2026 Hyundai Ioniq 5 Limited AWD

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There’s a reason its sales are up while others are going down. . .

By Gary S. Vasilash

There are various types of people who are interested in electric vehicles. There are those who simply think the vehicles are cool. There are those who are of an environmental bent and want to drive in something that doesn’t have a tailpipe. There are those who simply want to be on the bandwagon, and although that bandwagon has come to a crawl in the US, it isn’t entirely at a stop, just really slow.

But there is probably a very large cohort of people who might buy an EV but have a sense that EVs are too complicated or too time-consuming when it comes to charging or something else that keeps them in the market for something that takes gasoline. A hybrid perhaps, but still gasoline.

The Hyundai Ioniq 5 came out at the very end of December 2021 as a model year 2022 vehicle.

2026 Hyundai Ioniq 5: An impressive exterior design—contemporary without looking kooky, which can be a problem with those who try to seem too much of the moment. (Images: Hyundai)

In that time it has garnered an increasing number of customers. For example, during the first half of 2026 there were 20,730 Ioniq 5s sold, a 9% increase compared to the number delivered in H1 2025.

Meanwhile, over at Ford, Mustang Mach-E sales during the first half were 11,632, a decline of 46.6% compared to H1 2025.

GM Chevrolet Equinox EV had H1 sales of 16,249, but that was off 41.4% compared to the year-earlier period.

Certainly one of the reasons the Ioniq 5 is selling is because it looks contemporary, inside and out. Exterior design can be a tricky thing when it comes to trying to achieve that of-the-moment look because moments are fleeting and the result can be something that looks like its time is past—in an instant. The vehicle, which seems bizarrely EPA categorized as small SUV, is planted. The creased sheet metal on the body side brings to mind that these creases are what the Cybertruck missed: the industrial combined with the aesthetic.

The Ioniq 5 is something that telegraphs the message that it is something that is advanced but not a science project. Let’s face it: people not only buy vehicles because they are enamored of its exterior sheet metal but also because when they have it in their driveway they want to say something to their neighbors without words.*

One of the things that Tesla brought to EVs—a thing that I find a weak spot, not an advantage—is the elimination of a physical control to start the vehicle. Rather, the vehicle “wakes up” when the driver gets into it (there are key cards or phone-as-a-key instead). It is just a matter of putting it in gear and going. Upon parking, just get out and you’re good. Presumably.

I’ve been in more than a couple EVs of late that I’ve parked and departed and that continued to be active. Not a good feeling. Arguably the vehicle can’t be driven without the card or phone, but the fact that the radio is still on, the HVAC still running, and the lights can be troublesome to experience. (I was driving an EV north of $100,000 and parked it in a structure. I walked away, and happened to look back to see things were still going.)

The arrow goes to a start/stop button. A small thing that can provide operational piece of mind when you’re parking the Ioniq 5 and want to know that it is shut off when you leave.

The people who are concerned about EVs being too tricky are likely those who will walk to the other side of a dealership to look at the gas-powered vehicles when told about the “just get in and go and leave it when you’re done.”

To its credit, the Ioniq 5 has a button for starting and stopping. There is something to be said for certainty.

The vehicle seats five and the person in the back seat middle doesn’t have to deal with a transmission hump because there isn’t one; there is a flat floor. (Someone could sit in the middle, but really. . . ) Passenger space is 106.5 cubic feet, which probably means not much but know that it is roomy. There are 26.3 cubic feet behind the second row for cargo and that increases to 58.5 cubic feet if the second row is folded. And this means: not an issue vis-à-vis going to Costco.

Now with the AWD setup the range of the Ioniq 5 is 269 miles which is somewhat short—but then know that if you go to a fast charger the battery will go from 10% of charge to 80% in about 18 minutes, which is impressive in the EV space.

The people who know EVs know that the Ioniq 5 is impressive. Those who may be on the fence should know that this is one that may put them behind the wheel.

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*In my neighborhood there are so many full-sized pickups that whereas a pickup once might have signified that the owner likes to do things and get things done, now it is that they have the ability to get mulch in the Spring and to take their kids and gear to college in the Fall. The whole truckiness aspect is pretty much eliminated as the trucks have basically become a common suburban transport. So what does a given pickup communicate to one’s neighbors? That you chose a black one and they got one in red.

Good News About VW of America

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Things are improving sales-wise. . . .

By Gary S. Vasilash

While it seems Volkswagen gets mentioned only in the context of its European and China problems, it is worth noting that in the US it is actually doing better than many OEMs when it comes to both first half 2026 and second quarter 2026 sales.

Total sales for Q2 are up 24.9% compared to Q2 2025, and they are up 2.3% compared to the first half of 2025.

It must be noted that Volkswagen of America had a bit of a bad Q1 2026, with sales down 16.1% compared to Q1 2025.

So in Q2 2026 that’s quite a recovery.

2026 VW Tiguan: Posting solid sales numbers for the brand. (Image: VW)

In Q1 there were numbers like the Atlas being down year-over year by 3.2%, but in Q2 they were up 18.6%.

The Jetta was down 34.9% in Q1 but it is up 9.7% in Q2.

And even the charming but controversial ID. Buzz electric minivan gained some traction because in Q1 2026 it was -35.2% compared with Q1 2025, but in Q2 2026 it made an impressive recovery, being up 121.5% compared to Q2 2025.

However, that major increase was off a low base: in Q2 2025 there were 564 ID. Buzz vehicles sold and in Q2 2026 1,249, so it is not like there were lineups at dealerships to get the vehicles.

For the first half of 2026 there were 2,481 ID. Buzz units sold, which pretty much explains why the company is giving a pass to the vehicle for model year 2026.

Notably, the Tiguan, which is in the highly competitive compact crossover category, is doing markedly—and deservedly—well.

For the first half there have been 52,930 Tiguans delivered, or 32.5% of all the vehicles VW sold during that period.

Quite an accomplishment since VW has eight other vehicles in its lineup.

2026 Mazda CX-70 Turbo S Premium

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How to make a precision vehicle

By Gary S. Vasilash

“Cars are primarily made from steel, and we need dies to produce the body parts. The precision of the die determines the quality of our cars. At Mazda, we use machine processing to create dies with high precision, but then our Takumi add the final touches by hand to achieve ‘KODO Design.’

“’KODO Design’ uses the play of light and shadow to create designs that make people feel like the car is a living being. To achieve this beauty, our dies must be perfect down to the micrometer level.”–Chiharu Saeki, a technical engineer in the Tool & Die Production Department, Mazda Motor Corporation

A couple things to think about regarding that quote:

  1. Stamping dies are used, of course, to produce body panels in presses that produce from 1,000 to 5,000 tons of force. The stamping dies that go within the presses are larger than the object being produced. For example, while a door might measure 1.2 meters by 1 meter, the die will measure 2.5 meters by 2 meters. The business portions of the dies (i.e., the areas where the forming occurs rather than the support structure) are made with extremely durable tool steels. And know that not only are they dimensionally big, but they are massive, generally weighing from 50 tons to 72 tons.
  2. A micrometer is one millionth of a meter. The width of a human hair is about 80 micrometers.

Certainly to make a die some serious machining is required at the start of the process in order to remove steel. Realize it starts with a rectangular blocks of steel that must have forms cut into both the female and male sides of the dies.

But precision machining notwithstanding, the Mazda craftspeople then look at the surfaces generated by the machining and make minor adjustments to those surfaces with hand tools.

One could argue that when dealing with micrometers this might not be noticeable to the end consumer of the product. But (a) “might not” doesn’t mean they don’t and (b) the people at Mazda think it important that they do their very best, so good isn’t good enough.

And while on the subject of things at the microscale, Mazda uses a painting process that its engineers developed that puts a precision reflective paint layer on the surface measuring about 5 micrometers, compared to the typical automotive layer that is 20 or more times thicker. By using the precision process Mazda creates what are some of the best finishes in the automotive world—and it helps that it is applied to surfaces produced by attention to the details of the die surfaces.

2026 Mazda CX-70 in Melting Copper. A young parking lot attendant provided an unsolicited enthusiastic response to the color, and let’s face it, he sees a lot of vehicles on a daily basis. (Image: Mazda)

Which brings us to the Mazda CX-70, which is built in the Mazda Hofu Plant, meaning a place where there are craftspeople, a.k.a. Takumis.

The CX-70 is a two-row crossover that is as long as the CX-90 three-row crossover (because it is based on the same platform. But because it doesn’t have the third row it provides second-row passengers with surprising legroom (39.4 inches) and capacious cargo volume: 39.6 cubic feet with the second row up and 75.3 cubic feet with it folded.

It is powered by a 3.3-liter inline six that produces 340 hp, with supplementation from a 16.6-hp electric motor that aids such things as performing a transparent stop-start (no, not all people are against these systems that serve to save fuel) and the acceleration after a stop. The electricity is provided by a 48-V mild hybrid system. There is an eight-speed automatic transmission. There is standard AWD.

The same level of care exhibited on the exterior is also evident on the interior, both in terms of the surfaces and interfaces that people touch and see and in the use of buttons for frequently used functions (e.g., HVAC; audio). On the subject of audio: Mazda has been working with Bose for literally decades and the sound quality shows what experience can do. (I would suggest the Mazda Design Department take a look at the graphics used by many other OEMs for their embedded navigation systems and borrow some cues.)

Compared to companies that offer competitive products—like the Honda Passport and the Jeep Grand Cherokee—Mazda’s US sales are significantly smaller.

But the thing is: what it doesn’t have in volume it more than makes up for in precision of execution, all the way to the level of microns.

2026 Lexus LX 700h Overtrail

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Yes, you can take it off the beaten path. But would you? (I wouldn’t)

By Gary S. Vasilash

I will admit that I am sometimes—not all the times, but some—mystified by some vehicles that are engineered to be taken off-road.

Now let’s say that someone can afford more than one vehicle. One is for fun and the other function. The fun one could be an off-road vehicle.

But a question becomes how much that fun is going to cost relative to the amount of fun experienced through the use of that product.

That is: Say you buy a ticket for Cedar Point or Kings Island or some other place predicated on excitement and rather than going on a roller coaster you spend your time in the snack bar. The price of that ticket is largely based on the use of the rides. (You certainly don’t want anyone to skimp on the maintenance.) And there are plenty of snack bars on the other side of the turnstiles that don’t charge a fee to get in.

This may be the only time you see a Lexus on rocks like these. (Images: Lexus)

So if you buy the ticket but don’t take the ride you’re not going to have the thrill of someone who takes advantage of the venue.

Similarly, I suspect, someone who buys an off-road-capable vehicle could think “I can go anywhere and do anything” or “This will show Henry next door that I’ve really made it with my new set wheels” and that is enough to justify the buy. Apparently.

While the percentage of people who actually take off-road-capable vehicles off road is fairly small—I’ve found no numbers above 5%–that’s still a market for the OEMs to address.

Certainly some off-road vehicles are simply quintessential, like, say, the Jeep Wrangler or Ford Bronco. These are vehicles that almost beg to be taken off the tarmac—in part because when they are on the tarmac the ride experience isn’t particularly good (and even if an argument is made that the suspension setups can be adjusted for a non-rock-strewn surface, there’s no getting away from the semi-defining sound of the large, chunky tires and little in the way of noise-attenuating countermeasures).

But then there’s something like this, the Lexus LX700h Overtrail.

This is a large (200.59 inches long; 78.35 inches wide; 74.61 inches high; a 112.2-inch wheelbase; 8.07 inches of ground clearance—all of which is to say that (1) the various sensors and cameras are key for things like maneuvering in parking lots and (2) you’d probably pull a muscle were you to try to climb into the cabin without a running board) magnificent beast—with the word beast, of course, in the context of the Disney version of The Beauty and the Beast, with the Beast reverting back to an elegant prince).

That is the smaller of the two screens, primarily focused on the various off-road settings and parameters. Odds are it will be like the additional software people never use on their laptops.

The LX700h is based on the TNGA-F platform, which is also used for the Toyota Tundra pickup truck, a vehicle that is engineered anticipating that it will have the stuffings knocked out of it (and I suspect more pickup owners use the capabilities of their pickups than the owners of off-road vehicles do of their machines).

You may have noticed the “h” in the name of the SUV. Yes, that stands for hybrid. Which might lead you to think that the vehicle might be Prius-like in its performance. Which is not the case.

Rather, this hybrid setup, which supplements the V6 engine with a 48-hp electric motor so there are 457 hp produced as well as 583 lb-ft of torque at 2,400 rpm. A key point of the hybrid setup is to help generate that high torque at comparatively low rpms. Also, it aid the gasoline engine when the vehicle is towing (with an integrated tow hitch it has an 8,000-pound towing capacity) or going up a hill or the like.

The LX 700h Overtrail has front and rear locking differentials, 18-inch wheels and 33-inch all-terrain tires.

Ready to roll over the tough terrain.

But it is a Lexus first and foremost.

As such it has semi-aniline leather seating, which is probably nicer than any furniture in your house. Plus, the front seats are heated and ventilated, which is likely not the case with any at-home furniture. It has open-pore wood trim. It is, in a word, luxe.

Yes, there are things like a 12.3-inch infotainment display and a 7-inch lower touchscreen because evidently more info is what’s needed. The audio system is sweet sounding.

The point is, this is a wonderful package that has a base MSRP of $119,550.

I don’t know about you, but I would worry about scratching the paint during an off-road excursion. So I guess the point is lost on me.

However, the people at Lexus are clever, so there are other variants of this vehicle: the LX 700h Luxury and the LX 700h Ultra Luxury.

And those, I think, are the sweet spot for a Lexus.

2026 Mazda CX-90 Turbo S Premium Plus

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Design and details make this a standout vehicle in a category needing difference

By Gary S. Vasilash

One of the places that Mazda has consistently been a leader in is exterior design execution.

Arguably no other OEM does as well a job on putting out vehicles with stand-out designs not on a here-or-there basis, but across the board, from the top to the bottom.

There seems to be a recognition at Mazda that whether someone can afford an entry level vehicle or the one that is the most expensive, for that person it is their new vehicle that they are proud of. While the high-end vehicles from marques generally have little someone can feel underserved about, often the other vehicles in the lineup don’t resonate as well.

But Mazda is different. It puts its design mark on every vehicle that wears its badge, and that is a highly laudable thing.

Another way Mazda is different is that it doesn’t follow the overall design trends that tends to make too much seem too much alike.

That is, consider the CX-90, its three-row crossover.

Mazda CX-90: The details make the difference. (Image: Mazda)

Nowadays there is an evident rush toward making crossovers—large and small—boxier. This, apparently, is meant to make people think that these vehicles are ready for the Rubicon Trail, people who couldn’t find the Rubicon on a map. (In case you are wondering, it is about a two-hour drive northeast of Sacramento.)

Rather than boxy—or a previous design approach that can be described as “blobby”—there is an overall theme to the design of the CX-90 brings to mind the Streamline Moderne era of the late 1930s and 1940s. There are curves and lines that seem to be indicate the body is streaming through the air.

The top metallic trim piece with speed lines is echoed below in the design of the door handle. (Image: gsv)

And this design theme is picked up in the cabin, as well, with metallic trim accents that are certainly Moderne.

However, the most distinctive thing in the interior is the material on the instrument panel that is handmade-paper-like in appearance and which has two pieces, top and bottom, that appear to be joined by stitched thread. This is described by Mazda as the use of a Japanese weaving technique known as “Kumihimo.” You will not find this—or anything like it, for that matter—in any other crossover vehicle.

The blue line goes to the Kumihimo” stitching. The green line goes to the metallic piece that runs across the instrument panel, wrapping up to the HVAC vents at the A-pillars. (Image: gsv)

Those delicate stitches show that there is a recognition the CX-90 is a premium vehicle that is about comfort, not something that one can imagine having globs of mud hosed out of, as is the case with many other vehicles in the category.

The CX-90 offers seating for seven or eight, depending on the type of seats selected. And for those passengers it is an environment that is characteristic of the country club, not a nearly inaccessible trailhead.

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The Non-Design Aspects

The CX-90 Turbo S Premium Plus (yes, that’s a mouthful) is powered by a turbocharged 3.3-liter turbocharged straight six. This is a mild-hybrid that, when the recommended 91 octane fuel is used, produces 340 hp and 369 lb-ft of torque. When 87 octane is used (a.k.a., “regular”) the engine controller figures that out and consequently there is a reduction of power to 319 hp.

The official name of the engine is the e-Skyactiv G 3.3 Turbo with M-Hybrid Boost. What this means is there is a 48-volt mild-hybrid assist system, an electric motor that helps provide smoother starts and a modicum of efficiency. (This system just works; there is no plugging in required.)

There is an eight-speed automatic. There is intelligent all-wheel drive (i.e., it comes into play when needed).

Even with that highly respectable performance the vehicle returns an estimated 23 mpg city, 28 mpg highway, and 25 mpg combined.

There is a 12.3-inch infotainment touchscreen display. The knob-centric Mazda infotainment interface is used; while not great, it is something that one quickly becomes used to.

There are wireless Apple CarPlay and Android Auto connectivity. There are USB-C ports for all three rows. There is a wireless charge pad just below the infotainment screen (though I’ve got to say it would be better if it was a bit larger because I found spirited driving and the phone in that space not to be particularly consonant).

Among the tech offered in the package are i-Activsense (Mazda really likes names) safety features including a 360° View Monitor with See-Through View, Rear View Monitor (dynamic reversing guidelines), Smart Brake Support Rear, Smart Brake Support Front Crossing, Front Cross Traffic Alert, and and Trailer Hitch View. That’s right: the CX-90 can tow: 3,500 pounds or, when equipped with “Mazda Genuine Towing Accessories,” 5,000 pounds.

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One Thing to Consider

While the entry CX-90, the 3.3 Turbo Select, starts at $39,300, the 3.3 Turbo S Premium Plus starts at $57,570. This puts it into entry-lux category. Which may make one think about vehicles like, say, the Acura MDX or the Infiniti QX60 because those marques are considered to be more lux than Mazda, which is mainly a mainstream brand.

But again, look at the design. Look at the detail.

Those make a big difference and act in the favor of this vehicle.

Mitsubishi Has an EV Coming Soon

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Perhaps not propitious timing in the US, but needs must. . .

By Gary S. Vasilash

According to research conducted by IPSOS NVCS for Mitsubishi Motors North America:

  • 96% of compact CUV owners who shopped for a Mitsubishi Outlander purchased one.
  • 94% of subcompact CUV owners who shopped for a Mitsubishi Eclipse Cross purchased one.
  • 97% of small CUV owners who shopped for a Mitsubishi Outlander Sport purchased one.
  • 92% of plug-in hybrid owners who shopped for a Mitsubishi Outlander Plug-in Hybrid purchased one.

Which seem like awfully good numbers.

But the thing is, the people who shopped those vehicles must have been specifically shopping those vehicles because sales of Mitsubishi in Q1 2026 were fairly underwhelming, with a total of 26,884 vehicles sold.

Clearly it could have used more shoppers for its four vehicles.

It is somewhat surprising that Mitsubishi doesn’t do much, much better in the US market because this is not only a company with a long pedigree (its first vehicle, the Model A, was launched in Japan in 1917), but over the years has made some notable vehicles (e.g., the Lancer EVO) and according to the most-recent JD Power Vehicle Dependability study, with 208 points, is four points below the industry average, but tied with Genesis.

Mitsubishi announced today that it will introduce the Eclipse Sportback EV in North America in the second half of this year.

Mitsubishi Eclipse Sportback EV. Mitsubishi is nothing if not stylish with its vehicle designs of late. (Image: Mitsubishi Motors North America)

Yes, an electric vehicle.

Mitsubishi is no stranger to EVs having produced the i-MiEV, which some consider to be the first highway-capable, mass-produced EV. It appeared in Japan in 2009. It made it to America in 2011.

“Highway-capable” must be taken with a grain of lithium. It produced 66 hp and had a range of 62 miles. Presumably that range was severely reduced when people were hard on the throttle to get up to highway speed.

Arguably the i-MiEV didn’t do any favors to Mitsubishi or electric vehicles.

There were only some 2,100 sold in the US between introduction in 2011 and discontinuation in 2017.

The Eclipse Sportback EV is based on the current Nissan LEAF. Mitsubishi and Nissan are alliance partners, so platform sharing makes sense, especially for EVs that desperately need to achieve production scale.

The new LEAF is well-regarded, which means this is likely a good way to go for Mitsubishi.

But what isn’t particularly good is that in Q1 2026 Nissan sold just 668 LEAFs in the US.

Still, Mitsubishi needs more product, and this will give them that.

2026 Volkswagen Golf GTI S

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For those who like to drive with spirit—but who also have a daily life

By Gary S. Vasilash

Earlier this year Volkswagen of America, which relaunched its “Drivers Wanted” marketing campaign, held a contest to win various items of VW swag. . .and, for the grand prize, a 2026 Golf GTI Autobahn.

Here’s the thing.

VW has been making a concerted effort of late to provide an array of crossovers to the U.S. market. There are the Atlas and the Atlas Cross Sport. The Taos and the Tiguan. The ID.4 and the ID.Buzz (yes, this last one is a minivan, but VW categorizes it as an SUV, so. . .).

This makes a whole lot of sense because let’s face it, American consumers just like that architecture so they buy lots and lots and lots of crossovers.

So VW Marketing has been putting a particular focus on those vehicles (e.g., some of the TV spots for the new Tiguan are really well done and that work has probably had more than a little something to do with the fact that in Q1 2026 Tiguan sales were up 55.2% compared with the period a year earlier.

Another thing that VW Marketing had been doing was touting the EVs on offer, the ID.4 and the ID.Buzz. Those efforts have been put on the shelf, it seems, for now, because, well, there is exceedingly diminished interest in electric vehicles at the moment, even though they continue to receive outsized media (paid and otherwise) attention.

But the thing is, when it comes to the notion of “Drivers Wanted”—which really ought to be “Drivers Wanted,” with huge emphasis on the driving, none of the aforementioned vehicles are really Drivers vehicles.

The crossovers are pretty much predicated on the packaging.

The EVs on the propulsion system requiring no gasoline.

This is not Driving.

(Yes, yes, the ride and handling of all of the above are certainly factors. But carving a turn is not the sort of thing someone is even going to think about in an ID.Buzz.)

Driving is what you do in a GTI.

VW Golf GTI. Looks quick. Is quick. (Image: Volkswagen of America)

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The 2026 Golf GTI is the eight generation of the model, so there is considerable experience behind it.

The Golf GTI has been available in Germany since mid-1976. It became available in the US in late-1982. . .but as the “Rabbit GTI,” because that was what the hatch was called in the US at the time. (And perhaps even more extraordinary, the vehicle was built at VW’s first US assembly plant, in Westmoreland, PA. (The plant opened in 1978 and closed 10 years later.) The Golf GTI name was applied in the US in 1985.

The eighth-gen has been available in the US since model year 2022, but the vehicle got a facelift for model year 2025.

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The vehicle is powered by a turbocharged 2.0-liter engine, designated the EA888 evo4. It produces 241 hp at 5,000 rpm and 273 lb-ft of torque.

The “4” in the engine designation means that this is the fourth-generation EA888. (It could mean that it is a four-cylinder engine. But it doesn’t mean that.)

To given an indication of how there were significant efforts made to improve the evo4 versus its predecessor: the evo4 uses a high-pressure direct-fuel-injection system that puts the gas where it needs to go at 5,076 psi. The previous generation a mere 2,900 psi. (And to be fair to it: generally when you’re talking direct-injection systems the average fuel pressure is from 1,500 psi to 3,000 psi, so at 2,900 psi, it is at the high end.)

One feature of the GTI powertrain that may make some people think “Driver, my foot,” is that there is no third pedal. (And know that the pedals in the GTI are performance-appearing metal.)

That’s right: it isn’t a manual.

Rather, it has a seven-speed DSG dual-clutch automatic with Tiptronic (with the last bit meaning you can use steering-wheel pedals to shift—but trust me: the transmission probably knows what it is doing more than you know about the appropriate gear to be in under given conditions).

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Now there are other compact hot hatches out there.

But there is one characteristic of the Golf GTI that is different than what you’ll often find, which is a chassis that is rather robust. This is a consequence of the use of high-strength, hot-formed steel. The steel is so strong that in order to form it it has to be heated up first or the dies will break if someone attempts to stamp it. After it is stamped and cooled, it reverts back to its very-strong state. Even ultra-high-strength steel is used for the chassis. Why is any of this important? When you want a substantive chassis when you’re driving hard.

There are other things done to make this a solid vehicle, like using two solid-mounted subframes. And the use of laser welding in some areas rather than the conventional spot welding (the laser provides more precise positioning of the welds and allows linear welds were needed rather than a series of spots separated by gaps).

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Inside the S trim there is something that is completely throwback in the otherwise completely contemporary car. (Yes, yes, there are things like a 12.9-inch color touchscreen infotainment system (called the Discover Pro MIB3) and a 10.25-inch configurable driver gauge screen (called the Digital Cockpit Pro). (You’ve sometimes got to wonder about VW and its naming regime.)

The front sports seats are trimmed with a grey and black tartan plaid pattern, a nod to heritage that GTI enthusiasts will appreciate and first-timers will find to be a look that is different than can what can be found in the interiors of other vehicles. (Like the other vehicles there is an abundance of the use of red on the interior for trim bits and bobs, including the stitching.)

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OK. It looks quick. It is quick (Car and Driver went 0 to 60 in 5.6 seconds).

But as sporty as you may be, sometimes there are other people and stuff to take along for the ride.

Yes, “Drivers Wanted.”

But even Drivers need some additional space (unless they have sufficient funds to have a sporty car and a utile vehicle, and speaking of funds, the starting MSRP for the S trim is $34,590).

While it is said to seat five, let’s be realistic and call it four. Open the hatch and there is 19.9 cubic feet of cargo capacity, which is useful. And if you really need some additional usefulness and don’t need to put people in the rear seat, you can fold it and get 34.5 cubic feet of space for stuff.

Stuff and speed.

Imagine.

Toyota Studies Crashes. . .

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. . .so maybe you won’t have to experience the consequences

By Gary S. Vasilash

An adult human head weighs an average 4.5 kg.

A child, 3.5 kg.

Clearly something that you’re unlikely to know.

But some of the researchers at the Toyota Collaborative Safety Research Center (CSRC) in Saline, Michigan know that and a whole lot more about the human body, particularly the human body in relation to motor vehicles, whether that body is on the outside of a vehicle at speed or inside one.

Yes, the CSRC researchers are all about determining the consequences of accidents as well as doing research on preventing accidents, be it by assuring that drivers pay attention to their task or by creating infrastructure that can alert drivers to potential hazards ahead.

Toyota established CSRC in 2011 and through FY 2027 will have invested $115 million in the operation.

Inside the Toyota CSRC. (Image: Toyota)

One interesting aspect of the approach taken is found in the first word of the name of the outfit: Collaborative.

CSRC works hand-in-hand with universities and research institutions to carry out the investigations, some of which it has long-term relationships with (e.g., it has been working with the University of Virginia (UVA) for 15 years).

As Jeff Makarewicz, Toyota Motor North America Group Vice President, R&D, put it: “CSRC was built on the idea that the best safety research happens when you invest in relationships over time, with the best institutions, the best researchers, and a shared commitment to publishing what you find.”

Yesterday (June 2) it announced 10 new research projects—including three with UVA:

  • “Virtual testing sensitivity to human model body updates”
  • “Foot posture and implication for ankle injury risk prediction”
  • “Lumbar spine injury prediction with crash test dummies”

The other seven range from “Adapative interfaces for increasing ADAS adoption” with MIT to “Naturalistic vulnerable road user detection with Micro-Doppler Radar” with Purdue.

One of the things that Toyota researchers have developed for this research is THUMS—the Total Human Model for Safety. This is a virtual crash-test dummy. It recently released version 7 of THUMS, which includes greater fidelity to things including the spine and the small intestine.

(Let’s face it: thinking about a motor vehicle accident in relation to the small intestine may be more disturbing than the average weight of a head.)

Not only does Toyota make THUMS freely available to whoever wants to use it, the research performed by CSRC and its research partners is also open.

There is an interesting knock-on effect of CSRC.

Dr. Zhaonan Sun did his Ph.D. work at UVA: he was a graduate research assistant at its Center for Applied Biomechanics, supervised by Dr. Jason R. Kerrigan. That center is the largest injury biomechanics research center in the world.

Sun is now a principal scientist at CSRC. Consequently, given the collaborative research model he is working with Kerrigan and other former UVA colleagues on safety-focused research.

So not only does CSRC contribute to the knowledge base that can lead to safer vehicles, but also to helping develop more people who can carry on that work.

You spend some time learning about lap belt interaction with the pelvis in frontal crashes (work Sun performed) and the effect of subcutaneous adipose tissue (a.k.a., “fat”) and you quickly know that safe driving isn’t just something to think about, but something to do.

And when you see a demonstration of a head model being propelled into the hood of a Toyota Sienna minivan by a large electrohydraulic device you also know that being a watchful pedestrian is a good thing to be.

Should You Need to Run the Nürburgring. . .

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. . .Toyota has a car for you

By Gary S. Vasilash

The just-introduced Toyota GRMN Corolla can, according to the company, handle hot laps at the Nürburgring.

It has two seats.

So given where it can run and given the limitation in the number of passengers it can handle, odds are it won’t become a daily driver to take the kids to school or make Costco runs. As it is going to be available in an unspecified low quantity, that may not be an issue.

(Image: Toyota)

One interesting aspect of the GRMN Corolla is that its 300-hp, three-cylinder 1.6-liter engine was tuned taking cues from the hydrogen-powered engine that Toyota runs in a GR Corolla in the Super Taikyu Series.

To make it light, not only was the rear seat eliminated, but extensive use of carbon fiber was used. As in:

  • Hood
  • Front fenders
  • Front side spoilers
  • Rear wing

And the Carbon Section at the Toyota Motomachi Plant produced carbon fiber ornamentation for the instrument panel.

Speaking of the instrument panel, the pad surface features Morizo’s—a.k.a., Akio Toyoda’s—signature. As the chairman of Toyota Motor Corp.—and Master Driver—he’s the guy who can greenlight vehicles like the GRMN Corolla.

When you like to drive fast and you’re name is on the building that is the largest vehicle manufacturer in the world, why not?*

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*Yes, the company name is spelled “Toyota” and the family name “Toyoda,” but that was a business decision made back in 1936.

On the Ferrari Luce Design

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Something entirely different—especially on the inside

By Gary S. Vasilash

What’s interesting about the Ferrari Luce, the first-ever five-seat Ferrari as it is (1) based on an all-new platform and (2) happens to be an electric vehicle (according to Ferrari, its conventional setup with a front-mid engine and a rear gearbox doesn’t allow that center rear seating position), is that it doesn’t look like a Ferrari.

Ferrari Luce. (Image: Ferrari)

Which is probably a good thing for a new generation of buyers who don’t even remember the reboot of Magnum PI, to say nothing of the original.

The primary reason why it looks un-Maranello is because it wasn’t designed in the Ferrari Design Studio but by LoveFrom, “a creative collective of designers, architects musicians, film makers, writers, engineers and artists.”

Which was established by Sir Jony Ive of Apple fame. Who has been joined by Marc Newson, who has designed everything from furniture to table wear to the Ford 021C concept car of 1999 which, incidentally, he designed at the Carrozzeria Ghia in Turin, Italy.

Ford 021C concept (Image: Marc Newson Studios)

Small world. (Maranello is about 190 miles from Turin.)

Ive may have developed a car, too, the one that Apple worked on, but at the moment that’s not apparent to the outside world.

In the description of the 021C proffered by Newson’s studio it says:

“The car interior is a primary focus, relating strongly to Marc’s signature furniture designs.”

And arguably the interior of the Luce says “This wasn’t designed by typical automotive interior designers” far more forcefully than the exterior says “This wasn’t designed. . . .”

There are mechanical buttons. Dials. Toggles. Switches. Aluminum. Gorilla Glass (a nod to the iPhone?).

An interior designed for physical engagement. (Image: Ferrari)

The analog clock looks remarkably like the classic Braun alarm.

Yes, yes, there is digital tech, too.

But the interior design is something that the driver tactually engages with.

And that is what I think Ive brings to it. He knows there is a difference between staring at a screen and directing a vehicle with a reported 0 to 100 km/h time of 2.5 seconds.

That’s the difference between a guy who spent his career designing for the leading consumer digital products company and someone who works in the auto industry and wishes they were in Cupertino.