Electric Hilux possible, electric world …?

 Batteries could be included for a New Zealand favourite but don’t imagine every future Toyota will go that way, the brand says.

bz4x previews toyota’s first fully electric car, out next year. But it doesn’t mean every future Toyota will power play this way.

TOYOTA has fired up focus on the potential for a New Zealand market icon, the Hilux, being battery-driven yet also suggested a fully electric driving world is improbable.

The matters have been addressed by Toyota Australia, which has acknowledged that the push to add hybrid or pure electric power to all models could eventually see the introduction of a battery-compelled version of the top-selling one-tonne ute. 

Additionally, however, the distributor has spoken stridently in suggesting not every vehicle on the planet can ever switch to pure electric power, primarily because this transition would simply shift the problem from tailpipes to power stations.

This viewpoint has spurred Toyota New Zealand to say that it’s a reminder that each country has its own challenges and that our neighbour’s are different to our own.

Says TNZ chief executive Neeraj Lala: “The challenge for Australia and TMCA (Toyota Motor Corporation Australia) is that in transitioning to BEV a large proportion of their electricity is generated by fossil fuels hence the commentary on shifting the problem.”

In comment on Tuesday, a day after the home office of the world’s biggest car maker unveiled the pure-electric BZ4X, a RAV4-sized and styled model that has been confirmed for New Zealand availability from 2022, the Australian operation’s sales and marketing boss contended: “Despite this week’s focus on (pure-electric cars), we cannot achieve carbon neutrality simply by turning all our cars into (pure-electric vehicles).”

The statement from Sean Hanley is potentially a litmus paper to electric vehicle supporters who hold belief there is no reason why New Zealand should not stop the sale of new fossil fuelled vehicles by 2035, as proposed by a Government study, and wholly embrace a mains-fed future.

On this, Lala says: “That is an issue at the source of electricity generation for Australia (albeit it a far smaller issue here in NZ) … we have our own challenges and need to continue to work with the Government and relevant industries to continue our transition to a low emission vehicle fleet in NZ.”

The new car market leader concurs with a view also put by the Australians – namely, that the world of tomorrow will be better served by a choice of future vehicle technologies.

To that end, Toyota says over the next decade it will expand its choice of technology – beyond petrol and diesel vehicles – by introducing more hybrid, plug-in hybrid, pure-electric, and hydrogen models.

A fully electric Hilux? Never say never, apparently.

Lala offered that because each country has its own unique challenges in considering models in their market including powertrains and electrification “…the Toyota global view has been to not focus on just one but multiple powertrain options so countries and customers can have a variety of low emission options that suit them.

“As the technologies advance, there is a likelihood that electrified models will span across our whole model range (this is our longer term objective) and if these are developed and introduced as HEV, PHEV or BEV has a dependency on how mature the market is and what benefits the power train can offer the customers in that market.”

While not responding directly to the concept of a battery Hilux, he offered this view. “ … NZ customers want more rugged utes that can go off-road, tow and carry loads so a BEV option would need the support of charging infrastructure in both urban and rural/remote locations to be practical for our customers.” 

The idea of an electric ute fits in with contention from Toyota’s agency in the United States, which this week let slip that pick-up trucks it sells will take this form of propulsion.

The timing is anyone’s guess. Having previously said it wanted to have battery-influenced versions of every important car it makes in circulation by 2025, Toyota Japan this week pushed out that timeframe to 2030.

Also, while Toyota has said a Hilux EV could happen, it also says that it might be a decade before we see it. In the interim, then, a hybrid option could still be in the more immediate future.

The thought out of Australia about the purely battery-fed Hilux has come with a caveat about the need for such a vehicle to be up to surviving Australia’s tough conditions.

However, when asked about the imminent arrival of electric versions of the Tesla Cybertruck, Ford F-150 and Chevrolet Silverado in the US – and the possibility of a Toyota rival – Toyota Australia executives reportedly said an electric Hilux could not be ruled out.

The CarAdvice website has quoted the senior product planner for Toyota Australia, Rod Ferguson, as saying: “We have not ruled out a pure-electric Hilux” and, though such a vehicle would “definitely be a challenge, but until we get to point where we say we can’t do it, we will explore every option”. 

Advancements in battery systems could one day make an electric heavy-duty ute possible, Ferguson said.

bz4x is RAV4-sized, but will it compete directly with the popular sports utility?

“We need to consider the packaging and changing platforms (vehicle architecture). We haven’t ruled it out.”

In respect to the idea of an utterly electric driving world, Toyota Australia’s executives are not so sure.

According to Hanley: “One-quarter of the world’s CO2 emissions today come from electricity generation. Even by 2040, more than half the world’s electricity is expected to be generated by fossil fuels.”

“Therefore, if all cars were to become (pure-electric vehicles), the demand for electricity would increase and carbon neutrality could be a long way off.

“We simply cannot achieve carbon neutrality by only producing electric vehicles,” said Hanley, especially as “more than half the electricity generated by 2040 will still be powered by fossil fuels. 

“In the end, the main driver of electrification (of vehicles) will be … the consumer,” said Hanley, adding that Australians have a “broad use” of vehicles and a vast range of demands, from rural and city use to mining and off-road driving.

“Our vehicles must be fit for purpose. There’s no point bringing a car to market if it can’t do what consumers want.”

Toyota's full electric a 2022 release here

Shanghai concept is a pointer to a breakthrough model set to sell alongside a swathe of hybrids.

A PRODUCTION variant of a fully electric Toyota concept revealed in China today will release in New Zealand next year, with sister models to follow.

The BZ4X styling study Toyota Japan has revealed at the Shanghai Motor Show has been described as being a “hero” of a global electrification future that will deliver 70 models globally by 2025. 

It’s similar in shape and size to the RAV4 crossover but lower, with a longer wheelbase and sharper styling. From the outside, the concept captures the ethos of bold, futuristic EV looks; the interior … erm, less so. A large touchscreen extends up out of the centre console, which has a rotary shifter placed in the middle and storage underneath.

Shorthand for ‘Beyond Zero’, a catchphrase chosen to highlight the corporate direction, BZ will present as a sub-group of seven fully electric models, with the BZ4X first into production.

Toyota hasn't said anything about battery size or range for this model, the first to use the new e-TNGA electric car platform, which will also underpin product from Subaru, which co-funded and co-engineered the underpinning.

The showroom-ready example is not expected to be much different to the concept, save for perhaps for losing some exotic details. An orthodox steering wheel will likely replace the yoke-style item on the styling study, regardless that Tesla has introduced the latter for its latest version of the Model 3.

TNZ chief executive Neeraj Lala says NZ will take these cars, and he expects them to be well received, though he has also expressed thought it might be some time before these full electrics outsell the hybrid choices it already has here in abundance and will add to.

Comment released today also leaves impression any expectation of the wholly electric fare being priced for mass appeal is probably mis-judged.

With today’s announcements, Toyota has taken to label everything it produces that has a battery-involved impetus as being  an ‘electrification vehicle.’

 This self-concocted descriptive seems to have been created to leave impression its hybrids are of similar calibre as electric cars, though by definition they are not, as an express qualification for electric status vis an ability to enable a mains-replenishment ability.

However, the new label certainly enforces that Japan’s No.1 is the world’s biggest player in electric-assisted drivetrain production, with more hybrids, plug-in hybrids, electric vehicles and fuel cell vehicles to come. Interestingly, according to Toyota US (but not mentioned by Toyota NZ) this reach will include the pickup truck line-up in the near future, including hybrid and BEV powertrains. Does Hilux qualify as a ‘pickup’, or do they mean the larger Tundra?

Lala says Beyond Zero means a variety of options for Kiwis.  

“The Beyond Zero (BZ) range will be introduced in New Zealand to strengthen our range of electrified vehicles and achieve affordable mobility for all.”

“As a company committed to mobility for all, our priority is to offer affordable vehicles that meet the needs of all New Zealanders. This means a range of powertrain options to suit consumer needs,” says Lala.  
 
“Like hybrid technology 30 years ago, adoption and affordability will take some time. This will allow time for infrastructure, technical training and servicing to prepare itself for accelerated demand and lower cost alternatives.”
 
“BEVs will eventually become a sustainable means of mobility. However, it will take time as the energy mix, battery technology and infrastructure are still being developed,” Lala says.

Currently the cheapest full electric car offered in NZ is an MG, at just under $50,000. Expectation that Toyota’s status as the world’s most largest car producer will allow it to significantly reduce that premium seems overly optimistic, however.

Says Lala in respect to this: “As there is significant research and development cost recovery on new technology, this first Toyota BEV for New Zealand will not be an affordable BEV for all Kiwi households and businesses. 

“Our focus will also be on how we can transition BZ4X into the used vehicle market as quickly as possible so all Kiwis can become familiar and enjoy this new technology in an affordable manner. This is why we see affordable hybrids and plug-in hybrids as transitional technology and a bridge to a sustainable, low emissions future.

“Adding our first battery electric vehicle (BEV) to our range, continues our journey of offering powertrain choices for customers while helping New Zealand realise a zero-carbon future.”
 
“Toyota has been vocal in our support of the New Zealand Government as we transition to a low emissions economy and we’re excited at the prospect of bringing Toyota’s first pure battery electric car to New Zealand next year,” Lala says.
 
“Currently Toyota New Zealand’s average CO2 emissions sit at 165.9g/km which is almost 7 grams lower than the industry average. We are focused on introducing balanced, lower emission products to our range.”

86 going to be a great Gazoo

AT last it’s out – the second generation of the Toyota 86 that is, still firmly focused on the same goal as the original: Delivering the dreams and the joy of driving inherent in sports cars.

This promise from an unveiling event in Japan today involving Toyota, via its Gazoo Racing franchise into whose hands the car now falls (so, yes, it’s now a GR 86), and co-developer Subaru.

Though shown in what Toyota Gazoo Racing calls a ‘prototype’ format, the new car is also confirmed as an accurate representation of the car as it goes on sale in Japan soon. No news yet from Toyota New Zealand about when it’ll hit here.

Toyota’s version follows in the tyre tracks of the second-generation BRZ (below), which was unveiled last November in the United States. Subaru NZ has straight out nixed conjecture of another BRZ-86 showdown, as occurred in the first year of the previous cars’ release, back in 2012.

Today’s event suggests Toyota’s car has slightly stronger outputs than the Subaru doppelganger, with press material quoting maximum power of 173kW presented at 7000rpm and top torque of 250Nm, coming on at 7400rpm. That’s 3kW and 1Nm more than Subaru quotes.

 Either way, it’s still a healthy increase over the maximum outputs from the 2.0-litre car – Subaru quotes 11 percent more power and 15 percent more torque – and it shows in the 0-100kmh time of 6.3 seconds, claimed of course for the manual. The previous model delivered in 7.4s. 

The engine has direct injection but forget about a turbocharger; that feature is purely for the North America-only Subaru Ascent SUV from which this engine is more or less plucked.

Toyota says producing optimal grunt at high revs is all part of the fun, but adds the engine’s responsiveness has also been enhanced, providing smooth, stress-free sensations from “low to high rpms.”

The unit continues to run through six-speed transmissions, the auto now having a Sport function, and sending out the oomph through the rear wheels, with the vehicle stability control system offering five settings now to alter the degree of skid-tastic fun.

Macpherson strut front suspension and double-wishbone rear suspension also carries over and even though the chassis is thought to be an improved version of the current cars, the two generations are only identical in 1775mm width.

With a length of 4265mm, height of 1310mm and wheelbase of 2572mm, the GR 86 is 25mm longer, 13mm lower and 6mm longer in wheelbase than the predecessor.

Toyota has quoted a kerb weight of 1270kg (for the manual) and, like Subaru, reminds the car’s roof is now aluminium to bring down the centre of gravity. Aluminum front wings, updated front seats and mufflers contribute to reduced weight.

Body rigidity has been improved, with the goal of offering pleasurable handling in all speed ranges—from urban driving to the upper limits of performance, the maker says. Torsional rigidity has been enhanced by approximately 50 percent over the previous model for greater steering stability.

However, Toyota says the GR86’s shape and aerodynamics have benefitted from the previous model’s immersion into motorsports, such as Toyota NZ’s GR86 (nee TR86) series. 

“The GR 86 features aerodynamic components seen on 86 models that participate in motorsports. These include air outlets, side sill spoilers, and other parts that improve steering responsiveness and stability.”

Recent media speculation about Toyota insisting that the GR86 should have a distinct driving feel appears spot on.

Says the Toyota Gazoo Racing release: “While engaging in friendly rivalry with the BRZ development team, TGR sought to develop a vehicle that would provide happiness to 86 fans, and realise an evolution of the 86’s unique driving sensations.

“As a result, the new GR 86 is specially designed for sports performance, and provides direct and satisfying driving performance of the highest order.”

It also says the model is a result of an agreement, signed by the brands in late 2019, to enter into a new business and capital alliance, “as part of which the two companies committed to jointly engage in making ever-better cars.”

“The new GR 86/BRZ is not only a concrete example of this commitment, but also represents a new challenge for both companies, as they seek to subvert conventional ideas of cooperation in the automotive industry.

“Going forward, Toyota and Subaru intend to further ally their respective strengths, deepen their relationship, and so pursue the possibilities of making ever-better cars.”

Toyota says the car’s interior and exterior designs embrace responsive handling and functional beauty and that the model boasts a stance distinctive of front-engine, rear-wheel-drive vehicles. Its low, horizontal underbody and narrow cabin rear combine to create a broad, low-centre-of-gravity appearance.

The cabin design is all about ensuring the driver can concentrate on driving. There’s a new seven inch display screen whose opening animation sequence is “inspired by the piston movements of the horizontally opposed engine, and fosters a sense of excitement even before the drive begins.”

The automatic GR86 alone appears to pick up Subaru’s Eyesight driver assist technology, which include pre-collision safety technologies that help avoid or reduce collision impacts.

Toyota says a total of more than 200,000 first generation 86s have been sold worldwide.

Is the 86 out for the count?

The skid-tastic sports coupe that kicked off Toyota’s drive back into being a fun brand has gone from NZ – and there’s a question mark over when its replacement will show.

Toyota used the last 86 to celebrate Chris Amon. It’s the rarest of all the editions sold here.

“86 models are no longer available to purchase new.”

As farewells go, the single line announcement on Toyota New Zealand’s new car web page might seem to some enthusiasts to be … well, pretty cold.

Yet it’s all the country’s biggest brand has said in respect to the passing of a great. They’ve been even quieter when it comes to providing clarity in respect to obvious questions.

Like: Will TNZ be keen to take the replacement, presumably now ‘GR86’ – to bring it into the Gazoo Racing fold, alongside the GR Supra and Yaris - model and, if so, when might we expect to see it?

Equally relevant: What’s the future for TR86, the national racing class the distributor created, fosters and funds? Will the current cars race on for another summer or is the series under review?

The TR86 racing series has been a brilliant promotion for the brand and has become an important stepping stone category. Does it have a future?

Exactly when TNZ’s customer stock ran dry is not clear. What is known is that production of the fun-on-a-stick two door which it launched here in August of 2012 with great fanfare finally curtailed in Japan last month.

A heads up about the end being near first aired last August, when Subaru – which builds the 86 and its own BRZ (which didn’t last long in NZ) in its Gunma plant in Japan - told some markets that it was wrapping up build of its own car.

Of course, that news was preceded almost two years ago by announcement from both players that a second-generation car, very much true to the original styling and still with a flat four engine and still rear-drive, had been signed off.

Last November Subaru revealed its new BRZ, with a 170kW/2540Nm 2.4-litre engine replacing the original’s 2.0-litre. Subaru NZ promptly confirmed it will not be sold here – their marketing plan is all about all-wheel-drive, which the coupe does not have.

Now, more twists. From Japan, via America and Australia, conflicting reports.

One is that Toyota is apparently holding back its second-generation 86 in order to make it better. The other, potentially more accurate, suggests it will bring the car’s launch forward, with more announced on April 5.

The second-generation BRZ is out … bu won’t be sold new here. Toyota’s boss has reportedly held back the 86 version so his engineers can make it less like the Subaru. Can it be done?

The first story is from American website Jalopnik, relying on a translation of a story that appears on a Japanese website called Best Car, known for breaking big stories. It says Toyota boss Akio Toyoda is displeased a car again developed with Subaru once again feels like … a Subaru. Go figure, right?

Anyway, he’s apparently told his development team: “Aim to differentiate performance from the BRZ.”

Differentiating the car from its badge-swapped sibling might be a big challenge and there’s been surprise that Toyoda wants it.

After all the similarities between the old BRZ and 86 never seemed to be much of an issue for Toyota before. Nor has the Supra’s and BMW Z4’s shared development and production.

The original 86 sat on top of a modified Impreza platform and used many Subaru chassis parts. It wasn’t quite Subaru in terms of engine design, however, as while the basics of the 152kW/212Nm 2.0-litre engine were Subaru boxer, it stands as the sole Fuji powerplant with Toyota's variable valve technology.

Jalopnik writer Adam Ismail offered this thought:

“It’s theorised that Toyota could accomplish this (differentiation) by messing with the car’s gearing and engine tuning. However, given that the car is essentially complete, the engineers are reportedly struggling to pull off the feat in the 11th hour. It may also push the car’s release into next year.”

Believe all that? There’s an alternate from Australia’s CarAdvice.com, citing the two brands having confirmed plans for the joint announcement, and providing a link to that page. It works. And that’s what it appears to say. Teasing the upcoming event, an image on the page appears to show the badges of both a Toyota GR 86 and a Subaru BRZ, with the words "Let's make ever-better cars together!"

CarAdvice also cites a statement from Toyota Japan, citing that Gazoo Racing president Koji Sato will take part in this upcoming. It believes that all but confirms earlier reports the new-generation 86 will join the GR family.

The outgoing car’s outputs have always been subject of intense enthusiast interest. Just right? Not enough?

It's fair to say that this has never been a car overly endowed with grunt; Toyota, in fairness, has always said it wanted the chassis to do the talking. As it always did: The reason why the 86 is such a great is that it is one sweet-handling, nimble car.

The 86 came here in a diversity of forms, from an entry $33,986 RC that was aimed at budget-constrained kids bu basically became the basis of the TR86 race car to an extravagant Toyota Racing Development flagship, which was an up-to $70k buy-in and outfitted with Brembo brakes, firmer suspension, bigger forged alloys and a rortier exhaust that added another extra 5kW power.

For all that, the mid-range that sold for under $50k always comfortably trended as the most popular choice with private buyers.

The TRD was the most overt version but, even though it only offered in a run of 20 examples, was not the rarest – or, arguably, the one that deserved most celebration.

That latter honour, in this writer’s view, befalls the Chris Amon GT86, issued in late 2018, two years on from his death and also in the lead-up to celebration of the 50th anniversary of his first New Zealand Grand Prix victory.

The ‘Chris Amon Edition’ delivered in just 10 cars, each for $55,990, all in distinctive orange, called solar flare, that was purely for this run.

Amon enjoyed 16 seasons at the highest level of international motorsport but spent twice as long working for Toyota NZ.

He put in more than 30 years’ involvement as a vehicle development and motorsport consultant to the Palmerston North-based brand, much of that work conducted at the Manfeild racing circuit  – which, shortly after his death, was renamed Manfeild: Circuit Chris Amon.

Toyota’s autonomous Supra drift car

When an American university teams up with Toyota’s Research Institute, the outcome is … well, smokin’!

IT’S one of those things every ‘driver’ will claim is dead-easy to do … until they try.

When it comes down to it, achieving a decent drift ain’t half as easy as it looks.

That is, when a human is at the wheel.

When a car is left to do its own thing, turns out big controlled skid action is an utter cinch.

WTF?

Okay, so the car in question isn’t exactly as it departed the production line.

Creating a Toyota Supra that can quite literally drift itself took quite a bit of after-market finetuning. But, wow, as the video shows: Totally worth it!

The prototype, built by engineers from the Toyota Research Institute (TRI) and Stanford University’s ‘Dynamic Design Lab’, is supposed to help the carmaker “develop sophisticated control algorithms that amplify human driving abilities and keep people safe”.

The TRI points out that “while most crashes occur in mundane situations, in other situations drivers may need to make manoeuvres that take their vehicle close to and, at times, exceed normal limits of handling”.

A car that can catch a slide with little to no human intervention would help when drivers “need to make manoeuvres that are beyond their abilities” in order to avoid a collision. In this case, catching a slide brought about by, for example, a driver taking evasive action, their own over-exuberance or poor road conditions.

When it’s up and running, the system will be another tool in the automotive industry’s ever-expanding armoury of driver-assistance systems. Toyota says its active safety technologies will be shared broadly “so that Toyota and other auto manufacturers can deploy it on the road”.

Strong January, but chips are down for car makers

 A shortage of semiconductors is significantly impacting the world’s car makers.

Toyota Hilux enjoyed another strong month, though overshadowed - yet again - by Ford’s Ranger.

 NEW vehicle sellers made a strong start to the year – but some in the industry wonder if troubles lay ahead.

The Motor Industry Association, which represents distributors, is positive about last month’s tally of 13,893 new passenger vehicle registrations – citing it as being up 6.2 percent on the same month of 2019 and the third most successful January for car purchases. 

Individual brands are celebrating bonanza returns, most particularly Mitsubishi Motors New Zealand which cites the sale of 1403 of its vehicles – 1002 being passenger models and the remainder Express vans and Triton utilities – as being a 30-year peak.

 MIA chief executive David Crawford says the overall industry count suggests huge promise after more than six months of speculation about whether the local motoring industry has ‘turned a corner’ since its big losses during the Covid-19 pandemic’s numerous lockdowns.

He concedes, though, that January’s result was buoyed by “comfortable amounts” of supply arriving, much of which comprised backorders from previous months. 

One industry involver, who declined to be identified, believes January, this month and perhaps March might be the best months of the year.

From there on, he believes, most if not all distributors might start to feel the impact of a global issue for car makers around the world – the shortage of vital computer chips, particular semiconductors.

The factories making these items are now snowed under – and car assembly lines are slowing because products cannot be finished.

A global semiconductor shortage is hurting the world’s car makers.

The local commentator says car makers all around the world have been impacted.

That view is supported by overseas reports that have termed the shortage a “crisis within a crisis.”

Audi is among victims. According to media reports from Europe, it is resigned to 10,000 fewer cars in the first quarter of the year and putting more than 10,000 workers on furlough because it cannot finish cars. 

Its parent company, Volkswagen, announced its own go-slow due to a lack of chips last week, alongside rivals such as Honda.

The issue pre-dates the global Covid crisis; 2020 started poorly for new car sales, particularly in Europe, so brands believed fewer components were required.

Once plants and the countries they locate in were hit, often hard, by Covid-19, many manufacturers cut their orders from the Chinese factories making computer chips. 

The market has since rebounded but now the components are no longer so readily available, as suppliers switched their attention to other sectors, most notably gaming and home electronics.

Ordering new chips has proven to be a challenge. 

As one overseas’ analyst explained: "Semiconductors have a broad range of applications but a very limited pool of companies capable of manufacturing the silicon. 

"Demand is high, and supply is tight" and any sudden needs "can prove very difficult to accommodate". 

"Modern cars are becoming computers on wheels, with an abundance of silicon required to control everything from the infotainment system to camera, radar and lidar," he said. 

The demand from carmakers "competes for manufacturing capacity with smartphones, servers and a host of other segments".

And a boom in the market for devices such as PCs and new game consoles was making it doubly difficult to book manufacturing time. 

Numerous brands have had to suspend production, some for days, some for weeks.

The shortages have seen Mercedes-Benz, Fiat, Ford, Honda, Nissan, Subaru and Toyota all reportedly suspend production for days or weeks at a time.

The MIA has yet to address this matter.

In comment pertaining to last month, it says most of the growth was in the passenger vehicle and SUV sector, which saw a 6.7 percent rise year on year. Commercial vehicles (a sector driven largely by utes) also increased, but by a lesser 5.1 percent. 

The Ford Ranger and Toyota Hilux were the country;s most popular vehicles, respectively with 948 and 750  registrations in January.

Toyota maintained its spot as market leader, with 17 percent market share. Mitsubishi, Ford, and Kia were all trailing, on 10 per cent market share a piece.

It was also a strong month for electrified vehicles, with 1073 hybrids, 93 PHEVs and 244 pure electric vehicles sold. The strongest-selling EV was the Hyundai Kona, with 56 sales, followed by the MG ZS EV, with 49.

New car market hammered in coronavirus condition

The new vehicle industry took a big hit in 2020, registrations falling almost by a quarter.

Toyota’s RAV4 was the top-selling passenger model for the year.

NEW passenger and light commercial registrations for 2020 were down 22.7 percent on the 2019 tally, a publication specialising in industry news is reporting.

That means overall registrations dropped a massive 35,121 units to 119,620 for the year, says Autotalk.co.nz, citing data it has sourced from New Zealand Transport Agency. 

Report author Richard Edwards says this translates into a sobering impact for distributors and their dealers.

“Assuming an average of $3000 in margin, finance and insurance commissions and accessory sales per vehicle, those figures represent in excess of $100 million in turnover lost to the dealer segment of the trade alone for the year.”

The report has posted ahead of official notification from the Motor Industry Association, which generally posts monthly and annual outcomes on behalf of new vehicle distributors.

Autotalk.co.nz’s  report https://autotalk.co.nz/news/new-market-down-23-for-2020 says passenger registrations were down 23.3 percent for the year to 80,860 units, while commercial registrations fell 22.7 percent to around 39,000 units.

Toyota topped the passenger car segment with 12,795 registrations, followed by Kia on 7985, Mitsubishi on 6479, Mazda on 6289 and Suzuki on 5935.

The most popular passenger car last year was the Toyota RAV4 with 5350 registrations, followed by two Kias, the Sportage (2916) and Seltos (2611).

The Toyota Corolla, a previous pace-setter in previous years, was next with 2570; presumably a victim of the rental car business having collapsed when New Zealand was hit by the global coronavirus crisis.

In commercials, Ford was the top brand on 9124 vehicles, followed by Toyota on 8004 units, Mitsubishi on 3842, Holden – which ceased existence on December 31 - on 2533 and Nissan on 2376.

The Ford Ranger was the top commercial model for the year, and top vehicle overall, with a count of 7986 vehicles. The Toyota Hilux placed second, with 5808 units, followed by the Mitsubishi Triton (3694), Holden Colorado (2495) and Nissan Navara (2376).

The annual tallies arrived once December registration data was delivered; that showed 5572 vehicles being registered, a 31.75 percent drop on the same month in 2019. The Toyota RAV4 was the month’s top passenger model, with 387 registrations, and the Ranger the top commercial, and top-selling single model, with 662 units registered.

TNZ still market leader, but Covid hurt

The swift curtailment of rental car business, where it dominated, certainly affected the country’s biggest seller of new cars and light commercial vehicles.

MARKET leader Toyota New Zealand has acknowledged a tough coronavirus-smashed 2020 market condition delivered a sobering 31 percent fall in annual volume, though it sees increased private consumer interest during this period as a positive.

 In comment today, the Palmerston North-centred distributor says the depleted return was mostly due to the impacts of the international coronavirus calamity on both rental fleet sales due to the immediate halt of international tourism through the closure of borders, and the local economy.

TNZ has not shared exactly how many car and light and commercial vehicle registrations it achieved in 2020 and that figure might not come out until a full data set of registrations is released by Government’s Land Transport agency next week.

However a 31 percent fall is likely the lowest it has achieved in years – though not a market position-altering knockout, in that the make maintained market leadership for a 32nd consecutive year.

It says it achieved an 18.1 percent share of all new passenger and commercial registrations in 2020; which it says represents a 1.9 percent drop on the 2019 tally. 

Last year TNZ claimed 31026 passenger and light commercial registrations.
 
A positive from the year is greater engagement with private buyers – an aspiration that TNZ has chased since the introduction of its ‘Drive Happy’ retail process in 2018 - which fuelled a rise in new vehicle sales, particularly hybrids, toward the end of 2020. That factor meant that, were lost rental volume to be excluded, TNZ’s market share had improved by 2.4 percent.

Chief Executive Officer Neeraj Lala sees that as being a great result.

His office says TNZ private market share was up 2.6 percent compared to 2019 at the end of November.TNZ says the product range it offers now delivers more to appeal to private buyers.
 
“Toyota has made a real effort over the past few years to inject fun back into the range which is resonating with our customers.”

It also credits wider availability of hybrid powertrains across more models, the next recipient being the new Highlander out soon, though TNZ acknowledged recently in might yet maintain a pure V6 in that family, thus backtracking on an earlier vow to deliver the big SUV in petrol-electric form alone.

Hybrid drivetrains, despite battery involvement, are not considered to qualify as electric systems as they lack facility for external power replenishment yet they still offer a positive in modest respite in emissions and economy. Five Toyota models configure with hybrid. Toyota has one car that holds electric vehicle status, this being the Prius Prime, which has plug-in replenishment capability but also runs a petrol engine. Toyota has a full electric car under development and premium offshoot Lexus will deliver a battery-compelled edition of its NX compact crossover to NZ this year. 

As is, TNZ’s volume of hybrids is vastly greater than the combined sales of all pure electric vehicles available in NZ and Lala says demand remains strong.  

In the year to the end of December, hybrids accounted for 59 percent of Toyota passenger cars sold. SUV hybrid sales were the same ratio within the soft-roader category.

The big seller is the RAV4 Hybrid; of the 5346 RAV4s sold during the year, 3830 were hybrids. The next shipment of 574 vehicles is already sold. 

However, like many industry performers, the demand has outstripped ability to supply. Constrained production lines and delays in provision of vital components are hitting all major car makers, Toyota included.

TNZ presently has more than 5700 customer orders waiting to be filled and most are hybrid models.
 
“If there is a challenge with hybrid sales it is securing enough supply for New Zealand, as there is a global demand for hybrid cars and SUVs, despite the economic impact of COVID-19,” Lala says.

In other news, TNZ has appointed a long-time senior management figure, Steve Prangnell, to general manager of new vehicle sales.
 

Yaris subject to two recalls

Seatbelt issue, hybrid drivetrain fault affects hundreds of cars.

TWO unrelated recalls within a week have befallen a recently-released Toyota model that was in the running for the country’s top motoring award. 

Subject to the actions is the latest Yaris, in a hatchback form that was under consideration for New Zealand Car of the Year 2020, an award that subsequently went to the Mercedes EQC, and an elevated crossover version, called Yaris Cross, that has just followed it into the showroom. 

A recall notified today requires replacement of rear centre seatbelts in 392 examples of the Yaris Cross.

This follows an action notified two days ago that dedicates to the Yaris hatch and Yaris Cross with a mild hybrid drivetrain and centres on a transmission issue that might cause affected cars to stop suddenly. 

The latter action involves some 513 cars. 

Both faults require dealership repair but the latter is particularly time consuming.

The brand has identified that the remedy requires a repair estimated to take nine hours’ workshop time, because it entails removing the engine in order to reach the affected component, an input damper within the transmission.

The fault raises as a potential for abnormal slippage of the transaxle damper when the driver accelerates rapidly. If this occurs, the vehicle’s warning lights will turn on and there is potential for the hybrid system to enter a ‘fail safe’ mode, Toyota says, that curtails the electric involvement.  

The affected models were manufactured from October 2019 to September 2020. A remedy has been implemented on models manufactured since.