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Akio Toyoda, the president and CEO of the Toyota Motor Corporation, will step down on April 1 and become the chairman of the board of directors.He will be replaced by Koji Sato, current president of both the Lexus brand and Gazoo Racing, Toyota’s motorsports and performance car division. Under Toyoda, the automaker has remained committed to hybrids and slow to adopt EVs, but that may change under new, younger leadership.Akio Toyoda, the president and CEO of the Toyota Motor Corporation, will relinquish his position as head of the Japanese automaker on April 1, the company announced today. Toyoda, 66, will become the chairman of the board of directors, with current chairman Takeshi Uchiyamada retiring, although he will remain a member of the board. Toyoda is the grandson of the company’s founder, Kiichiro Toyoda, and has been the CEO since 2009.He will be succeeded by Koji Sato, currently the president of both the Lexus brand and Gazoo Racing, Toyota’s motorsports division that has also developed the brand’s road-going high-performance cars including the GR Supra and GR Corolla. Sato, 53, started in this role in 2020. Toyota’s only full EV, the bZ4X.The announcement could signal a strategic change in Toyota’s approach to electric vehicles. Although the company pioneered hybrids with the Prius, under Toyoda’s reign the automaker has been reluctant to commit to a transition to a fully electric lineup, citing concerns over the abundance of the raw materials that such a move would require. The launch of Toyota’s first dedicated EV, the bZ4X, also went poorly, with a recall and stop-sale last year for faulty wheel hub bolts. Although the electric crossover has recently been relaunched, the automaker has low sales expectations.But with Toyoda stepping aside, the brand’s priorities may shift. “Because of my strong passion for cars, I am an old-fashioned person in regards to digitalisation, electric vehicles, and connected cars,” Toyoda said, as reported by The Financial Times. “I cannot go beyond being a car guy, and that is my limitation.” Toyota EV NewsHe acknowledged that the new personnel will be able to shift the direction of the company, explaining that he needs “to take a step back in order to let young people enter the new chapter of what the future of mobility should be like.” In 2021, the company showed off a series of potential future EVs it was mulling over and announced a $35 billion investment in electric vehicles, and Sato’s appointment could see many of those concepts reach production with an influx in funding dedicated to electrification. However, the “car guy” spirit of Toyoda which helped bring the brand to the forefront of affordable performance cars over the past several years could be preserved thanks to Sato’s Gazoo Racing ties. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Honda’s latest 3.5-liter V-6 that powers the new Pilot switches to a dual-overhead-cam design, the first naturally aspirated DOHC V-6 in any Honda or Acura since the first-generation NSX.Bore, stroke, and compression ratio carry over, while peak power is up by 5 hp to 285 hp and torque holds steady at 262 lb-ft.This new V-6 is dramatically cleaner, with some pollutants reduced by 40 to 50 percent, which should keep it compliant until at least 2030.Hiding in the heads of the 2023 Honda Pilot’s new V-6, code name J35Y8, is a dramatic change: an additional camshaft for each bank. Every previous naturally aspirated V-6 from either Honda or Acura except for the first-generation NSX has instead been a single-overhead-cam (SOHC) design. Bore and stroke carry over (and therefore its 3471cc displacement), as do a 60-degree bank angle, and a 11.5:1 compression ratio. But this new engine that powers the Pilot (and almost certainly any future V-6–powered vehicles, such as the Odyssey and Ridgeline) gets the compact DOHC heads from the turbocharged Type S-variants of the Acura TLX and MDX, where the cam bearing caps are incorporated into the valve cover, shrinking the head height by 1.2 inches. Peak power is up by 5 hp to 285 hp at 6100 rpm, while peak torque is identical at 262 pound-feet at 5000 rpm; those peaks occur at slightly higher engine speeds, 100 rpm and 300 rpm, respectively. Hydraulic lifters are also new, which means no more valve-lash adjustments, and depressurizing them keeps the valves closed during three-cylinder mode. The DOHC V-6 continues to use a timing belt, which has the same 100,000-mile replacement interval as the SOHC engine before it. We Drove the New Pilot, and More TrailSports Are ComingEmissions-wise, this latest V-6 jumps to a SULEV30 rating, which amounts to a reduction of 40- to 50-percent in particulate and NOx output. Fuel control is more precise, with direct-injection-system pressure up by 50 percent to 30 MPa (or 4351 psi), along with smaller injector holes and an ability to do up to three squirts per combustion cycle. Another key enabler is using cam phasers to continually adjust both intake and exhaust timing rather than the high-lift and longer-duration intake lobes on the previous V-6. But that means this new engine doesn’t have VTEC, and a smooth and linear pull to redline replaces the manic switchover point that helped give VTEC a cult following. Based on today’s rules, these changes will keep the V-6 compliant until at least 2030. More

The Porsche Vision 357 concept is an homage to the German automaker’s first sports car, the 356, which entered production 75 years ago in 1948.Although it’s based on the new 718 Cayman GT4 RS, the Vision 357 echos the classic 356 proportions and the curvy, sleek bodywork of the original Porsche sports car.The Vision 357 is packed with unique details, from the delicate headlight and taillight designs to the motorsports-inspired front splitter and comedic decals on the windows and side sills.Porsche loves to celebrate an anniversary. Sometimes the homages can feel forced, honoring a vehicle or event that has faded from memory or creating a limited edition as a cash grab for customers who just want an exclusive museum piece. However, the Vision 357 concept, revealed in Berlin at the Volkswagen Group’s “DRIVE” Forum, feels truly special and salutes a worthy forebear, commemorating 75 years since the launch of the first Porsche sports car, the iconic 356.Surprisingly for a concept car released in 2023, the Vision 357 is not electric. Instead, the slinky coupe is based on the bones of the 718 Cayman GT4 RS, including the glorious 4.0-liter flat-six that cranks out 493 horsepower. Porsche envisions the mid-mounted motor in the Vision 357 running on carbon-neutral synthetic fuels—as indicated by the “eFuel” logo on the gas cap—which Porsche has committed to developing in hopes of keeping the internal combustion engines that made the brand famous alive.More Porsche NewsBut the real focus of the Vision 357 is design. Despite sitting on a modern platform, the 357 retains the 356’s proportions, with a narrow cabin, squat stance, and wide rear haunches. The bodywork is ultra-smooth, lacking the hard creases in the metal that were impossible to create when the 356 first arrived in 1948. The door handles are hidden next to the side windows and the headlights and taillights are barely perceptible, represented simply by a series of dots arranged in circles and rectangles, respectively. The brake light is sneakily integrated into the rear grille that runs from the rear glass down to the diffuser, another reference to the 356. PorscheThe Vision 357 also includes nods to Porsche’s motorsport heritage, most noticeably with the “75” racing number adorning the doors and hood. A large front splitter sticks out while the side sills are constructed from natural fiber-reinforced plastic, like on the Mission R concept and Cayman GT4 ePerformance prototype. The concept rides on 20-inch magnesium wheels with carbon-fiber hubcaps that straddle the boundary between the aerodiscs on ’80s race cars and wheels with traditional spokes. PorschePorsche designers certainly had fun penning the Vision 357, as evidenced by the comedic stickers dotting its body. A little cloud emblazoned with the word “Air” sits on the side glass just ahead of the intake, ordering the surrounding atmosphere to naturally feed the engine. A little Tyrannosaurus rex decal on the side sills stems from conversations the designers had while working on the project, joking that because they were creating a gas-powered concept in 2023, that made the vehicle “like a dinosaur.” After the Vision 357’s exhibition in Berlin ends in mid-February, it will appear at events around the world. Hopefully, the timeless design also serves as inspiration for the next-generation electric 718 sports cars due in 2025.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

This rare and pristine 53,000-mile 1992 Volkswagen GTI is a near match for our editor-in-chief’s first car.The last of the second-generation GTI 16Vs, this 2505-pound hatchback is powered by a raucous 134-hp 2.0-liter four.Complete with the factory installed BBS wheels and Recaro seats, this original example is currently being auctioned until Saturday, January 28.It’s said you can’t go back, but then you see your first car being auctioned off on Bring a Trailer and you start to question that adage. Staring down at me on my laptop screen is a box-shaped piece of my past: a 1992 Volkswagen GTI 16V with 52,000 miles. It matches my first car down to the Tornado Red paint—other paint colors included white, black, and Montana Metallic, a teal-like hue. Okay, it’s not exactly like mine. My 1990 model lacked the integrated third brake light and had black trim around the rear window. But mine had the same big-bolstered Recaro seats with electronic height control and two-piece BBS RMII cross-spoke wheels that had the look of the far pricier three-piece BBS RS wheels. The last of the second-generation GTIs, the U.S.-spec models were assembled in VW’s plant in Mexico. Earlier second-gen Golf and GTIs came out of the company’s Westmoreland, Pennsylvania, plant, which shuttered in 1988. Early 16Vs arrived in 1987 and featured a 1.8-liter four with 123 horsepower. In 1990, the engine grew to 1984 cc or 2.0 liters, and horsepower rose to 134, with 133 pound-feet of torque at the ready. VW added the four-headlight grille and big bumpers that helped modernize the car. A very high 10.8:1 compression ratio meant the four thirsted for premium, a recommendation that our sister publication Road & Track missed when it tested one in 1991; C/D never tested one. Running on 87 and with an R&T tester at the wheel, the 2505-pound 16V hit 60 in 8.4 seconds (VW claimed 7.8 seconds).The engine is rough, even by the standards of 30 years ago. Hitting the 5800-rpm power peak sounds abusive, and punching the 6300-rpm redline isn’t much of a celebration either. Shifts are light and positive, and the gearing is short. On the highway, the four settles into a steady 4000-rpm buzz at 80 mph. Easily the best part of the late-GTI 16V is the handling. Ride quality is harsh and the structure is lacking, but lots of information flows up from the 195/50R-15 tires to the four-spoke steering wheel. Originally, the 16V would’ve worn Pirelli P600s; the example being auctioned wears far grippier Michelin Pilot Sport 3 summer tires in the original size. GTI NostalgiaThe cornering attitude is classic GTI as the inside rear wheel lifts off the ground. The three-wheel motion isn’t something you notice from behind the wheel; you simply marvel at the joy of hustling this relatively light machine to its limits.In addition to the Recaro chairs, you also get flares. Front fender flares, the black trim coming off the fenders, are wider to cover the big rubber and 6.5-inch-wide wheels—this was heady stuff for a Golf. Behind those wheels are vented front rotors with solid rotors in back. Anti-lock brakes weren’t on the menu; nor were airbags. No airbags meant federally mandated door-mounted belts with separate lap belt. At least they’re fixed and not motorized. Fortunately, this example doesn’t appear ever to have been in any sort of action that involved an airbag. This GTI is hard to fault and far cleaner than the second GTI 16V I purchased in 2002—I’ve tried to go back before. I sold it a couple of years later when someone left a note on it in the C/D parking lot. Even in the early ’90s, these were rare cars and cost roughly $15,000, or about $33,000 in today’s money. Today, they’re even harder to find as most gave up their lives to hard and fun-filled miles. In a recent column, I wrote about how the spirit and joy of the Toyota GR Corolla reminded me of my first 16V GTI. I believe that this GTI will get up to about $45,000, which is about the price of a nicely equipped GR Corolla. Go back or go forward? I’d say you can’t go wrong with either choice. More

When the electric Ram Revolution concept was revealed, its rearmost jump seats made it a three-row pickup truck. Now, new photos provide a closer look at the Ram 1500 EV’s third-row seating, which may be useful or useless. Based on the images from the concept, the two small seats each feature bottoms that fold out of the rear wall.Anyone who has ever sat on the tiny jump seats in the back of an old extended-cab pickus knows they’re not very comfortable. Then again, neither is riding in the back of a truck bed, which can also be unsafe. Well, jump seats might make a comeback based on what we know about the Ram 1500 Revolution BEV concept that was recently revealed. Thankfully—unlike the ones in Uncle Eddie’s rusted-out Chevy S-10—the electric Ram’s rearmost seats are part of a makeshift third row. Newly released photos also give us our best look at them.From the get-go, Ram acknowledged that the Revolution’s third row consisted of jump seats. However, only now do we get to see what they actually look like. As expected, the images show two small seats that fold out of the back wall. It’s the same wall that doubles as a mid-gate that opens up to create an even larger cargo bed. Obviously, this is part of the reason the rearmost row had to be jump seats.The debate that follows is whether or not the Ram EV’s third-row seats are useful or useless. We get why calling it a three-row pickup truck is a bit misleading, and also why some people will likely scoff at the idea of spending extended time back there. However, we think it’s an innovative idea. As in the past, the jump seats aren’t meant to coddle passengers on road trips and whatnot, but rather to provide extra space for people on short stints. After all, we’d rather safely ride inside the electric Ram than risk bouncing around the box. Extra Ram EV ReadingThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More