At the Toyota Kenshiki Forum in Brussels last week, Toyota Europe boss Matt Harrison (55) openly said: “Mobility is a fundamental human right.” And also: “Putting everything on the battery-electric mobility card is too risky for society and the environment.” That’s why the Japanese automaker is taking a different approach than many of its competitors in Europe, which rely solely on electromobility.
Toyota’s rationale against the electric monoculture is as simple as it sounds. “People in this world are different. Individual mobility requirements are just as diverse,” explains Matt Harrison. That’s why Toyota wants to continue to offer a full vendor tray of mobility solutions. The spectrum ranges from battery electric cars to hydrogen vehicles to car-sharing offerings. That’s why Toyota’s mobility division Kinto Anyone looking for a car should find it at Toyota, Harrison explains. “No one is left behind.” can choose from among the alternatives.
15 more years of combustion engines
It’s interesting that even the internal combustion engine hasn’t made its day at Toyota and continues to play an important role in the next ten to 15 years in conjunction with full hybrid (HEV) or plug-in hybrid technology (PHEV). Scheduled to go into mass production with a plug-in hybrid drive in late 2023 or early 2024, the C-HR Prologue study (see box) proves these are not empty words. The compact SUV will not remain the only plug-in hybrid model of the Japanese, which has set up its own battery factory in Europe to supply the supply.
Toyota is going its own way once again. While many manufacturers on our continent are moving away from plug-in drive technology, for the Japanese it still plays a role. Toyota’s chief scientist, American Gill Pratt (50), explains why. The aim is to reduce emissions as much as possible. Electric vehicles are expensive. If only a small fraction of everyone can afford or want a fully battery powered vehicle, it will have virtually no impact on climate stability. In hybrid internal combustion engines, those with lower incomes and no charging facilities also contribute to the improvement of the pollutant balance. “It’s better for environmental stability to drive a hybrid car today than a car without a hybrid module,” says Pratt pragmatically. “Carbon dioxide is the enemy, not a special engine!”
Hydrogen is becoming more and more important
Toyota also takes a clear position on hydrogen (H₂). “Hydrogen will become increasingly important in the future,” explains Matt Harrison. Therefore, it is not surprising that the Japanese are involved in fuel cell commercial vehicles such as the Daimler H2 bus Citaro. Toyota also uses hydrogen technology in cars and SUVs: Toyota technicians are currently working on an H2 Hilux, and the Japanese have a hydrogen combustion engine in their lineup. Models like the Toyota Hydrogen GR Yaris aim to inspire the entertainment group. Toyota boss Akio Toyoda got behind the wheel of the hydrogen wheel and gave his approval.
It’s a good thing the engine sounds good, now has more power, and fills the hydrogen much faster. The other side is pure pragmatism: Because the price of lithium is currently skyrocketing and it takes four to seven years for new mines to become fully productive to extract the essential element for batteries.
Toyota launches biggest electric offensive of all time