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Plug It In: Toyota RAV4 Prime

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A plug-in hybrid that doesn’t require a cord.

2021 Toyota RAV4 PRIME
2021 Toyota RAV4 Plug-In Hybrid.

Is it possible to achieve optimum performance while enjoying excellent efficiency? Indeed, it is as electric vehicles do both as they use no fuel and possess outstanding and instantaneous torque.

But you’re not limited to pure electric vehicles. For instance, there is one particular plug-in hybrid electric vehicle that bridges the space between the internal combustion engine and the pure electric vehicle and that’s the Toyota RAV4 Prime. In Toyota parlance, “Prime” is a substitute for PHEV or a plug-in hybrid electric vehicle. It’s also a fitting sobriquet as the Prime is the apex model in the RAV4 range.

2021 Toyota RAV4 Prime Review

Toyota prices the 2021 RAV4 Prime from $38,100 (SE) to $41,425 (XSE), plus a $1,120 destination charge. Importantly, this model comes with a federal tax credit of up to $7,500, depending on your income. Because it’s a tax credit, you won’t see the funds until after you file your tax return. In addition, you may find further incentives from your state or local government. Finally, check with your dealer to learn more about the local deals.

The RAV4 Prime is an all-new model, which is based on the fifth-generation model introduced in 2019. It offers 42 miles of electric-only driving range and excellent performance thanks to its torque-induced electric motors. Because it has an electric motor on the rear axle, the Prime is all-wheel drive.

2021 Toyota RAV4 PRIME

Exterior

We’ve talked extensively about the Toyota RAV4 before this review, but it’s worth sharing a few things about this vehicle. After all, it’s Toyota’s best-seller and for a number of strong reasons, including its styling.

Allow me to interject one important point before moving ahead – my family owned three RAV4s from 2004 to 2020, before moving to the Corolla. We’re familiar with the moniker and have admired the changes made down through the years. Consequently, my review of the current vehicle is with its predecessors in mind.

The current RAV4 is a clean departure from earlier models. In particular, it shares a common platform with many other Toyota models, but it has its own look. The original RAV4 was almost toy-like in appearance, while the current one is much more rugged – although it is a crossover, it borrows the squared-off design elements common to the Tacoma pickup truck and the 4Runner SUV.

Notably, the Prime’s front fascia is somewhat intimidating with its bold grille and imposing accent lights. Strong shoulders, a high profile, squared wheel wells, and distinctive alloy wheels heighten the expression. Our test model featured a red exterior with a black roof for a sporty combination.

2021 Toyota RAV4 PRIME
2021 Toyota RAV4 PRIME

From the rear, the liftgate is wide. The taillamps are connected by a narrow metal trim piece for a handsome look. The lower part of the fascia was blacked out – again for a nice contrast – two exhaust ports complement the look.

With two trims offered, there are some differences in equipment available, including for the exterior. Both trims come with LED projector headlights, while the XSE adds an adaptive lighting system. LED daytime running lights are standard as are LED tail and stoplights. Additionally, the XSE contributes vertical LED accent lights.

Other standard features include heated and power-controlled side mirrors with a folding feature, black roof rails, aerodynamic panels, dual-exhaust ports, and 18-inch alloy wheels. A power tilt-and-slide moonroof is included with the XSE. Also, a panoramic glass roof is available. Both trims come with mud flaps, while the XSE gains eye-catching red shock absorbers.

You should also know that the fuel tank outlet is on the left side of the vehicle and the charge port is on the right side. Some manufacturers stick the port in the grille (hello, Nissan), while the RAV4’s is unobtrusively on the body itself. As a result, apart from badging, you might not immediately recognize the Prime as a PHEV.

2021 Toyota RAV4 PRIME

Interior

Just as the exterior is rugged and more sophisticated than before, the same can be said for the interior. At first glance, the cabin resembles one that you might find in a traditional SUV, minus the off-road switchgear. In its place is a layered dashboard with the center display and a chrome strip setting the two main sections.

A built-in hood tops the instrument panel, itself marked by a large digital display offset by the readouts. To the left, the readout tells the driver when the Prime is charging, operating in economy mode, or when full power is realized. To the right, a pair of fuel outputs are featured. At the top is a traditional fuel meter. At the bottom, Toyota includes a charging percentage display, which lists how much of a charge is available. Back to the center, you can track the various modes, including estimated miles to empty for both the fuel and electricity.

The lower part of the dashboard has two features we like. To the left of the steering wheel, an alcove not quite large enough to securely hold a cell phone is present. I’m not certain what items I would place there, but if you use your vehicles for work, an extra set of keys might find a home. Above the glove box is the second alcove. This one runs the length of the glove box and is more suitable for holding a cell phone – multiple phones, actually.

The quality of materials used gives the RAV4 Prime the sophistication previously noted. Specifically, soft-touch materials are nearly everywhere, except at the base of the doors, which hold oversized pockets for drinks and other things. Between the seats is a large storage compartment/armrest. Below the center console at its base is another large area, this one is open and has a place to charge a cell phone.

2021 Toyota RAV4 PRIME
2021 Toyota RAV4 PRIME

The seats up front are all day comfortable – in earlier versions of the RAV4 we found them too thin and lacking the required support for long trips – trust me, I have first-hand experience there. On the other hand, the seats seem borrowed from the midsize Highlander or perhaps they’re found in the 4Runner. Regardless, they’re quite comfortable. The rear split-fold down bench seat is also much more comfortable and roomy – three could sit back there in relative comfort, enabling the Prime to hold the five passengers it’s intended to hold.

As for storage space, the RAV4 Prime offers a standard 37.6 cubic feet and that’s near the top of its class. The available 69.8 feet is also in line with what its top competitors offer. Thus, both layouts are designed for long trips away from home, whether a weekend for five or a week for two, depending on the space needed.

Toyota equips this model with full power accessories. Both trims offer a tilt-and-telescopic steering column, dual-zone climate control, and fabric-trimmed seats with red stitching, heated front seats, and an 8-way power-adjustable driver’s seat with lumbar support. Also, an overhead console with map lights and sunglasses storage is standard.

Choose the XSE edition and Toyota brings in imitation leather seats, a moonroof, paddle shifters, and heated and ventilated front seats. Available on both trims is rear outboard passenger heated seating. Further, a heated steering wheel, carpet floor mats, and a smart key system are available.

Tech

Toyota equips the Prime SE with an 8-inch touch-screen display and a six-speaker audio system. Also, Amazon Alexa, Apple CarPlay, and Android Auto compatibility, five USB ports, Bluetooth connectivity, satellite radio, Wi-Fi Connect, and connected services come standard.

The XSE trim gains a 9-inch touch-screen display and a Qi-compatible wireless charging pad. Also available is a navigation system and an 11-speaker JBL audio system. A 120-volt power outlet is optional for the cargo department.

A pair of options with the XSE include a bird’s eye view camera and a 10-inch color head-up display round out the available tech features.

2021 Toyota RAV4 PRIME

Safety

Your safety isn’t an afterthought with Toyota. Most every model comes with a long list of standard driver-assist features to help you maintain control, avoid an accident, or to reduce injuries. We’re seeing most manufacturers adopt advanced tech features, but Toyota is one of the few where nearly every feature is included.

Under the Toyota Safety Sense 2.0 umbrella, you’ll find such features as a pre-collision system with pedestrian detection, lane departure alert with steering assist, and lane tracing assist. Further, Toyota includes automatic high beams, full-speed adaptive cruise control with full stop and go, and road sign assist.

What is the only option here? That would be front and rear parking assist with automated braking for the XSE trim only. Certainly, this is an option you’ll want if you plan to take advantage of the Prime’s 2,500-pound towing capacity. Yes, you can tow with this hybrid!

You’d think top safety scores would accompany the Prime and they do. For example, the Insurance Institute for Highway Safety (IIHS) awards the Prime with its Top Safety Pick rating. Also, the National Highway Traffic Safety Administration (NHTSA) assigns the RAV4 with a 5-star safety rating. Undoubtedly, both contribute to the Prime’s safety prowess.

2021 Toyota RAV4 PRIME

Performance

Remember the GR Supra? If you’re a regular follower of this site, then you can find our reviews here and here. What does that have to do with the RAV4 Prime? Nothing and everything….

Notably, the GR Supra is fast. In fact, it’s Toyota’s fastest model, easily outpacing the Toyota 86. The 86 was in second place, but the RAV4 Prime supplants it, thanks to its combined 302 horsepower, which delivers a 0-60 mph time of 5.7 seconds. That’s right…the Prime is not only efficient, but it’s powerful.

At the heart of the Prime’s sophisticated motivation system is a 2.5-liter four-cylinder engine making 177 horsepower. Certainly, that fact alone is not a lot of power, but it doesn’t work by itself. Indeed, the Prime relies on a pair of electric motors to enhance power as well as to create all-wheel drive, as one motor ties in with the rear axle to drive those wheels, as needed.

The added power output brings 179 horsepower to the front and 53 horsepower to the rear. Additionally, a 199 pound-feet of torque is sent to the front and 89 pound-feet to the rear. Under full throttle the entire system goes to work and brings with it optimum power. This is the first time Toyota developed a PHEV that’s so sophisticated as it successfully integrates gas and electric power into the Prime’s system to maximize efficiency and performance.

2021 Toyota RAV4 PRIME

Toyota gives Prime drivers the option to operate the vehicle in all-electric mode (good for up to 42 miles of driving range, when fully charged). You can charge the vehicle with a 220-volt outlet or let the Prime self-charge. Yes, that’s right – the Prime can build electricity when operating in charge mode while driving. There are a pair of console switches controlling how it behaves – the one on the left allows for full electric drive, which stays active until it runs out of juice. To the right is a switch that utilizes gas power to motivate the vehicle and replenish the battery system.

We didn’t reach the Prime’s 42-mile driving range as were only able to connect this vehicle to a power source once. During the other times, we activated the power replenishment button, which gradually worked up to 32 miles of all-electric driving. Play it smart and you can expend minimal fuel when driving the Prime and that is the intention Toyota had when developing this model. What’s especially nice is that you don’t need to plug it in to replenish power – it’s handled internally. Otherwise, when the system drains of power, the gas engine takes over.

Step hard on the gas pedal and be prepared for several surprises. Firstly, the power response is instantaneous as the entire powertrain system kicks in. It’s a big surprise if you don’t expect it and especially as the RAV4 moves rapidly down the road. Secondly, the Prime handles reasonably well. The steering wheel has some weight to it with wheel movement tuned precisely to match the driver’s moves. Certainly, this isn’t a sports SUV, but it has enough elements of one to bring a smile to your face – that is if you dare to work with it.

On twisty roads, the Prime holds its own, but the high profile causes it to lean in and out as it navigates turns. You’ll want to enter corners with care, but even as you do, you’ll feel the rear wheels kick in, giving this SUV an added measure of grip.

We drove the Prime 246 miles and averaged 36.8 miles per gallon. That is right within the range of what the EPA says the Prime will do, so we were satisfied with that. But the overarching theme here is performance and efficiency that doesn’t require a cord. We think the latter feature will attract cord-shy individuals who have range anxiety. Furthermore, it doesn’t hurt that there are tax incentives in place to sweeten the deal.

2021 Toyota RAV4 PRIME

Competitive Set

There’s nothing else like the Toyota RAV4 Prime on the market except for the Ford Escape PHEV and the Mitsubishi Outlander PHEV. Where the Toyota comes with all-wheel drive, the Ford and Mitsubishi are front-wheel-drive-only models.

One other PHEV model to consider is the Chrysler Pacific Hybrid. As a minivan, it is larger than the RAV4, and sends power to the front wheels only.

Across the compact segment, gas models include the Nissan Rogue, Chevrolet Equinox, Honda CR-V, Volkswagen Tiguan, Subaru Forester, Kia Sportage. Hyundai Tucson, and the Mazda CX-5.

Our Recommendation

With a federal tax credit in place and state incentives available in many locations, the RAV4 Prime is a better deal than the standard hybrid. Go with the XSE trim and you’ll get a premium model with many amenities.

One final note: the RAV4 Prime isn’t widely available, therefore you’ll have to work with your dealer to find one. Hopefully, your dealer has one on hand to test drive — that’s something we always recommend before you make your purchase decision.

2021 Toyota RAV4 PRIME

2021 Toyota RAV4 PRIME Specifications

Toyota 2021 RAV4 PRIME
Segment Compact Crossover
Price Range From $38,100 to $41,425
Destination Charge $1,120
Standard Engine 2.5-liter, I4
Transmission E-CVT
Horsepower 177 @ 6,000 RPMs (net 302)
Torque (lb.-ft.) 165 @ 3,600 RPMs
Seating 5
Curb Weight (pounds) 4,235 to 4,300
Wheelbase (inches) 105.9
Length (inches) 180.9
Width (inches) 73.0
Height (inches) 67.0
Headroom (f,r…inches) 37.7, 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) 37.6/69.8
Gross vehicle weight (pounds) 5,530
Towing (pounds) 2,500
Payload (pounds) 1,295 to 1,300
Fuel regular
Fuel Tank (gallons) 14.5
EPA Fuel MPG (city/highway/combined) 40/36/38
Manufacturing Plant Ontario, Canada

See Also — Toyota Brings the TRD Treatment to the Midsize Camry Sedan

Images copyright Auto Trends Magazine. All rights reserved.

All-Wheel Drive Finally Comes to the Toyota Camry and We Like It!

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All-wheel drive comes to the Camry sedan range.

2021 Toyota Camry

If you’re shopping for an all-wheel drive model, chances are you’re looking at a crossover or a pickup truck. As for most cars, outside of luxury models, you won’t that option apart from Subaru.

However, in recent years we’ve seen models such as the Chrysler 200 and Ford Fusion Sport with all-wheel drive. Then there is the Subaru Legacy, which has standard all-wheel drive. More recently Nissan added an all-wheel drive option to the Altima and Kia did the same with its all-wheel-drive K5.

You can now count Toyota among the brands with an all-wheel-drive option in its midsize sedan, the Camry. It’s an optional feature only available with the four-cylinder engine, but we think it’ll find an audience for customer’s placing a premium on driving dynamics, especially handling.

2021 Toyota Camry AWD Review

Toyota prices the 2021 Camry from $24,970 to $35,545, plus a $980 destination charge. This model is available in eight trims. Another four trims cover the Camry Hybrid, which is sold separately. The Camry is a midsize model with room for five.

After releasing an all-wheel-drive option late in the 2020 model year, Toyota rolled out a few additional changes for 2021. These include Toyota Safety Sense 2.5+, an updated driver assist technology suite. Other changes include a new front fascia, new wheels, and a floating multimedia display. Toyota also overhauled the available options and packages this year.

2021 Toyota Camry

Exterior

We’ve spent extensive time with the Toyota Camry, especially since the current generation rolled out in 2018. For 2021 the model is refreshed with new grilles across the model line and new wheel choices.

The refreshed look keeps the Camry competitive in a segment where new models come out every five or six years. Now in its fourth year, the current-generation Camry maintains much of the look its had since 2018 and we’re satisfied with it.

That look includes a long hood, squat roof, and a shortened rear deck. The design is common to European rear-wheel-drive models and Toyota’s engineers managed to pull it off. Lots of character lines, cutouts, and strakes give this sedan personality. The refreshed front end isn’t dramatically changed although some trims gain a more defined lower air intake, while others benefit from a honeycomb grille. The available two-tone exterior with a contrasting room imparts flair.

Toyota equips the Camry with a variety of LED lighting elements, depending on the trim. The headlights, daytime running lights, fog lights, and tail lamps are enhanced accordingly. Color-keyed or black side mirrors, some with heat elements and power controlled, are available. Most models come with 17-inch wheels; you’ll also find 18- and 19-inch wheels choices.

Among the options are a power tilt-and-slide moonroof, a panoramic sunroof, a rear spoiler, and up to four exhaust ports. Special badging accompanies many trims, including a black or chrome AWD badge on our test model.

2021 Toyota Camry

Interior

How much room do you need inside a vehicle? We’ve found the Camry has among the most spacious of all interiors in its class, rivaling some large models. There isn’t a penalty seat in the house with ample legroom throughout. Still, the ideal riding arrangements features two in the rear with the available center armrest/cup holder folded down.

Toyota utilizes a variety of materials throughout the cabin. Near the base of the dashboard and front layout, hard plastics dominate. As you veer your eyes upward, soft-touch materials dominate, with double-stitching common. Wood inlays and patterned metals complement the look. As we’ve noted in the past, the Camry is far from the quietest model in its class – you’ll hear plenty of road noise while driving. The Camry’s trunk measures 15.1 cubic feet and that’s average for the class.

Among the standard features are full power accessories, a tilt-and-telescopic steering column, air conditioning, and fabric-trimmed seats. Move up through the trim range and imitation leather and real hides become available. Adjustable front seats, heated and ventilated front seats, and a heated steering wheel are among the options.

2021 Toyota Camry
2021 Toyota Camry

Tech

Toyota supplies the Camry with a long list of tech features. Half of all trims come with a 7-inch touch-screen display and a six-speaker audio system. You’ll also find Amazon Alexa, Android Auto, and Apple CarPlay compatibility, Bluetooth, two USB ports, satellite radio, and connected services.

Four of the trims swap out the standard screen for a 9-inch touch-screen display. Some models feature an upgrade to a 9-speaker JBL audio system. A Qi-compatible wireless smartphone charging pad is available. In all, the features offered meet the expectations of most drivers, although a 110-volt power outlet option would have been great.

2021 Toyota Camry

Safety

Toyota’s safety quest is evident in the scores this sedan achieved in crash testing. The National Highway Traffic Safety Administration (NHTSA) awarded the Camry with a 5-star rating, its highest honor. As for the insurance industry-backed Insurance Institute for Highway Safety (IIHS), the 2020 Camry achieved a Top Safety Pick+ award, which is also its highest honor. We expect the 2021 model will follow suit.

As mentioned at the top of the article, every 2021 Camry comes with the Toyota Safety Sense 2.5+ suite of driver-assist technology. These features include automatic high beams, a pre-collision system with pedestrian detection, lane departure alert with steering assist, lane tracing assist, road sign assist, and adaptive cruise control.

Other available features include an updated adaptive cruise control with full stop and go, blind-spot monitoring with rear cross-traffic alert, and rear cross-traffic braking.

Performance

We’re seeing the demise of the V6 engine across the midsize segment. That’s a shame because many of the previous offerings supplied substantial power. Where the V6 has gone away, manufacturers typically provide a turbocharged four-cylinder engine in its place. Happily, both the standard inline-four and the available six-cylinder engine are naturally aspirated. Both work with an 8-speed automatic transmission to send power to the wheels.

The 3.5-liter V6 makes 301 horsepower and 267 pound-feet of torque. Its power output is strong and comes in higher than some V8 engines from a few generations ago. We’ve driven Camrys with this engine as well as the Tacoma pickup truck. Suffice to say, it is a gamer. Certainly, there is very little torque understeer, although we must say that apart from the TRD model, handling is fair at best.

The base engine is a 2.5-liter four-cylinder. This one cranks out upwards of 206 horsepower and 186 pound-feet of torque. Both are laudable numbers and outperform most competitors. That the Camry pushes nearly 40 mpg in some applications while doing this is amazing.

2021 Toyota Camry

With all-wheel drive an option, the Toyota Camry adds a measure of control we haven’t seen in this sedan before. Instead of all power sent to the front wheels all the time, the rear wheels get in on the action.

However, that doesn’t mean the rear wheels are always active. Indeed, the system is a part-timer. Specifically, this means power is only sent to the rear wheels when slippage is detected. This may happen when conducting a fast start or when the roads are slippery because of rain, sand, or some other obstruction that causes spin. The system stays active as long as slippage is detected, then returns to front-wheel drive once it passes.

We kept our step-off acceleration under control, but we did drive on wet surfaces with the intention of causing the AWD system to activate. Sure enough, just as we passed over one wet section, then another, the rear wheels responded accordingly. Instead of possibly spinning out from underneath us, the Camry held its course. We were delighted with how quickly it responded to keep this sedan planted.

Competitive Set

The midsize sedan segment is narrowing as brands such as Chrysler, Dodge, Mitsubishi, Ford, and Chevrolet no longer participate. Instead, each of these marques (besides Chrysler) has given us more crossover utility vehicles to consider.

Although demand has fallen and the pie has shrunken with it, there are a number of participants remaining, including the Nissan Altima, Subaru Legacy, Honda Accord, and the Volkswagen Passat (itself soon to disappear). Other models in the segment include the Hyundai Sonata, Kia K5, and the Mazda6.

2021 Toyota Camry

Our Recommendation

Since the nature of this review centers on all-wheel drive, we’ll look at that feature primarily when making our recommendation.

Is all-wheel drive worth it? It can be, especially for anyone living in the mountains or along the coast where sand regularly covers the roads. For everyone else, it supplies a handling edge under slick conditions. Thus, if you want this option, it’s a $1,400 upgrade that may imbue the driver with a measure of much-needed confidence and assurance.

2021 Toyota Camry Specifications

Toyota 2021 Camry
Segment Midsize Sedan
Price Range From $24,970 to $35,545
Destination Charge $980
Engine No. 1 2.5-liter, I4
Transmission 8-speed automatic
Horsepower 203 to 206 @ 6,600 RPMs
Torque (lb.-ft.) 182 to 186 @ 4,400 to 5,000 RPMs
Engine No. 2 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) 3,310 to 3,595
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) 28/39/32; 22/31/25
Manufacturing Plant Georgetown, Kentucky

See Also — Toyota Brings the TRD Treatment to the Midsize Camry Sedan

Images copyright Auto Trends Magazine. All rights reserved.

Fuel-Efficiency and AWD Champion: 2021 Toyota RAV4 Hybrid

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The most efficient compact crossover thanks to hybrid technology.

2021 Toyota RAV4 Hybrid

Compact SUVs are the new family vehicle. With room for five, they’re ideal for small families.

The Toyota RAV4 fits this category perfectly, by offering gas, hybrid, and plug-in hybrid variants of this popular model. Indeed, the RAV4 is so popular it has displaced the Camry sedan as Toyota’s best-selling model. We drove a RAV4 Hybrid, finding it handsome, strong, and efficient. With its 40 mpg average fuel efficiency, it’s also a leader in a crowded segment.

2021 Toyota RAV4 Hybrid Review

Toyota prices the 2021 Toyota RAV4 Hybrid from $28,500 to $37,030, plus a $1,175 destination charge. Also available is the RAV4 Prime, a plug-in hybrid. This model is marketed separately and is priced from $38,110, plus destination. It also carries a federal tax credit of $7,500 for eligible buyers.

The RAV4 Hybrid is an all-wheel-drive compact crossover utility vehicle. For this review, we’ll examine the hybrid primarily, making reference to the standard and PHEV variants when necessary. Available in five trims, the 2021 RAV4 Hybrid is powered by a gas engine with a pair of electric motors also supplying power. A continuously variable transmission routes power to the wheels.

New this year is the XLE Premium grade. This trim brings in special sport alloy wheels, a power moonroof, imitation leather seats, and other features.

2021 Toyota RAV4 Hybrid

Exterior

We’ve driven quite a few RAV4s in our day and have owned three along the way. We’re as familiar with this vehicle as we are with anything else on the road.

You have to go back to the 1990s to find the first RAV4. The original was small, even smaller than the Toyota C-HR that slots beneath the current RAV4. Over the years, the RAV4 has grown, added a V6 engine and an available third-row for a time, before moving to an all-four-cylinder fleet with room for five and hybrid variants to boot.

The current iteration is the sportiest and most sophisticated RAV4 yet. We’re not sure if it is the rectangular wheel wells or the big grille that gives it so much personality or other features such as LED accent lights, a high beltline, or the alloy wheels. This RAV4 has more squared-off edges than before and serves as a decent complement to the 4Runner SUV. Thus, while the Highlander is the midsize three-row crossover for Toyota, its exterior features are simply softer.

With five trims to consider – LE, XLE, XLE Premium, XSE, and Limited — the RAV4 Hybrid comes decked out in different ways, just as the gas-powered model does. The list of standard features begins with multi-LED headlights, LED daytime running lights, and LED taillights. You’ll also find 17-inch alloy wheels, power outside mirrors with a folding feature, black roof rails, and dual chrome exhaust tips. Again, this is the standard equipment and we’re impressed with what you get.

But Toyota knows customers oftentimes want the upgrades. Depending on the trim, you’ll find such features as LED projector headlights, integrated fog lights, 18-inch alloy wheels, and an adaptive front headlight system (the latter a Limited trim exclusive).

Other features available include a two-tone exterior color, heated side mirrors, puddle lights (Limited), a power tilt-and-slide moonroof, a panoramic glass roof, roof rack cross bars, a power liftgate, and front and rear mudguards.

2021 Toyota RAV4 Hybrid

Interior

You can seat five inside the RAV4 without much effort. Four, though, is the ideal as the center armrest yields a pair of cupholders.

Given that we’ve driven various RAV4s through the years, we’re familiar with how they look and feel. Some of the earlier models had front seats with average support and that’s not good enough for some drivers, including this one. Our test XSE model had comfortable seats with driver adjustment and lumbar support at the ready.

We like how Toyota designed the current model with its two-tier dashboard separated by brightwork trim. The open pocket below the dash but above the glovebox is a welcome edition – it debuted in the previous edition Highlander. Unlike the Highlander, it doesn’t have a passthrough to USB ports. But it does have a skid pad bottom and that’s useful for holding a pair of smartphones.

The center stack is clean and orderly with the touch-screen display bolted on the top followed by a pair of vents underneath. Beneath that are a pair of big circular dials for managing the climate control system. Switches manage more aspects of the climate control system with heated seats also available. At the base of the center stack is a wide-open area, ideal for holding your cell phone. Our test model included the much-desirable Qi-compatible charging pad.

Between the armrest and cup holders and the open area is the transmission shifter and parking brake. You’ll also find a dial for normal and sport driving modes, a trail switch for light-duty off-roading, and an EV mode. We kept this crossover in normal mode nearly the entire time.

The list of standard interior features is equally as impressive as what suits the exterior. The RAV4 Hybrid comes with full power accessories, dual-zone climate control, fabric-trimmed seats, manual-adjusted front seats, a 60/40 split fold-down rear seat, front reading lights, illuminated vanity mirrors, an overhead console, and a generous amount of soft-touch materials throughout.

Work your way up the trim range and the improvements are many. Imitation leather seats, a power driver’s seat with lumbar support, heated and ventilated front seats, a heated steering wheel, and accent upgrades including double-stitched blue or brown accents add verve.

Other upgrades include a cargo area tonneau cover or cargo net, ambient lighting, and a digital rearview mirror.

As for storage space, there is 37.6 cubic feet of standard cargo room and 69.8 cubic feet with the rear seat folded. The RAV4 is on the upper end of cargo-carrying room for this segment.

2021 Toyota RAV4 Hybrid

2021 Toyota RAV4 Hybrid

Tech

The hybrid’s standard tech includes a 7-inch touch-screen display and a 6-speaker audio system. Other features include a USB port, Bluetooth, Android Auto, Apple CarPlay, and Amazon Alexa compatibility, connected services, satellite radio, and Wi-Fi connect.

Move up to the new XLE Premium trim and this model has four USB charge ports. Beginning with the XSE trim, the RAV4 Hybrid features an 8-inch touch-screen display. Choose the Limited trim and Toyota swaps out the standard audio package for an 11-speaker JBL system. A Qi-compatible wireless smartphone and mobile device charging pad is available as is an integrated panoramic backup camera with dynamic gridlines.

In all, the RAV4 Hybrid’s tech offerings are compatible with what you’d find in competing models.

2021 Toyota RAV4 Hybrid

Safety

All trims come with the Toyota Safety Sense 2.0 bundle of driver-assist features. This package includes automatic high beams, a pre-collision system with pedestrian detection, lane departure alert with steering assist, lane tracing assist, full-speed adaptive cruise control with stop and go, and road sign assist.

The only features not included as standard equipment is blind-spot monitoring and front and rear parking assist with automated braking. The first choice is optional with the base LE trim, but standard beginning with the XLE. As for the second choice, it’s standard with the Limited, but available with the XLE Premium and the XSE trims.

On the safety ratings front, the Toyota RAV4 garnered the Insurance Institute for Highway Safety’s (IIHS) Top Safety Pick award. From the National Highway Traffic Safety Administration (NHTSA), the RAV4 earned a 5-star rating.

All trims also come with an anti-theft system with an engine immobilizer. An alarm is available on all but the base trims.

2021 Toyota RAV4 Hybrid

Performance

The RAV4 Hybrid isn’t your everyday hybrid, even by Toyota’s traditional standards. This one makes use of two electric motors: the first one joins with the transmission to send power to the front wheels. The second one turns the rear wheels when it receives a signal from the crossover’s computer to do so. Thus, the gas engine still works with an electronically controlled continuously variable transmission to help turn the front wheels (along with the first electric motor), while the rear wheels kick in without any connection to the engine (thanks to the second motor). The result is a more efficient all-wheel-drive vehicle: this one earns an EPA-estimated 40 mpg combined.

Because of this unique engineering arrangement, every RAV4 Hybrid is all-wheel drive. Power is sent to the rear wheels when the computer detects slippage, unless you press a separate button to activate the rear wheel manually. In effect, it’s a part-time all-wheel-drive system that maximizes traction and fuel efficiency.

The 2.5-liter four-cylinder engine is a familiar one to Toyota faithful. This one is tuned to run on the efficient Atkinson cycle, producing 176 horsepower and 163 pound-feet of torque. That’s down from the 203 horsepower and 184 pound-feet of torque this engine runs on the Otto cycle that motivates the gas-powered RAV4.

The beauty of all this is that the output of the electric motor when layered on the gas engine to yield a combined 219 horsepower, bettering the gas model. But keep this in mind if a hybrid interests you: the plug-in RAV4 Prime hybrid delivers a combined 302 horsepower. Either way, the electrified RAV4s have more kick to them than the gas-powered model. Not only do you benefit from a more efficient crossover, but you have a performance edge too for a true win-win scenario.

We could have played around with the RAV4 Hybrid off-road, but we kept it on firm pavement nearly the entire time, save for a few times crossing gravelly expanses. In our earlier review of the off-road TRD gas model, we found that model was not up to the usual off-road standards as there were no steel kickplates to protect the undercarriage. Figure that you’ll do no more than light-duty off-roading with the RAV4 Hybrid.

Activate the ignition and you’ll be met with virtual silence save for a low hum that kicks in once you switch the transmission to drive. If you’re crawling around looking for a new parking space, hit the EV switch to allow the electric power to take you there. But once you press the gas pedal to move forward with authority, the gas engine activates to propel this crossover. Its instantaneous too with no lag in power.

2021 Toyota RAV4 Hybrid

Our drive around town and on the highways revealed a crossover easily up to the task. The driver control mode dial can be switched between Eco and Sport or deactivated for Normal. Go with the first option to maximize economy, the second one for full power, and the third to find a happy medium between the two. The instrument panel display changes color when selecting either of the first two choices: green for Eco and red for Sport. Know that leaving the hybrid in sport mode all the time will reduce its efficiency accordingly. But at least you have the option to get more power when you need it, such as when you’re towing – that’s right, this hybrid is rated to tow with a trailering capacity of 1,750 pounds.

Because Toyota has been deeply involved in hybrid technology longer than its competitors (Honda isn’t as deeply invested as its rival), this automaker has found ways to improve the driving experience. Thus, the steering feels more connected than before and it handles rather well too. In effect, Toyota has improved driver feedback tremendously over the years.

One other area where the improvements are quite noticeable is in braking. Gone is the squishy feeling these brakes produce when coming to a stop. With hybrids, braking is not only important for bringing the vehicle to a safe stop, but to harness kinetic energy to help replenish the battery. Yes, both the gas engine and brakes send power to the electric motor, but Toyota has improved the brake feel to greatly reduce the weird feeling that most hybrids have when coming to a stop.

In all, the 2021 RAV4 Hybrid is a stellar example of Toyota’s prowess in the field of electrification. With nearly every Toyota model offering a hybrid variant, the reasons to avoid one have little to do with performance and even less so to do with price (a matter we address at the end of this article).

2021 Toyota RAV4 Hybrid

Competitive Set

Hybrid models come and go, leaving the Toyota RAV4 Hybrid with few competitors. Before we consider the other models, take a look at the Toyota Venza, a hybrid-only model reviewed here.

Direct competitors include just two models right now: the Honda CR-V Hybrid and the Ford Escape Hybrid. Other competitors have joined in from time to time, including Nissan, but none have the staying power to compete.

Our Recommendation

Should you purchase a hybrid? The reasons for not doing so continue to fall away. Hybrids, as in the case of the RAV4 Hybrid, are more powerful and fuel-efficient than their gas counterparts. Also, the price differential continues to narrow – when comparing a RAV4 with all-wheel drive to any hybrid variant, the difference is typically $1,050 ($625 with the XLE). Of course, these differences are wider still if you want a front-wheel-drive RAV4, but with the kind of all-wheel-drive system in place with the hybrid, you still retain a 10 mpg edge over any gas model.

Our pick is the XLE Premium, the newest trim on the block. For under $34,000 it bridges the XLE and XSE trims with many of the amenities customers want for a reasonable price.

2021 Toyota RAV4 Hybrid

2021 Toyota RAV4 Hybrid Specifications

Toyota 2021 RAV4 Hybrid
Segment Compact SUV
Price Range From $28,500 to $37,030
Destination Charge $1,175
Standard Engine 2.5-liter, I4 (Atkinson Cycle)
Horsepower 176 hp @ 5,700 rpm (219 net hp)
Torque (lb.-ft.) 163 lb.-ft. @ 3,600 to 5,200 rpm
Transmission ECVT
Seating 5
Curb Weight (pounds) 3,690 to 3,780
Wheelbase (inches) 105.9
Length (inches) 180.9
Width (inches) 73.0
Height (inches) 67.0
Headroom (f,r…inches) 37.7, 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) 37.6/69.8
Gross vehicle weight (pounds) 4,920
Towing (pounds) 1,750
Payload (pounds) 1,140 to 1,230
Fuel regular
Fuel Tank (gallons) 14.5
EPA Fuel MPG (city/highway/combined) 41/38/40
Manufacturing Plant Ontario, Canada

See Also — The Fifth-Generation Toyota RAV4 Evaluated

Toyota RAV4 Hybrid photos copyright Auto Trends Magazine. All rights reserved.

Behind the Wheel of the Popular 2021 Toyota Corolla Sedan

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Toyota’s strong-selling Corolla gains an Apex edition.

2021 Toyota Corolla

The Toyota Corolla is the world’s best-selling model of all time. Thus, it truly needs no introduction. That said, the current iteration of Toyota’s compact car has seen some changes in recent years, including its first-ever hybrid model. Our review covers the gas-powered Corolla sedan. A Corolla hatchback is also available.

2021 Toyota Corolla

Toyota prices the 2021 Corolla from $19,925 to $28,210, plus a $955 destination charge. Eight trims are available: L, LE, SE, SE Nightshade, SE Apex Edition, XLE, XSE, and XSE Apex Edition. A Corolla Hybrid LE is marketed separately.

The Corolla seats five and comes with front-wheel drive. Customers have a choice of two engines paired with a continuously variable transmission. A 6-speed manual is available on select trims.

Now in its second year, the Corolla gains an Apex Edition, which layers over the SE and XSE trims. The Apex Edition comes with updated suspension changes, a body kit, and special 18-inch wheels. Other changes include adding Android Auto smartphone compatibility and two airbags. Most trims now include blind-spot monitoring with rear-cross traffic alert or make it available within a package upgrade.

2021 Toyota Corolla

Exterior

Not too long ago, the subcompact sedan market was dominated by a host of anonymous-looking models. At the time, customers didn’t seem to care much what their vehicles looked like – more important to them was the price, efficiency, and functionality.

But the times are a-changing and what customers accepted back then no longer applies today. These days, shoppers expect at least a modicum of styling inside and out. Happily, the Corolla goes beyond the basics to deliver a look that closely aligns with the larger and midsize Camry sedan, itself a former “anonymous” sedan.

The gaping grille on the Corolla makes for a bold statement as do the standard LED headlights, LED daytime running lights, and LED accent lights. This “cut above” look doesn’t end there with enough body sculpting and character lines present to lift the look considerably.

From the rear, the Corolla has standard LED tail and LED stop lights. A standard exhaust port gives way to twinned ports on some models, including with our XSE tester.

As for the wheels, only the base model comes with standard 15-inch steel covered wheels (16 inches on the LE). Most other trims have alloy wheels, measuring 16 inches on the XLE to 18 inches everywhere else.

The list of standard features includes power-controlled side mirrors, intermittent wipers, and the LED lighting array. Move up through the trim ranks and Toyota adds various color elements, including black-painted sport side rocker panels and a rear spoiler. Color-keyed elements, including the grille, side mirrors, and door handles are evident. A power tilt-and-slide moonroof and an adaptive front lighting system are also available.

2021 Toyota Corolla
2021 Toyota Corolla

Interior

The EPA classifies the 2021 Corolla as a midsize sedan. The way the government measures interiors causes some models to ease into the next higher class. We still classify the Corolla as a compact model, but it is a roomy one at that.

With space for five, the Corolla is most useful for four. But that doesn’t mean a fifth individual cannot fit. It’s just a bit too cozy for adults, although three youngsters may find the space manageable. Just watch your head when accessing or egressing the rear 60/40 split fold-down seat – you’re likely to bump it if you’re not careful. At least the legroom is tolerable for its class.

We credit Toyota with designing a cabin that’s straightforward and uncluttered. On some models, the dashboard is two-tone, while on others a singular color with contrast stitching is evident. You’ll find the usual and expected amounts of plastics inside, but most are relegated to out-of-the-way places. In other uses, such as the brightwork trim, the look is pleasing.

The list of standard features includes full power accessories, air conditioning, a tilt-and-telescopic steering column, and fabric-trimmed seats with manual control. Move up through the trim ranks and premium fabric or imitation leather seats can be found. In some cases, the driver seat is power controlled and heated.

Other upgrades include bronze interior trim stitching, keyless entry with push-button start, modified instrumentation, and a leather-trimmed steering wheel. We’re fans of push-button start although we do acknowledge some of our readers still prefer a key-flicked ignition experience.

2021 Toyota Corolla

Tech

We like Toyota’s attention to detail, including in all things technology. Even the base “L” trim sees a decent collection of useful features, beginning with a 7-inch touchscreen display. That’s a nice departure from the tiny 5-inch screens that once dominated the segment.

Other standard features include six speakers; Alexa Auto, Android Auto, and Apple CarPlay compatibility; Bluetooth, Wi-Fi Connect, one USB media port, and one USB charge port. Toyota was behind the curve in smartphone compatibility, but it ironed things out with Apple to make CarPlay universally available and that’s a great thing!

Move away from the base model and the Corolla comes with an 8-inch touchscreen display and satellite radio. Depending on the trim or package available, other features available include additional USB ports, navigation, and a 9-speaker JBL audio system. Our test model had the JBL system and we found the sound dispersion and quality quite good for this small sedan. As for navigation, we didn’t use it as CarPlay took us where we needed to go. The same can be said for most smartphone owners as the driving direction apps are quite useful…and free!

Another feature that’s available on some trims is Qi-compatible wireless smartphone charging. This is one of our favorites too as it allows for a smartphone to charge without a cord. Located at the base of the center stack, the pad is easily accessible and entirely useful. It “read” our Apple phone even with a case in place; your experience may be different from ours, however.

See Also — First-Ever Toyota Corolla Hybrid Debuts

Safety

Toyota takes second place to no one regarding safety equipment. In fact, the Toyota brand typically offers more standard driver-assist features than a host of luxury brands. Thus, tremendous value is baked in when considering most any Toyota model, including the Corolla. Moreover, Toyota models typically score high in federal and industry crash tests. To wit, the Corolla is an IIHS “Top Safety Pick” as well as a 5-star recipient from the NHTSA. Those scores are laudable and precisely where we’d expect this small sedan to land.

As for the 2021 Corolla sedan, this one comes with the Toyota Safety Sense 2.0 Package. It’s represented by several standard features, including automatic high beams, a pre-collision system with pedestrian detection, lane departure alert with steering assist, full-speed range radar (adaptive) cruise control, lane tracing assist, and road sign assist. The last feature has become one of our favorites, although Apple CarPlay also lists the local speeds where available.

The only feature not available with the base model is blind-spot monitoring with rear cross-traffic alert. This one is standard on select trims or is available on certain other trims as part of a package upgrade. We find it useful, especially on the interstate where long trips beckon as well as on congested local highways. When you’re tired, it is simply easier to sideswipe someone.

In all, we found the Toyota safety package a useful enhancement for drivers. Our only fault, if you can call it that, is the system’s sensitivity when touching lines wherever the road curves or the side markers suddenly change. In these situations, the system gives three quick beeps, which is a decent way to warn drivers, but a bit irritating at times when you know you’ve stayed in your lane. Or at least you think you did!

See Also — Delicious Design: 2019 Toyota Corolla Hatchback

Performance

Toyota gives Corolla shoppers a choice of two four-cylinder engines. The standard 1.8-liter four-cylinder engine powers the L, LE, and XLE trims. This one makes 139 horsepower and 126 pound-feet of torque. We’ve driven Corollas with the base engine numerous times and it does what it needs to do and in an efficient manner.

Powering the other trims is a 2.0-liter four-cylinder engine. This one raises the performance quotient considerably, supplying an output of 169 horsepower and 151 pound-feet of torque. That’s a respectable amount for a naturally aspirated engine. Equally important, it supplies enough oomph to make a difference.

Our XSE edition with the upgraded engine features an independent MacPherson strut front suspension with a stabilizer bar and a multi-link system with a rear stabilizer bar. In fact, that’s the arrangement on all Corolla models, except on the Apex trims where increased stabilizer bar spring rates and coil spring rates prevail. All models feature power-assisted ventilated disc brakes up front and solid disc brakes on the rear wheels. An automatic electric parking brake is standard and that’s a feature we like.

The Corolla doesn’t deliver excitement, at least not on the models we’ve driven. A sport mode on the XSE supplied a slight change in engine behavior, but with a CVT present, it wasn’t profound. The Corolla’s electric-assisted steering is light to the touch. Its handling is about as engaging as you’d expect for this segment. In other words, the Corolla excels in all things efficiency, delivers a fair ride, and has firm brakes. Other attributes include efficiency – it gets up to 40 mpg and that’s with the larger engine under the hood.

All told, we think this is a recipe for success. The Corolla strikes a strong balance in all the attributes expected of a small car. Further, its current design brings in welcome elements that stray far from the Corolla’s econobox routes.

2021 Toyota Corolla

Competitive Set

The compact car segment may not have the sales cache it once did, thanks to crossovers consuming a significant chunk of the overall market. Even so, the manufacturers that are still in the mix act like demand is still strong and continue to overhaul and tweak these models — that’s good news for consumers looking for a bargain on a fresh model.

Gone from the market are such models as the Ford Focus, Dodge Dart, and the Chevrolet Cruze. The Mitsubishi Lancer is another model that has exited the segment. Thus, your only choice are the models supplied by a “foreign” manufacturer.

Besides the Corolla, other models to consider include the Honda Civic, Nissan Sentra, Mazda3, Volkswagen Jetta, Kia Forte, Hyundai Elantra, and the Subaru Impreza. Each model comes with front-wheel drive, except the Impreza which has standard all-wheel drive. The Impreza has an edge, which translates into a high-performance WTI model.

Our Recommendation

Start your search with any trim beyond the base “L” and you’ll find a nice long list of standard features. We know price-conscious shoppers want to keep their costs below $25,000 and that’s not difficult to do.

For $400 over the base model, the LE trim supplies keyless entry, automatic climate control, and an 8-inch touch-screen display. But if you want the larger engine, then start your search with the SE. Keep in mind that a 6-speed manual gearbox is standard; you’ll pay extra for the CVT.

Although not tested, the SE Apex Edition with its bronze and black side rocker panels and rear diffuser accent, 18-inch black flow-formed aluminum wheels, and lower sport-tuned suspension comes in around $26,000 before discounts. That’s just $800 more than our test XSE trim, which had 18-inch machine-alloy wheels, imitation leather seats, and heated front seats to show for it. Consider the Apex if a more drivable Corolla is your desire.

2021 Toyota Corolla Sedan Specifications

Toyota 2021 Corolla Sedan
Segment Compact Sedan
Price Range $19,925 to $28,210
Destination Charge $955
Engine No. 1 1.8-liter, I4
Horsepower 139 hp @ 6,100 rpm
Torque (lb.-ft.) 126 lb.-ft. @ 3,900 rpm
Transmission CVT
Engine No.2 2.0-liter, I4
Horsepower 169 hp @ 6,600 rpm
Torque (lb.-ft.) 151 lb.-ft. @ 4,400 rpm
Transmission 6-speed manual or CVT
Seating 5
Curb Weight (pounds) 2,910 to 3,150
Wheelbase (inches) 106.3
Length (inches) 182.3
Width (inches) 70.1
Height (inches) 55.9 or 56.5
Head room (f,r…inches) 38.3, 37.1
Leg room (f,r…inches) 42.3, 41.4
Shoulder room (f,r…inches) 54.8, 54.8
Hip room (f,r…inches) 53.0, 43.9
Storage (cubic feet) 13.1
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel Regular
Fuel Tank (gallons) 13.2
EPA Fuel MPG (city/highway/combined) 28/35/31 to 31/40/34
Manufacturing Plant Blue Springs, Mississippi

See Also — At a Glance: 2020 Toyota Corolla Sedan

Photos copyright Auto Trends Magazine. All rights reserved.

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 <a “rel=nofollow” href=”https://www.toyota.com/camry/”>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.