Un visitante desprevenido podría equivocarse. Tanto Toyota junto, impecables, blanquísimos, como recién sacados del horno, no pueden pertenecer a ningún organismo humanitario que desarrolle su actividad en una ciudad polvorienta, sucia, que acaba de sufrir el peor desastre natural del continente.  

[Independent (Kampala)] Kampala -- CFAO Mobility Uganda is thrilled to announce the return of the Toyota Dream Car Art Contest for its 18th edition, marking the second time Uganda will host this exciting global event. This contest encourages young, creative minds aged 15 and under to imagine the future of mobility through art.

Toyota had introduced Festival Limited Edition variants of the Glanza, Taisor and Hyryder a couple of months ago, with free dealer-level accessories. Now, Toyota is offering the same accessories packages at a discounted price on the Glanza, Taisor and Hyryder as part of year-end benefits.  

1. Glanza and Taisor get dealer-level accessories at discounted price
2. Other exclusive year-end offers extend to over Rs 1 lakh

Toyota Special Limited-Edition variants: what’s new?

All three cars essentially come with dealer-level accessories such as chrome highlights for the grilles and bumpers, 3D door mats, door visors and full body covers. These accessories can be availed on all trims of the Glanza, on the lower-spec E, S and S+ trims of the Taisor, and on the S, G and V trims of the Urban Cruiser Hyryder. These, however, cannot be opted for with the CNG variants of any car.

The accessory package on the Glanza is available for Rs 17,381 (down from Rs 20,567); the one for the Taisor costs Rs 17,931 (down from Rs 20,160), while the Hyryder’s accessories package is listed for Rs 50,817 (no change from regular price). These prices are applicable till December 31, 2024.

Apart from these accessories, customers can also avail of other exclusive year-end offers worth over Rs 1 lakh, although Toyota has not specified the exact nature of these benefits. Toyota is likely to have extended these benefits in an effort to clear stocks before the year-end. 

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Between May 1, 2023 and April 30, 2024, a whopping 44 percent of Toyota’s total sales came from rebadged Maruti products like the Baleno-based Glanza, Grand Vitara-based Hyryder and Ertiga-based Rumion. This model clearly seems to be working for Toyota, and now, there’s a fourth Maruti-based offering, called the Toyota Urban Cruiser Taisor.

Toyota Taisor design

This newest Toyota is a badge-engineered Fronx, which is a handsome car to begin with owing to its crossover-esque stance and coupe-like roofline that exert serious appeal. Furthermore, Toyota designers have done a neat job by seamlessly integrating design elements that firmly link it to other models from the Japanese brand. For example, its DRLs are similar to the Hyryder and the grille, with its honeycomb pattern, is similar to the pre-facelift Innova Crysta. As a result, the Taisor looks like it is a part of the Toyota family when viewed from the front. 

Compared to the Fronx, its 16-inch alloys sport a different design, and at the rear, the outer section of the tail-lamps with C-shaped LEDs are new. The connected LEDs on the tailgate are identical to the Fronx, and when you look closely, the LEDs in the tail-lights in the outer and tailgate section don’t seem to match.

Toyota Taisor interior

Toyota Taisor Performance

Like the Fronx, the Toyota Taisor is available with a 1.2-litre petrol engine with a 5-speed manual and automated manual transmission (AMT), and a 1.0-litre turbo-petrol mated to either a 5-speed manual or 6-speed automatic. What’s interesting is that while Toyota commands a slight premium for the 1.2-litre variants over its Maruti counterpart, the turbo variants are priced at par with the Fronx turbo, with the same features list. This strategy seems to have been adopted to push turbo petrol sales in the Taisor, since it contributes less than 10 percent to the Fronx’s sales. And in Toyota’s case, it seems to be working as the turbo accounts for nearly 45 percent of Taisor’s total sales. 

Speaking of its 1.0-litre engine, it is one of the nicest small capacity turbo-petrol units in terms of smoothness, performance, linearity, as well as refinement. It feels responsive, revs freely and it spins so eagerly that when you’re driving with verve, the 6,000rpm limiter feels a bit too conservative. There’s a mild-hybrid system too which provides electric boost to this engine when under load, but the difference is negligible and you’ll have to look at the animation on the MID to know when this mild-hybrid system is at work.

The 6-speed torque converter is smooth in its operation. It isn’t an enthusiastic unit per se, as the upshifts are quite slow. However, what driving enthusiasts will appreciate is the fact that this gearbox gives you full control in manual mode; it doesn’t upshift automatically. Also, the paddle shifters respond to inputs rather obediently.

We timed the Toyota Taisor too, and it sprinted from 0-100kph in 11.86 seconds. For reference, the timing is similar to the 120hp Kia Sonet DCT’s 11.94 seconds. However, its rolling acceleration times from 20-80kph and 40-100kph of 6.95 seconds and 8.49 seconds, respectively, are similar to the quickest compact SUV in the market, the 131hp Mahindra XUV 3XO.

At low speeds, the Taisor’s ride quality feels a bit busy due to its stiff suspension setup. On the flipside, it feels stable and confident at triple digit speeds. The steering is light, turning radius is tight and even though it isn’t bristling with feel or feedback, the Taisor feels quite engaging to drive.

Toyota Taisor verdict

With the Taisor, the Japanese brand has opened its showroom to a wider set of buyers, many of whom are first-time Toyota buyers. The Fronx is a fundamentally sorted car to begin with, and the Taisor carries forward these strengths such as its spacious and practical cabin, lengthy equipment list, and its engaging driving manners – turbo-petrol or naturally aspirated petrol, take your pick. Toyota also provides a three-year standard warranty, while its Maruti counterpart provides a two-year warranty, although it is worth mentioning that both offer extended warranty up to the fifth year. Hence, between the Maruti Fronx and Toyota Taisor, the deciding factor is their design and an individual’s brand preference, in terms of sales experience and proximity to a service center. But whichever you pick, these are compact crossovers you can’t go wrong with.

Also see: 

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Toyota Rumion review: Innova's new sibling

Toyota had introduced Festival Limited Edition variants of the Glanza, Taisor and Hyryder a couple of months ago, with free dealer-level accessories. Now, Toyota is offering the same accessories packages at a discounted price on the Glanza, Taisor and Hyryder as part of year-end benefits.  

1. Glanza and Taisor get dealer-level accessories at discounted price
2. Other exclusive year-end offers extend to over Rs 1 lakh

Toyota Special Limited-Edition variants: what’s new?

All three cars essentially come with dealer-level accessories such as chrome highlights for the grilles and bumpers, 3D door mats, door visors and full body covers. These accessories can be availed on all trims of the Glanza, on the lower-spec E, S and S+ trims of the Taisor, and on the S, G and V trims of the Urban Cruiser Hyryder. These, however, cannot be opted for with the CNG variants of any car.

The accessory package on the Glanza is available for Rs 17,381 (down from Rs 20,567); the one for the Taisor costs Rs 17,931 (down from Rs 20,160), while the Hyryder’s accessories package is listed for Rs 50,817 (no change from regular price). These prices are applicable till December 31, 2024.

Apart from these accessories, customers can also avail of other exclusive year-end offers worth over Rs 1 lakh, although Toyota has not specified the exact nature of these benefits. Toyota is likely to have extended these benefits in an effort to clear stocks before the year-end. 

Also See:

Kia Syros name confirmed for upcoming compact SUV

New Honda Amaze exterior design, interior previewed

It isn’t often that a new car impresses me as much as the Toyota Hyryder has. The hybrid’s EV-like initial responses, fuel efficiency that’s better than most frugal diesel cars and a likeable package backed by Toyota are some of the reasons why I persuaded my wife to buy the SUV as soon as it was launched.

But while I have one at home, it’s hard to pry it away from my wife. So, I grabbed the keys to the one Toyota lent us as a long-termer.

I think the Hyryder’s design is very appealing, and its ‘Speedy Blue’ paint makes it quite striking, too. On the inside, the dashboard and doors have a nice leatherette padding, and the brown and black colour scheme certainly lifts the cabin’s perceived quality. You can’t ignore that it shares many parts with lower-priced Marutis, but it isn’t to the extent of feeling cheap or offensive at its Rs 20 lakh price.

The Hyryder’s ergonomics are spot on, with plenty of seat, steering and central armrest adjustment for you to get comfortable. However, the seats aren’t the comfiest, and the cushioning results in some body ache on longer drives. At the rear, space is adequate for two adults – it isn’t as wide as the Creta’s – although six-footers will find headroom tight even with the backrest fully reclined.

After several road trips and airport runs, I can confidently say that with a plus-sized check-in bag in the boot, there’s only about enough room for a laptop bag; you can slide a laptop bag into the slim storage beneath the boot floor, too. On either side of the boot, there’s a deep storage area that is useful to stow smaller items.

I must talk about the touchscreen and wireless charger as well; the touchscreen’s software is buggy, resulting in frequent disconnection and low call volume when connected to wireless Android Auto and Apple CarPlay. We hope a software update solves this. The wireless charger is also flawed; it suspends charging often without reason, which is very annoying.

Also, the thin sun shade for the sunroof allows the cabin to be soaked in heat far too quickly when parked outdoors. A high-quality sunfilm on the sunroof could alleviate this issue.

Though Toyota has connected car tech, the vehicle locator is the only feature I found useful. It also tells you how much fuel is left and the current range, but I would have liked more information, especially related to fuel efficiency, and a trip log. You can’t unlock the vehicle via the app if you don’t use the app to lock it in the first place, which is quite strange. There is a pre-cooling feature, too, that I’ve used only once.

Rounding off the not-so-nice bits, when the engine/generator kicks in to charge the lithium-ion battery, the system occasionally makes quite a few sounds, which can take the uninitiated by surprise, and if you’re paying attention, you’ll also feel some vibrations at idle.

Now, let’s talk about the things I really love. The first is performance. A seamless and silent electric startup is something I truly appreciate. Next, the electric motor nicely complements the three-cylinder petrol engine, delivering almost electric vehicle-like responses, making it ideal for closing gaps or when overtaking. The torque curve tapers soon after, and the e-CVT makes the engine rev quite a bit when your foot is pinned to the throttle, emanating a rather unpleasant note.

But the highlight is its fuel efficiency. In Eco mode, the best I’ve achieved is 26.5kpl, with 80 percent highway driving and the rest in the city. With no effort to drive with the intent of maximising efficiency, the average city efficiency is about 20-21kpl in winter months, and this number drops to 18-19kpl in summer. An insider at Toyota explained that the e-compressor puts a high load on the hybrid system, which explains the lower efficiency when ambient temperatures are higher. Do note that these numbers are measured using the tankful-to-tankful method.

Lastly, the Hyryder’s suspension is on the firmer side, but driving manners and steering make it feel very confident at highway speeds. It also exudes an underlying toughness while dealing with poor, broken roads, which, to some extent, makes it similar to its rugged sibling, the Toyota Fortuner.

The Hyryder has been a fill-it, shut-it and forget-it car, one that goes about doing all that’s expected of it in a fuss-free and competent manner.

Also see:

Toyota Hyryder Festival Limited Edition launched

Kia Seltos vs Toyota Hyryder vs MG ZS EV comparison video

Toyota Rumion gets free accessories with new Festival Limited Edition

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I can’t say how well Toyota will be able to change course in years to come when the company realizes that it’s really time to switch to electric vehicles (BEVs). What I can say is that I’m a bit shocked the company is still dragging its feet to such an ... [continued]

The post Toyota Is Digging Its Own Grave appeared first on CleanTechnica.

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Today, Boston Dynamics and the Toyota Research Institute (TRI) announced a new partnership “to accelerate the development of general-purpose humanoid robots utilizing TRI’s Large Behavior Models and Boston Dynamics’ Atlas robot.” Committing to working towards a general purpose robot may make this partnership sound like a every other commercial humanoid company right now, but that’s not at all that’s going on here: BD and TRI are talking about fundamental robotics research, focusing on hard problems, and (most importantly) sharing the results.

The broader context here is that Boston Dynamics has an exceptionally capable humanoid platform capable of advanced and occasionally painful-looking whole-body motion behaviors along with some relatively basic and brute force-y manipulation. Meanwhile, TRI has been working for quite a while on developing AI-based learning techniques to tackle a variety of complicated manipulation challenges. TRI is working toward what they’re calling large behavior models (LBMs), which you can think of as analogous to large language models (LLMs), except for robots doing useful stuff in the physical world. The appeal of this partnership is pretty clear: Boston Dynamics gets new useful capabilities for Atlas, while TRI gets Atlas to explore new useful capabilities on.

Here’s a bit more from the press release:

The project is designed to leverage the strengths and expertise of each partner equally. The physical capabilities of the new electric Atlas robot, coupled with the ability to programmatically command and teleoperate a broad range of whole-body bimanual manipulation behaviors, will allow research teams to deploy the robot across a range of tasks and collect data on its performance. This data will, in turn, be used to support the training of advanced LBMs, utilizing rigorous hardware and simulation evaluation to demonstrate that large, pre-trained models can enable the rapid acquisition of new robust, dexterous, whole-body skills.

The joint team will also conduct research to answer fundamental training questions for humanoid robots, the ability of research models to leverage whole-body sensing, and understanding human-robot interaction and safety/assurance cases to support these new capabilities.

For more details, we spoke with Scott Kuindersma (Senior Director of Robotics Research at Boston Dynamics) and Russ Tedrake (VP of Robotics Research at TRI).

How did this partnership happen?

Russ Tedrake: We have a ton of respect for the Boston Dynamics team and what they’ve done, not only in terms of the hardware, but also the controller on Atlas. They’ve been growing their machine learning effort as we’ve been working more and more on the machine learning side. On TRI’s side, we’re seeing the limits of what you can do in tabletop manipulation, and we want to explore beyond that.

Scott Kuindersma: The combination skills and tools that TRI brings the table with the existing platform capabilities we have at Boston Dynamics, in addition to the machine learning teams we’ve been building up for the last couple years, put us in a really great position to hit the ground running together and do some pretty amazing stuff with Atlas.

What will your approach be to communicating your work, especially in the context of all the craziness around humanoids right now?

Tedrake: There’s a ton of pressure right now to do something new and incredible every six months or so. In some ways, it’s healthy for the field to have that much energy and enthusiasm and ambition. But I also think that there are people in the field that are coming around to appreciate the slightly longer and deeper view of understanding what works and what doesn’t, so we do have to balance that.

The other thing that I’d say is that there’s so much hype out there. I am incredibly excited about the promise of all this new capability; I just want to make sure that as we’re pushing the science forward, we’re being also honest and transparent about how well it’s working.

Kuindersma: It’s not lost on either of our organizations that this is maybe one of the most exciting points in the history of robotics, but there’s still a tremendous amount of work to do.

What are some of the challenges that your partnership will be uniquely capable of solving?

Kuindersma: One of the things that we’re both really excited about is the scope of behaviors that are possible with humanoids—a humanoid robot is much more than a pair of grippers on a mobile base. I think the opportunity to explore the full behavioral capability space of humanoids is probably something that we’re uniquely positioned to do right now because of the historical work that we’ve done at Boston Dynamics. Atlas is a very physically capable robot—the most capable humanoid we’ve ever built. And the platform software that we have allows for things like data collection for whole body manipulation to be about as easy as it is anywhere in the world.

Tedrake: In my mind, we really have opened up a brand new science—there’s a new set of basic questions that need answering. Robotics has come into this era of big science where it takes a big team and a big budget and strong collaborators to basically build the massive data sets and train the models to be in a position to ask these fundamental questions.

Fundamental questions like what?

Tedrake: Nobody has the beginnings of an idea of what the right training mixture is for humanoids. Like, we want to do pre-training with language, that’s way better, but how early do we introduce vision? How early do we introduce actions? Nobody knows. What’s the right curriculum of tasks? Do we want some easy tasks where we get greater than zero performance right out of the box? Probably. Do we also want some really complicated tasks? Probably. We want to be just in the home? Just in the factory? What’s the right mixture? Do we want backflips? I don’t know. We have to figure it out.

There are more questions too, like whether we have enough data on the Internet to train robots, and how we could mix and transfer capabilities from Internet data sets into robotics. Is robot data fundamentally different than other data? Should we expect the same scaling laws? Should we expect the same long-term capabilities?

The other big one that you’ll hear the experts talk about is evaluation, which is a major bottleneck. If you look at some of these papers that show incredible results, the statistical strength of their results section is very weak and consequently we’re making a lot of claims about things that we don’t really have a lot of basis for. It will take a lot of engineering work to carefully build up empirical strength in our results. I think evaluation doesn’t get enough attention.

What has changed in robotics research in the last year or so that you think has enabled the kind of progress that you’re hoping to achieve?

Kuindersma: From my perspective, there are two high-level things that have changed how I’ve thought about work in this space. One is the convergence of the field around repeatable processes for training manipulation skills through demonstrations. The pioneering work of diffusion policy (which TRI was a big part of) is a really powerful thing—it takes the process of generating manipulation skills that previously were basically unfathomable, and turned it into something where you just collect a bunch of data, you train it on an architecture that’s more or less stable at this point, and you get a result.

The second thing is everything that’s happened in robotics-adjacent areas of AI showing that data scale and diversity are really the keys to generalizable behavior. We expect that to also be true for robotics. And so taking these two things together, it makes the path really clear, but I still think there are a ton of open research challenges and questions that we need to answer.

Do you think that simulation is an effective way of scaling data for robotics?

Tedrake: I think generally people underestimate simulation. The work we’ve been doing has made me very optimistic about the capabilities of simulation as long as you use it wisely. Focusing on a specific robot doing a specific task is asking the wrong question; you need to get the distribution of tasks and performance in simulation to be predictive of the distribution of tasks and performance in the real world. There are some things that are still hard to simulate well, but even when it comes to frictional contact and stuff like that, I think we’re getting pretty good at this point.

Is there a commercial future for this partnership that you’re able to talk about?

Kuindersma: For Boston Dynamics, clearly we think there’s long-term commercial value in this work, and that’s one of the main reasons why we want to invest in it. But the purpose of this collaboration is really about fundamental research—making sure that we do the work, advance the science, and do it in a rigorous enough way so that we actually understand and trust the results and we can communicate that out to the world. So yes, we see tremendous value in this commercially. Yes, we are commercializing Atlas, but this project is really about fundamental research.

What happens next?

Tedrake: There are questions at the intersection of things that BD has done and things that TRI has done that we need to do together to start, and that’ll get things going. And then we have big ambitions—getting a generalist capability that we’re calling LBM (large behavior models) running on Atlas is the goal. In the first year we’re trying to focus on these fundamental questions, push boundaries, and write and publish papers.

I want people to be excited about watching for our results, and I want people to trust our results when they see them. For me, that’s the most important message for the robotics community: Through this partnership we’re trying to take a longer view that balances our extreme optimism with being critical in our approach.

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