Toyota Motor Corporation

Original K-series 1.1L OHV engine producing 60hp @ 6000RPM with 4-speed manual transmission. Body-on-frame construction with 2280mm wheelbase. Curb weight 715kg with torsion bar front suspension and leaf spring rear. Drag coefficient of 0.44 with 12.5:1 steering ratio.

Introduction of 1.2L 3K-U engine with 73hp and 5-bearing crankshaft. Transition to semi-monocoque construction with improved crash protection. MacPherson strut front suspension with 4-link rear on wagon variants. Weight increased to 760kg with improved sound insulation.

1.2L 3K-C and 1.6L 2T-C engines with improved emissions controls. Introduction of 5-speed manual transmission option. Body strengthened for side impact protection with collapsible steering column. Weight 830kg with improved rust protection through cathodic electrodeposition.

Transition to front-wheel drive layout with 1.3L 2A-U and 1.6L 4A-C engines. TEMS electronically controlled suspension option. Aerodynamic improvements with Cd 0.38. Introduction of power steering and air conditioning options. Weight 900kg with galvanized steel panels.

Introduction of legendary 4A-GE twin-cam 16-valve engine producing 112hp. AE86 rear-wheel drive variant becoming iconic drift platform. Independent rear suspension on sport models. Fuel injection standard on higher trims with 1.6L displacement.

All front-wheel drive platform with 1.6L 4A-FE engine producing 105hp. All-Trac AWD system option for GT-S variants. ABS braking system introduced. Three-way catalytic converter standard. Weight increased to 1050kg with improved safety structure.

1.6L 4A-FE and 1.8L 7A-FE engines with variable valve timing on later models. Dual airbags standard from 1995. Improved NVH with hydraulic engine mounts. Traction control system option. Weight 1100kg with high-strength steel B-pillars.

Streamlined body with Cd 0.31 coefficient. 1.8L 1ZZ-FE engine with VVT-i variable valve timing producing 120hp. Side impact door beams standard. Electronic throttle control introduction. Weight 1130kg with crumple zone engineering.

MC platform with 1.8L 1ZZ-FE engine standard and 2ZZ-GE 180hp option for XRS. Six-speed manual transmission available. Side curtain airbags option. Vehicle Stability Control on higher trims. Weight 1215kg with laser-welded body structure.

Largest Corolla yet with 2600mm wheelbase. 1.8L 2ZR-FE engine with Dual VVT-i producing 132hp. Ten airbags available including knee airbags. Star Safety System standard including VSC and TRAC. Weight 1260kg with acoustic glass windshield.

1.8L 2ZR-FAE engine with Valvematic technology producing 140hp. CVT transmission with Sport mode. Toyota Safety Sense available with pre-collision system. LED headlights standard on higher trims. EPA combined 32 MPG rating.

Toyota New Global Architecture with 50mm lower center of gravity. 2.0L Dynamic Force M20A-FKS engine with 169hp and 40% thermal efficiency. Multi-link rear suspension replacing torsion beam. Toyota Safety Sense 2.0 standard with Level 2 autonomous features. Hybrid option with 1.8L 2ZR-FXE and electric motor producing combined 121hp.

Based on Celica Camry with 2.0L 2S-ELU engine producing 96hp. Front-wheel drive layout with MacPherson strut suspension. 2600mm wheelbase with 1150kg curb weight. Available as sedan and liftback body styles.

First Camry manufactured in Georgetown, Kentucky. 2.0L 3S-FE engine producing 115hp with optional 2.5L V6. Independent rear suspension introduced. Weight increased to 1250kg with improved crash protection.

Introduction of 3.0L 1MZ-FE V6 producing 185hp. Coupe body style added to lineup. ABS and dual airbags standard by 1994. Wagon variant with third row seating option. Best-selling car in America from 1997.

2.2L 5S-FE inline-4 producing 133hp and 3.0L 1MZ-FE V6 with 194hp. VVT-i technology on V6 models. Side airbags introduced. Leather interior option. Weight 1400kg with high-strength steel construction.

2.4L 2AZ-FE producing 157hp and 3.0L 1MZ-FE with 210hp. Five-speed automatic transmission standard on V6. Vehicle Stability Control option. Brake Assist standard. Weight 1480kg with laser-welded unibody.

Largest Camry with 2775mm wheelbase. 2.4L 2AZ-FE producing 158hp and 3.5L 2GR-FE V6 with 268hp. Six-speed automatic transmission. First Camry Hybrid with 2.4L plus electric motor producing 187hp combined. Ten airbags available.

2.5L 2AR-FE producing 178hp and 3.5L 2GR-FE with 268hp. Eight-speed automatic transmission on V6 models. Entune infotainment system. Camry Hybrid achieving 41 MPG combined. Pre-Collision System with radar cruise control option.

Toyota New Global Architecture with 30% improved rigidity. 2.5L A25A-FKS Dynamic Force engine with 203hp and 40% thermal efficiency. Eight-speed Direct Shift automatic transmission. Available AWD system. Camry Hybrid with 208hp combined and 52 MPG city rating. Toyota Safety Sense 2.5 standard.

Exclusively hybrid powertrain with 2.5L A25A-FXS engine producing 225hp combined. Toyota Safety Sense 3.0 with advanced intersection support. 12.3-inch touchscreen standard. Digital rearview mirror option. EPA combined rating of 52 MPG across all trims.

Revolutionary compact SUV with 2.0L 3S-FE producing 120hp. Full-time AWD with center differential. Available as two-door or four-door with removable rear window. 2200mm wheelbase with 1170kg curb weight. Monocoque construction unlike body-on-frame SUVs.

Increased size with 2490mm wheelbase. 2.0L 1AZ-FE producing 148hp and 2.4L 2AZ-FE with 161hp options. Four-speed automatic transmission. Active torque control AWD system. Weight 1350kg with improved cargo capacity of 1897 liters with seats folded.

2.4L 2AZ-FE producing 166hp and 3.5L 2GR-FE V6 with 269hp. Five-speed automatic standard with four-speed on base models. Sport mode with sequential shift. VSC and TRAC standard. Optional third-row seating on long wheelbase variant. Weight 1545kg.

2.5L 2AR-FE producing 176hp with six-speed automatic. Dynamic Torque Control AWD with lock mode. Adventure and Trail trims with off-road focus. Toyota Safety Sense standard by 2017. RAV4 Hybrid with 194hp combined and 34 MPG combined rating.

Toyota New Global Architecture-K platform with 57% improved torsional rigidity. 2.5L A25A-FKS Dynamic Force engine producing 203hp. Eight-speed Direct Shift automatic. Multi-link rear suspension. RAV4 Hybrid with 219hp and 40 MPG combined. RAV4 Prime plug-in hybrid with 302hp combined and 42-mile electric range. RAV4 Adventure with increased ground clearance of 8.6 inches.

Replaced Hilux in North American market. 2.4L 2RZ-FE producing 142hp and 2.7L 3RZ-FE with 150hp inline-4 options. 3.4L 5VZ-FE V6 producing 190hp. Part-time 4WD with manual locking hubs. PreRunner 2WD with 4WD suspension geometry. TRD Off-Road package with Bilstein shocks and locking rear differential.

Larger platform with 3236mm wheelbase on Double Cab. 2.7L 2TR-FE producing 159hp and 4.0L 1GR-FE V6 with 236hp. Five-speed automatic transmission with sequential shift. Active Traction Control with downhill assist. X-Runner street performance variant with lowered suspension and 6-speed manual.

3.5L 2GR-FKS V6 producing 278hp with Atkinson cycle capability. Six-speed automatic with lock-up torque converter. Multi-terrain Select with five modes. Crawl Control for low-speed off-road maneuvering. Toyota Safety Sense standard. GoPro mount integrated in windshield. Army Green TRD Pro exclusive color.

2.4L turbocharged i-FORCE producing 278hp and i-FORCE MAX hybrid with 326hp combined. Eight-speed automatic transmission. TNGA-F platform with boxed frame design. Multi-link rear suspension replacing leaf springs. 14-inch touchscreen with wireless CarPlay. 360-degree camera system. Trailhunter overlanding-focused trim with factory-equipped rooftop tent mount.

Based on Celica liftback with stretched nose for inline-6 engine. 2.6L 4M-E producing 110hp with electronic fuel injection. Independent rear suspension differentiating from Celica. 2630mm wheelbase with 1250kg curb weight. Four-speed automatic or five-speed manual transmission.

2.8L 5M-GE twin-cam producing 145hp. Optional electronic suspension with automatic height adjustment. Digital dashboard with trip computer. Limited slip differential standard. Recaro sport seats option. Weight 1350kg with improved chassis rigidity.

3.0L 7M-GTE turbocharged engine producing 230hp. TEMS electronically modulated suspension. ABS standard on Turbo models. Optional Targa top configuration. Toyota Electronic Modulated Suspension adjustable in three modes. Weight 1540kg with aerodynamic body achieving Cd 0.32.

Legendary 2JZ-GTE twin-turbocharged 3.0L inline-6 producing 320hp (276hp Japanese market rating). Sequential twin turbochargers with ceramic impellers. Getrag V160 six-speed manual transmission rated for 700+ hp. Double wishbone suspension front and rear. Aluminum hood, targa top, and rear spoiler. Weight 1570kg with perfect 51:49 weight distribution. 0-60 mph in 4.6 seconds stock. Engine capable of 1000+ hp with upgraded internals.

Co-developed with BMW using B58 3.0L turbocharged inline-6 producing 382hp in latest specification. ZF eight-speed automatic transmission with paddle shifters. Rear-wheel drive with electronically controlled limited slip differential. Adaptive Variable Suspension with multiple modes. Toyota Gazoo Racing tuning. 0-60 mph in 3.9 seconds. Manual transmission option added in 2023.

Based on Hilux pickup with fiberglass removable top. 2.4L 22R-E producing 116hp. Part-time 4WD with manual transfer case. Solid front axle with leaf spring suspension. 2625mm wheelbase with 1520kg curb weight. SR5 Sport Package with wider tires and suspension upgrade.

3.0L 3VZ-E V6 producing 150hp. All-steel body with improved rigidity. Independent front suspension option. Four-speed automatic transmission. Rear window integrated into liftgate. Weight 1750kg with improved crash protection.

3.4L 5VZ-FE V6 producing 183hp. Multi-link coil spring rear suspension replacing leaf springs. Full-time 4WD with Torsen limited slip center differential option. ABS standard. Third row seating available. Weight 1850kg with improved interior appointments.

4.0L 1GR-FE V6 producing 245hp. Five-speed automatic transmission with sequential shift. Full-time 4WD with active traction control. X-REAS interconnected suspension option. Hill Assist Control. Kinetic Dynamic Suspension System on Sport Edition. Weight 1950kg.

4.0L 1GR-FE V6 producing 270hp. Multi-terrain Select with five modes. Crawl Control for precise low-speed maneuvering. Sliding rear cargo deck for easy loading. TRD Pro trim with Fox internal bypass shocks and TRD-tuned front springs. Heritage Edition with retro styling cues. Weight 2150kg with exceptional off-road geometry: 35-degree approach angle, 26-degree departure angle.

2.4L i-FORCE MAX turbocharged hybrid producing 326hp combined. Eight-speed automatic transmission. TNGA-F platform maintaining body-on-frame construction. Stabilizer bar disconnect for increased articulation. Isometric cargo area with flat floor design. Toyota Safety Sense 3.0 standard. TRD Pro with forged BBS wheels and Fox Live Valve internal bypass shocks.

First mass-produced hybrid vehicle. 1.5L 1NZ-FXE Atkinson cycle engine producing 70hp combined with electric motor for 100hp system output. Continuously variable transmission with planetary gear system. 1.3 kWh nickel-metal hydride battery pack. Combined fuel economy of 41 MPG. Regenerative braking system recovering kinetic energy.

1.5L 1NZ-FXE with improved electric motor producing 110hp combined. Hybrid Synergy Drive second generation. EV mode for short distances on electric power only. Multi-display showing energy flow. Smart Key System with push-button start. Combined 46 MPG rating. Aerodynamic hatchback design with Cd 0.26.

1.8L 2ZR-FXE engine with improved thermal efficiency. Combined system output of 134hp. Solar roof option powering cabin ventilation. Plug-in variant with 11-mile electric range. EV, ECO, and Power driving modes. Combined 50 MPG rating. Lithium-ion battery option reducing weight by 40% versus NiMH.

Toyota New Global Architecture with lower center of gravity. 1.8L 2ZR-FXE with system output of 121hp. Lithium-ion battery standard. Double wishbone rear suspension. Available AWD-e with rear electric motor. EPA combined 52 MPG rating. Prius Prime plug-in with 25-mile electric range and 133 MPGe rating.

2.0L M20A-FXS Dynamic Force engine producing 194hp combined. 0-60 mph in 7.2 seconds representing 30% performance improvement. Lithium-ion battery with improved energy density. Available AWD with on-demand rear electric motor. EPA combined 57 MPG rating. Prius Prime with 44-mile electric range and 220hp combined. Aggressive styling departing from traditional Prius design language.

Built on Camry platform with unibody construction. 2.4L 2AZ-FE producing 155hp and 3.0L 1MZ-FE V6 with 220hp. Four-speed automatic transmission. Available AWD with active torque control. First Highlander Hybrid with 268hp combined and 33 MPG city rating. Third row seating optional.

2760mm wheelbase with increased interior volume. 3.5L 2GR-FE V6 producing 270hp. Five-speed automatic transmission. Seven-passenger seating standard. Highlander Hybrid with 280hp combined and regenerative braking. Hill-start assist control. Rear-seat entertainment system option.

3.5L 2GR-FKS V6 producing 295hp with Atkinson cycle capability. Eight-speed automatic transmission. Available eight-passenger seating. Entune Premium Audio system. Toyota Safety Sense standard. Highlander Hybrid achieving 30 MPG combined. Driver Easy Speak amplifying front seat voice to rear passengers.

Toyota New Global Architecture-K platform. 2.5L A25A-FKS producing 295hp with AWD or 3.5L V6 option. Eight-speed Direct Shift automatic transmission. Highlander Hybrid with 243hp combined and 36 MPG combined rating. Three-zone automatic climate control. 12.3-inch touchscreen available. Toyota Safety Sense 2.5 with full-speed adaptive cruise control.

Toyota's first full-size pickup. 3.4L 5VZ-FE V6 producing 190hp and 4.7L 2UZ-FE V8 with 245hp. Four-speed automatic transmission. Frame with fully boxed front section. 8,100 lb towing capacity with V8. Access Cab and Double Cab configurations. Built in Princeton, Indiana plant.

Significantly larger platform competing directly with F-150. 4.6L 1UR-FE V8 producing 310hp and 5.7L 3UR-FE V8 with 381hp. Six-speed automatic transmission. 10,200 lb towing capacity. CrewMax cab with rear doors opening 90 degrees. TRD Rock Warrior and TRD Pro off-road packages. Integrated brake controller. 38-gallon fuel tank option.

3.4L V35A-FTS twin-turbocharged V6 producing 389hp. i-FORCE MAX hybrid option with 437hp combined using electric motor torque. Ten-speed automatic transmission. Fully boxed frame with enhanced durability. Coil spring rear suspension replacing leaf springs. 12,000 lb towing capacity. 14-inch touchscreen with wireless CarPlay. Multi-terrain monitor system. Panoramic view monitor with transparent trailer view.

Longest continuously produced Toyota vehicle. Body-on-frame construction with live axle front and rear. Available as pickup, wagon, and hardtop. Diesel and petrol engine options globally. 4.0L 1GR-FE V6 producing 228hp in recent versions. Manual locking front and rear differentials. Exceptional reliability for remote area operation.

4.7L 2UZ-FE V8 producing 235hp. Active Height Control suspension option. Center differential lock with active traction control. Third row seating. Variable Gear Ratio Steering. Full-time 4WD with Torsen center differential. 7,700 lb towing capacity.

5.7L 3UR-FE V8 producing 381hp. Kinetic Dynamic Suspension System with interconnected dampers. Multi-terrain Select with five modes. Crawl Control with turn assist. Eight-speed automatic transmission. Full-time 4WD with Torsen limited slip center differential. Heritage Edition with vintage styling cues.

TNGA-F platform with significant weight reduction of 440 lbs. 3.4L V35A-FTS twin-turbocharged V6 producing 409hp. Ten-speed automatic transmission. E-KDSS electronic kinetic dynamic suspension. Fingerprint recognition start system. Available globally though discontinued in North American market. 48V mild hybrid system option in some markets.

Subaru FA20 2.0L boxer engine producing 200hp with Toyota D-4S fuel injection. Six-speed manual or automatic transmission. Rear-wheel drive with Torsen limited slip differential. 2570mm wheelbase with 1270kg curb weight. 53:47 front-rear weight distribution. Track mode with VSC fully disengaged. Low center of gravity at 460mm height.

Subaru FA24 2.4L boxer engine producing 228hp with improved torque curve. 0-60 mph in 6.1 seconds representing 1.1 second improvement. Increased body rigidity by 50%. Improved rear suspension geometry. Toyota GR branding emphasizing motorsport heritage. Track bRED limited edition. Electronically controlled limited slip differential option.

Based on Camry platform for American market. 3.0L 1MZ-FE V6 producing 194hp. Four-speed automatic transmission. Front-wheel drive only. Seven-passenger seating. Sliding rear doors on both sides. Power rear hatch option.

3.3L 3MZ-FE and later 3.5L 2GR-FE V6 producing up to 266hp. Five-speed automatic transmission. Available AWD system. Power-folding third row seats. Run-flat tire system option. Laser-guided cruise control option. Eight-passenger seating configuration.

3.5L 2GR-FKS V6 producing 296hp. Eight-speed automatic transmission. Available AWD. Split-screen rear entertainment system. Driver Easy Speak intercom. Power tilt-and-slide moonroof. Bird's Eye View Monitor. Auto-access seat for mobility-impaired passengers.

Exclusively hybrid powertrain with 2.5L A25A-FXS producing 245hp combined. Electronic On-Demand AWD standard on higher trims. TNGA-K platform. Super Long Slide second row seats with 25-inch travel. Vacuum between second row seats. 36 MPG combined fuel economy. 1,500 lb towing capacity. Refrigerator option. 4G LTE WiFi hotspot.

The legendary twin-turbo straight-six that became an icon of Japanese performance and tuning potential. This 2,997cc DOHC inline-six featured a cast-iron block with a closed-deck design and seven main bearings for exceptional rigidity. The sequential turbo system used twin CT12 turbochargers, with the primary turbo providing boost from 1,800 RPM and the secondary turbo engaging at 4,000 RPM. The valve train employed 24 valves with hydraulic lash adjusters and variable valve timing on the intake cam. The fuel system used sequential multi-point injection with a returnless design. With 8.5:1 compression and 11.6 psi of boost, it produced 320 hp at 5,600 RPM and 315 lb-ft at 4,000 RPM. The engine's masterpiece was its incredibly robust bottom end—the forged steel crankshaft, forged connecting rods, and cast aluminum pistons could routinely handle 600+ horsepower with minimal modifications. The sequential turbo system used complex vacuum and water routing for seamless transition between turbos, while the cooling system featured an auxiliary rear-mounted oil cooler for sustained high-speed operation.

The silken V8 that redefined luxury car refinement and established Toyota's premium credentials. This 3,969cc 90° V8 featured an aluminum block with cast iron liners and dual overhead camshafts per bank. The valve train employed 32 valves with hydraulic lash adjusters and belt-driven cams designed for 100,000-mile service intervals. The intake system used a dual-stage manifold with butterfly valves that switched from long to short runners at 4,000 RPM. With 10.0:1 compression and sequential multi-point injection, it produced 250 hp at 5,600 RPM and 260 lb-ft at 4,400 RPM. The engine's innovation was its perfect balance—each bank was essentially two 1UZ-FE four-cylinder engines sharing a common crankshaft, creating near-perfect primary and secondary balance without requiring balance shafts. The cooling system used a dual-pass radiator with viscous fan clutch, while the oil system employed a variable-displacement pump that reduced parasitic losses at high RPM. This engine set new standards for vibration-free operation, famously balancing a coin on the intake manifold at idle.

The high-revving twin-cam that became the heart of Toyota's sports car renaissance and front-engine, rear-drive heritage. This 1,587cc DOHC inline-four featured an aluminum block with cast iron liners and gear-driven dual overhead camshafts. The valve train employed 16 valves with solid bucket followers requiring shim adjustment, enabling an 8,000 RPM redline. The cylinder head used Toyota's 'T-VIS' (Toyota Variable Induction System) with dual-stage intake runners that switched at 4,200 RPM. With 10.3:1 compression and individual throttle bodies in later versions, it produced 130 hp at 7,400 RPM and 105 lb-ft at 6,600 RPM. The engine's innovation was its 'pent-roof' combustion chamber with centrally located spark plug and high-swirl intake ports that promoted complete combustion. The oil system featured piston cooling jets and a high-flow pump capable of maintaining pressure at the 8,500 RPM fuel cut. This engine became legendary in motorsport for its reliability at high RPM and linear power delivery that rewarded skilled drivers.

The high-specific output engine that brought Formula 1-inspired technology to production cars. This 1,795cc DOHC inline-four featured an aluminum block with cast iron liners and Toyota's VVTL-i system that provided both variable valve timing and two-stage valve lift. The system used hydraulic pressure to switch between low-lift cam profiles for efficiency and high-lift profiles for power, with the transition occurring at 6,200 RPM. With 11.5:1 compression and individual throttle bodies, it produced 190 hp at 7,600 RPM and 133 lb-ft at 6,800 RPM. The engine's innovation was its 'cam-changing' mechanism that used locking pins to engage different cam lobes, creating a dramatic power increase reminiscent of Honda's VTEC but with continuously variable timing as well. The forged steel crankshaft and connecting rods were balanced for 8,500 RPM operation, while the oil system used a dual-stage pump with priority main oiling. This engine demonstrated Toyota's ability to create high-revving, naturally-aspirated engines that could compete with the best from Honda and BMW.

The ultra-efficient Atkinson-cycle engine optimized for Toyota's hybrid synergy drive system. This 1,496cc DOHC inline-four featured an aluminum block with offset crankshaft and high-tumble intake ports. The valve train employed VVT-iE (electric motor-driven variable timing) on the intake cam and VVT-i on the exhaust cam. The engine operated on the Atkinson cycle through late intake valve closing, creating an effective expansion ratio of 13.5:1 despite a mechanical compression ratio of 13.0:1. With port fuel injection and cooled EGR, it produced 91 hp at 5,200 RPM and 89 lb-ft at 3,600 RPM. The engine's innovation was its 40% thermal efficiency—achieved through reduced friction, improved combustion efficiency, and exhaust heat recovery. The cooling system used an exhaust gas recirculation cooler that reduced pumping losses, while the oil system employed a variable-displacement pump that reduced parasitic losses by 50% at cruising speeds. This engine represented the pinnacle of naturally-aspirated efficiency, specifically designed to operate in its most efficient band when paired with Toyota's hybrid system.

The sophisticated V6 hybrid system that powers Toyota's luxury flagship with both performance and efficiency. This 3,456cc 60° V6 featured an aluminum block with direct injection operating at 2,900 psi and both port and direct injection systems. The valve train employed VVT-iE on intake cams and VVT-i on exhaust cams with 50° of adjustment range. The hybrid system combined this engine with two electric motor/generators and a 4-speed automatic transmission with simulated shifting. With 13.0:1 compression and Atkinson-cycle operation, the combustion engine produced 295 hp at 6,600 RPM while the total system output reached 354 hp. The innovation was its 'multi-stage hybrid system' that used the transmission's gear ratios to keep the engine operating at optimal efficiency while providing the feeling of a conventional powertrain. The thermal management system used exhaust heat recovery to warm the engine and cabin, reducing warm-up time by 40%. This powerplant demonstrated that Toyota's hybrid technology could deliver both exceptional efficiency and refined performance in a luxury context.

The rally-bred turbocharged triple that represents Toyota's return to performance with all-wheel drive capability. This 1,618cc DOHC inline-three featured a heavily reinforced aluminum block with integrated exhaust manifold and a single-scroll turbocharger. The valve train employed VVT-iE on the intake cam and VVT-i on the exhaust cam with 30° of adjustment range. The fuel system used direct injection operating at 3,625 psi with high-pressure pump driven by a triple-lobe cam. With 10.5:1 compression and 25.2 psi of boost, it produced 300 hp at 6,500 RPM and 273 lb-ft from 3,000-5,500 RPM. The engine's innovation was its 'multi-oil jet piston cooling' system that used targeted jets to manage piston temperatures during sustained high boost operation. The balancing shaft system used a counter-rotating shaft with eccentric weights that cancelled 95% of primary vibrations. The cooling system employed a dual-circuit design with separate cooling for cylinder head and block, while the oil system featured a variable-displacement pump with integrated oil cooler. This engine demonstrated that Toyota could create a world-class performance powerplant while maintaining the reliability expected from the brand.

The latest evolution of Toyota's hybrid technology that achieves unprecedented thermal efficiency through fundamental redesign. This 2,487cc DOHC inline-four featured an ultra-high 14.0:1 compression ratio and Atkinson-cycle operation through late intake valve closing. The valve train employed VVT-iE on both intake and exhaust cams with 65° of adjustment range. The fuel system combined direct injection (3,625 psi) with port injection for optimal particulate control. The combustion system used high-tumble intake ports with laser-clad valve seats and high-energy ignition. With cooled EGR and exhaust heat recovery, it achieved 41% thermal efficiency—the highest of any mass-production engine at its introduction. The hybrid system combined this engine with two motor/generators and planetary gearset, producing 176 hp from the combustion engine and 118 hp from the electric motors for combined system output of 215 hp. The innovation was its 'variable cooling system' that could control coolant flow to individual cylinders, reducing warm-up time and improving efficiency during partial load operation. This engine represents the current pinnacle of Toyota's systematic approach to efficiency improvement through countless incremental innovations.

The robust 5-speed manual transmission used in Toyota's 1990s performance icons, renowned for its strength and precise shift action. This transmission featured triple-cone synchronizers on second gear and double-cone units on third, with carbon-lined brass synchronizers on remaining gears. The gearset used shot-peened and REM-finished teeth capable of handling the 2JZ-GTE's 320 lb-ft of torque. The shift mechanism was a direct rod-linkage design with the shifter mounted directly to the transmission extension housing, providing exceptional shift precision with minimal play. The case was cast aluminum with internal ribbing for rigidity, and the differential was a torque-sensing limited-slip unit with 30% lockup in performance applications. The clutch used a hydraulic actuation system with a pull-type design that provided progressive engagement while handling high torque loads. This transmission became legendary for its durability, with many examples handling double the factory torque output without modification.

The sophisticated 4-speed electronic automatic transmission used in Toyota's flagship performance and luxury models. This transmission featured adaptive electronic control that learned driving patterns and adjusted shift points accordingly. The torque converter used a computer-controlled lockup clutch that could engage in third and fourth gears, reducing slippage for improved efficiency. The planetary gearset employed a Ravigneaux design with two sun gears and two planetary sets in a compact arrangement. The hydraulic system used linear solenoid valves for precise pressure control, and the transmission offered both Normal and Power modes, with Power mode providing more aggressive shift patterns. The transmission fluid was cooled through a dedicated radiator, and the unit was known for exceptional smoothness and reliability. In Supra Turbo applications, this transmission was strengthened with additional clutch plates and revised valve body programming to handle the 2JZ-GTE's torque output.

The lightweight and precise 5-speed manual transmission used across multiple Toyota platforms, known for its smooth shift action and durability. This transmission featured carbon-lined synchronizers on all forward gears, with double-cone units on second gear for reduced shift effort. The shift mechanism used a cable-operated design that reduced vibration transmission to the cabin while maintaining positive engagement. The gear ratios were carefully selected for each application, with sports models receiving closer ratios and higher final drives. The case was high-pressure die-cast aluminum for light weight and dimensional accuracy, and the clutch used a hydraulic actuation system with a organic disc that provided smooth engagement. This transmission proved exceptionally reliable in daily use while providing engaging shift quality in sport applications. The MR2 Spyder version featured specific mounting points and shift linkage to accommodate the mid-engine layout.

The modern 6-speed automatic transmission developed for front-wheel drive applications, featuring a wide ratio spread and sophisticated electronic controls. This transmission used a Lepelletier planetary gearset arrangement with three simple planetary sets and six clutch packs in a compact design. The torque converter incorporated a multi-plate lockup clutch that could slip continuously in higher gears for improved efficiency without compromising smoothness. The transmission control system featured AI-Shift that learned driver habits and adapted shift patterns accordingly, with multiple driving modes including Eco, Normal, and Sport. The hydraulic system used high-precision linear solenoids for clutch pressure control, and the transmission fluid was cooled through a dedicated heat exchanger. This transmission was notable for its smooth shift quality and excellent fuel economy, becoming the workhorse automatic for Toyota's mainstream models throughout the 2000s.

The advanced 8-speed automatic transmission used in Toyota's rear-wheel drive luxury and truck applications, featuring a wide 6.899:1 ratio spread. This transmission used a unique gearset arrangement with four planetary sets and five clutch packs, achieving eight forward speeds in a compact package. The torque converter featured a centrifugal pendulum vibration absorber that allowed aggressive lockup strategies as low as 1,100 RPM without compromising refinement. The transmission offered multiple drive modes including Eco, Normal, Sport S, and Sport S+, with shift times as quick as 350 milliseconds in performance modes. The hydraulic system operated at higher pressure than previous designs, with an electric pump that maintained pressure during auto start-stop operation. The transmission control unit used 32-bit processing to monitor over 200 parameters, including longitudinal and lateral g-forces, to select optimal gear changes. This transmission represented Toyota's move toward world-class shift quality and efficiency in premium applications.

The revolutionary hybrid transaxle that defined Toyota's Hybrid Synergy Drive system, combining two electric motor/generators with a power-split planetary gearset. This transmission used a single planetary gearset to combine power from the gasoline engine and two electric motors, providing continuously variable operation without traditional belts or pulleys. Motor Generator 1 (MG1) primarily acted as a generator and engine speed controller, while Motor Generator 2 (MG2) provided primary drive torque. The system eliminated the need for a traditional starter motor, alternator, or reverse gear, with reverse achieved by running MG2 backwards. The reduction gear used a parallel shaft design with helical gears for quiet operation, and the complete unit was lubricated with dedicated ATF cooled through the hybrid system's thermal management. This transmission achieved remarkable efficiency through its ability to keep the gasoline engine operating in its optimal efficiency range regardless of vehicle speed, while providing smooth, seamless acceleration.

The legendary Getrag-built 6-speed manual transmission used in the final-generation Supra RZ, renowned for its strength and precise shift action. This transmission featured triple-cone synchronizers on second and third gears, with carbon-lined brass synchronizers on remaining gears. The gearset used shot-peened and super-finished teeth capable of handling the 2JZ-GTE's factory torque output and significantly beyond. The shift mechanism was a direct rod-linkage design with the shifter mounted directly to the transmission case, providing exceptional precision with a 30% shorter throw than contemporary Toyota transmissions. The case was cast magnesium alloy to reduce weight, and the differential was a torque-sensing limited-slip unit with 30% lockup. The clutch used a hydraulic actuation system with a pull-type design and large-diameter organic disc that provided progressive engagement while handling high torque loads. This transmission became one of the most sought-after manual gearboxes among tuners due to its ability to handle well over 600 lb-ft of torque with minimal modifications.

The advanced continuously variable transmission featuring a launch gear for improved efficiency and response. This transmission used a traditional first gear for initial acceleration, then seamlessly transitioned to the CVT pulley system for higher speeds. The launch gear provided the immediate response of a fixed gear ratio from standstill while eliminating the inefficiency of torque converter slip. The CVT portion used a high-strength steel belt running between variable-diameter pulleys, with a wide 7.5:1 ratio range. The transmission offered 10 simulated steps in manual mode for more traditional shift feel, with steering-wheel mounted paddle shifters on sport models. The torque converter incorporated a multi-plate lockup clutch that could engage in all operating modes, and the transmission fluid was cooled through a dedicated heat exchanger. This design provided the fuel economy benefits of a CVT while addressing common complaints about rubber-band effect and slow initial response.

The heavy-duty 5-speed manual transmission used in Toyota trucks and performance applications, known for its exceptional strength and durability. This transmission featured wider gear teeth and stronger synchronizers than passenger car units, with double-cone synchronizers on second and third gears. The shift mechanism used a direct rod-linkage system with positive gate detents, providing clear engagement feedback even in demanding conditions. The case was cast iron for maximum strength, with all gears heat-treated for improved wear resistance. The clutch was a cable-actuated design with a larger-diameter organic disc that provided progressive engagement suitable for both performance and towing applications. This transmission proved capable of handling significant power increases and heavy use, making it popular for racing and off-road applications. Many examples exceeded 300,000 miles with proper maintenance, demonstrating Toyota's reputation for building exceptionally durable manual transmissions.

The robust 5-speed automatic transmission used in Toyota's truck and SUV applications, designed for durability and towing capability. This transmission featured strengthened planetary gearsets with additional clutch plates compared to passenger car versions. The torque converter used a multi-plate lockup clutch with increased capacity for towing applications, and the transmission offered both Normal and Power modes with specific towing programming. The hydraulic system used larger solenoids and pumps to handle higher fluid pressures, and the transmission fluid was cooled through an auxiliary radiator with its own electric fan. The transmission control system included grade logic that detected uphill and downhill driving, inhibiting upshifts on inclines and providing engine braking on descents. This transmission became known for exceptional reliability in demanding conditions, with many examples providing trouble-free service well beyond 200,000 miles in severe use including towing, off-roading, and commercial applications.

The sophisticated automatic transmission system with Multi-Terrain Select for Toyota's off-road vehicles. This transmission used the robust A750F 5-speed design but added advanced electronic controls for off-road optimization. The MTS system offered multiple modes including Mud & Sand, Loose Rock, Mogul, and Rock/Dirt, each with specific shift pattern programming. In Rock/Dirt mode, the transmission would hold gears longer and provide more aggressive engine braking for precise low-speed control. The torque converter lockup strategy was revised for off-road use, with reduced lockup in low-range to allow more slip for smooth crawling. The transmission cooling system was upgraded with a larger radiator and temperature monitoring that could trigger reduced shift pressures if overheating was detected. The system also included Crawl Control that automatically managed acceleration and braking at speeds from 1-5 mph, allowing the driver to focus solely on steering. This transmission system represented the pinnacle of Toyota's off-road automatic transmission technology, providing both civil on-road manners and exceptional off-road capability.

The refined second-generation hybrid transaxle that improved upon the revolutionary original design. This transmission used a more compact planetary gearset with reduced friction losses and improved power density. MG2 was significantly more powerful, providing 50% more torque for improved acceleration, while MG1 was optimized for higher generating efficiency. The reduction gear used a simpler parallel shaft design with fewer moving parts, and the complete unit was 20% lighter than the first generation. The power control unit was integrated with the transaxle, reducing overall size and improving cooling efficiency. The system introduced a boost converter that increased voltage to 650V, allowing more power from the same current and reducing electrical losses. This transmission could operate in EV mode at higher speeds and for longer distances, and the overall efficiency improvement contributed to the Prius's class-leading 50 mpg fuel economy. The design also incorporated better noise isolation and reduced whine from the planetary gearset, improving refinement.