Lexus August 2018 Sales Report

TheNerdyPotato

http://toyotanews.pressroom.toyota....+toyota+corolla+hatchback+wows+2018+nyias.htm

Apparently I was wrong about the M designation. Toyota is using the M20A-FKS designation for the new 2.0l 4cyl in the 2019 Corolla. I assume that this is a different engine than the A20A in the UX

They are the same engine. In the UX press release the 2.0 was not given a code. 'A20A' was what we assumed.

TheNerdyPotato

http://toyotanews.pressroom.toyota....+toyota+corolla+hatchback+wows+2018+nyias.htm

Apparently I was wrong about the M designation. Toyota is using the M20A-FKS designation for the new 2.0l 4cyl in the 2019 Corolla. I assume that this is a different engine than the A20A in the UX

They are the same engine. In the UX press release the 2.0 was not given a code. 'A20A' was what we assumed.

ssun30

They are the same engine. In the UX press release the 2.0 was not given a code. 'A20A' was what we assumed.

Ah, interesting. 168hp in a Corolla is an interesting prospect and a huge upgrade over the 132hp they've got now.

ssun30

They are the same engine. In the UX press release the 2.0 was not given a code. 'A20A' was what we assumed.

Ah, interesting. 168hp in a Corolla is an interesting prospect and a huge upgrade over the 132hp they've got now.

ssun30

They are the same engine. In the UX press release the 2.0 was not given a code. 'A20A' was what we assumed.

Ah, interesting. 168hp in a Corolla is an interesting prospect and a huge upgrade over the 132hp they've got now.

Although earlier discussion in this thread wasn't too keen on the notion of one of the smaller Dynamic Force engines being a 3-cylinder (and I personally agree), that is, nevertheless, the plan, according to this Japan Automotive Daily article (bold emphasis mine):

Toyota Targets 2019 for Mass Production of New Three-Cylinder Engine
March 27, 2018

Toyota Motor Corp. is developing a three-cylinder, 1.5-liter engine with the aim of entering mass production in 2019. In a move that marks the automaker’s first development of a three-cylinder engine, Toyota is working on naturally aspirated, turbo and hybrid versions of the product, and plans to install it in a series of compact cars including the Vitz – also known as the Yaris – and the Aqua.

Compared to Toyota’s current four-cylinder, 1.5-liter engine, the product under development is intended to heighten fuel efficiency and reduce weight, and will make significant strides toward lowering prices. With the small car market seeing harsh competition around factors like vehicle cost and economical driving, Toyota hopes that the introduction of this new engine will boost the commercial appeal of its next-generation cars.

The new three-cylinder engine will form part of a next-generation family of engines. Toyota will give the family a shared framework focused on combustion, and from there will seek to offer a wide variety of engine types by combining different cylinder counts and per-cylinder displacement.

Production will be conducted in China, with Toyota estimating that unit production will sit at a scale of over 700,000 engines per year.

https://www.japanautomotivedaily.co...mass-production-of-new-three-cylinder-engine/

Although earlier discussion in this thread wasn't too keen on the notion of one of the smaller Dynamic Force engines being a 3-cylinder (and I personally agree), that is, nevertheless, the plan, according to this Japan Automotive Daily article (bold emphasis mine):

Toyota Targets 2019 for Mass Production of New Three-Cylinder Engine
March 27, 2018

Toyota Motor Corp. is developing a three-cylinder, 1.5-liter engine with the aim of entering mass production in 2019. In a move that marks the automaker’s first development of a three-cylinder engine, Toyota is working on naturally aspirated, turbo and hybrid versions of the product, and plans to install it in a series of compact cars including the Vitz – also known as the Yaris – and the Aqua.

Compared to Toyota’s current four-cylinder, 1.5-liter engine, the product under development is intended to heighten fuel efficiency and reduce weight, and will make significant strides toward lowering prices. With the small car market seeing harsh competition around factors like vehicle cost and economical driving, Toyota hopes that the introduction of this new engine will boost the commercial appeal of its next-generation cars.

The new three-cylinder engine will form part of a next-generation family of engines. Toyota will give the family a shared framework focused on combustion, and from there will seek to offer a wide variety of engine types by combining different cylinder counts and per-cylinder displacement.

Production will be conducted in China, with Toyota estimating that unit production will sit at a scale of over 700,000 engines per year.

https://www.japanautomotivedaily.co...mass-production-of-new-three-cylinder-engine/

Although earlier discussion in this thread wasn't too keen on the notion of one of the smaller Dynamic Force engines being a 3-cylinder (and I personally agree), that is, nevertheless, the plan, according to this Japan Automotive Daily article (bold emphasis mine):

Toyota Targets 2019 for Mass Production of New Three-Cylinder Engine
March 27, 2018

Toyota Motor Corp. is developing a three-cylinder, 1.5-liter engine with the aim of entering mass production in 2019. In a move that marks the automaker’s first development of a three-cylinder engine, Toyota is working on naturally aspirated, turbo and hybrid versions of the product, and plans to install it in a series of compact cars including the Vitz – also known as the Yaris – and the Aqua.

Compared to Toyota’s current four-cylinder, 1.5-liter engine, the product under development is intended to heighten fuel efficiency and reduce weight, and will make significant strides toward lowering prices. With the small car market seeing harsh competition around factors like vehicle cost and economical driving, Toyota hopes that the introduction of this new engine will boost the commercial appeal of its next-generation cars.

The new three-cylinder engine will form part of a next-generation family of engines. Toyota will give the family a shared framework focused on combustion, and from there will seek to offer a wide variety of engine types by combining different cylinder counts and per-cylinder displacement.

Production will be conducted in China, with Toyota estimating that unit production will sit at a scale of over 700,000 engines per year.

https://www.japanautomotivedaily.co...mass-production-of-new-three-cylinder-engine/

Joaquin Ruhi

Although earlier discussion in this thread wasn't too keen on the notion of one of the smaller Dynamic Force engines being a 3-cylinder (and I personally agree), that is, nevertheless, the plan, according to this Japan Automotive Daily article (bold emphasis mine):



https://www.japanautomotivedaily.co...mass-production-of-new-three-cylinder-engine/

NR series engines sell a lot more than 700k... so I wonder what will this actually replace? What markets? Yaris sells 220k in Europe alone, I bet this is targeting new Yaris thats coming out in 2019 as well as new small SUV that they are investing in French Yaris factory for. Also pretty sure that Toyota Poland manufacturing plant for engines announced expansion for 1.5l hybrid, we just did not know it was 3cly.

So quite possibly this would be 1.5l turbo and 1.5l hybrid, not 1.5l NA, if volume is to be 700k, and I guess it would be hybrid for Japan and Europe and turbo as upgrade engine for these markets (lower volume).

Or 700k number is just for 2019 or just for Asia/China/Japan or it makes no sense at all :).

and excellent find @Joaquin Ruhi

Joaquin Ruhi

Although earlier discussion in this thread wasn't too keen on the notion of one of the smaller Dynamic Force engines being a 3-cylinder (and I personally agree), that is, nevertheless, the plan, according to this Japan Automotive Daily article (bold emphasis mine):



https://www.japanautomotivedaily.co...mass-production-of-new-three-cylinder-engine/

NR series engines sell a lot more than 700k... so I wonder what will this actually replace? What markets? Yaris sells 220k in Europe alone, I bet this is targeting new Yaris thats coming out in 2019 as well as new small SUV that they are investing in French Yaris factory for. Also pretty sure that Toyota Poland manufacturing plant for engines announced expansion for 1.5l hybrid, we just did not know it was 3cly.

So quite possibly this would be 1.5l turbo and 1.5l hybrid, not 1.5l NA, if volume is to be 700k, and I guess it would be hybrid for Japan and Europe and turbo as upgrade engine for these markets (lower volume).

Or 700k number is just for 2019 or just for Asia/China/Japan or it makes no sense at all :).

and excellent find @Joaquin Ruhi

Joaquin Ruhi

Although earlier discussion in this thread wasn't too keen on the notion of one of the smaller Dynamic Force engines being a 3-cylinder (and I personally agree), that is, nevertheless, the plan, according to this Japan Automotive Daily article (bold emphasis mine):



https://www.japanautomotivedaily.co...mass-production-of-new-three-cylinder-engine/

NR series engines sell a lot more than 700k... so I wonder what will this actually replace? What markets? Yaris sells 220k in Europe alone, I bet this is targeting new Yaris thats coming out in 2019 as well as new small SUV that they are investing in French Yaris factory for. Also pretty sure that Toyota Poland manufacturing plant for engines announced expansion for 1.5l hybrid, we just did not know it was 3cly.

So quite possibly this would be 1.5l turbo and 1.5l hybrid, not 1.5l NA, if volume is to be 700k, and I guess it would be hybrid for Japan and Europe and turbo as upgrade engine for these markets (lower volume).

Or 700k number is just for 2019 or just for Asia/China/Japan or it makes no sense at all :).

and excellent find @Joaquin Ruhi

spwolf

NR series engines sell a lot more than 700k... so I wonder what will this actually replace? What markets? Yaris sells 220k in Europe alone, I bet this is targeting new Yaris thats coming out in 2019 as well as new small SUV that they are investing in French Yaris factory for. Also pretty sure that Toyota Poland manufacturing plant for engines announced expansion for 1.5l hybrid, we just did not know it was 3cly.

So quite possibly this would be 1.5l turbo and 1.5l hybrid, not 1.5l NA, if volume is to be 700k, and I guess it would be hybrid for Japan and Europe and turbo as upgrade engine for these markets (lower volume).

Or 700k number is just for 2019 or just for Asia/China/Japan or it makes no sense at all :).

Everything smaller than a Corolla could use this engine. With the M20A (ZR replacement) moving to the 120kW class, they need a new 100kW class engine, which the NR couldn't cover (8NR is 80kW class). We will probably see this engine slowly phasing out the 8NR.

Also, the next gen Prius will very likely get a turbo motor with variable compression ratio, so they might as well have the base engine ready before 2021.

Work on this 1.5L I3 turbo could be the reason the 1.4L '9NR' got cancelled.

spwolf

NR series engines sell a lot more than 700k... so I wonder what will this actually replace? What markets? Yaris sells 220k in Europe alone, I bet this is targeting new Yaris thats coming out in 2019 as well as new small SUV that they are investing in French Yaris factory for. Also pretty sure that Toyota Poland manufacturing plant for engines announced expansion for 1.5l hybrid, we just did not know it was 3cly.

So quite possibly this would be 1.5l turbo and 1.5l hybrid, not 1.5l NA, if volume is to be 700k, and I guess it would be hybrid for Japan and Europe and turbo as upgrade engine for these markets (lower volume).

Or 700k number is just for 2019 or just for Asia/China/Japan or it makes no sense at all :).

Everything smaller than a Corolla could use this engine. With the M20A (ZR replacement) moving to the 120kW class, they need a new 100kW class engine, which the NR couldn't cover (8NR is 80kW class). We will probably see this engine slowly phasing out the 8NR.

Also, the next gen Prius will very likely get a turbo motor with variable compression ratio, so they might as well have the base engine ready before 2021.

Work on this 1.5L I3 turbo could be the reason the 1.4L '9NR' got cancelled.

spwolf

NR series engines sell a lot more than 700k... so I wonder what will this actually replace? What markets? Yaris sells 220k in Europe alone, I bet this is targeting new Yaris thats coming out in 2019 as well as new small SUV that they are investing in French Yaris factory for. Also pretty sure that Toyota Poland manufacturing plant for engines announced expansion for 1.5l hybrid, we just did not know it was 3cly.

So quite possibly this would be 1.5l turbo and 1.5l hybrid, not 1.5l NA, if volume is to be 700k, and I guess it would be hybrid for Japan and Europe and turbo as upgrade engine for these markets (lower volume).

Or 700k number is just for 2019 or just for Asia/China/Japan or it makes no sense at all :).

Everything smaller than a Corolla could use this engine. With the M20A (ZR replacement) moving to the 120kW class, they need a new 100kW class engine, which the NR couldn't cover (8NR is 80kW class). We will probably see this engine slowly phasing out the 8NR.

Also, the next gen Prius will very likely get a turbo motor with variable compression ratio, so they might as well have the base engine ready before 2021.

Work on this 1.5L I3 turbo could be the reason the 1.4L '9NR' got cancelled.

ssun30

Everything smaller than a Corolla could use this engine. With the M20A (ZR replacement) moving to the 120kW class, they need a new 100kW class engine, which the NR couldn't cover (8NR is 80kW class). We will probably see this engine slowly phasing out the 8NR.

Also, the next gen Prius will very likely get a turbo motor with variable compression ratio, so they might as well have the base engine ready before 2021.

Work on this 1.5L I3 turbo could be the reason the 1.4L '9NR' got cancelled.

everything could, but if they estimate 700k production per year, then obviously it is going to select vehicles. They do have that 2NR-FKE Estec engine, not sure why would they need 1.4l next to it.

In any case, I assume this will go mostly into next gen Yaris Hybrid and then again a turbo version that would be optional for those vehicles.

ssun30

Everything smaller than a Corolla could use this engine. With the M20A (ZR replacement) moving to the 120kW class, they need a new 100kW class engine, which the NR couldn't cover (8NR is 80kW class). We will probably see this engine slowly phasing out the 8NR.

Also, the next gen Prius will very likely get a turbo motor with variable compression ratio, so they might as well have the base engine ready before 2021.

Work on this 1.5L I3 turbo could be the reason the 1.4L '9NR' got cancelled.

everything could, but if they estimate 700k production per year, then obviously it is going to select vehicles. They do have that 2NR-FKE Estec engine, not sure why would they need 1.4l next to it.

In any case, I assume this will go mostly into next gen Yaris Hybrid and then again a turbo version that would be optional for those vehicles.

ssun30

Everything smaller than a Corolla could use this engine. With the M20A (ZR replacement) moving to the 120kW class, they need a new 100kW class engine, which the NR couldn't cover (8NR is 80kW class). We will probably see this engine slowly phasing out the 8NR.

Also, the next gen Prius will very likely get a turbo motor with variable compression ratio, so they might as well have the base engine ready before 2021.

Work on this 1.5L I3 turbo could be the reason the 1.4L '9NR' got cancelled.

everything could, but if they estimate 700k production per year, then obviously it is going to select vehicles. They do have that 2NR-FKE Estec engine, not sure why would they need 1.4l next to it.

In any case, I assume this will go mostly into next gen Yaris Hybrid and then again a turbo version that would be optional for those vehicles.

spwolf

everything could, but if they estimate 700k production per year, then obviously it is going to select vehicles. They do have that 2NR-FKE Estec engine, not sure why would they need 1.4l next to it.

In any case, I assume this will go mostly into next gen Yaris Hybrid and then again a turbo version that would be optional for those vehicles.

The 1.4 was a turbo motor, the most powerful variant in the NR family (100kW class) and was intended to replace the 1.8L 2ZR-FE.

Since the first production line will be in China, it's safe to assume the Yaris L (Vios hatchback)/Vios duo will receive the NA variant, while Corolla/Levin duo receive the turbo variant. The Corolla alone will eat 300k engines per year so again they will be capacity strained. In any case the 8NR will be kept before this Inline-3 could be produced on a multi-million-unit per year scale.

spwolf

everything could, but if they estimate 700k production per year, then obviously it is going to select vehicles. They do have that 2NR-FKE Estec engine, not sure why would they need 1.4l next to it.

In any case, I assume this will go mostly into next gen Yaris Hybrid and then again a turbo version that would be optional for those vehicles.

The 1.4 was a turbo motor, the most powerful variant in the NR family (100kW class) and was intended to replace the 1.8L 2ZR-FE.

Since the first production line will be in China, it's safe to assume the Yaris L (Vios hatchback)/Vios duo will receive the NA variant, while Corolla/Levin duo receive the turbo variant. The Corolla alone will eat 300k engines per year so again they will be capacity strained. In any case the 8NR will be kept before this Inline-3 could be produced on a multi-million-unit per year scale.

spwolf

everything could, but if they estimate 700k production per year, then obviously it is going to select vehicles. They do have that 2NR-FKE Estec engine, not sure why would they need 1.4l next to it.

In any case, I assume this will go mostly into next gen Yaris Hybrid and then again a turbo version that would be optional for those vehicles.

The 1.4 was a turbo motor, the most powerful variant in the NR family (100kW class) and was intended to replace the 1.8L 2ZR-FE.

Since the first production line will be in China, it's safe to assume the Yaris L (Vios hatchback)/Vios duo will receive the NA variant, while Corolla/Levin duo receive the turbo variant. The Corolla alone will eat 300k engines per year so again they will be capacity strained. In any case the 8NR will be kept before this Inline-3 could be produced on a multi-million-unit per year scale.

Not as deeply detailed as the excellent discussion on this thread, but probably best posted here is this report on Toyota's new global powertrain chief Hirohisa Kishi by Automotive News' Asia Editor Hans Greimel:

Toyota powertrain boss feeling the pressure
His task: Keep internal combustion competitive in the age of electrics
April 21, 2018 - Hans Greimel

TOKYO — Toyota Motor Corp.'s new global powertrain chief has tackled some big challenges in his three decades of designing engines for the automaker.

Hirohisa Kishi not only executed the Toyota pickup's hulking V-8 powerplant, but he also led the troubleshooting of throttle control problems in the 2010 unintended acceleration recall crisis.

But those trials are not as daunting as what he now faces, Kishi says.

As the recently appointed president of Toyota's in-house Powertrain Co., Kishi must keep Toyota's internal combustion engines competitive in the dawning age of electric vehicles.

"Now the doors and possibilities are really opening up," Kishi told Automotive News. "In this changing era, our competitors are not just carmakers. They are coming from all directions."

Toyota's commitment to its trademark hybrid technology actually complicates the task. Toyota is rolling out a new generation of more fuel-efficient and powerful engines as part of a shift to what it calls its TNGA modular vehicle platform. TNGA, short for Toyota New Global Architecture, will yield cars and trucks that are lighter and simpler to build and modify.

But to contain cost, the TNGA engines must be designed for double duty. They must be fuel-efficient and inexpensive enough to pair with a costly hybrid system that clamps on an electric motor and pricey battery. But they also must be powerful and dynamic enough for a traditional vehicle.

Toyota's solution has been adopting a lean-burning, direct-injection Atkinson-cycle engine for the hybrid, and then tweaking that engine for its nonhybrid stablemate. It marks the first time Toyota has put an Atkinson engine in a vehicle that isn't a gasoline-electric one.

The technology leverages some clever tricks in air intake and achieves impressive thermal efficiency rates of as high as 41 percent. But even Kishi, who took over as powertrain boss in January, admits they are incremental advances.

Playing catch-up
By contrast, rivals in Toyota's own backyard are reaching for big breakthroughs. And they are churning out increasingly sophisticated, cleaner engines.

Nissan has developed a power plant that uses variable-compression ignition. And Mazda is banking on a complicated spark-controlled compression ignition system.

Meanwhile, Honda is making widespread use of downsized turbochargers.

Kishi said Toyota does research on such engine technologies. But he conceded Toyota is playing catch-up in the advanced combustion systems being pioneered by Mazda and Nissan.

"We are behind them from the perspective of introducing the technologies to the market," Kishi said. "And as an engineer, I feel bad and I respect our rivals."

Toyota is opting for internal combustion engines that can work with its hybrid system and still be affordable enough for widespread deployment.

"For a green powertrain, a high level of penetration and popularity is important," Kishi said. "We think that the current strategy of having a simple internal combustion system, and leveraging that in terms of high efficiency and performance, is the best approach."

The squeeze
Like other automakers, Toyota is getting squeezed by opposing trends.

Conventional powertrain costs are increasing as carmakers resort to more sophisticated technologies to meet more stringent emissions regulations. At the same time, EV costs are rapidly falling, thanks to better power density in batteries and bigger economies of scale.

Nissan, which aims to sell 1 million electrified vehicles by 2022, expects electric vehicles and conventional ones to achieve cost parity sometime in the mid-2020s.

Toyota is more conservative. Kishi believes EVs will still cost more, even in 2030.

Gasoline-electric hybrids, by contrast, have already reached parity with gasoline-only engines, when fuel economy is taken into account, he said. While it is technically feasible to make a gasoline engine that delivers the same fuel economy as a hybrid, it would cost more, he said.

"An internal combustion engine, with things added to equal the fuel economy performance, can actually be more costly than a hybrid," Kishi said. "Therefore, in terms of technology, it's possible to make happen. But we don't think it's appealing from the marketing perspective."

By 2023, new engines and transmissions will power 80 percent of new Toyota vehicles. The switch to TNGA powertrains will cut its overall fleet emissions 15 percent from 2015 levels.

There are other big savings.

The rollout will reduce the number of engine types by 40 percent, simplifying production and development and cutting costs. R&d costs, for example, are down 10 to 20 percent, Kishi said. And Toyota was able to slash capital expenditures 40 percent.

To be sure, Toyota isn't ignoring the rush to electric vehicles. In December, it said it plans to introduce more than 10 EVs worldwide by the early 2020s. But Kishi says the bridge technology will be more efficient engines. By 2030, Toyota expects 90 percent of its cars to still be equipped with a gasoline engine, the majority of those mated to a hybrid system.

The question is how to get the biggest gains at the lowest cost.

"We just have to stay the course of gasoline internal combustion technology, improving as we go along," Kishi said. "It's step by step. You have to cumulatively add to your building blocks."

http://www.autonews.com/article/201...a-kishi?utm_source=dlvr.it&utm_medium=twitter

Not as deeply detailed as the excellent discussion on this thread, but probably best posted here is this report on Toyota's new global powertrain chief Hirohisa Kishi by Automotive News' Asia Editor Hans Greimel:

Toyota powertrain boss feeling the pressure
His task: Keep internal combustion competitive in the age of electrics
April 21, 2018 - Hans Greimel

TOKYO — Toyota Motor Corp.'s new global powertrain chief has tackled some big challenges in his three decades of designing engines for the automaker.

Hirohisa Kishi not only executed the Toyota pickup's hulking V-8 powerplant, but he also led the troubleshooting of throttle control problems in the 2010 unintended acceleration recall crisis.

But those trials are not as daunting as what he now faces, Kishi says.

As the recently appointed president of Toyota's in-house Powertrain Co., Kishi must keep Toyota's internal combustion engines competitive in the dawning age of electric vehicles.

"Now the doors and possibilities are really opening up," Kishi told Automotive News. "In this changing era, our competitors are not just carmakers. They are coming from all directions."

Toyota's commitment to its trademark hybrid technology actually complicates the task. Toyota is rolling out a new generation of more fuel-efficient and powerful engines as part of a shift to what it calls its TNGA modular vehicle platform. TNGA, short for Toyota New Global Architecture, will yield cars and trucks that are lighter and simpler to build and modify.

But to contain cost, the TNGA engines must be designed for double duty. They must be fuel-efficient and inexpensive enough to pair with a costly hybrid system that clamps on an electric motor and pricey battery. But they also must be powerful and dynamic enough for a traditional vehicle.

Toyota's solution has been adopting a lean-burning, direct-injection Atkinson-cycle engine for the hybrid, and then tweaking that engine for its nonhybrid stablemate. It marks the first time Toyota has put an Atkinson engine in a vehicle that isn't a gasoline-electric one.

The technology leverages some clever tricks in air intake and achieves impressive thermal efficiency rates of as high as 41 percent. But even Kishi, who took over as powertrain boss in January, admits they are incremental advances.

Playing catch-up
By contrast, rivals in Toyota's own backyard are reaching for big breakthroughs. And they are churning out increasingly sophisticated, cleaner engines.

Nissan has developed a power plant that uses variable-compression ignition. And Mazda is banking on a complicated spark-controlled compression ignition system.

Meanwhile, Honda is making widespread use of downsized turbochargers.

Kishi said Toyota does research on such engine technologies. But he conceded Toyota is playing catch-up in the advanced combustion systems being pioneered by Mazda and Nissan.

"We are behind them from the perspective of introducing the technologies to the market," Kishi said. "And as an engineer, I feel bad and I respect our rivals."

Toyota is opting for internal combustion engines that can work with its hybrid system and still be affordable enough for widespread deployment.

"For a green powertrain, a high level of penetration and popularity is important," Kishi said. "We think that the current strategy of having a simple internal combustion system, and leveraging that in terms of high efficiency and performance, is the best approach."

The squeeze
Like other automakers, Toyota is getting squeezed by opposing trends.

Conventional powertrain costs are increasing as carmakers resort to more sophisticated technologies to meet more stringent emissions regulations. At the same time, EV costs are rapidly falling, thanks to better power density in batteries and bigger economies of scale.

Nissan, which aims to sell 1 million electrified vehicles by 2022, expects electric vehicles and conventional ones to achieve cost parity sometime in the mid-2020s.

Toyota is more conservative. Kishi believes EVs will still cost more, even in 2030.

Gasoline-electric hybrids, by contrast, have already reached parity with gasoline-only engines, when fuel economy is taken into account, he said. While it is technically feasible to make a gasoline engine that delivers the same fuel economy as a hybrid, it would cost more, he said.

"An internal combustion engine, with things added to equal the fuel economy performance, can actually be more costly than a hybrid," Kishi said. "Therefore, in terms of technology, it's possible to make happen. But we don't think it's appealing from the marketing perspective."

By 2023, new engines and transmissions will power 80 percent of new Toyota vehicles. The switch to TNGA powertrains will cut its overall fleet emissions 15 percent from 2015 levels.

There are other big savings.

The rollout will reduce the number of engine types by 40 percent, simplifying production and development and cutting costs. R&d costs, for example, are down 10 to 20 percent, Kishi said. And Toyota was able to slash capital expenditures 40 percent.

To be sure, Toyota isn't ignoring the rush to electric vehicles. In December, it said it plans to introduce more than 10 EVs worldwide by the early 2020s. But Kishi says the bridge technology will be more efficient engines. By 2030, Toyota expects 90 percent of its cars to still be equipped with a gasoline engine, the majority of those mated to a hybrid system.

The question is how to get the biggest gains at the lowest cost.

"We just have to stay the course of gasoline internal combustion technology, improving as we go along," Kishi said. "It's step by step. You have to cumulatively add to your building blocks."

http://www.autonews.com/article/201...a-kishi?utm_source=dlvr.it&utm_medium=twitter

Not as deeply detailed as the excellent discussion on this thread, but probably best posted here is this report on Toyota's new global powertrain chief Hirohisa Kishi by Automotive News' Asia Editor Hans Greimel:

Toyota powertrain boss feeling the pressure
His task: Keep internal combustion competitive in the age of electrics
April 21, 2018 - Hans Greimel

TOKYO — Toyota Motor Corp.'s new global powertrain chief has tackled some big challenges in his three decades of designing engines for the automaker.

Hirohisa Kishi not only executed the Toyota pickup's hulking V-8 powerplant, but he also led the troubleshooting of throttle control problems in the 2010 unintended acceleration recall crisis.

But those trials are not as daunting as what he now faces, Kishi says.

As the recently appointed president of Toyota's in-house Powertrain Co., Kishi must keep Toyota's internal combustion engines competitive in the dawning age of electric vehicles.

"Now the doors and possibilities are really opening up," Kishi told Automotive News. "In this changing era, our competitors are not just carmakers. They are coming from all directions."

Toyota's commitment to its trademark hybrid technology actually complicates the task. Toyota is rolling out a new generation of more fuel-efficient and powerful engines as part of a shift to what it calls its TNGA modular vehicle platform. TNGA, short for Toyota New Global Architecture, will yield cars and trucks that are lighter and simpler to build and modify.

But to contain cost, the TNGA engines must be designed for double duty. They must be fuel-efficient and inexpensive enough to pair with a costly hybrid system that clamps on an electric motor and pricey battery. But they also must be powerful and dynamic enough for a traditional vehicle.

Toyota's solution has been adopting a lean-burning, direct-injection Atkinson-cycle engine for the hybrid, and then tweaking that engine for its nonhybrid stablemate. It marks the first time Toyota has put an Atkinson engine in a vehicle that isn't a gasoline-electric one.

The technology leverages some clever tricks in air intake and achieves impressive thermal efficiency rates of as high as 41 percent. But even Kishi, who took over as powertrain boss in January, admits they are incremental advances.

Playing catch-up
By contrast, rivals in Toyota's own backyard are reaching for big breakthroughs. And they are churning out increasingly sophisticated, cleaner engines.

Nissan has developed a power plant that uses variable-compression ignition. And Mazda is banking on a complicated spark-controlled compression ignition system.

Meanwhile, Honda is making widespread use of downsized turbochargers.

Kishi said Toyota does research on such engine technologies. But he conceded Toyota is playing catch-up in the advanced combustion systems being pioneered by Mazda and Nissan.

"We are behind them from the perspective of introducing the technologies to the market," Kishi said. "And as an engineer, I feel bad and I respect our rivals."

Toyota is opting for internal combustion engines that can work with its hybrid system and still be affordable enough for widespread deployment.

"For a green powertrain, a high level of penetration and popularity is important," Kishi said. "We think that the current strategy of having a simple internal combustion system, and leveraging that in terms of high efficiency and performance, is the best approach."

The squeeze
Like other automakers, Toyota is getting squeezed by opposing trends.

Conventional powertrain costs are increasing as carmakers resort to more sophisticated technologies to meet more stringent emissions regulations. At the same time, EV costs are rapidly falling, thanks to better power density in batteries and bigger economies of scale.

Nissan, which aims to sell 1 million electrified vehicles by 2022, expects electric vehicles and conventional ones to achieve cost parity sometime in the mid-2020s.

Toyota is more conservative. Kishi believes EVs will still cost more, even in 2030.

Gasoline-electric hybrids, by contrast, have already reached parity with gasoline-only engines, when fuel economy is taken into account, he said. While it is technically feasible to make a gasoline engine that delivers the same fuel economy as a hybrid, it would cost more, he said.

"An internal combustion engine, with things added to equal the fuel economy performance, can actually be more costly than a hybrid," Kishi said. "Therefore, in terms of technology, it's possible to make happen. But we don't think it's appealing from the marketing perspective."

By 2023, new engines and transmissions will power 80 percent of new Toyota vehicles. The switch to TNGA powertrains will cut its overall fleet emissions 15 percent from 2015 levels.

There are other big savings.

The rollout will reduce the number of engine types by 40 percent, simplifying production and development and cutting costs. R&d costs, for example, are down 10 to 20 percent, Kishi said. And Toyota was able to slash capital expenditures 40 percent.

To be sure, Toyota isn't ignoring the rush to electric vehicles. In December, it said it plans to introduce more than 10 EVs worldwide by the early 2020s. But Kishi says the bridge technology will be more efficient engines. By 2030, Toyota expects 90 percent of its cars to still be equipped with a gasoline engine, the majority of those mated to a hybrid system.

The question is how to get the biggest gains at the lowest cost.

"We just have to stay the course of gasoline internal combustion technology, improving as we go along," Kishi said. "It's step by step. You have to cumulatively add to your building blocks."

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Yes, Nissan and Mazda are definitely ahead when each of them has grabbed one of the (two) holy grails of internal combustion i.e. variable compression and HCCI. Mazda is not at full HCCI yet as it needed to make some compromises to make it work, hence SkyActiv-X is SCCI for the time being.

However the more important question is whether these technologies can trickle down their product lineup cheaply. I highly doubt Nissan can get VC-T to work on its lower-end offerings in this generation. On the other hand Mazda did a good job controlling costs with SkyActiv-G; given their track record I would say SkyActiv-X is more promising than VC-T. That is assuming Mazda carefully resolved NOx emission problems so we don't get a Dieselgate 2.0 here.

Also, Nissan and Mazda have basically given up on six cylinders and above, it shouldn't be a surprise they are much maneuvrable in ICE technology front.

At this point it's still unknown which of these two directions (a combination of the two won't be expected until near 2030s) Dynamic Force II will go. Given they were already working on a turbocharged Prius since early 2010s, Variable Compression Turbocharging should be their next step. But don't expect Dynamic Force II to appear on other vehicles (non-Prius) too soon.

Remember Dynamic Force I with hybridization is instant 30%+ better MPG so they have a lot of room to work with, and we know hybrids is their strongest expertise. If they keep increasing the economy of scale their hybrid package will reach cost parity with gas-only variants in the near future (they already achieved that in China). In that sense, the ICE component needs to stay cheap; adding more expensive tech to it will reduce the available budget for hybrid components.

Yes, Nissan and Mazda are definitely ahead when each of them has grabbed one of the (two) holy grails of internal combustion i.e. variable compression and HCCI. Mazda is not at full HCCI yet as it needed to make some compromises to make it work, hence SkyActiv-X is SCCI for the time being.

However the more important question is whether these technologies can trickle down their product lineup cheaply. I highly doubt Nissan can get VC-T to work on its lower-end offerings in this generation. On the other hand Mazda did a good job controlling costs with SkyActiv-G; given their track record I would say SkyActiv-X is more promising than VC-T. That is assuming Mazda carefully resolved NOx emission problems so we don't get a Dieselgate 2.0 here.

Also, Nissan and Mazda have basically given up on six cylinders and above, it shouldn't be a surprise they are much maneuvrable in ICE technology front.

At this point it's still unknown which of these two directions (a combination of the two won't be expected until near 2030s) Dynamic Force II will go. Given they were already working on a turbocharged Prius since early 2010s, Variable Compression Turbocharging should be their next step. But don't expect Dynamic Force II to appear on other vehicles (non-Prius) too soon.

Remember Dynamic Force I with hybridization is instant 30%+ better MPG so they have a lot of room to work with, and we know hybrids is their strongest expertise. If they keep increasing the economy of scale their hybrid package will reach cost parity with gas-only variants in the near future (they already achieved that in China). In that sense, the ICE component needs to stay cheap; adding more expensive tech to it will reduce the available budget for hybrid components.

Yes, Nissan and Mazda are definitely ahead when each of them has grabbed one of the (two) holy grails of internal combustion i.e. variable compression and HCCI. Mazda is not at full HCCI yet as it needed to make some compromises to make it work, hence SkyActiv-X is SCCI for the time being.

However the more important question is whether these technologies can trickle down their product lineup cheaply. I highly doubt Nissan can get VC-T to work on its lower-end offerings in this generation. On the other hand Mazda did a good job controlling costs with SkyActiv-G; given their track record I would say SkyActiv-X is more promising than VC-T. That is assuming Mazda carefully resolved NOx emission problems so we don't get a Dieselgate 2.0 here.

Also, Nissan and Mazda have basically given up on six cylinders and above, it shouldn't be a surprise they are much maneuvrable in ICE technology front.

At this point it's still unknown which of these two directions (a combination of the two won't be expected until near 2030s) Dynamic Force II will go. Given they were already working on a turbocharged Prius since early 2010s, Variable Compression Turbocharging should be their next step. But don't expect Dynamic Force II to appear on other vehicles (non-Prius) too soon.

Remember Dynamic Force I with hybridization is instant 30%+ better MPG so they have a lot of room to work with, and we know hybrids is their strongest expertise. If they keep increasing the economy of scale their hybrid package will reach cost parity with gas-only variants in the near future (they already achieved that in China). In that sense, the ICE component needs to stay cheap; adding more expensive tech to it will reduce the available budget for hybrid components.

ssun30

Yes, Nissan and Mazda are definitely ahead when each of them has grabbed one of the (two) holy grails of internal combustion i.e. variable compression and HCCI. Mazda is not at full HCCI yet as it needed to make some compromises to make it work, hence SkyActiv-X is SCCI for the time being.

However the more important question is whether these technologies can trickle down their product lineup cheaply. I highly doubt Nissan can get VC-T to work on its lower-end offerings in this generation. On the other hand Mazda did a good job controlling costs with SkyActiv-G; given their track record I would say SkyActiv-X is more promising than VC-T. That is assuming Mazda carefully resolved NOx emission problems so we don't get a Dieselgate 2.0 here.

Also, Nissan and Mazda have basically given up on six cylinders and above, it shouldn't be a surprise they are much maneuvrable in ICE technology front.

At this point it's still unknown which of these two directions (a combination of the two won't be expected until near 2030s) Dynamic Force II will go. Given they were already working on a turbocharged Prius since early 2010s, Variable Compression Turbocharging should be their next step. But don't expect Dynamic Force II to appear on other vehicles (non-Prius) too soon.

Remember Dynamic Force I with hybridization is instant 30%+ better MPG so they have a lot of room to work with, and we know hybrids is their strongest expertise. If they keep increasing the economy of scale their hybrid package will reach cost parity with gas-only variants in the near future (they already achieved that in China). In that sense, the ICE component needs to stay cheap; adding more expensive tech to it will reduce the available budget for hybrid components.

While the Nissan's new engine is a marvel, the specs don't really wow anyone. Barely a bump over the VQ engine in regards to MPG and power is average. We also need to see how long term durability is.