Toyota Motor Co., the world’s largest automaker, has been producing cars for more than 70 years. It wasn’t until after World War II, however, that production started to pick up. Toyota went from making 8,500 cars a year in 1955 to 600,000 in 1965. Models like the Toyopet and Land Cruiser hit the United States in 1957. Today Toyota is among the leaders when it comes to hybrid technology.
If anyone again mentions that the Japanese manipulate their currency to get an unfair advantage in international markets, then I will strangle him. Or make him pay my Tokyo restaurant, taxi, and even subway bills in converted dollars. Strangling would be the more humane punishment.
Nissan CEO Carlos Ghosn has an even more painful option in store: He’ll leave the island. “If the Japanese government wants to really safeguard and develop employment, then something has to be done,” Ghosn told Reuters editors Paul Ingrassia and Kevin Krolicki in an interview in New York. Read More >
At the Frankfurt Auto Show, when all the festivities and pageantry are over, it is customary to stroll through the booths, stands and halls of the competition to find out what they have. The real research is done by faceless drones that pose as journalists or customers. The drones must have brought back alarming intell to Halle 3, where Volkswagen holds court: “Ach du mein Lieber, Hyundai fielded a fearsome adversary to the Golf with the new i30.”
The whole white-haired Volkswagen board dropped their coffee cups and invaded the Hyundai display, led by Prof. Dr. Winterkorn, CEO of Volkswagen. Winterkorn himself sat behind the wheel of the i30. The former head of Quality Assurance was shocked: Read More >
First time writer, long time reader; I must say, TTAC and Piston Slap rocks.
My wife and I are in a bit of a quandary. We currently own outright a 1997 Chevy Monte Carlo 3.1L LS with 197k miles and counting as well as a 2003 Chevy S-10 Blazer LS with 145k on the clock. Lately, we have been sinking money into the Blazer for everything from brakes, to shift solenoids, thermostat, intake manifold gasket and crankshaft position sensor (soon to be O2 sensor). I have been driving the Monte since senior year in high school (2004) and it has also had its share of problems, namely Dex-Cool and the ensuing broken conn-rod. The engine was replaced with a rebuilt Jasper at 117k. The dash is lit up like a Christmas tree, but I change the oil religiously and watch the other liquids and wear parts.
With the Cruze, Chevrolet has pulled off a rare combination: segment-leading sales (up 31 percent from last year) at a higher transaction price (up 27 percent from two years ago to $20,465, according to TrueCar). But it hasn’t hurt that the Corolla, Civic, Focus, and Elantra have all been supply constrained. Once competitors get their factories running, does the Cruze have what it takes to maintain its current lead?
It used to be that Toyota left the kei car minivehicle market to its Daihatsu division, but no more: Today saw the Japanese launch of the first passenger minivehicle to be sold under the Toyota brand. It’s called the “Pixis Space” and putters along on a 40 cubic inch engine. Read More >
This must be the oddest story of the day: According to conventional wisdom, the South Korean market is pretty much closed to American cars. “Not so,” says a company that makes a lot of cars in the U.S. The odd part: The company is Japanese. It’s Toyota. If The Nikkei [sub] has its facts and sources together, then Toyota will export Kentucky-made Camrys to South Korea. Read More >
Pronounced near-dead in 1999, Nissan has made a remarkable, but often unnoticed turn-around ever since. With little fanfare, the Yokohama company passed Honda as Japan’s second largest auto maker. In China, the land of car growth, Nissan sold 1.3 million cars last year, became largest Japanese brand and has expansion plans for 2.3 million. Nissan is also the company that recovered fastest from the March 11 tsunami. With only 25 percent of its world output in Japan, Nissan had less exposure that Honda, and especially Toyota. It also was lucky: Nissan could duck the chip shortage that hit Toyota and Honda with full force. Nissan’s engine factory in Iwaki is 60 miles away from Fukushima. A little closer, and it would still be closed. Instead, it was back up and running two months after the disaster. One of the most horrific years for Japan and the Japanese auto industry is shaping up to be the defining year for Nissan. Nissan’s biggest problem: Not enough cars. Read More >
WARNING: If you have any track experience, or even if you don’t, the above video can be painful to watch. It’s the long-legged Monticello Motor Club racetrack as experienced by the IMPA journalists on their test day: coned off, watered-down, speed-limited. Had I made the 584-mile drive to Monticello and found conditions like this, I’d have been furious.
Still, the above restrictions weren’t enough to keep the Korean journalist, identified to me as Tai Sung “Peter” Park, from wiping an IS-F against the guardrail. What followed that incident was an odd tale of international misunderstanding, possible deceit, and Keystone Kops silliness…
Over the last few weeks we’ve been to Malta, Bangladesh, Venezuela, and then last week was a trip down memory lane to the USA in 1986. Now we board our plane again to travel to Cambodia…
Yes but you might not want to go to Cambodia this week – I hear some of you moan already…That’s OK I will respond, because I’ve prepared 155 other countries for you to visit in my blog, and I can tell you it is just great, so click away!
The one thing in common Cambodia has with America is: their love for the Toyota Camry!
I’m not a big fan of changing a car model’s name in an attempt to evade a bad reputation. If the new car isn’t very good, then you’ll just have to change the name again with the next redesign. And if the car is excellent, it will seem even more so thanks to low expectations. In the case of the new B-segment Chevrolet, reviewers might proclaim, “We can’t believe this is an Aveo!” Instead we have, “What’s a Sonic?”
First, a disclaimer: The dealer-sourced Sonic you see here isn’t the one you’ll be reading about elsewhere. It’s not a top-shelf LTZ with a turbocharged 1.4-liter engine, six-speed manual transmission, and 17-inch low-profile tires. Instead, it’s a mid-level LT with the boost-free 1.8-liter base engine, a six-speed automatic, and 195/65R15 rubber optimized for something other than grip. It’s the one you’ll see most often on the road (especially if you’re near an airport). It’s probably not the Sonic you’d personally want. Read More >
Not even hot air. In this environmentally responsible day and age, unheated air will suffice to propel this car. Toyota Industries Corporation (not Toyota Motor Corporation) showed a car that is powered solely by compressed air. Read More >
Does the above car look familiar? It should; we tested it earlier this year. I noted the IS-F’s desire to step sideways in wet conditions when the eight-speed autobox clunked through the gears, but honestly I thought it was more annoyance than danger.
Turns out I was wrong. Yesterday, a journalist put a halt to the fun of the “International Motor Press Assocation” Monticello track-and-buffet-day when he crashed on his very first lap. When my spies at IMPA (as you might suspect, I’m not a member, the same way I’m not a member of the Midwestern association) told me about the crash, I was surprised. Not because some hammerhead drove off on his first lap to the track — that’s virtually mandatory at these events — but because there’s almost nothing to hit at Monticello. That track has been engineered in a cost-no-object fashion to prevent even the biggest idiots from stuffing their cars into a wall.
Oh well. Make something idiot-proof, and IMPA, MAMA, or (especially) TAWA will engineer a bigger idiot. Apparently the rest of the event was conducted with a maximum speed of sixty miles per hour. A maximum speed. Of sixty miles per hour. On a racetrack that I drove in wet conditions and saw speeds of 140+, while I had a helicopter flying overhead. Why bother to have journalists on the track under those conditions? Which leads to a better, broader question: Why are journalists on a racetrack at all?
How many people would rather have a Volkswagen than a Mercedes? The first-generation Volkswagen Touareg, introduced as a 2004 model, was the product of two unusual events. First, CEO Ferdinand Piech took the brand upmarket (and then some) to challenge Mercedes-Benz—so what if that was Audi’s job. Second, Mercedes, which previously had all but ignored the specific needs of the American market, jumped on the SUV gravy train. So, like BMW, Volkswagen (and Porsche, but that’s next) had to have one, too. Add in some newbie cluelessness concerning how the vehicle would typically be used, and the original Touareg became a luxuriously-outfitted, hyper-complex, 5,000-plus-pound, air-suspended, off-road-capable chunk of a truck with a price tag to match. In subsequent years, VW abandoned its assault on Stuttgart and perhaps learned a thing or two about the SUV market. But would you know it from the redesigned 2011 Touareg? Read More >
Speak the truth, even if your voice shakes. Robert Farago didn’t invent the idea of telling the truth about this business, but he made it possible for me, and others like me, to bring that truth forward. At this very moment, there are several “respected journalists” flying business class to Europe where they will be fêted and pampered like kings in five-star hotels along the Spanish coast. There, they will pretend to be the customers for cars they will never be able to afford as they attempt to drown the still, small voices of their stunted consciences with free alcohol. Best of luck to them.
Back here in the United States, one East Coast autowriter received the following email and decided that the best, the most fitting, the most ethical thing possible would be to forward it to me, so that I, and all of our readers, can see “how the sausage is made.”
When we went on the plane this morning for the some 600 mile trip to see a Nissan plant in Kyushu, the southernmost of the four main Japanese islands, we asked ourselves: Why?
After all, the plant had been there since 1975. What’s new? We soon should find out: Nissan CEO Carlos Ghosn went on a full frontal attack against the high yen, threatened several times that Nissan and most of the Japanese industry would pack up and leave, and delivered an ultimatum: “If six months down the road we are still in this situation, then this will provoke a rethinking of our industrial strategy.” Read More >
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