with an automatic on/off feature. LED tail lamps are standard. Other features include intermittent wipers, power outside mirrors, and dual exhaust with chrome tips.

There are many upgrades available, with most of these bubbling up through various trim steps. These features include enhanced headlight and tail lamp lighting, a blacked-out grille to replace the standard chrome grille, heated side mirrors, a power sliding moonroof, dual exhaust with quad chrome tips, and a sport sound-tuned exhaust. The TRD trim features special badging, additional blacked-out features, and a special rear spoiler.

Interior

Inside, we found the Avalon’s cabin spacious and luxurious. The Avalon has long been the “budget” version of the Lexus ES, but it really isn’t so anymore. In fact, it strikes its own design essence and does so with plenty of room for five. Indeed, the rear seat features 40 inches of legroom and sufficient hip room. We still think two in the rear is the ideal, but three can fit.

Quality materials abound with very little plastic anywhere. Lots of soft-touch material covers the dashboard and door inlays. The seats in most trims feature synthetic leather with a look and feel paralleling the real thing. The Touring edition has leather-covered seats.

You’ll find aluminum trim on the XSE and Touring editions, while the Limited has wood trim. As for the TRD, the sufficiently bolstered sport buckets seats feature attractive red stitching and TRD embossing on the headrests. Red accent inlays and red seat belts offer a bright contrast to the gray seats.

Toyota equips the 2020 Avalon with keyless entry and push-button start, full power accessories, an electric parking brake, a tilt-and-telescopic steering column, and dual-zone climate control. All trims have heated front seats and are power controlled (the driver’s seat offer power lumbar support). The Touring and Limited editions feature heated outboard rear seats. Moreover, the TRD, Touring, and Limited editions come with aluminum pedal covers.

The Avalon’s 60/40 split fold-down seat supplies access to the trunk. The trunk measures 16 cubic feet and that’s slightly below average for the segment.


Safety

Toyota is at the forefront of driver-assist technology. Moreover, it offers more standard features than nearly every competitor. You’ll even find some luxury models don’t match the Avalon without charging extra for these features.

Under the Toyota Safety Sense P (TSS-P) umbrella, the Avalon has automatic high beams, a pre-collision system with pedestrian detection, lane departure alert with steering assist, and full-speed dynamic (adaptive) radar cruise control. The Avalon also has blind-spot monitoring with rear cross-traffic alert.

Available as part of a package upgrade on the Touring and Limited editions is intelligent clearance sonar with rear cross-traffic braking. The ICS is bundled with a surround-view camera system upgrade over the standard rear-view camera.

Technology

Toyota equips the standard Avalon trim with an 8-speaker audio system, HD Radio, satellite radio, a 9-inch touch-screen display, an audio jack, two USB ports, Bluetooth connectivity, Siri Eyes Free, and smartphone compatibility with Apple CarPlay and Android Auto. That’s a generous package of included amenities.

As part of a package option on the first three trims, but standard elsewhere is a 14-speaker JBL audio system with navigation. Although we think the smartphone compatibility is better than Toyota’s navigation system, the JBL audio package is wonderful as it features a subwoofer and a 1200-watt amplifier.

A Qi-compatible wireless charging system is standard on all except the base trim, but it is available as part of a package upgrade with the XLE.

Performance

Motivating every 2020 gas Avalon is a 3.5-liter V6 engine with 301 horsepower and 267 pound-feet of torque. This engine works with an 8-speed automatic transmission.

You may have heard that the Avalon will receive an all-wheel-drive option, just like the midsize Camry sedan. While the Camry gains all-wheel drive for the 2020 model year, the Avalon won’t see it before 2021. Thus, every Avalon is front-wheel drive.

The Avalon Hybrid comes with a 2.5-liter four-cylinder engine, two electric motors, and a continuously variable transmission. This one produces a net 215 horsepower and an EPA-estimated 43 mpg. Compare that to the combined 25 or 26 mpg of the gas model and the difference is remarkable.

Our TRD trim featured paddle shifters and a sport mode. A specially-tuned TRD cat-back dual exhaust develops a guttural idle and acceleration sound. A soundtrack pushes noise into the cabin, a feature we can live without.

The TRD team also equips this model with thicker underbody braces for torsional rigidity. TRD coil springs lower the sedan’s height by 0.6 inches for a reduced center of gravity, while stiffer TRD stabilizer bars increase roll stiffness. Simply put, it makes for a better handling sedan.

We found the Avalon’s off-the-mark acceleration strong and its passing power more than up to the task. Outside of the Dodge Charger and Chrysler 300, it is one of the strongest engines in its class. Even with front-wheel drive, we found that this sedan stays planted as it navigates twisty roads. You’ll still notice some wheel slippage when pulling out of corners as understeer kicks in. It’s no more than a trifling inconvenience.

The Avalon offers a very comfortable ride and is relatively insulated from outside noise. We say relative because the outgoing Buick LaCrosse is better in that department. Nonetheless, we give the Avalon TRD a positive score in all things driving comfort.

Competitive Set

There aren’t all that many models left in the large sedan segment with the departure of the Ford Taurus, Chevrolet Impala, Hyundai Azera, and the Buick LaCrosse. The Kia Cadenza is perhaps the Avalon’s closest competitor. The Nissan Maxima is a flagship model worthy of consideration although it is roughly the same size of the midsize Altima.

A pair of traditional rear-wheel-drive models are also worth exploring: the Dodge Charger and Chrysler 300. Both offer available all-wheel drive.

Our Recommendation

We think any Avalon trim above the base XLE is worth exploring. But it the three top trims, separated by $200 at each level, has our attention. The TRD brings the performance edge, while the other two trims bring the luxury features we mentioned earlier.

Regardless of your pick, we think the Avalon in any guise is a strong model, but do consider the Avalon Hybrid if green driving appeals to you.

2020 Toyota Avalon Specifications

Toyota 2020 Avalon
Segment Full-size Sedan
Price Range $35,875 to $42,575
Destination Charge $955
Standard Engine 3.5-liter, V6
Horsepower 301 hp @ 6,600 rpm
Torque (lb.-ft.) 267 lb.-ft. @ 4,700 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,560 to 3,704
Wheelbase (inches) 113.0
Length (inches) 195.9
Width (inches) 72.8
Height (inches) 56.5
Headroom (f,r…inches) 38.5, 37.9
Legroom (f,r…inches) 42.1, 40.3
Shoulder room (f,r…inches) 58.3, 57.1
Hip room (f,r…inches) 55.8, 54.8
Storage (cubic feet) 16.09
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel regular
Fuel Tank (gallons) 14.5 or 15.8
EPA Fuel MPG (city/highway/combined) 22/32/26 (XLE); 22/31/25 (All Others)
Manufacturing Plant Georgetown, Kentucky

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also – Toyota: Camry, Avalon Sedans Gain An All-Wheel-Drive Option

Photos copyright Auto Trends Magazine. All rights reserved.

Coronavirus: An Industry Under Siege

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Car manufacturers are finding different ways to support Americans during the pandemic. Here, a technician administers a COVID-19 test for a passenger at a drive-thru testing center. This particular center is the Children’s Hospital in Washington, DC. Hyundai supplied $4 million in grants through its Hyundai Hope On Wheels program to help underwrite testing (photo copyright Hyundai Motors).

Two months in and the 2020 Covid-19 pandemic shows little signs of ebbing. Sure, we’re seeing the number of new cases fall in many of the earlier hotspots, but in other areas of the country as well as in the world, the scourge seems persistent and ever-expanding.

Trillions of dollars of commerce have disappeared, with the federal government countering with trillions more in financial relief to assist small businesses and taxpayers. In the middle of it all is big business, including the automakers who depend on a steady stream of customers to keep their enterprises afloat.

Deep Losses Abound

To the surprise of no one, the U.S. auto industry’s sales have plunged, with some manufacturers, such as Honda, reporting losses above 50 percent. Manufacturing plants the world over have shut or are operating at reduced capacity. Also, the supply network is on hold, while consumers are more concerned about putting food on their tables, obtaining unemployment assistance, and holding off landlords, mortgage companies, and utility companies in an effort to stay afloat.

Yet, in these distressing times there remains a glimmer of hope. Americans are practicing physical distancing, virus testing and tracing continues to expand, and businesses are figuring out ways to reach consumers going forward.

Early on, manufacturers set out to console consumers, including those who were already financing or leasing their vehicles. Auto Trends received copies of various alerts, informing owners of options available, including deferred payments. The last thing anyone wants to see is a massive repossessing of late-model cars and the financial carnage that would cause.

Special Financing and Cash Back Deals

Besides reaching out to current owners, the automakers quickly updated their financing and leasing schemes to reach new-vehicle shoppers. Fiat Chrysler led the charge, rolling out 0-percent financing for up to 84 months, an uncommonly long timeframe. Besides its novel financing approach, the cashback deals are also better. Our internal survey shows savings of $7,300 to more than $10,000 on the Ram pickup trucks alone.

Other manufacturers joined in, delivering a variety of offers. For example, Toyota offers 0-percent financing for 60 months on three models: its midsize Camry sedan, compact RAV4 crossover, and Tacoma pickup truck. Hyundai rolled out 0-percent financing for 84 months on its compact Elantra sedan and compact Tucson crossover. Moreover, well-qualified Hyundai buyers enjoy a 120-day deferment on their first payment.

Canceled: Electrified Lincoln SUV

Beyond consumer assistance, the manufacturers have responded in various ways by delaying the introduction of new models or scuttling a planned vehicle completely. For an example of the latter, the Ford Motor Company canceled the planned all-electric SUV for Lincoln. The company cited the coronavirus crisis as the reason for canceling the SUV. Ford will, however, continue with its plan to release a Ford-brand pickup truck based on Rivian’s platform.

Manufacturing plants across America endured weeks of shut down, beginning in March. By early May, several plants in the southern U.S. resumed operation, including facilities owned by BMW, Hyundai, and Kia. All three follow Volkswagen, which restarted production at its massive Chattanooga plant at the end of April.

None are operating anywhere near full capacity as manufacturers maintain distancing, while also testing the veracity of their fragile supply chains.

Looking Ahead

The current downturn easily rivals the losses experienced during the Great Recession of 2008-2009. But the unemployment numbers today are far higher, with the rate spiking to an estimated 16.1-percent when the figures become known on Friday. As the states relax their various shutdown edicts, we expect that number to start to drop. Still, it could be many months if not longer before unemployment returns to an acceptable level.

If you’re in the market for a new vehicle, there are deals to be had. This writer exchanged his 2017 RAV4 for a 2020 Corolla, in April as the lease on the crossover came due. Opting for another lease, we lowered our monthly payments by selecting a lower-cost car and took advantage of incentives to save more money. Likewise, savvy consumers able to swing a new vehicle purchase should also garner an outstanding deal.

But there is one problem on the horizon: dealer stock is falling and, in many cases, won’t see replenishment until manufacturing resumes. Therefore, look for spot shortages until then, with pickup truck stock shrinking the most.

See Also — Auto Industry Reacts to Coronavirus Threat