Toyota Problems

Toyota Australia is on record as saying that the business case for the plug-in hybrid version of the RAV4 doesn’t stack up in Australia. And while we never say never, it doesn’t look like that model will arrive here any time soon. Instead, Toyota has expressed plans to sell the all-electric bZ4X cross-over which is RAV 4-sized here, following its Japanese launch which is slated for mid next year. That means the bZ4X could be in local showrooms by the end of next year, but it will only be as a purely electric vehicle and not a plug-in hybrid (or a hybrid of any sort).

But it would be worth taking a RAV 4 Hybrid for a test drive as this car is selling up a storm and for good reason. It’s a terrific vehicle and seems right on point as far as its target market goes. The fact that it’s only moderately more expensive than a conventionally powered RAV 4 is just icing on the cake.

Of all the technology you’re considering right now, the only one that sounds any real alarm bells is that of the double-clutch transmission. It’s not that Kia’s version of the DCT is worse than many others – nor is it the worst of the lot – but there have been complaints over the operation and lifespan of these units generally. Sometimes the fault is a software glitch, but in other DCTs – particularly the dry-clutch variety – the problems are mechanical and can lead to catastrophic failures.

With that said, it’s also true that Kia in Australia offers a fantastic factory warranty, so you should have no worries for at least the first seven years. It’s also the case that Kia Australia takes its reputation very seriously and is one of the better companies when it comes to sorting out faults and problems with its products. We’re pretty big fans here at Carsguide of the current Toyota hybrid technology, and it’s looking like the new Kluger Hybrid will be just as popular as Toyota’s other hybrid offerings. Perhaps more so as the non-hybrid Kluger can be thirsty.

As for the requirement for premium ULP, when you consider that the Kluger Hybrid will, around the city and suburbs where most of them will spend the vast majority of their lives, use about two thirds of the fuel of the V6 Kluger (maybe even a bit less than that) then the extra cost per litre is more than compensated for by the reduced cost per kilometre. And in case you were worried about Toyota’s hybrid tech, the new Kluger Hybrid comes with up to 10 years of warranty on the battery-pack provided the vehicle is serviced correctly and inspected once a year.

The other thing you might consider is the next-size-down Toyota hybrid, the RAV4. This is quite a spacious vehicle these days and offers excellent fuel efficiency and driveability. It’s cheaper than the Kluger, too. Definitely worth a look. Overall, the broader view is that a petrol hybrid vehicle is more future-proof than a conventional turbo-diesel.

The short answer seems to be no. Back then, Toyota required you to spend up big and buy the VX version of the Prado in order to get a height-adjustable driver’s seat. It seems a bit odd that this feature was not included on lesser Prados, but at least you could adjust the height of the steering column as some form of compensation.

This does sound like an odd one, to be honest. It’s certainly possible to wear out a clutch in a very short space of time if you drive the car badly, but I’m trying to work out how a gearbox could fail at such a short mileage without there having been something wrong with it from the start. I’d also love to know why Toyota thinks the problem does not constitute a valid warranty claim.

Has the vehicle been used to tow exceptionally heavy loads? Are there any other extraordinary circumstances that makes Toyota think that the issue is a driver-abuse or neglect scenario?

I’d start by by-passing your dealership and contacting Toyota Australia’s customer service division. It might also be useful to have the damaged gearbox independently inspected by a specialist who might be able to pin-point the cause of the wear and help determine what happens next. If it can be shown that a component was faulty or simply failed too early, then I’d say you have a good case to pursue a warranty claim.

It could very well be that there’s something amiss in the car’s ignition barrel (which lives on the steering column, remember) or its wiring and connectors that is causing the power to the ignition to be cut when you turn the wheel. The problem could also be a short-circuit somewhere in the wiring in the column (and there’s plenty of it) that is causing the problem. Either way, you need to get it fixed immediately, as having a car cut out when you least expect it is can lead to all sorts of extremely dangerous situations.

Another possibility is that there’s something wrong with the car’s power steering system which is overloading at the point you turn the wheel hard and causing the engine to stall. Again, it needs to be fixed now and I wouldn’t be driving the car anywhere other than to a workshop for diagnosis.

The chilled box between the front seats of the current LandCruiser is on just about every four-wheel-driver’s wish-list. It’s a great idea and it’s a wonder more car-makers don’t offer this even as an extra-cost option, even beyond the off-road market. So, the smart money would say that the new 300-Series LandCruiser will continue with this feature.

The catch – as it is now – is that you’ll probably have to pony up for the most expensive version of the LandCruiser to get the drinks chiller. In the current 200-Series Cruiser, you need to buy the range-topping Sahara to get the chilled centre console which also gets you heated and cooled leather front seats just to complete the decadence. Perhaps Toyota will make the chilled centre-console available on lesser versions of the new 300-Series, and perhaps as an extra-cost option for, say the volume-selling GXL model. That’s a distinct possibility as, historically, Toyota has moved the LandCruiser range further upmarket with every new model. It’s an option that would probably experience a pretty high take-up rate, we reckon.

These two vehicles share a lot of traits both in terms of their engineering and their target market. Both are aimed at the high-end of the mid-sized off-road station-wagon market and both do a pretty good job of offering lots of off-road ability along with the sort of luxury and convenience that many families want. In the case of design and engineering they are both based on utilities (the Mitsubishi Triton and Toyota HiLux respectively) and share the drivelines and front structure with those utes. To make them work as passenger rather than load-carrying vehicles, both the Pajero Sport and Fortuner do away with the utilities’ leaf-sprung rear axle and replace it a coil-sprung unit for greatly enhanced comfort.

Both vehicles have had their niggling reliability problems, mainly to do with DPF and some EGR problems, but overall, they’re both now old enough for the majority of the bugs to have been ironed out. Perhaps the biggest packaging difference is that the Pajero Sport is a good deal narrower across the cabin than the Toyota, and that matters for families with bigger kids. Both vehicles were facelifted late last year with new tech and mechanical and performance improvements. Both also have seven seats as standard.

The Mitsubishi is about $4000 cheaper based on RRP than the Toyota, but the final price can vary from dealer to dealer and what state you live in. The best advice is to try each one on for size and maybe even throw in contenders like the Ford Everest as a direct comparison.

It’s unlikely that Toyota Australia would introduce the Crown down under. That car is more or less a Japanese domestic-market vehicle and is considered too narrow for Australian (and North American) tastes. But plenty of Aussies have imported their own Toyota Crowns in recent years and, in fact, there are businesses in many locations devoted to importing these vehicles and selling them here. With that in mind, there’s less risk in buying an imported Crown than in owning some parallel (unofficial) imports because there’s a whole industry out there involved in parts and service for the model.

Perhaps another way to go would be to have the seats in your car re-padded to better suit your requirements. Maybe even a set of plush seat covers would provide the extra layer of comfort you’re after. If not, test drive the current-model Toyota Camry; it’s very Lexus-like in its refinement and comfort and, thanks to modern packaging, it’s huge inside. The hybrid version is excellent value and if more people test-drove the Camry, we reckon there’d be a few less SUVs sold.

To get a vehicle with meaningful (as opposed to a theoretical) towing ability of 2.5 tonnes, you really need to shop for a relatively late-model dual-cab 4X4 ute. The reason for that is that many vehicles that claim a 2.5-tonne limit in the brochure fail to explain that there’s also a Gross Vehicle Combination Mass in play and, by the time you’ve added passengers, gear and a full tank of fuel to the towing vehicle, there might not be much of that GCM to devote to a towed load.

Going for a vehicle with 3000kg or even 35000kg towing capacity in the first place is a good way to ensure you do accidentally start driving around in an overloaded vehicle with all the legal and insurance connotations that involves.

A lot of the current shape dual-cab utes fall within your budget on a second-hand basis, but there are caveats. Make sure you only buy a ute with a full service history. Some of these vehicles were worked hard by their original owners, so be very careful before handing over the cash. Avoid ex-mine fleet vehicles and don’t be afraid to buy a base-model vehicle if it offers better value. Even a single-cab version of these utes will be a lot cheaper than the dual-cab and, if you don’t need the rear seat, are often a more practical solution. Makes and models include the Ford Ranger, Toyota HiLux, Mazda BT50, Mitsubishi Triton and Isuzu D-Max. For real value for money, vehicles like the Ssangyong Musso can tow 3.5 tonnes, are well equipped and can be had for less than $35,000 drive-away, brand-new. That also gets you a seven-year factory warranty. All of these options are available with the automatic transmission you want and, indeed, this is the best option for a tow vehicle.

When Toyota launched the facelifted HiLux late last year, much was made of the fact that consumer concerns had been noted and that the DPF problems experienced by many owners had been addressed. The problem is that until these new versions of the HiLux have done their share of kilometres, we won’t be in a position to know for sure whether Toyota has, indeed, cured the problem.

Meantime, it remains that unless your driving habits include a 30-minute drive at highway speeds every two or three weeks, a modern turbo-diesel with a DPF may not be the best choice. It is worth noting, though, that HiLuxes (and Prados and Fortuners) built after June 2018 have been fitted with a manual regeneration function for the DPF which means the driver can manually force a DPF burn-off without waiting for the car to do so itself. Toyota has also announced that the worst affected versions of the HiLux will now be covered by an extended, 10-year warranty on any DPF issues going forward. More information can be found here.