Mark, Author at Maynards Garage

2014 Corvette Museum Sinkhole 10 Years Later

by Mark | Jun 26, 2024 | 0 comments

“Ground to Sky: The Sinkhole Reimagined” will run through Sept. 15 in the National Corvette Museum, Bowling Green, Ky.

The main show space of the display “Ground to Sky: The Sinkhole Reimagined”

Corvettes retrieved from the sinkhole and brought out of storage include the ZR-1 Spyder, 1962 Corvette, and the 2009 1.5 millionth Corvette. (Photos courtesy of the National Corvette Museum)

REWRITE BY MARK MAYNARD

The National Corvette Museum has opened a limited engagement exhibit that chronicles the 2014 sinkhole that captured worldwide attention.

“Ground to Sky: The Sinkhole Reimagined” tells a story of resilience encapsulating a decade of progress since the cave-in. Visitors will be able to reflect on the recovery of one of the most shocking automotive stories of all time.

On Feb. 12, 2014, car enthusiasts worldwide tuned in to a captivating but cringeworthy story. Eight iconic Corvettes had fallen 30 feet in a massive sinkhole through the museum’s show floor in Bowling Green, Ky. In the days, weeks, and years that would follow, the National Corvette Museum would recover all eight cars.

The decade’s long milestones of restoring the sinkhole damage.

Now, a decade later, the museum is telling the story of recovery and rebuilding. The three-month, limited-engagement exhibit opened June 14 and will run through Sept. 15, 2024. Among the special features are:

Recovered Sinkhole Corvettes: Corvettes retrieved from the sinkhole and brought out of storage include the ZR-1 Spyder, 1962 Corvette, and the 1.5 Millionth Corvette. These icons will be displayed alongside the 2009 ZR-1 Blue Devil and 1 Millionth Corvette.

Personal Interviews: Museum staff members give firsthand accounts of the sinkhole’s discovery, recovery, and current progress.

Museum Chronology: Reflect on the museum’s transformative journey over the past decade. Highlights include the repair of the sinkhole, two dozen new exhibits, and capital improvements to the McMichael Education Gallery.

The “Road to Sky” exhibit will run through Sept. 15, 2024, in the National Corvette Museum, Bowling Green, Ky.

PLAN A VISIT

“Ground to Sky: The Sinkhole Reimagined” opened June 14 and will run through Sept. 15. Plan a visit at this link.

Museum admission includes access to the Skydome, which features a viewing platform for the 40-foot sinkhole. Visitors can also see the boulder that impacted the 2001 Mallett Hammer Z06, the last Corvette pulled out of the sinkhole. It is now outside the Stingray Grill.

The display will have special braille labels for all five Corvettes. The project was created with the American Printing House for the Blind in Louisville, Ky.

A crushed corvette that fell into the musem

The 2009 1.5 millionth Corvette.

IF YOU GO

National Corvette Museum is at 350 Corvette Drive, Bowling Green, Ky 42101.

CONTACT: (270) 781-7973

MUSEUM HOURS:

Sunday-Saturday 9 a.m. to 5 p.m. CST

COST:

General admission is $25 for ages 13-61; $14 for youth 5-12; $23 ages 62 years and older. See ticket pricing and packages here.

UPCOMING HOURS

Nov. 1-Dec. 31 – Monday-Friday 10 a.m. to 5 pm. CST; Saturday and Sunday 9 a.m. to 5 p.m. CST

Jan. 1-Feb. 28, 2025 – Monday -Friday 10 a.m. to 5 p.m., closed Tuesdays; Saturday and Sunday 9 a.m. to 5 p.m.; closed Tuesdays in January and February

*The last admission tickets are sold by 4:30 p.m. Tickets can be purchased on-site or online. The museum is closed on New Year’s Day, Thanksgiving Day, Christmas Eve, and Christmas Day.

Lexus TX 500h F Sport Review

by Mark | Jun 21, 2024 | 0 comments

I loved testing the 2024 Lexus TX 500h F Sport, until it stopped loving me.

The 2024 Lexus TX is a roomy family-class, three-row SUV crossover with sophisticated styling and three powertrains, two of which are hybrid.

The Lexus TX is a roomy family-class, three-row SUV crossover with sophisticated styling and three powertrains, two of which are hybrid. (Photography courtesy of Lexus or as credited)

Jump To Special Features

An Electrical Gremlin?
The Amateur Diagnosis
Lexus Responds
About the 2024 Lexus TX
2024 Lexus TX Pricing
Safety Features
Interior Function
Why Buy the 2024 Lexus TX 500h?
Specifications

BY MARK MAYNARD

The 2024 Lexus TX 500h is a big, roomy, family-class, three-row SUV crossover with sophisticated styling and innovative features. The 366-hp turbocharged, four-cylinder gasoline-electric powertrain exceeds performance expectations for its 5,000-pound curb weight with all-wheel drive. Standard rear-wheel steering is an urban dweller’s godsend, chopping a foot or more from the turning circle. At 38 feet curb to curb, the TX empowers drivers to go where large vehicles usually fear to tread.

Inside, the cabin has tall headroom of 40 inches amid luxury class materials and leather-trimmed upholstery. Lexus loaded the TX 500h F Sport model with a full complement of powered and pampering conveniences. The pair of second-row captain’s chairs have impressive legroom of 39.5 inches. Even the power-folding third-row seats are not a penalty pad with decent legroom (33.5 inches). And those in the waaay back have full-service treatment with air vents, reclining seatback, ports for phone charging, cup holders, and lighting.

I gladly went out to run errands in this nearly 17-foot-long F Sport people mover, which has a Trail Mode. Lexus doubled down on soundproofing and body reinforcements. The exterior styling is handsome with only the broad and louvered F Sport grille as the lone gimmick. Its bold statement will be marred with a license plate.

The weeklong evaluation was thoroughly enjoyable, until it wasn’t. My pleasurable job of testing this TX 500h F Sport hit a short circuit that nearly left me stranded.

Looking from the second row seats at the TX front seat area

The Lexus TX has front headroom of 40 inches with a panorama glass roof.

An Electrical Gremlin?

I had been out on a long note-taking drive on a Friday morning and then parked the TX at home. I did not drive the TX on Saturday but demonstrated its charms to a Lexus-owning neighbor couple. I showed them the power tailgate, the power-folding third-row, and the power push-pull electric door releases. On Sunday, I made a Home Depot run for garden soil, a distance no farther than six miles round-trip.

Upon my return home, I backed the TX into our driveway and unloaded the bags of soil. With the tailgate raised, I took the opportunity to measure the cargo space for liftover, width, depth, and height. When I went around to the rear side door to lower the seatback, the door would not open. Hmm, what am I doing wrong?

This TX model has door-release sensors on all side doors. I touched the lock sensor again, and again, but nothing. I pulled out the key fob and hit the unlock button. Nothing.

I then moved to the front doors, which were also locked.

Earlier in the week, I noticed that the driver’s door handle end cap to access the key port was loose. It was held in place by a thin strip of Velcro. Odd, I thought, and surely not factory. I wondered if a previous driver had a similar experience to mine, needing entry by the valet key.

It was then that the girlfriend-wife came out to the TX, and I explained the situation. She volunteered to climb through the open tailgate, across and around the second-row seats, to reach the driver door release lever. Success. The driver’s door opened, but no other doors would unlock.

Versatile seating and a dramatic panorama glass roof with an opening forward section.

The Amateur Diagnosis

And there was no response when I hit the start button.

Was the problem a dead or dying battery in the remote key fob? If the 12-volt battery were dead, why could I open and close the tailgate, several times?

I consider myself a semiprofessional auto journalist with 33 years of experience. But it was time to use my lifeline and call a friend. My neighbor Peter Badore is a retired Chrysler International Operations vice president and former military engineer. He is always up for an automotive problem. (Peter is also a Porsche collector who buys and repairs German cars. He also owns two hybrid cars and an electric Ford Mach-E.)

He answered my call, and we reviewed the processes I had just completed. He came over with his digital voltmeter and a hefty jumper box.

The underhood decal graphic showing battery placement

The under-hood battery decal.

We raised the TX hood in search of a positive battery post but found none. Peter happened to notice a 2-by-1-inch decal under the hood. It is a tiny graphic showing the locations of the hybrid battery (under the second-row seats) and an image of a 12-volt battery identified as Pb. Some of us might remember from high school chemistry that Pb is the metallic element of lead. (Peter did, I did not.)

The decal showed the 12-volt battery in the right quarter panel of the cargo area. There was no identifier on the side panel to indicate a battery, but we popped it off, and there it was. Peter used the voltmeter to check the battery health, which was indeed low, down to 9 volts. It should have been closer to 11 or 12 volts for cranking power.

Start-Up Stumbles

It was time now to charge the battery for an hour or two. But the battery is tucked so low into the side compartment that getting the positive charger clamp to stay on the post was a struggle. Peter persevered and wrestled the clamp into position.

A red jump cable connected to the positive battery post on the battery in the cargo side corner.

A tight location to jump-start the 12-volt battery.

With power flowing from the jumper box, I tried to start the TX. But instead of engine cranking, a dialog box appeared in the center gauge display. I was instructed to touch the remote fob on the stater button so the system could recognize the key. It made an immediate connection, and I could start the TX.

At last, it appeared we were exiting the electrical resistance — but would the charge hold? Or was there a parasitic drain? Indeed, the charge held for the next two days before the TX went back to its L.A. press fleet.

If this happened to an owner and family who had just spent a fun day at Disneyland, the TX would need to be towed to a dealership. Trust would be lost in the vehicle, if only temporarily.

Toyota can and should do better under the hood and in the cargo area to clarify and illustrate jump-starting procedures.

Lexus Responds

My contact in Lexus PR responded to my email query: “Thanks so much for bringing this to my attention and I’m so sorry to hear that! This was a prototype vehicle, rather than production and we have not experienced this issue on our other prototypes. I am keeping track of all prototype issues, and again, I appreciate you sharing this.”

Lexus got back to me in a week with this reply: “We have identified that it was a one-off battery issue and we have addressed this with our quality team.”

F Sport leather-trimmed heated and ventilated front seats.

About the 2024 Lexus TX

There are seven SUVs in the Lexus lineup, but only two models — the midsize GX and large LX — have seats for six to seven. Neither, however, is ideal for a growing family. However, Lexus has filled its people-mover gap with the TX three-row SUV crossover.

Lexus benefits from several upcycled vehicles from its parent company, Toyota. Its latest addition, the 2024 Lexus TX, is based on the Toyota Grand Highlander, introduced last year.

The TX is now the brand’s most efficient vehicle for a growing family. It could become the choice for drivers who cringe at the M-word — minivan. The second and third rows are easily entered with tip-and-slide seats, and the cargo space is broad, square, and functional.

Three-row competitors include the Acura MDX, Audi Q7, Infiniti QX60, and Volvo XC90.

The 2024 Lexus TX is available in five trim levels with three powertrains of gasoline, gasoline-electric hybrid, or gasoline-electric plug-in hybrid. The hybrids use two battery chemistries: nickel-metal hydride for the TX 500h F Sport and lithium-ion for the TX 500h+ F Sport plug-in hybrid. Both hybrid models include F Sport Performance features, rear-wheel steering, and all-wheel drive.

Five paint colors have no additional cost on F Sport models, but Cloud Burst Gray is a $500 hue on the TX 350.

Tire and wheel sizes are 20 inches on non-F Sport models and 22 inches for F Sport.

The 12.3-inch-wide digital gauge array.

Lexus TX Pricing

Today’s review is of the 2024 TX 500h F Sport Performance Luxury, which has an as-tested price of $77,235.

Here is the price walk of the three trims:

275-hp TX 350: 2.4-liter turbocharged inline four-cylinder with eight-speed Direct Shift automatic transmission. Front-wheel-drive fuel economy ratings are 21/27/23 mpg city/highway/combined and 20/26/23 mpg AWD. Lexus recommends premium fuel for all TX powertrains. Toyota, however, recommends 87 octane or higher for its Grand Highlander Hybrids. The TX 350 is available in three trim levels with starting prices of $55,050 (front-wheel drive) to $62,550 AWD.

366-hp TX 500h F Sport Performance Premium AWD, $69,350: 2.4-liter turbocharged gas-electric hybrid with DIRECT4 AWD and six-speed automatic transmission. The parallel hybrid system integrates a front 64-kW motor and a rear 76-kW eAxle. Lexus says this system provides near-instantaneous power to the rear wheels. The TX 500h combines DIRECT4 and Dynamic Rear Steering. The 288-volt nickel-metal hydride battery of 240 cells has a 5 amp-hour charge and 1.4 kW of total power.

A open hood view of the 273 hp TX 500h F Sport’s gasoline-electric engine.

The TX 500h F Sport’s gasoline-electric engine generates 273 hp.

TX 500h F Sport Performance Luxury AWD, $72,650. This trim uses the same gas-electric hybrid powertrain as the TX 500h F Sport Performance.

404-hp TX 550h+ Luxury AWD, $78,050: 3.5-liter V-6 plug-in hybrid and e-CVT transmission. The plug-in system provides fuel economy of 28/29/28 mpg city/highway/combined, with 33 miles of battery driving. TX550h+ Luxury has a fuel tank of 14.5 gallons, which is 3.3 gallons smaller than the standard TX 500h. The lithium-ion battery adds 408 pounds above the 500h for a curb weight of 5,357 pounds. However, the TX PHEV cannot recharge the battery while driving. Mazda provided this game-changing technology for its CX-90 PHEV, which costs around $60,000 fully loaded.

Price Check

For a pricing comparison, a top-trim level Toyota Grand Highlander Hybrid will cost $60,000.

Check current Lexus and TX pricing here.

Find special offers here.

A front tire showing the 22 inch TX F Sport tires

The 500h F Sport rolls on 22-inch Continental tires on smoked gray and black alloy wheels.

Lexus TX Enhancements

Transitioning from a Toyota model, Lexus engineers reinforced the TX body rigidity, including robot-applied automotive glue (adhesive) in optimal locations. Other stiffening enhancements include: Spot welding; rear multilink suspension design; widened front and rear tracks.

To help control weight gain, Lexus says the outer panel thickness has been “fine-tuned” on the side members, front door assembly, and rear door assembly. The hood and front fenders are aluminum, and the back door is steel, optimized for front-to-rear weight distribution.

The 550h F Sport has auto-leveling Bi-LED headlights and LED fog lights.

TX Suspensions

Entry-level TX models have a MacPherson strut-type front suspension and a rear five-arm multilink. F Sport models have standard rear-wheel steering and an adaptive variable suspension. AVS uses solenoid-type actuators to modify the shock absorbers’ damping force on all four wheels. Near-instant damping adjustments are based on driving and road conditions. When driving on a rough road surface, the damping force keeps a lower rating for a comfortable ride. When entering a turn, the damping force sharpens responsiveness and control.

All TX models have four-wheel ventilated disc brakes. The front-drive TX 350 has front disc rotors of 13.3 inches. TX 500h hybrid models have 15.7-inch rotors, and all models have 13.3-inch rear rotors. And all TX trim levels can tow up to 5,000 pounds.

*More chassis components are in the specifications at the end of this story.

The shift console for the 8 speed automatic transmission in the TX also has modular cupholders and an e-charging bin

Modular, multifunction cup holders, an e-bin charging area, and electronic eight-speed shifter.

TX Safety Features and Technologies

There are eight air bags in the Lexus TX, including a driver knee bag and front passenger-seat-cushion air bag. Under the skin of the TX, there is NASA launch capability for the sensors and computer calculations.

Among the safety technologies is the Lexus safety system 3.0. It protects occupants and the TX with level II semi-autonomous driver assist. It is a reliable lane-centering system without drifting across the white lines or Botts dots, as do some systems. If you manage to activate the rear cross-traffic alert, know the braking response is set to “Slam stop.” It is rewarding, and frightening.

Elements of Safety System 3.0 include:

Lane-tracing assist;
Road sign assist;
Pre-collision system with pedestrian detection;
Dynamic radar cruise control with curve speed management;
Lane departure alert with steering assist;
Intelligent high beam headlights (dimming).

Worth noting is the infrared driver eyesight monitoring camera on top of the steering column. The camera detects driver distraction and will give a chime for too much rubbernecking. I got a message saying to “Sit Up” on the center gauge display. My remedy was to lower the power steering wheel a bit.

Among the F Sport features is a stylized grille.

Interior Function

With 60 inches of door-to-door room, there is plenty of space for ergonomic and intuitive control and switch placement. Sightlines are unobstructed across the fenders, at the side mirrors, and over the shoulder.

The F Sport seats, however, have “sporty” wedgie-inducting seat-bottom bolsters. And I felt some seat-bottom sag after an hour on the road. The second-row captain’s chairs are short on thigh support, likely to benefit legroom.

A 14-inch color touchscreen display centers the instrument panel for navigation, cameras, and CarPlay apps. Below are temperature dials and a volume button. The display works well even when making adjustments while driving.

Below the center stack is the charging e-bin with a wireless pad and three USB ports. The short electronic shifter provides solid and unconfusing gear engagement. The center armrest console has a split-style padded top, which allows the passenger to flip a lid to dig into the storage space. Cup holders are modular and removable and can accommodate a favorite mug.

Because the big infotainment screen takes up so much space, the air vents are placed below and at both ends of the dashboard. The placement could be better; they tend to blow air on elbows or hands.

Somewhat unique in the TX specifications chart are measurements for “Couple Distances.” I’d not seen that before for any make or model. The Lexus TX has second-row couple-space of 39.3 inches shoulder to shoulder. But I’m not sure how that is relevant with the captain’s chairs.

Second-row captain’s chairs with recline and tip-and-slide for third-row entry.

Cargo Space

There is as much emphasis on utility as creature comforts in the TX. There is 20.2 cubic feet of grocery and gear space behind the third row. Bags of groceries won’t roll around, and there should be enough depth for a big golf bag.

Fold the third row for 57.4 cubic feet, stacked to the headliner. Power folding the third row, however, is painfully slow. I would rather have a manual release. But with both seat rows folded, there is 7 feet in length. Load-in entry is wide at 49 inches. And there are 33 inches of entry height to load tricycles, bikes, and boards.

An open cargo area of the Lexus crossover

Cargo space is generous and configurable. Fold both rows of seats for 7 feet in length.

Ride and Handling

The Lexus TX F Sport is not particularly sporty to drive, though it is quite capable of rapid cornering. Braking is absolute and balanced with tender engagement and no nose dive.

However, the adaptable suspension allowed a bouncy, jostling, but comfortable ride. The F Sport’s 22-inch tires and nearly 5,000-pound curb weight might be part of the sway.

Sharpening the suspension in Custom mode didn’t help, but it did make the ride feel harder. And in any suspension setting, the front end could take a hard jolt on the chin.

After bounding along some interstate undulations, the girlfriend-wife started to feel queasy. That tendency would be worse in the back rows.

Despite just slim roof rails (with optional cross bars), there was noticeable wind noise at highway speeds. Insulated side glass (despite a weight gain) might help reduce ambient interior noise.

The F Sport Luxury AWD tester was fitted with 22-inch Continental CrossContact LX 20 EcoPlus tires, 255/45. These are tough all-season tires with a fairly hard treadwear rating of 680 for a 70,000-mile limited warranty, per Continental. Continental says its EcoPlus Technology helps the tires stop shorter on wet roads and extends tread life. The tires’ flanged lower sidewall helps reduce the possibility of curb damage to wheels. Replacement tires will run around $350 each (before installation), per TireRack.com.

The pair of power-folding third-row seats have legroom of 33.5 inches.

Why Buy the 2024 Lexus TX 500h?

I was unaware I was evaluating a prototype rather than a production vehicle until I communicated with Lexus. (The tester had the quality construction of a production vehicle.) Had I known, my story would have been more of an overview of the TX, with a Lexus follow-up on the battery drain.

Journalists are usually advised in advance when manufacturers hold media drives that include prototype or preproduction vehicles. If a problem arises, the response is: “If you like it, it’s production. If not, it’s preproduction (prototype).”

The electrical issue I experienced could be dismissed as a growing pain and easily resolved. But it was worth the discussion and awareness.

Electric glitches are the bane of the modern automobile. Considering the thousands of neural synapses all talking simultaneously, it is surprising that I haven’t encountered such gremlins in testing other vehicles. Could a 48-volt battery be necessary to monitor all these systems in the TX F Sport models?

There is much I like about the F Sport styling and content, but not the front seats or adaptive suspension. My preference would be a Lexus TX 500h without F Sport glam, but an absolute yes for rear-wheel steering. For now, however, Lexus won’t say if such a choice is in the future.

A rear three quarter view of a TX painted Incognito gray

Among the five TX paint colors is the tester’s Incognito gray.

2024 Lexus TX 500h F Sport Specifications

Body style: 6-7 seat, 3-row gasoline-electric hybrid SUV Crossover with Direct4 all-wheel drive

Engine: 271-hp 2.4-liter 4-cylinder with D4-S direct and port injection; 339 lb.ft. torque from 2,000-3,000-rpm

Motor generators: permanent magnet synchronous, front and rear

Total system power: 273 hp (64 hp front motor, 75.9 hp rear motor)

Total max torque: front motor, 215 lb.-ft. from 2,000-3,000 rpm; rear motor 124 lb.-ft. from 2,000-3,000 rpm

Battery: Nickel-metal hydride; 288 volts; 240 cells; 5 amp hour capacity

Transmission: 6-speed automatic

0-60 mph acceleration: 6.1 seconds

Fuel economy: 27/28/27 mpg city/hwy/combined; premium fuel recommended

Drag coefficient: 0.34 Cd

Towing capacity: 5,000 pounds

BY THE NUMBERS

Fuel tank: 17.7 gallons

Cargo space: 20.2 to 57.4 cubic feet

Front head/leg room: 40/41.6 inches

2nd-row head/leg room: 38.5/39.5 inches

3rd-row head/leg room: 37.2/33.5 inches

Shoulder room front/rear: 60/60 inches

Hip room, front/rear: 56.5/56.8 inches

Length/wheelbase: 203.1/116.4 inches

Curb weight: 4,949 pounds

Turning circle: 36.5 feet, estimated with rear-wheel steering

FEATURES

Standard equipment includes: Lexus interface with 14-inch touchscreen display; panorama glass roof; Mark Levinson audio system; wireless phone charger; thematic ambient lighting; heated and ventilated second-row captain’s chairs; power-folding third row;

F Sport content: suspension tuning; dynamic rear steering; performance dampers; exterior front fascia and rear valance black roof rails; dark chrome window trim surrounds; power-folding black side mirrors; 22-inch wheels; leather-trimmed and heated steering wheel; aluminum pedals and scuff plates; leather-trimmed heated and ventilated power front seats with driver-seat memory presets;

Connected Technologies: Drive Connect with cloud navigation; Intelligent Assistant, Destination Assist (3-year trial, 4G dependent); Safety Connect and Service Connect with up to 10-year trials, remote connect 3-year trial (4G dependent); Wi-fi connect (AT&T hotspot) up to 30-day 3GM trial (4G dependent); satellite radio (3-month trial); wireless Apple CarPlay and Android Auto capability.

Safety features include: Blind spot monitor with rear cross-traffic alert; intuitive parking assist with auto braking, digital latch with safe-exit alert;

Safety technologies include: Lexus safety system 3.0: lane-tracing assist; road sign assist; pre-collision system with pedestrian detection; dynamic radar cruise control with curve speed management; lane departure alert with steering assist; intelligent high beam headlights (dimming).

CHASSIS COMPONENTS

Brakes: 4-wheel ventilated discs; 6-piston opposed aluminum monoblock front; rear floating-type single piston; 15.7 inches front, 13.3 inches rear

Steering: electric rack and pinion; 38-foot turning circle; electric parking brake; F Sport dynamic rear steering

Tires-wheels: 22-inch Continental CrossContact LX 20 EcoPlus, 255/45; UTQG 680

Suspension: F sport electrically adaptive with performance tuning

PRICING

Base TX 500h F Sport price: $72,650, including $1,350 freight charge; price as tested $77,235

Options on test vehicle: 120-volt/1,500-watt power outlet $560; logo side puddle lamps $175; wheel locks $85; USB fast phone charging cables $85; carpet cargo mat $150; door-edge guards $155;

Convenience package $895, includes front cross-traffic alert, traffic-jam assist (with Drive Connect subscription; 3-year trial included), digital key (with remote connect subscription)

Technology package $2,380, includes: Advanced Park with remote park, digital rearview mirror, and head-up display

Cold area package $100, adds windshield wiper de-icer

Where assembled: Princeton, Ind.

Warranties: 4-years/50,000-miles bumper to bumper with roadside assistance;
Free first and second maintenance services at 6-months/5,000 miles and 1-year/10,000-miles;

Wheel alignment and balancing: 1-year/12,000-miles;

Powertrain: 6-years/70,000-miles;

Hybrid system: 8-years/100,000-miles (covers hybrid control module, hybrid battery, and inverter with converter).

Toyota Crown Signia Review

by Mark | Jun 6, 2024 | 0 comments

The 2025 Toyota Crown Signia is the SUV crossover version of the Crown “coupe” sedan

A side view of the 2025 Toyota Crown Signia SUV crossover in a medium blue paint color

The 2025 Toyota Crown Signia is arriving at dealerships now. It is sold in two gasoline-electric hybrid trim levels with all-wheel-drive. Starting prices are $44,985 and $49,385. (Photography courtesy of Toyota or as credited)

Jump To Features

Crown Nameplate History
Crown Styling
Hybrid Forward
Pricing
Powertrain and Fuel Economy
Ride and Handling
Interior Function
Safety Technologies
Why Buy the Toyota Crown Signia?
Specifications

BY MARK MAYNARD

Toyota has just released the second model of its Crown hierarchy, the Crown Signia, a hybrid-powered five-seat wagonlike SUV-crossover. The midsize Signia follows the Crown “coupe” fastback sedan, which debuted last year. It was to supplant the large and discontinued Toyota Avalon. Signia will replace the Toyota Venza, which uses the same standard hybrid powertrain as the Crowns.
Crown is a new Toyota subbrand, and from testing both Crown models, it appears to be a subtle plan to raise Toyota’s interior quality and audience.

Among Toyota’s global plans for the Crown are four models, including a Crown Sport RS and a more formal Crown sedan. There has yet to be an official announcement that either of these models will come to the U.S. However, these new Crowns could be viable for Toyota’s luxury brand, Lexus.

The dual-cockpit front seat space has an appealing design.

The dual-cockpit front seat space has appealing design.

Crown Nameplate History

The 2024 Toyota Crown nameplate is new for North America, but the model is rich in Toyota history.

According to the Crown page on Wikipedia, the nameplate was introduced in 1955 as the Toyopet Crown. “It holds the distinction of being the longest-running passenger-car nameplate affixed to any Toyota model.”

The Crown is also the seventh longest-running model nameplate in the world after the Mercedes-Benz S-Class (1954), Chevrolet Corvette (1953), Toyota Land Cruiser (1951), Volkswagen Transporter (1950), Ford F-Series (1947), and Chevrolet Suburban (1935).

Here is another bit of trivia from Wikipedia. The Crown nameplate continues a Toyota tradition of naming their sedans “crown” in various languages. There are Crown, Corona, Camry, and Corolla, and there are names for types of crowns, such as Tiara, or other things associated with royalty, like Scepter.

The 12.3-inch multimedia screen for nav-audio-camera.

Crown Styling

The Crown models are built on the newly developed GA-K platform. From its beginning, Toyota intended this platform to have more style and improved interior materials. The Crowns have a slightly taller ride height with a higher hip point, which allows more comfortable entry and exit. The design treatment also allowed for larger-diameter wheels. Both U.S. Crown models have 19- or 21-inch tires and wheels.

Read more about Toyota’s plan for the Crown brand here.

Both Crown models make a bold impression with their hammerhead front end and a Kitana-like slice of LED headlights. Some of their elevated stance comes from the 21-inch wheels, the largest ever used on a Toyota car.

The Crown interiors feel luxurious in a sturdy and durable application. The premium quality and varied textures of interior materials are not the Toyota of old. Nor are the Crowns’ thorough soundproofing and road-smoothing suspension.

The center shift console showing the vertical phone charging slot

The shift console incorporates a vertical slot for wireless phone charging.

Hybrids Forward

Toyota has steadfastly planned to build more hybrids rather than fully embrace electric vehicles, and the wisdom of this approach is becoming evident.

Many EV-intending motorists hit the pause button after last winter’s deep freeze. Well-televised reports of EV owners left in the cold at traffic-jammed charging stations could share the blame. Couple that unpleasantness with the electric vehicle’s reduced range in freezing weather and the typically dismal upkeep of charging stations. Public chargers are often poorly maintained, grimy, and faulty. At least gasoline stations have an attendant who might occasionally wipe down the pumps and hoses.

Public charging will improve, but countless apartment and condominium dwellers have no access to “home” charging. Electrics’ high MSRP is yet another steep step toward mainstream EV adoption.

The next rational step is a hybrid vehicle, whether standard gasoline-electric or a plug-in hybrid, for its modest battery driving range.

Toyota now offers hybrid or electrified powertrain choices for at least 10 vehicles. Toyota’s “electrified” powertrains add a 48-hp electric motor integrated with the transmission. The electric motor boosts acceleration and helps stretch fuel economy while reinforcing engine torque for towing. Toyota also has the BZ4X full battery electric and the Mirai fuel cell sedan.

Looking into the front passenger area with attractive tan leather seat upholstery

Driver and passenger have eight-way power-adjustable seats.

Crowning Achievement

Adding a Crown subbrand creates a three-tier price walk from entry-level Toyota to midrange Crown and Lexus luxury.

The Crown sedan has starting prices of about $42,000 to $56,000. Crown Signia has starting prices of $45,000 and $50,000. By comparison, standard-grade hybrid Toyotas, such as the Corolla, Camry, Prius, RAV4, or Highlander, range in starting prices from about $24,000 to $46,000.

Another separator to the Crown family is its more refined styling. Toyota has five SUVs designed to look outdoorsy, tough, and off-road capable. Rather than following the same path as Sport and Utility, the Crown is about confidence and comfortable capability.

Crown’s step-above materials and design treatments are welcome new aspects of Toyota. The Crowns have no bulky fender overriders, bullish front ends, step rails, or exaggerated roof rails. The more wagonlike Crowns are just comfortable and smooth riding.

Midsize Hybrid Crossover SUV Choices

An SUV crossover that is more wagonlike than a utility-focused vehicle is still a rarity. Americans long ago abandoned wagons for the bulk and space of an SUV, but times could be changing.

The Toyota Crown Signia’s svelte body styling has few size competitors. Among the more carlike choices are the Buick Envista ($25,000-$31,000), Mazda CX-90 ($38,000-$56,000), and Subaru Outback ($30,000-$44,000). However, several EV models, such as the Hyundai Ioniq 5, have a more natural wagon body style.

Search for all hybrid cars at FuelEconomy.gov.

The stocky steering wheel with stitched leather gives a reassuring handshake.

2025 Crown Signia Pricing

The 2025 Toyota Crown Signia, arriving at dealerships now, is sold in two trim levels: XLE and Limited, with electronic on-demand all-wheel drive.

The Crown Signia XLE, with 19-inch wheels, starts at $44,985. The Crown Signia Limited, with 21-inch wheels and a panoramic glass roof, starts at $49,385. Retail pricing includes the $1,395 freight charge from the Tsutsumi plant in Aichi, Japan.

There are two standard paint colors of Storm Cloud and Black. Metallic hues of Oxygen White, Finish Line Red, and Bronze Age are $425 each.

Find Toyota pricing and special offers here.

Crown Separators

The Crown models share an architecture, but there are subtle and not-so-subtle differences between sedan and SUV crossover:

Braking: Both Crowns have four-wheel disc brakes with the same rotor dimensions. However, the Signia has vented discs front and rear, while the sedan has solid rear rotors.

Towing: Crown sedan is not recommended for towing, but the Crown Signia has a towing capacity of 2,700 pounds.

Body length: Crown Signia is 2 inches shorter than the sedan, at 196.1 inches.

Body width and height: At 74 inches, the Signia is 1.6 inches wider than the sedan. With the panoramic roof, the Signia is 3.6 inches taller, or 64.2 inches vs. 64 without the pano roof.

0-60 mph: Using 91 octane fuel, Toyota cites acceleration to 60 mph in 7.1 seconds for the Signia and 7.6 seconds for the sedan.

Air bags: The Signia has eight air bags, and the Crown sedan has seven.

Ground clearance: 6.7 inches Signia vs. 5.8 inches sedan.

The gasoline-electric engine of the Signia

Signia’s AWD powertrain integrates front and rear electric motors with a 2.5-liter four-cylinder engine.

Crown Signia Powertrain and Fuel Economy

Both trim levels of the Crown Signia use Toyota’s standard hybrid and all-wheel-drive systems. Front and rear electric motors are integrated with a 2.5-liter Dynamic Force four-cylinder engine. The hybrid system has a combined 240 horsepower and 163 foot-pounds of torque.

The transmission is an electronic continuously variable automatic. EPA-estimated mileage ratings are 42 mpg city, 41 highway, and 41 mpg combined.

However, the Crown sedan has the option for a more powerful 340-hp, 2.4-liter turbocharged Hybrid MAX engine. It has a combined net torque of 400 lb.-ft. The sedan’s direct-shift eCVT transmission adds a launch gear for stronger off-the-line acceleration and then simulates six gear shifts. The Hybrid MAX powertrain has mileage ratings of 29/32/30 mpg.

Toyota won’t say if the Hybrid MAX is planned for Signia, but it would make for a big announcement for next year.

The hybrid system drives the Signia in front-wheel drive until slippage occurs. The rear-mounted electric motor powers the rear wheels when the electronic on-demand AWD senses traction loss. The rear motor can also be a generator to charge the hybrid battery when coasting or braking.

Both Crown powertrains use a 230.4-volt nickel-metal hydride battery pack with 5.0-amp hours. Nickel-metal has one big advantage over a more densely powered (and expensive) lithium-ion battery: it will be less costly to replace should an owner keep their Crown beyond the hybrid battery warranty of 10 years or 150,000 miles.

Both electrified engines use Toyota’s D-4S direct and port fuel injection. The combination gives a more complete fuel burn to prevent carbon buildup on the intake valves. Here is a D-4S explainer.

The electronic gear selector on the shift console can feel notchy until the owner becomes accustomed to it.

Crown Signia Performance

Signia’s electronic CVT performs with fluid acceleration. There is some engine noise on hard acceleration, but it has a deep voice, and the rubber banding of the eCVT is minimal. Pickup can be quick for evasive moves.

The eCVT has performance modes of Normal, Sport, and Eco. I used Eco on the highway with cruise control and Sport to guard my line when in traffic. Normal mode was responsive around town and could feel quite potent when pressed hard.

There is something different about the Signia’s electronic gear selector from that in the Crown sedan. The Signia’s console shifter can feel notchy until the owner becomes accustomed to it. I did not experience this on the sedan.

The gear-engagement process is to pull the short shift knob left and up for Reverse or left and down for Drive. The action, however, was confusing in my first days of driving. I tried to engage Sport mode on the shift diagram several times and ended up in Neutral. I could only get back into Drive by stopping, shifting to Park, and then back to Drive. From then on, I engaged Sport mode by a separate switch on the shift console.

Crown Signia fuel economy ratings are impressive for a 4,200-pound, all-wheel-drive wagon. The EPA ratings are 39 mpg city, 37 highway, and 38 mpg combined, using 87 or higher octane fuel. However, the best I achieved was a combined 34.7-35 mpg.

With 35 mpg, the Crown’s 14.5-gallon tank should deliver at least 507 miles, making it an enjoyable road-trip wagon.

Crown Signia Ride and Handling

The taller ride height of the Crown Signia caused some side-to-side heaviness on unsettled turns. However, there is some secret sauce in how the Crown’s steel suspension performs with luxurious compliance. The independent suspension is the great equalizer to bad street surfaces. The Crown Signia steps across speed bumps with minimal head woggle and dives across intersection dips without a chin scrape. When there was a full-compression bump, there was no bottoming-out jolt.

Enabling ride quality are the all-season grand touring Bridgestone Turanza EL450 tires. The 21-inch tires (235/45) have a hefty footprint of 8.9 inches and a comfortably compliant treadwear rating (UTQG) of 400. These low-rolling-resistance Turanzas also have Bridgestone’s new Enliten technology, which uses 63 percent recycled and renewable materials. Among the repurposed materials are recovered carbon black, recycled oil, and rice husk silica for strength and reduced rolling resistance.

Four-wheel ventilated disc brakes are appropriately sized for controlled and absolute stopping power. The front rotors are 12.9 inches, and the rear rotors are 12.5 inches.

Electric power steering tracks steady and is responsive to small inputs. But like most electrified steering systems, it lacks road communication to the driver. Toyota cites a Signia turning circle of 39.5 feet, 0.7 wider than the Crown sedan (38.8 feet). But I suspect those measurements are with 19-inch tires; add at least a half-foot for the 21s.

Showing the 21 inch tire and wheel on the right front corner of the Signia

21-inch tires are the largest yet on a Toyota passenger car.

Interior Function

The Crown makes a good first impression. Its features are completely contemporary but not alienating. Its stocky steering wheel with stitched leather gives a reassuring handshake. The dual-cockpit front seat space has an appealing design of quality. The front headroom, which is 37.7 inches tall with the panoramic roof, creates a close cockpit sensation. Taller drivers might benefit from the standard roof for its 39.1 inches of headroom. Sightlines are open across the hood and over the shoulder.

The shift console has a fresh presentation. It has a vertical slot for wireless phone charging and a second vertical phone slot with a pair of charging USBs. Of course, the console integrates a pair of cup holders, and the well-padded center armrest has deep storage. Door panels have large bottle slots.

I especially appreciated door-lock sensors on all side doors, not just the front door handles. Call me lazy, but it is so easier to lock up when removing children or packages from the back seat.

And Toyota’s rain-sensing wipers are the ONLY system I have experienced that engages a wiper swipe before I must intervene.

Traffic-Calmed Cabin

Toyota says Crown engineers spent countless hours studying and engineering reductions in noise, vibration, and harshness. The materials and placement were optimized to minimize noise in the frequencies that typically interfere with conversation.

Creating such a traffic-calmed cabin included acoustic glass on the front side windows, a dashboard silencer pad, and an engine cover made of acoustic absorbing materials. Noise-minimizing insulation and body-sealing material are layered between the engine bay and cabin, under the carpeting, and above the headliner.

Because the cabin is so well soundproofed, I noticed the noisy AC fan speeds and seat ventilation fans.

The back seat in the Signia feels more compact-class than midsize.

Rear seat space feels more compact-class than midsize.

Back Seat and Cargo Space

Rear legroom was cheated by 1.8 inches for more cargo space. The space is still adult-comfortable at 37.1 inches of legroom, just less so than in the sedan. Rear foot space is tight, too. Consequently, the rear seating feels more compact than midsize, and passengers will let you know. The center seat is narrow and perched, with footroom splayed by the intrusive hump in the floor.

The cargo space is wide, and the floor height is somewhat tall, but not as tall as in a compact SUV. There is plenty of luggage space for a couple’s vacation getaway.

Crown Safety Technologies

Standard Crown Signia safety features include eight air bags, blind spot alerts, lane departure accident-avoidance system, and lane keep assist. Toyota’s standard Safety Sense 3.0 includes a pre-collision system with pedestrian detection and a blind-spot monitor with rear cross-traffic alert. Here’s an explainer for Toyota Safety Sense 3.0: https://www.toyota.com/safety-sense/

An unusual safety feature are “Pop Up Hood” pyrotechnics, which blunt the effects of a collision with a pedestrian. Upon impact, a pair of explosive devices at the hood hinges detonate to lift the hood a few inches. The system satisfies a European safety regulation to improve pedestrian “survivability” in a low-speed frontal hit.

‘Pop Up Hood’ pyrotechnics, to blunt the effects of a collision with a pedestrian. (Mark Maynard)

Proactive Driving Assist

Toyota’s Level 2 semi-autonomous drive system is accurate for lane centering without nervous alerts. It is an ideal system for road-trip rubbernecking.

The Proactive Driving Assist system uses a front camera and radar to brake into curves gently. It also uses braking and steering assist to control the distance between a preceding vehicle, pedestrian, or bicyclist.

Cargo space is plentiful with a somewhat tall floor height.

Why Buy the 2025 Toyota Crown Signia?

The Toyota Crown Signia is the comfortable choice to avoid the outdoorsy theme of the common SUV.

I liked the Crown sedan so much that I considered the Crown Signia to replace our 2008 Ford Escape Hybrid. The girlfriend-wife, however, did not like the cockpit style of the front seat area. “It feels to close in here,” she said.

And so my search for a small SUV replacement continues.

A rear three quarter view of a blue Crown Signia parked in front of an office building

As an SUV crossover, the Crown Signia downplays the typical SUV outdoorsy theme.

2025 Toyota Crown Signia Limited Specifications

Body style: 5-seat, 5-door midsize crossover SUV with electronic on-demand all-wheel drive

Engine: 188-hp 2.5-liter direct-injected, Atkinson cycle Dynamic Force D4S 4-cylinder with EV mode; 178 lb.-ft. torque from 4,300-4,500 rpm

HYBRID DRIVE

Dual motor: Permanent magnet synchronous; front 134 kW/199 lb.-ft.; rear 40 kW/89 lb.ft.

Battery: Bipolar nickel-metal hydride battery; 230.4 volts, 5.0 Ah capacity

Combined power: 240 hp

Transmission: Electronically controlled continuously variable (eCVT)

Fuel economy: 39/37/38 mpg city/hwy/combined; 87 octane or higher

0-60 mph acceleration: 7.1 seconds, per Toyota