Toyota Corolla Axio GT

Since the demise of the Celica and MR2, it has become all too easy to criticise Toyota for the distinct lack of anything of interest to the keen driver within its vehicle portfolio. While Celicas from the 70s, Hachirokus from the 80s, and Supras from the 90s are now revered as collectors items, it is almost unthinkable that any of the offerings within Toyota's current line up will garner the same level of affection from the automotive community in years to come.
Despite the current unprecedented state of affairs which sees Toyota facing its first operating loss in 71 years - and what a loss it is expected to be, at 400 Billion Yen ($4 Billion) - there are signs that something of a quiet revolution may be taking place at the company; a revolution which could see some of the desirability and excitement restored to its product line. The first glimmer of hope comes in the form of Toyota's soon to be inaugurated new president, Akio Toyoda, an inveterate petrolhead, who has not only participated in the Nürburgring 24-Hours, but who has also taken a lead role in the development of Lexus' performance derivatives, the IS-F and LF-A.

There are however more palpable signs of the sea change currently afoot within Toyota. While other Japanese manufacturers race to extricate themselves from their global motorsport commitments, Toyota continues to push ahead with plans for a full season of worldwide motorsport in 2009. One could even go as far as saying that Toyota is expanding its motorsport presence in 2009. Indeed, when the Japanese Super GT Championship kicks off later today at Okayama International Circuit, the dated and unsightly Lexus SC430, which has competed in the GT500 class since 2006, will be joined on the grid by Toyota's new challenger in the GT300 class - the Corolla Axio apr GT.

This is not however merely motorsport for motorsport's sake. There is growing evidence to suggest that this increased motorsport activity is filtering back into Toyota's road car line-up, for, slipping imperceptibly under the radar in February, Toyota launched its new Corolla Axio GT, directly influenced by its new GT300 challenger and aiming to revive the lightweight, sporting spirit of the Corolla, not seen since the days of the AE86.
On paper and aesthetically the GT certainly seems to herald a return to sporting form for Toyota. Its 1.5l powerplant has been breathed on by TRD (Toyota Racing Development), and now includes a custom turbo and intercooler unit, in addition to a revised ECU. These modifications help to push power up to 150ps, while torque stands at a not inconsiderable 196Nm. Meanwhile, the GT's handling should prove to have been suitably ameliorated by way of a full TRD sports suspension, damper and anti-roll bar package. Visually, the car is distinguished from its inferior brethren by a somewhat menacing black mesh grille, imposing front spoiler and 17-inch alloy wheels. For those of you that remain unconvinced, delving into the options list enables the transformation of the GT into an even more extreme sporting proposition, with the addition of a mechanical LSD, high response exhaust and ostentatious TRD graphics.
The word on the ground is that the Axio GT is a worthy rival to the Honda Civic Type-R, despite the Toyota's obvious deficiency in the area of power output. Regardless though, the GT certainly represents a step in the right direction for Toyota, however small that step may be.

09/03/09 - Budget 'Classic' of the Day

Model: Toyota WiLL Vi

Price: 350,000 Yen

I just about managed to justify yesterday's little indiscretion, but I am doubtful I will get away with a similar feat today. For today we are heading ever deeper into the realms of kitsch. May I present the freakish anomaly that was Toyota's 5-year experiment into the world of the wacky and unorthodox - the WiLL sub-brand.

Here and now, in the economic quagmire that is 2009, Toyota is a veritable bastion of conservatism, albeit a loss making bastion of conservatism. It continues to churn out humdrum conformist products which are closer in character to domestic appliances than they are to avant-garde automotive objets. Sure, the iQ is an innovative and intelligent piece of packaging, as attested to by the car's clutch of design awards, but it hardly screams, 'Look at me I'm one sandwich short of a picnic!'

Things weren't always this way though. As little as four short years ago Toyota was a hub of inspired left-of-centre creativity. Certainly back in 2005 emotive, sporting vehicles such as the Celica and MR2 were still in production, but more importantly in Japan, the WiLL sub-brand was still knocking out oddities which pushed the design envelope to see just how wacky regular consumers could take their cars.

Just as Nissan went through a hare-brained spell in the late '80s and early '90s, which resulted in the zany, retro-styled 'Pike Cars' (Pao, Be-1, Figaro et al), Toyota defiantly strode into its brief age of rebellious nonconformity at the advent of the new millennium. In January 2000, Toyota launched its WiLL sub-brand (distinguished by a small square orange logo) with the unveiling of the capriciously shaped Vi. In fact Toyota weren't alone in this epic endeavour, but were instead joined by a whole host of other Japanese corporations from Panasonic to Asahi Beer, all producing slightly outlandish products aimed squarely at the youth generation.

Although based on the run of the mill 1st generation Vitz/Yaris, and sharing a large number of parts with the ubiquitous econobox, the Vi (presumably just 'Vitz' minus the 'tz'?) was clothed in a bizarrely alluring skin which exudes eccentric Gallic charm. The car's styling is an unquestionable and eclectic mix of classic Citroen design cues; the reverse-raked rear window from the Ami, the contours and canvas roof of the 2cv, and the corrugated bodywork of the Mehari. A true Gallic melange. In fact the French influence runs so deep that the shape of the instrument panel is rumoured to be modeled on that of a baguette. Sacre bleu. Wikipedia however takes a slightly less design savvy perspective, citing Cinderella's pumpkin coach as a key design influence. Apocryphal, but nonetheless amusing.

The Vi was allegedly unpopular with its owners for the poor visibility afforded by its eccentric design, and the later and less derivative WiLL models, the VS and the Cypha, were arguably more popular. For me though, the Vi is the definitive WiLL. As fans of Citroen's 2CV will testify: 'Ceci n'est pas une voiture, c'est un art de vivre.' This isn't a car, it's a way of life.

Toyota Prius: Toyota Launches 10th Anniversary Edition

The Toyota Prius S "10th Anniversary Edition"

Could the unthinkable be happening in the boardroom at GM? Could Hummer be attempting to rebrand itself as the manufacturer of choice for those in the market for a more environmentally conscious ride, by pitching its most diminutive offering, the still leviathan H3, as a genuine, thinking-environmentalists alternative to Toyota's greener than green Prius? Such conjecture may not be quite as implausible as it first appears, with GM’s Vice Chairman, Bob Lutz, recently promising that within three years the entire Hummer range will be capable of running on biofuel, and similar sentiments being conveyed by the UK's sole Hummer dealer - a representative from which outlined the possibility that the Hummer H3 could be more carbon efficient than Toyota's Prius, should one consider the vehicle's lifecycle in its entirety, from initial manufacture through to final disposal.


Toyota's Prius and the Hummer H3 - Two Green Peas in a Pod?

Toyota, whether consciously or not, seemingly unwilling to concede any sales in the eco-car sector to the H3, has risen to the gargantuan challenge and upped the ante, today releasing the Prius S "10th Anniversary Edition", which aims to match the H3's blend of ostentation and specious environmentalism by mating the Prius' lauded green credentials to a modicum of extra bling. While the new Prius may lack the war-inspired D-rings of its American rival, duly making the attachment of parachutes, and hence a spot of automotive base-jumping, sadly out of the question, the special edition Toyota is thankfully replete with a host of other accoutrements aimed at luring the medallioned away from their Hummers. First up is the Anniversary Edition Prius' unique hue, which while perhaps not garish enough for certain tastes, nonetheless boasts a splendidly protracted and grandiose name: Light Purplish Blue Mica Metallic - sounds enchanting, but personally I find it to be more of the light blue, and less of the purplish. Meanwhile, technologically, the 10th Anniversary Edition is equipped with a raft of supplementary gadgetry, including gas discharge headlights, complete with a self-levelling function and Toyota's Intelligent Parking Assist System, not to mention a new smart entry and ignition system. For the directionally challenged, the 10th Anniversary is also equipped with an HDD Navigation System with voice recognition and hands-free compatibility, while standard cruise control allows compulsive multi-taskers to make alternative use of their right foot. Finally, a leather-trimmed four-spoke steering wheel and illuminated entry system - consisting of myriad external and internal lamps aiding entry to the vehicle in the event of a lunar eclipse - add the proverbial cherry on top. Those who take delivery of the Prius S "10th Anniversary Edition" will also, quite appropriately, receive a special 10th anniversary case to house the key for their trusty new Toyota.

If all this sounds as tantalising as a carrot dangling from a stick to a dim-witted donkey, the Prius 10th Anniversary Edition can be yours in Japan for a mere 2,730,000 Yen (£11,700). While, this limited edition Prius stands as little chance of dragging purveyors of bling away from their Hummers, as the Hummer does of becoming the environmentalists weapon of choice, the new features of the 10th Anniversary model go some way toward giving palpable form to the Hollywood cache it has attained since its introduction in 1997 as the first mass-produced hybrid car. I shall however be waiting for the appearance of a track-honed, superleggera, club sport version of the Prius before heading to my local Toyota dealer to put down my deposit.

Celica & MR2: New Entry Level Sports Cars in the Works at Toyota

Toyota MR-S V-edition Final Version

With production of Toyota's seventh generation Celica having ended in 2006, and with its stable-mate the MR-S (MR2) currently coming to the end of its tenure in Japan with a limited run of 1000 "V-edition Final Version" models, Toyota's vehicle line-up is currently void of any entry level sports cars, with the notable exception of the Scion tC in the North American market.

However, this paucity of sports-orientated product, which seemingly runs counter to the image Toyota is trying to promote with its strong presence in Formula 1, is rumoured to be in the process of being rectified, with plans currently afoot to introduce successors to both of Toyota's legendary entry-level sports cars, the Celica and the MR2, both of which are scheduled to debut in 2009 at the very earliest. However, while the new Celica is expected to be a natural evolution of earlier models, duly adhering to the sporting philosophy of its predecessors, the MR2, although maintaining its guise as an open-top vehicle, will move away from its origins as a driver-focused, mid-engined sports car, to become a slightly softer introductory open-top sports car, aimed at a much wider target audience.

The 7th Generation Celica

The new Celica, at 4420mm in length, 1785mm in width, 1415mm in height, and with a wheelbase of 2700mm, is dimensionally very similar to Scion's current tC, making the probability of the new Celica sharing its platform with the next generation of the tC relatively high. Meanwhile, it is expected that the new Celica will be offered with a choice of two petrol engines: a normally aspirated 2.4litre (2AZ-FE), and a newly developed 2.5litre 4 cylinder DOHC Turbo unit equipped with valvetronic, and producing 300bhp. These engines are likely to be coupled to the next generation of Toyota's SMT, sequential manual transmission, although it is also anticipated that a standard six-speed manual transmission will also be on offer.

With the current third generation MR2 (MR-S) approaching the end of its life after eight years of service, it appears that plans are already progressing at Toyota with regards to a replacement. However, with a change in approach for the new model duly seeing the MR2 shift from enthusiast-orientated mid-engined roadster to more populist, user-friendly open-top sports car, mating a four-seater layout with a retractable metal roof, it seems more than likely that the new model will be released under a new moniker to reflect this shift. Indeed, with MR2 denoting "Mid-ship Runabout 2 Seater" and the new model lacking both a mid-ship engine layout and a two-seater configuration, further scrutiny thus suggests that the MR2 nomenclature stands only the slimmest of chances of finding its way onto the rear of the new model. This new entry-level open-top sports car will be aimed primarily at the North American market, and it is currently anticipated that the new vehicle will share its underpinnings with the Japanese market Mark X sports saloon, duly placing the new car's dimensions at somewhere in the region of: 4450mm(length), 1780mm(width), 1380mm(height), and 2730mm (wheelbase). The new four-seater open-top sports car is also expected to share its 2.5litre V6 powerplant with the base model Mark X, which should endow Toyota's entry level sports car with approximately 230bhp. Prices are anticipated to be somewhere in the region of 2,800,000 to 3,000,000 Yen ($23,500 - 25,000).

Toyota's Mark X Sports Saloon - The Basis for Toyota's Entry Level Open-top Sports Car?

With both of these new Toyota sports cars not scheduled for release until at least 2009, fans of Toyota's more reasonably priced sporty offerings may be in for something of a wait, while Toyota must bide its time before reaping the benefits of the sporting kudos bestowed upon it through its involvement in F1.

Scion xB and xD Coming to Japan as Deka bB and New ist

The Scion xD(foreground) and xB(background)

Newly introduced at last month's Chicago Auto Show, the second generation xB and the all new xD, two models from Toyota's youth orientated US brand Scion, are due for release in Japan in the summer. However, the Scion brand itself, together with the frankly nonsensical xB/xD nomenclature, will not be making the move East, despite Toyota's recent success in establishing the Lexus brand in Japan. Both vehicles will thus be released in Japan as Toyotas; the xB being renamed as the Deka (meaning 'big') bB, and the xD becoming the successor to the current ist.

Although the first generation Scion xB was based on the Japanese market first-gen Toyota bB, the second generation of the Toyota bB, released early 2006 in Japan and forming the basis of the Daihatsu Coo/Materia, will not be finding its way stateside. Instead the longer, wider Toyota Deka bB will form the basis for the new Scion xB in the US. Meanwhile, in Japan, the Deka bB slots in above the regular bB in the Toyota range, and will be marketed as a successor to the Corolla Spacio MPV. Although exact specifications for the Japanese market Deka bB are yet to be finalised, it seems unlikely that the vehicle will be offered with the 158 horsepower 2.4l engine that has been promised for the American version. Indeed, inline with the rest of the Japanese market, 1.5l and 1.8l engines seem to be more probable options for power units. It also appears that the Deka bB, due to go on sale in Japan in August, may do away with the third row of seats found in the current Corolla Spacio, duly limiting its seating capacity to five.
The MK1 Toyota ist
The MK2 Toyota ist


The second generation Toyota ist (Scion xD), is due to replace the current model in June, and is based on underpinnings from the new Toyota Yaris/Vitz. The current ist is marketed as Toyota's sophisticated small car, with increased sporting pretensions, and this trend looks set to continue with the new model, if the semi-bucket seats of the Scion xD shown at Chicago are anything to go by. While the new ist retains virtually the same dimensions as the outgoing model, engine capacities is expected to increase, with a 128 bhp 1.8l powerplant joining the 103bhp 1.5l unit from the current model. It is however anticipated that the 85bhp 1.3l from the current model will not see service in the new ist.

With the new ist posing as a bloated, squared-off Yaris, and the Deka bB taking on the guise of a heavy-set Japanese market bB, the styling of both cars can hardly be seen to be a harbinger for a new Japanese car design direction. Instead, the design of the two vehicles seems to merely reaffirm the prevalence of utilitarian cubism - the design philosophy of choice in Japan over the last few years. However, with the addition of bulging curvature, the Deka bB and new ist do bring something new to the cubism party, yet these bulbous curves seem merely to dilute the bold and unadulterated cubism of the mk1 bB, and Toyota's attempts at curvaceous cubism don't seem to be as well executed as those of the now somewhat venerable mk2 Nissan Cube. Stylistically then, Toyota's two new offerings seem to be something of a retrograde step, especially considering how well Toyota matched cubist architecture with taut convex surfaces on the Japanese market mk2 bB launched last year.
The Japanese Market Second Generation Toyota bB