In Japan, the Toyota Crown is well-known, as it celebrated its premiere back in 1955. The Crown, with the particularly elegant versions under the Crown Majesta label, is a luxury sedan that is more about its model name than about the brand Toyota is classified. It was one of the first models with a navigation system and introduced a driver monitoring system to prevent microsleep. In its new generation, the Crown makes a mighty leap and practically mutates into a boldly designed crossover. Optical boredom was yesterday, because first of all the Japanese, which should conquer the United States in particular in the coming years, simply looks good, not least with its two-tone paintwork. Not surprisingly, the new Crown, despite its reorientation, is both a crossover and a hybrid drive, because later than many others, the Japanese are slowly but surely increasingly switching to electric drives.
The customer in the USA not only has the choice between the three equipment variants XLE, Limited and Platinum, but can also choose between the two drive trains Hybrid and Hybrid Max with fourth-generation drive modules. Significantly more interesting than the 234 hp standard hybrid with four-cylinder naturally aspirated engine is the more powerful version of the Hybrid Max drive train, which is offered exclusively in the noble platinum version. Its 2.4 liter four-cylinder turbo delivers an impressive 250 kW / 340 hp and a maximum torque of 540 Nm, which is available from 2,000 rpm. The 264 hp petrol engine is supported by two electric units on the front and rear axles, which deliver 61 and 59 kilowatts respectively.
From a standing start, the 4.98 meter long all-wheel drive accelerates to 100 km/h in 5.9 seconds. The noise level is restrained at normal speeds until it gets to high revs, because then the four-cylinder turbo sounds clearly audible, although the top model instead of the normal one CVT transmission is equipped with a six-speed automatic. The package of drive and chassis of the almost two-ton Japanese pleases, because the chic crossover drives on the new GA-K platform much more dynamically and agile than you would have expected. The feedback from the smooth steering is good and depending on the driving mode selected, the chassis is pleasantly firm without being uncomfortable. The automatic transmission, despite its only six gears, once again underlines why a technical step solution works much better connected than a CVT automatic, which puts low real consumption above all else.
Admittedly, with a standard consumption of 7.8 liters of premium fuel per 100 kilometers, the Crown Hybrid Max is not a champion of economy and one can discuss why Toyota continues to primarily rely on serial hybrids and not plug-in models with a significant electric range. But it can be assumed that the world’s largest car manufacturer will be more likely to roll out electric models onto the market in the medium term and that the part electricians with plugs will no longer have more than a secondary role. Those who want to bet on a low thirst can opt for the 234 hp Toyota Crown Hybrid, which consumes only 6.2 liters of fuel.
The Toyota Crown Hybrid Max is available at prices starting at US$ 52,350 exclusively in the noble platinum version. It not only offers six driving modes, a stately 21-inch model, air-conditioned leather seats and a 12.3-inch touchscreen, but also LED headlights, a panoramic roof, a JBL audio system and distance cruise control. The digital instruments are clear and operation via the various modules is easy. What’s sorely missing is a head-up display and advanced driver assistance features. The interior space is always generous and, thanks to the 2.84 meter long wheelbase, also suitable for long journeys in the rear. The seating position is fine, but suffers from the flat roofline for tall passengers in the second row. The loading volume is rather manageable at 430 liters, but always sufficient. If you want, you can split the rear seats down. Good: the outer seats can also be heated in the rear. Something like the new Toyota Crown should also have a chance in Europe – but without a purely electric version it would be difficult.
