![]() For Toyota models, 180kW(240hp) on regular is sufficient.īetween the naturally aspirated A25A and V35A-FTS there is one engine what this forum calls the 'main workhorse engine' (though it kind of isn't), a long overdue replacement for the now over-a-decade-old GR series. ![]() It needs at least 200kW(270hp) to be competitive against underrated German competitors but it would probably require premium fuel to reach that level of specific output (Nissan can do it on regular because it has variable compression). The 8AR-FTS we have right now is neither powerful nor responsive, and the efficiency (36%) is mediocre at best. It's the winning formula in every market and used by every manufacturer in existence. In this entire lineup, the A20A-FTS is THE MOST important engine for Lexus because a 2.0T is the golden standard for every compact-to-full size vehicle regardless of bodystyle. I think in this lineup, turbocharging accounts for a separate model instead of a variant, since the application and design could be very different from the NA version. The one between the A20A and A25A is almost certainly the A20A-FTS. Expect 75kW(100hp) for the hybrid variant and 90kW(120hp) for the gas-only variant. It will have the full Dynamic Force package since its competitors will be pretty advanced as well. no experimental concepts/lab prototypes), a 1.5L NA is much more likely. Since this lineup includes engines that are already production-ready or are in production-engineering phase (i.e. The second one can either be a 1.0L turbocharged I3, or a 1.5L naturally aspirated I4, although I'm leaning towards the latter, since Toyota once said they won't make a turbocharged engine for the Prius until they can achieve 45+% thermal efficiency. Expect the same 40% thermal efficiency and 50-60 kW of power. The KR already has ESTEC package built-in, but D-4S and Dual VVT-i (with VVT-iW on intake valves) are both somewhat expensive for a very low-end application. The first one is obviously a 1.0L Inline 3, it will basically an updated 1KR-FE, although it's unknown how much tech package it is going to receive. The 'B' versions that includes more exotic technologies such as HCCI and Variable Compression should be post-2021.īelow the A20A there are two engines that obviously need to be introduced for TMC's small cars to replace the KR/NR/ZR series. Also these engines will likely have exactly the same tech package, hence A25'A'/V35'A'. Note that Kei car engine (660cc) won't be in this lineup since it belongs to Daihatsu's DNGA. We can be confident that in the image above, the engines are ranked by their displacement. OK, now let's start from the bottom because we want to leave the best for the last. It’s expected that new engines and transmissions will power 80% of new Toyota vehicles by 2023, and that the overall number of engine types will be reduced by 40%.Įlectrification remains a top priority, with more than 10 EVs planned for released by the early 2020s - even so, Kishi believes 90% of all Toyota vehicles will still have a gas or gas-electric powertrain by 2030. But we don’t think it’s appealing from the marketing perspective.” “Therefore, in terms of technology, it’s possible to make happen. “An internal combustion engine, with things added to equal the fuel economy performance, can actually be more costly than a hybrid,” Kishi 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. ![]() Gasoline-electric hybrids, by contrast, have already reached parity with gasoline-only engines, when fuel economy is taken into account, he said. Kishi believes EVs will still cost more, even in 2030. Unsurprisingly, hybrid technology will play a major role, with Toyota developing engines that can work on their own or as a gas-electric powertrain: In an interview with Automotive News, new Toyota powertrain boss Hiohisa Kishi outlines the company’s strategy in keeping internal combustion engines competitive as the auto industry shifts towards electrification.
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