The Passionate Pursuit of Perfection Sticky (Tons of Lexus facts here)
04-02-05, 07:54 PM
#16
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How was the 1SC (first generation) designed?
The stunning shape of the SC Coupes resulted from innovative design techniques creating a car destined to be a classic. Rather than start with a clean sheet of paper, designers based at Calty Design Research in Newport Beach, California started with balloons and plaster, developing organic shapes that were then photographed and projected at different angles. Those designs were used to make clay models and then a full size prototype without a car ever having been drawn.
http://pressroom.toyota.com/photo_li...1996sccoupes_r
The 5 speed auto was almost identical in size and weight to the old 4-speed.
5-Speed Automatic Transmission
The new 5-speed electronically controlled transmission with intelligence (5ECTi) provides close-ratio gear changes by adding the fifth ratio between the former first and second gears. As a result, the previous 2nd, 3rd and 4th gears effectively become 3rd, 4th and 5th speeds. Overall acceleration and passing performance is further improved with a rear axle ratio change from 4.083:1 to 4.272:1.
While very few carmakers offer 5-speed automatic transmissions, the Lexus design is unique in that it is essentially the same size and weight as the 4-speed automatic which it replaces.
Competitive 5-speed automatics employ an additional gear set to the transmission, making it necessary to increase size, weight and manufacturing cost. Because a larger, heavier transmission would partially defeat the advantages of the additional gear ratio, Lexus engineers sought a more elegant solution.
The A350E uses advanced computer software development and new hydraulic control methods to shift the transmission's overdrive unit in synchronization with the gear changing mechanism for its three main forward gears.
In the case of the A350E transmission, a new second gear ratio was created by engaging the overdrive gear in tandem with the first gear. The new third ratio is produced by using what was previously second gear, without overdrive.
While the concept is a simple one, it took sophisticated application of new control systems to insure smooth and reliable simultaneous activation of two separate gear changing mechanisms. The advancements were recognized in a technical paper presented to the Society of Automotive Engineers (Paper #920610).
The GS 300 shift console has been slightly revised to take advantage of the new 5-speed transmission. In place of the previous "2" indicator, an "S" position can be selected for driving on sloping grades when a lower gear is desired.
http://pressroom.toyota.com/photo_li...id=1996gs300_r
The stunning shape of the SC Coupes resulted from innovative design techniques creating a car destined to be a classic. Rather than start with a clean sheet of paper, designers based at Calty Design Research in Newport Beach, California started with balloons and plaster, developing organic shapes that were then photographed and projected at different angles. Those designs were used to make clay models and then a full size prototype without a car ever having been drawn.
http://pressroom.toyota.com/photo_li...1996sccoupes_r
The 5 speed auto was almost identical in size and weight to the old 4-speed.
5-Speed Automatic Transmission
The new 5-speed electronically controlled transmission with intelligence (5ECTi) provides close-ratio gear changes by adding the fifth ratio between the former first and second gears. As a result, the previous 2nd, 3rd and 4th gears effectively become 3rd, 4th and 5th speeds. Overall acceleration and passing performance is further improved with a rear axle ratio change from 4.083:1 to 4.272:1.
While very few carmakers offer 5-speed automatic transmissions, the Lexus design is unique in that it is essentially the same size and weight as the 4-speed automatic which it replaces.
Competitive 5-speed automatics employ an additional gear set to the transmission, making it necessary to increase size, weight and manufacturing cost. Because a larger, heavier transmission would partially defeat the advantages of the additional gear ratio, Lexus engineers sought a more elegant solution.
The A350E uses advanced computer software development and new hydraulic control methods to shift the transmission's overdrive unit in synchronization with the gear changing mechanism for its three main forward gears.
In the case of the A350E transmission, a new second gear ratio was created by engaging the overdrive gear in tandem with the first gear. The new third ratio is produced by using what was previously second gear, without overdrive.
Code:
5-Speed Transmission Gear
Changes
---------------------------
Automatic '95 GS 300 '96 GS 300 Primary Overdrive
Gear Ratios (A340E) (A350E) Gear Set Gear Set
1st 2.804 2.804 = (1st) 2.804 x(Lo) 1.000
2nd 1.531 1.978 = (1st) 2.804 x(Hi) 0.705
3rd 1.000 1.531 = (2nd) 1.531 x(Lo) 1.000
4th 0.705 1.000 = (3rd) 1.000 x(Lo) 1.000
5th --- 0.705 = (3rd) 1.000 x(Hi) 0.705
-----------------------------------------------------------------
Final Drive 4.083 4.272
Differential Ratio
The GS 300 shift console has been slightly revised to take advantage of the new 5-speed transmission. In place of the previous "2" indicator, an "S" position can be selected for driving on sloping grades when a lower gear is desired.
http://pressroom.toyota.com/photo_li...id=1996gs300_r
04-02-05, 08:08 PM
#17
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LS 400 Firsts and History
http://pressroom.toyota.com/photo_li...d=1996lexus2_r
Starting with the original LS 400, more than 1200 engineers and technicians labored to create what was as much an invention as a car. The 1990 LS 400 involved 300 pending patents
32-valve aluminum alloy V-8: The original LS 400 involved the first volume production of this configuration, previously reserved for exotic sports cars, now widely copied. A new vacuum casting process was developed for the alloy block and heads to minimize air pockets or imperfections.
Power tilt/telescope steering column: The industry's first application of this feature with airbag also employed a unique auto tilt-away function which retracts the steering wheel upon exiting the car, returning it to the drivers' setting upon re-entering the vehicle.
Nakamichi premium sound systems: The first and only affiliation of this prestigious audio name with an automaker. Lexus premium sound systems set new standards for integration of audio system with passenger cabin, rivalling the finest home systems.
Electroluminescent instrument cluster: Back-lit electroluminescent numerals and instrument pointers made from tiny fluorescent tubes create a crisp and readable display.
In-dash 6 CD changer: An industry first, relocating the CD changer from trunk to a second glovebox required development of a patented new heating and ventilation technology to create sufficient instrument panel space.
Lowest drag coefficients: Both generations of LS 400 set new standards for aerodynamic efficiency. The original 1990 LS 400 CD of 0.29 was the lowest of any luxury sedan. The 1995 LS figure of 0.28 was the lowest of any production car sold in America.
http://pressroom.toyota.com/photo_li...d=1996lexus2_r
Starting with the original LS 400, more than 1200 engineers and technicians labored to create what was as much an invention as a car. The 1990 LS 400 involved 300 pending patents
32-valve aluminum alloy V-8: The original LS 400 involved the first volume production of this configuration, previously reserved for exotic sports cars, now widely copied. A new vacuum casting process was developed for the alloy block and heads to minimize air pockets or imperfections.
Power tilt/telescope steering column: The industry's first application of this feature with airbag also employed a unique auto tilt-away function which retracts the steering wheel upon exiting the car, returning it to the drivers' setting upon re-entering the vehicle.
Nakamichi premium sound systems: The first and only affiliation of this prestigious audio name with an automaker. Lexus premium sound systems set new standards for integration of audio system with passenger cabin, rivalling the finest home systems.
Electroluminescent instrument cluster: Back-lit electroluminescent numerals and instrument pointers made from tiny fluorescent tubes create a crisp and readable display.
In-dash 6 CD changer: An industry first, relocating the CD changer from trunk to a second glovebox required development of a patented new heating and ventilation technology to create sufficient instrument panel space.
Lowest drag coefficients: Both generations of LS 400 set new standards for aerodynamic efficiency. The original 1990 LS 400 CD of 0.29 was the lowest of any luxury sedan. The 1995 LS figure of 0.28 was the lowest of any production car sold in America.
04-02-05, 08:20 PM
#18
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The 2GS 300/400 was a unique platform!!!
Two completely new models, the GS 400 and GS 300 high-performance sedans, join the Lexus line in 1998. The GS Series is built on an entirely new and exclusive platform. They incorporate abundant new features and technologies, including two new engines featuring the power and efficiency of continuously variable valve timing, the reassuring safety of standard Vehicle Skid Control, efficient new 5-speed automatic transmissions, pollution-sensing climate control, side airbags and much more.
http://pressroom.toyota.com/photo_li...html?id=970904
GS front end inspired by SC
The aggressive GS front appearance evokes influential design elements originated by Lexus with the introduction of the SC 400 Sport Coupe. Its dramatic headlights incorporate optional self-leveling high-intensity discharge lamps with inboard high beams located in tunneled enclosures. The signature inboard/outboard lighting beam theme is continued in the taillight arrangement.
2GS coefficient of drag is a .29
Two completely new models, the GS 400 and GS 300 high-performance sedans, join the Lexus line in 1998. The GS Series is built on an entirely new and exclusive platform. They incorporate abundant new features and technologies, including two new engines featuring the power and efficiency of continuously variable valve timing, the reassuring safety of standard Vehicle Skid Control, efficient new 5-speed automatic transmissions, pollution-sensing climate control, side airbags and much more.
http://pressroom.toyota.com/photo_li...html?id=970904
GS front end inspired by SC
The aggressive GS front appearance evokes influential design elements originated by Lexus with the introduction of the SC 400 Sport Coupe. Its dramatic headlights incorporate optional self-leveling high-intensity discharge lamps with inboard high beams located in tunneled enclosures. The signature inboard/outboard lighting beam theme is continued in the taillight arrangement.
2GS coefficient of drag is a .29
04-04-05, 12:05 PM
#23
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04-04-05, 11:46 PM
#25
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All Lexus made at 2 plants in Japan. The RX 330 is the only Leuxs made outside Japan
http://www.lexusownersclub.co.uk/art...icle_195.shtml
By Bloomberg
Jun 13, 2004, 19:26
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June 13 (Bloomberg) -- Toyota Motor Corp. will cut the number of domestic factories focused on its Lexus luxury vehicles to two from six following a review of production of the brand before its introduction in Japan, the Nihon Keizai newspaper said.
Asia's largest automobile manufacturer will sell three Lexus versions domestically starting in August next year: the GS, IS and SC, remodeled versions of the Aristo, Altezza and Soarer, respectively, the report said. The LS, a remodeled version of the Celsior, will be introduced in 2006, it said.
Production will be concentrated at plants in Tahara Aichi prefecture and Miyata, Fukuoka prefecture, the newspaper said. Production of the IS will be shifted to the Tahara plant from the Iwate prefecture factory of affiliate Kanto Auto Works Ltd.
Production of the remodeled SC will continue at a Kanto Auto factory in Shizuoka prefecture given the relatively small domestic sales of 800 units last year, the report said. Production for the Crown line will be moved from Tahara to a factory in the city of Toyota, in Aichi, the newspaper said.
http://www.lexusownersclub.co.uk/art...icle_195.shtml
By Bloomberg
Jun 13, 2004, 19:26
Email this article
Printer friendly page
June 13 (Bloomberg) -- Toyota Motor Corp. will cut the number of domestic factories focused on its Lexus luxury vehicles to two from six following a review of production of the brand before its introduction in Japan, the Nihon Keizai newspaper said.
Asia's largest automobile manufacturer will sell three Lexus versions domestically starting in August next year: the GS, IS and SC, remodeled versions of the Aristo, Altezza and Soarer, respectively, the report said. The LS, a remodeled version of the Celsior, will be introduced in 2006, it said.
Production will be concentrated at plants in Tahara Aichi prefecture and Miyata, Fukuoka prefecture, the newspaper said. Production of the IS will be shifted to the Tahara plant from the Iwate prefecture factory of affiliate Kanto Auto Works Ltd.
Production of the remodeled SC will continue at a Kanto Auto factory in Shizuoka prefecture given the relatively small domestic sales of 800 units last year, the report said. Production for the Crown line will be moved from Tahara to a factory in the city of Toyota, in Aichi, the newspaper said.
04-04-05, 11:51 PM
#26
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http://www.lexus.lv/en/news/?id=118
Lexus leads the way in the 2004 J.D. Power and Associates Initial Quality Study
15.07.2004
Lexus received the highest ranking in the J.D. Power and Associates Initial Quality Study in the United States: four models received the awards and two other models were ranked second best.
Lexus set a new IQS record with the Lexus SC430 hardtop convertible, for the fewest problems ever reported. It was followed by the LS430 luxury sedan which had been the initial quality leader for seven consecutive years. The GS300/430 was the third highest vehicle in the study and led its segment. The LX470 luxury utility vehicle was the highest-ranked premium luxury SUV in the study and the RX 330 led the entry-luxury SUV segment.
Highest ranked 2nd place
Mid Luxury Car Lexus GS300/430
Premium Luxury Car Lexus SC430 Lexus LS430
Entry Luxury SUV Lexus RX330
Premium Luxury SUV Lexus LX470 Lexus GX470
The Initial Quality Study measures a broad range of quality problems, heavily weighted toward defects and malfunctions, quality of workmanship, drivability, human factors in engineering (i.e. ease of use) and safety-related problems. IQS is based on responses from more than 51,000 drivers of new 2004 model-year cars and trucks, who were surveyed after 90 days of ownership. Results are presented using a problems-per-100 vehicles (PP100) metric. The study includes quality comparisons by manufacturer, assembly plant and model.
Lexus remains this year the top-ranked nameplate with a score of 87 whilst industry average is 119.
Lexus top quality performance has been further rewarded also from a manufacturing point of view: in fact, for the fourth year running, Tahara Plant in Japan, which produces the Lexus GS300/430 and the Lexus LS430, received the IQS Assembly plant Platinium award whilst the Higashi-Fuji plant, which among others manufactures the SC430, received the Asia Pacific Bronze award.
This industry benchmark study for new-vehicle initial quality is now in its 18th year.
Lexus leads the way in the 2004 J.D. Power and Associates Initial Quality Study
15.07.2004
Lexus received the highest ranking in the J.D. Power and Associates Initial Quality Study in the United States: four models received the awards and two other models were ranked second best.
Lexus set a new IQS record with the Lexus SC430 hardtop convertible, for the fewest problems ever reported. It was followed by the LS430 luxury sedan which had been the initial quality leader for seven consecutive years. The GS300/430 was the third highest vehicle in the study and led its segment. The LX470 luxury utility vehicle was the highest-ranked premium luxury SUV in the study and the RX 330 led the entry-luxury SUV segment.
Highest ranked 2nd place
Mid Luxury Car Lexus GS300/430
Premium Luxury Car Lexus SC430 Lexus LS430
Entry Luxury SUV Lexus RX330
Premium Luxury SUV Lexus LX470 Lexus GX470
The Initial Quality Study measures a broad range of quality problems, heavily weighted toward defects and malfunctions, quality of workmanship, drivability, human factors in engineering (i.e. ease of use) and safety-related problems. IQS is based on responses from more than 51,000 drivers of new 2004 model-year cars and trucks, who were surveyed after 90 days of ownership. Results are presented using a problems-per-100 vehicles (PP100) metric. The study includes quality comparisons by manufacturer, assembly plant and model.
Lexus remains this year the top-ranked nameplate with a score of 87 whilst industry average is 119.
Lexus top quality performance has been further rewarded also from a manufacturing point of view: in fact, for the fourth year running, Tahara Plant in Japan, which produces the Lexus GS300/430 and the Lexus LS430, received the IQS Assembly plant Platinium award whilst the Higashi-Fuji plant, which among others manufactures the SC430, received the Asia Pacific Bronze award.
This industry benchmark study for new-vehicle initial quality is now in its 18th year.
04-04-05, 11:57 PM
#27
Guest
Posts: n/a
http://www.findarticles.com/p/articl...41/ai_n9484907
With cool precision, Toyota Motor Corp. is managing the sizzle of a hot hybrid market it helped create.
With each successive generation of its hybrid technology, Toyota is getting better, faster and more cost-efficient, on a path to fitting gasoline-electric powertrains into just about every type of vehicle in the lineup - including high-volume sedans.
The auto maker already can't boost production fast enough to meet demand, and talk of establishing a manufacturing and supply base in North America is mounting.
It's a far cry from introduction of the original '98 Prius in Japan and modified '01 model for North America, which were rolling testbeds on a dedicated platform for early "pioneer" buyers. No one followed Toyota's lead in 1998 when it developed a separate hybrid division to compete with the conventional powertrain engineers to power future products.
Back then, it was all a crap shoot, says Don Esmond, senior vice president and general manager-Toyota Div., Toyota Motor Sales U.S.A. Inc. But it was also justified as a bridge to future fuel-cell vehicles.
Today, the settlers are overwhelming the pioneers. There remain about 20,000 unfilled orders for the second-generation Prius. Production at the Tsutsumi, Japan, plant was boosted early in 2004 to 50,000 units from 36,000, and in first-half 2005, output will be added at a second, unnamed Japanese plant to bring the total to 15,000 units a month (180,000 units a year), with an additional 100,000 units slated for the U.S. in 2005.
Ward's learns the second plant is Tahara, one of the auto maker's newest and most modern plants outside the U.S.
Tahara, which builds the Lexus lineup (with the exception of the RX series) was chosen for its reputation for quality; its proximity to Toyota City, where the supply base is centered; and because it is Toyota's only seaside plant. Finished vehicles can be loaded directly onto ships bound for North America, says Paul Williamsen, curriculum development manager-University of Toyota.
Speculation about adding Prius production at New United Motor Mfg. Inc. in Fremont, CA, a joint-venture plant with General Motors Corp., is being dismissed by many Toyota officials due to capacity constraints at NUMMI. Nor is there extra capacity at North American sister plants that also assemble the Corolla and Tacoma, including the Baja California, Mexico, plant that will launch Tacoma this year, to free up space in Fremont.
Meanwhile, the Kyushu plant in Japan is preparing to build hybrid versions of the Lexus RX 330/Toyota Harrier and the Toyota Highlander/Kluger cross/utility vehicles already assembled there. Swelling demand for hybrids prompted a delay of the two vehicles from this fall to next spring to boost output of the new models at Kyushu to 60,000 units.
Job One for the '06 Lexus RX 400h hybrid now is March 7, with an on-sale date of April 15 and more than 9,500 handraisers in the wings. The '06 Highlander Hybrid will be added to the same assembly line in mid-March and has about 100,000 interested buyers to date.
Not surprisingly, Toyota already is exploring the possibility of further boosting output. And the auto maker will not stop there. To meet its stated goal of 300,000 hybrids on the road by mid-decade, high-volume products are expected to join the fray, including more light trucks.
First up, logically, is a high-volume midsize sedan, with the Camry the likelier bet and the Corolla a strong contender.
There is some urgency for Toyota to put a midsize sedan hybrid on the road before 2006 when its technology will bow on the Nissan Altima, under a licensing agreement with Nissan Motor Co. Ltd.
The Altima's 2.5L 4-cyl. engine is not expected to be fitted with the same Hybrid Synergy system Toyota designed for the 1.5L 4-cyl. Prius - or the newest system developed for the 3.3L V-6 CUVs.
A new hybrid system, designed to boost performance of the 2.4L 4-cyl.-powered Camry, would then migrate well for Nissan use and establish better economies of scale for Toyota's next-generation hybrids.
Once developed, this new system could work well in the Toyota Sienna minivan, which shares the Camry platform. Adapting the 4-wheel-drive technology used in the hybrid CUVs would allow the minivan to keep its all-wheel-drive capabilities and even add a fold-in-the-floor second-row seat, if desired.
Esmond also wants a hybrid Tundra fullsize pickup, but that is further out as the next Tundra must prove itself in the market first.
For Lexus, "the decision has been made to use this technology on more vehicles than the 400h," says Denny Clements, Lexus vice president and general manager.
Look for at least two in the next two to three years, he says. The flagship LS makes sense, as does the new GS.
The next step is to expand the manufacturing footprint. "As hybrid technology becomes core technology, it makes more sense to build them (hybrids) in North America," Clements says. "Over time, it's a natural progression. The company is just very methodical." Once Toyota starts selling high-volume hybrids, it becomes a "no-brainer" to have production on this side of the ocean, Clements says.
Hybrid versions of the Camry or Corolla "probably pushes the decision over the edge," agrees Williamsen.
For now, there are compelling reasons for keeping hybrid production in Japan. The expertise and supply base are concentrated in Toyota City, and they are all in-house, following a decision in the early 1990s to pull in this know-how.
"There is no North American supplier base," says Clements. "So you have to almost import the whole engine subassemblies."
Many parts are completely unique to Toyota; no one else knows how to build them, says Williamsen, including motors, semiconductors and a heavy ceramic magnet structure for the motor. One of the few parts involving an outsider is the battery joint venture with Panasonic, and even that would require willingness by Panasonic to invest in a second set of tooling in North America. Panasonic also will supply General Motors Corp. hybrids.
But the day will come. While pure development work continues to be done in Japan, the U.S. is playing an increasing role in evaluation and some engine development work, says Dave Hermance, executive engineer, environmental engineering-Toyota Technical Center.
In the meantime, Toyota's hybrid technology, now in its fourth generation, keeps getting more cost effective, Clements says. "The front-end (research and development) investment is fairly significant," he says. But Toyota now knows how to manufacture the components, continues to improve the cost equation through continuous improvement and can amortize the expense over an increasing volume.
While the original Prius was designed to accommodate the transmission, the newest design of the transaxle, with new planetary gear systems, is compact enough to fit in the footprint of a normal automatic transmission.
"We won't turn a switch and tomorrow we'll have hybrids in everything," says Hermance. "There will still be a rollout of which models make sense and then some time to develop." But it can be steady, and it is being whittled down from multiple years to about 18 months. The goal is to include hybrid development in the regular vehicle-development cycle.
The auto maker could adopt the strategy of introducing a new vehicle and then adding the hybrid version at the first major model change. That way the mainstream vehicle pays most of the bills, says Hermance.
"It could be, as costs come down, this could be the predominant powertrain," Clements says.
Eventually, Toyota envisions buyers choosing a powertrain much as they pick trim levels today. Specially developed hybrids such as the Prius already have given way to a strategy of putting hybrids in existing products, Esmond says.
Toyota views hybrid technology as an operating system it wants to share with the world, Clements says. It is licensed technology (there are about 300 patents on the Prius alone), but it is for sale.
Licensing serves as a revenue source, and the extra volume helps amortize development costs. Toyota also is hoping the presence of more hybrids in the North American market will spawn a local supply base.
Ford Motor Co. licensed about 20 Toyota patents for its Ford Escape Hybrid SUV, but developed its own 4-wheel-drive system, Hermance says. The Toyota patents cover general areas in the hard parts of the transmission and software.
The Ford agreement is very different from the one with Nissan for the pending Altima hybrid. Nissan will purchase Toyota hardware, software and development aid, Hermance says. It is more of a joint-development program, with both parties committed to ensuring it work
Porsche AG recently confirmed it may possibly build a hybrid version of its Cayenne SUV, adapting the powertrain Toyota is using in its RX 400h (see p.9). Toyota officials do not confirm the report.
Clements says the Hybrid Synergy Drive can be engineered for Prius-like fuel economy or 0-60 mph (90 km/h) in six seconds.
With cool precision, Toyota Motor Corp. is managing the sizzle of a hot hybrid market it helped create.
With each successive generation of its hybrid technology, Toyota is getting better, faster and more cost-efficient, on a path to fitting gasoline-electric powertrains into just about every type of vehicle in the lineup - including high-volume sedans.
The auto maker already can't boost production fast enough to meet demand, and talk of establishing a manufacturing and supply base in North America is mounting.
It's a far cry from introduction of the original '98 Prius in Japan and modified '01 model for North America, which were rolling testbeds on a dedicated platform for early "pioneer" buyers. No one followed Toyota's lead in 1998 when it developed a separate hybrid division to compete with the conventional powertrain engineers to power future products.
Back then, it was all a crap shoot, says Don Esmond, senior vice president and general manager-Toyota Div., Toyota Motor Sales U.S.A. Inc. But it was also justified as a bridge to future fuel-cell vehicles.
Today, the settlers are overwhelming the pioneers. There remain about 20,000 unfilled orders for the second-generation Prius. Production at the Tsutsumi, Japan, plant was boosted early in 2004 to 50,000 units from 36,000, and in first-half 2005, output will be added at a second, unnamed Japanese plant to bring the total to 15,000 units a month (180,000 units a year), with an additional 100,000 units slated for the U.S. in 2005.
Ward's learns the second plant is Tahara, one of the auto maker's newest and most modern plants outside the U.S.
Tahara, which builds the Lexus lineup (with the exception of the RX series) was chosen for its reputation for quality; its proximity to Toyota City, where the supply base is centered; and because it is Toyota's only seaside plant. Finished vehicles can be loaded directly onto ships bound for North America, says Paul Williamsen, curriculum development manager-University of Toyota.
Speculation about adding Prius production at New United Motor Mfg. Inc. in Fremont, CA, a joint-venture plant with General Motors Corp., is being dismissed by many Toyota officials due to capacity constraints at NUMMI. Nor is there extra capacity at North American sister plants that also assemble the Corolla and Tacoma, including the Baja California, Mexico, plant that will launch Tacoma this year, to free up space in Fremont.
Meanwhile, the Kyushu plant in Japan is preparing to build hybrid versions of the Lexus RX 330/Toyota Harrier and the Toyota Highlander/Kluger cross/utility vehicles already assembled there. Swelling demand for hybrids prompted a delay of the two vehicles from this fall to next spring to boost output of the new models at Kyushu to 60,000 units.
Job One for the '06 Lexus RX 400h hybrid now is March 7, with an on-sale date of April 15 and more than 9,500 handraisers in the wings. The '06 Highlander Hybrid will be added to the same assembly line in mid-March and has about 100,000 interested buyers to date.
Not surprisingly, Toyota already is exploring the possibility of further boosting output. And the auto maker will not stop there. To meet its stated goal of 300,000 hybrids on the road by mid-decade, high-volume products are expected to join the fray, including more light trucks.
First up, logically, is a high-volume midsize sedan, with the Camry the likelier bet and the Corolla a strong contender.
There is some urgency for Toyota to put a midsize sedan hybrid on the road before 2006 when its technology will bow on the Nissan Altima, under a licensing agreement with Nissan Motor Co. Ltd.
The Altima's 2.5L 4-cyl. engine is not expected to be fitted with the same Hybrid Synergy system Toyota designed for the 1.5L 4-cyl. Prius - or the newest system developed for the 3.3L V-6 CUVs.
A new hybrid system, designed to boost performance of the 2.4L 4-cyl.-powered Camry, would then migrate well for Nissan use and establish better economies of scale for Toyota's next-generation hybrids.
Once developed, this new system could work well in the Toyota Sienna minivan, which shares the Camry platform. Adapting the 4-wheel-drive technology used in the hybrid CUVs would allow the minivan to keep its all-wheel-drive capabilities and even add a fold-in-the-floor second-row seat, if desired.
Esmond also wants a hybrid Tundra fullsize pickup, but that is further out as the next Tundra must prove itself in the market first.
For Lexus, "the decision has been made to use this technology on more vehicles than the 400h," says Denny Clements, Lexus vice president and general manager.
Look for at least two in the next two to three years, he says. The flagship LS makes sense, as does the new GS.
The next step is to expand the manufacturing footprint. "As hybrid technology becomes core technology, it makes more sense to build them (hybrids) in North America," Clements says. "Over time, it's a natural progression. The company is just very methodical." Once Toyota starts selling high-volume hybrids, it becomes a "no-brainer" to have production on this side of the ocean, Clements says.
Hybrid versions of the Camry or Corolla "probably pushes the decision over the edge," agrees Williamsen.
For now, there are compelling reasons for keeping hybrid production in Japan. The expertise and supply base are concentrated in Toyota City, and they are all in-house, following a decision in the early 1990s to pull in this know-how.
"There is no North American supplier base," says Clements. "So you have to almost import the whole engine subassemblies."
Many parts are completely unique to Toyota; no one else knows how to build them, says Williamsen, including motors, semiconductors and a heavy ceramic magnet structure for the motor. One of the few parts involving an outsider is the battery joint venture with Panasonic, and even that would require willingness by Panasonic to invest in a second set of tooling in North America. Panasonic also will supply General Motors Corp. hybrids.
But the day will come. While pure development work continues to be done in Japan, the U.S. is playing an increasing role in evaluation and some engine development work, says Dave Hermance, executive engineer, environmental engineering-Toyota Technical Center.
In the meantime, Toyota's hybrid technology, now in its fourth generation, keeps getting more cost effective, Clements says. "The front-end (research and development) investment is fairly significant," he says. But Toyota now knows how to manufacture the components, continues to improve the cost equation through continuous improvement and can amortize the expense over an increasing volume.
While the original Prius was designed to accommodate the transmission, the newest design of the transaxle, with new planetary gear systems, is compact enough to fit in the footprint of a normal automatic transmission.
"We won't turn a switch and tomorrow we'll have hybrids in everything," says Hermance. "There will still be a rollout of which models make sense and then some time to develop." But it can be steady, and it is being whittled down from multiple years to about 18 months. The goal is to include hybrid development in the regular vehicle-development cycle.
The auto maker could adopt the strategy of introducing a new vehicle and then adding the hybrid version at the first major model change. That way the mainstream vehicle pays most of the bills, says Hermance.
"It could be, as costs come down, this could be the predominant powertrain," Clements says.
Eventually, Toyota envisions buyers choosing a powertrain much as they pick trim levels today. Specially developed hybrids such as the Prius already have given way to a strategy of putting hybrids in existing products, Esmond says.
Toyota views hybrid technology as an operating system it wants to share with the world, Clements says. It is licensed technology (there are about 300 patents on the Prius alone), but it is for sale.
Licensing serves as a revenue source, and the extra volume helps amortize development costs. Toyota also is hoping the presence of more hybrids in the North American market will spawn a local supply base.
Ford Motor Co. licensed about 20 Toyota patents for its Ford Escape Hybrid SUV, but developed its own 4-wheel-drive system, Hermance says. The Toyota patents cover general areas in the hard parts of the transmission and software.
The Ford agreement is very different from the one with Nissan for the pending Altima hybrid. Nissan will purchase Toyota hardware, software and development aid, Hermance says. It is more of a joint-development program, with both parties committed to ensuring it work
Porsche AG recently confirmed it may possibly build a hybrid version of its Cayenne SUV, adapting the powertrain Toyota is using in its RX 400h (see p.9). Toyota officials do not confirm the report.
Clements says the Hybrid Synergy Drive can be engineered for Prius-like fuel economy or 0-60 mph (90 km/h) in six seconds.
04-05-05, 12:45 AM
#28
Guest
Posts: n/a
Lexus is hardest to steal!
Perfect scores for Lexus in What Car? Security Supertest
http://www.lexus.co.uk/news.php?page...=perfect_score
Lexus has again been recognised for its superior security protection by topping the What Car? Security Supertest for the fifth year in a row.
The LS430, winner for the fourth consecutive year, was this year joined at the top by the SC430 with both vehicles receiving a perfect 100 per cent score in the test featured in the What Car? magazine January 2005 edition.
What Car? magazine assessed the security protection of vehicles using a series of tests replicating the techniques of professional criminals.
It was nearly a Lexus lock out of the top three as the RX300 almost also scored a perfect score but, like all hatchbacks and 4x4s, could only obtain a possible maximum 95 per cent score as it could not pass the secure-boot test. The RX300's folding rear seats prohibit the car having a solid, secure bulkhead between the boot and the passenger compartment.
Not only does the LS430 offer protection from thieves with its top-notch door locks, immobiliser and secure hi-fi, it also benefits from added security with its intelligent keyless locking system. This incorporates the facility of unlocking only the driver's door unless otherwise requested, which helps remove fears of an attack by an opportunist thief waiting nearby for doors to be unlocked.
Like the LS430, security protection features in the SC430 include marked parts, visible VIN, double locking and security window etching.
Perfect scores for Lexus in What Car? Security Supertest
http://www.lexus.co.uk/news.php?page...=perfect_score
Lexus has again been recognised for its superior security protection by topping the What Car? Security Supertest for the fifth year in a row.
The LS430, winner for the fourth consecutive year, was this year joined at the top by the SC430 with both vehicles receiving a perfect 100 per cent score in the test featured in the What Car? magazine January 2005 edition.
What Car? magazine assessed the security protection of vehicles using a series of tests replicating the techniques of professional criminals.
It was nearly a Lexus lock out of the top three as the RX300 almost also scored a perfect score but, like all hatchbacks and 4x4s, could only obtain a possible maximum 95 per cent score as it could not pass the secure-boot test. The RX300's folding rear seats prohibit the car having a solid, secure bulkhead between the boot and the passenger compartment.
Not only does the LS430 offer protection from thieves with its top-notch door locks, immobiliser and secure hi-fi, it also benefits from added security with its intelligent keyless locking system. This incorporates the facility of unlocking only the driver's door unless otherwise requested, which helps remove fears of an attack by an opportunist thief waiting nearby for doors to be unlocked.
Like the LS430, security protection features in the SC430 include marked parts, visible VIN, double locking and security window etching.
04-05-05, 12:47 AM
#29
Guest
Posts: n/a
Lexus number one in Britains biggest satisfaction survey ...(3 years in a row)
http://www.lexus.co.uk/news.php?page...faction_survey
For the third year in a row Lexus’s pre-eminent position as Britain’s best-respected car manufacturer has been reinforced with the ultimate prize in the 2004 Top Gear Survey. Its success in being named the highest ranking manufacturer is all the more notable as this survey is the largest yet to have been conducted in the UK. It attracted more than 52,000 responses from readers of Top Gear Magazine and its associated web site, and viewers of the BBC’s Top Gear TV programme.
The survey included 34 manufacturers and their vehicles built between 2001 ‘Y’ and 2003 ‘52’ registration.
Lexus Director Karl Schlicht said the Top Gear survey result was a reflection of the company’s pursuit of superior quality and service.
"Lexus has always strived for first-class quality and customer service and it is very encouraging that this survey has shown that our customers are the most satisfied in Britain.
"With the introduction of exciting new models over the next 18 months, we will continue to take our customer satisfaction to even greater levels."
The Lexus IS200 scored 93.1 out of 100 and was ranked third out of the 142 listed models in the survey.
http://www.lexus.co.uk/news.php?page...faction_survey
For the third year in a row Lexus’s pre-eminent position as Britain’s best-respected car manufacturer has been reinforced with the ultimate prize in the 2004 Top Gear Survey. Its success in being named the highest ranking manufacturer is all the more notable as this survey is the largest yet to have been conducted in the UK. It attracted more than 52,000 responses from readers of Top Gear Magazine and its associated web site, and viewers of the BBC’s Top Gear TV programme.
The survey included 34 manufacturers and their vehicles built between 2001 ‘Y’ and 2003 ‘52’ registration.
Lexus Director Karl Schlicht said the Top Gear survey result was a reflection of the company’s pursuit of superior quality and service.
"Lexus has always strived for first-class quality and customer service and it is very encouraging that this survey has shown that our customers are the most satisfied in Britain.
"With the introduction of exciting new models over the next 18 months, we will continue to take our customer satisfaction to even greater levels."
The Lexus IS200 scored 93.1 out of 100 and was ranked third out of the 142 listed models in the survey.
04-05-05, 12:51 AM
#30
Guest
Posts: n/a
Lexus breaks cross-continental record...
http://www.lexus.co.uk/news.php?page...e&id=cape2cape
IS300 SportCross sets best time for Cape-to-Cape Challenge
A Lexus IS300 SportCross has completed the annual Cape-to-Cape Challenge in a new record time. The standard, road-going car covered the 3,463 miles from Nordkapp in Arctic Norway to Cape Tarifa in southern Spain in 55 hours 24 minutes, averaging 62.51mph and beating the previous best by 31 minutes.
The Lexus's exceptional reliability and durability served it well in the course of the event, which was flagged off from Nordkapp last Friday morning. The car was piloted by a three-man team led by international motoring journalist and author Brian Laban, with challenge veteran Bill Hardwick and John Coplestone. They beat the second placed Jaguar diesel by over two hours.
The challenge is not a race, but a carefully regulated competition in which the teams must adhere to all national speed limits and plan their route entirely on public highways between continental Europe's northern and southernmost points.
"We couldn't have had a better car for the challenge than the Lexus with its combination of superb engine and gearbox, wonderful comfort and a navigation system that was invaluable in helping us plot and keep to the most time-efficient route. Throughout the event, we didn't incur a single penalty point," said Laban.
"On our return to the UK we had spent nine days in the car and covered more than 8,000 miles without it missing a beat, it was superb. Apart from filling the fuel tank, we didn't have to touch it."
Although renowned as a performance car, the Lexus IS300 SportCross returned excellent fuel economy for its class. Achieving 475 miles on a full tank, the team recorded a best average consumption of 31.8mpg, over 6 mpg more than the quoted EC combined figure.
The IS300 SportCross is Lexus's innovative "crossover" car that combines the poise, performance and luxury of the IS300 saloon with the convenience and versatility of a compact five-door estate. Its 211bhp 3.0-litre straight-six engine is matched to a five-speed automatic transmission, driving the rear wheels. This configuration, combined with a near 50:50 front-to-rear weight ratio and double wishbone suspension all round, delivers exceptional handling performance.
http://www.lexus.co.uk/news.php?page...e&id=cape2cape
IS300 SportCross sets best time for Cape-to-Cape Challenge
A Lexus IS300 SportCross has completed the annual Cape-to-Cape Challenge in a new record time. The standard, road-going car covered the 3,463 miles from Nordkapp in Arctic Norway to Cape Tarifa in southern Spain in 55 hours 24 minutes, averaging 62.51mph and beating the previous best by 31 minutes.
The Lexus's exceptional reliability and durability served it well in the course of the event, which was flagged off from Nordkapp last Friday morning. The car was piloted by a three-man team led by international motoring journalist and author Brian Laban, with challenge veteran Bill Hardwick and John Coplestone. They beat the second placed Jaguar diesel by over two hours.
The challenge is not a race, but a carefully regulated competition in which the teams must adhere to all national speed limits and plan their route entirely on public highways between continental Europe's northern and southernmost points.
"We couldn't have had a better car for the challenge than the Lexus with its combination of superb engine and gearbox, wonderful comfort and a navigation system that was invaluable in helping us plot and keep to the most time-efficient route. Throughout the event, we didn't incur a single penalty point," said Laban.
"On our return to the UK we had spent nine days in the car and covered more than 8,000 miles without it missing a beat, it was superb. Apart from filling the fuel tank, we didn't have to touch it."
Although renowned as a performance car, the Lexus IS300 SportCross returned excellent fuel economy for its class. Achieving 475 miles on a full tank, the team recorded a best average consumption of 31.8mpg, over 6 mpg more than the quoted EC combined figure.
The IS300 SportCross is Lexus's innovative "crossover" car that combines the poise, performance and luxury of the IS300 saloon with the convenience and versatility of a compact five-door estate. Its 211bhp 3.0-litre straight-six engine is matched to a five-speed automatic transmission, driving the rear wheels. This configuration, combined with a near 50:50 front-to-rear weight ratio and double wishbone suspension all round, delivers exceptional handling performance.