Toyota Sprinter Reviews

After three years on sale in Australia, Toyota's performance-focused GR Corolla has been given some mid-life love.Toyota says the chassis is stronger thanks to extra structural adhesive used to bond key areas together (mostly the underbody and rear wheel wells). And that’s on top of the fact the car’s frame is already hand-finished in the Toyota Gazoo Racing factory in Motomachi, Japan, with additional bracing and spot welds to enhance rigidity. An extra inlet on the three-cylinder turbo-petrol engine’s secondary intake duct draws cool air from the front grille to lower intake air temp at faster engine speeds. The lower part of the grille has also been revised with new vent sections for engine cooling and airflow management into the front wheel arches.  And inside, the standard JBL audio system has stepped up from eight to nine speakers with the addition of a subwoofer in the boot.At the same time, the ‘Active Noise Control’ system has been tweaked to keep the cabin quieter most of the time and ‘Active Sound Control’ has been added to synthetically beef up the turbo-triple’s throaty induction noise and growling exhaust note when the driver has the bit between their teeth.But the rest of this hi-po hot hatch’s standard specification is unchanged, as is the price at $67,990, before on-road costs, for the manual version and $70,490 for the auto.Somehow, cooler air entering the cylinders hasn’t upped engine outputs, which remain at a stout 221kW at 6500rpm and 400Nm from 3250-4600rpm.That torque number, 30Nm higher than the launch GR Corolla, was inherited from the initial, limited-run Morizo Edition in a late 2024 model year update that also introduced availability of an eight-speed torque-converter auto transmission (as per our test example) alongside the standard six-speed manual gearbox.And the ‘GR-Four’ all-wheel-drive system retains its electrically-controlled multi-plate clutch on the rear axle with Torsen-type limited-slip differentials front and back.And the rest of it’s all there, from the 18-inch Enkei alloys shod with Yokohama Advan V601 (235/40) rubber, to the bulging bonnet, macho body kit (incorporating roughly 5000 vents and ducts), bigger brakes, sporty interior and forged carbon roof insert.So, is it still the pocket-rocket GR Yaris’s heavy-hitting big brother, with the power and dynamics to match serious competitors like the Honda Civic Type R ($79,000, drive-away), Subaru WRX tS Sport Sportswagon ($63,290, BOC) and VW Golf R ($71,990, BOC)? We spent a sporty week behind the wheel to find out.Aside from the dynamics and performance tech, which we’ll get to shortly, the GR Corolla boasts a healthy standard features list. As it should, with cost-of-entry comfortably more than double that of an entry-level Corolla Ascent Sport ($29,610, BOC).Highlights include a head-up display, LED exterior lights, leather and synthetic suede trimmed sports front seats (also heated), dual-zone climate control, a heated steering wheel, a 12.3-inch multimedia touchscreen, the JBL audio set-up (including wireless Android Auto and Apple CarPlay), racy alloy pedal covers, wireless phone charging and adaptive cruise control (auto only).The aero-influenced body kit incorporates a bulging alloy bonnet and safety’s through the roof with the ‘Toyota Safety Sense’ suite including auto emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, road sign assist, seven airbags and heaps more.Bundle in a super-competitive $395 capped-price annual service cost for the first five years and the GR Corolla stacks up well on value-for-money relative to its competitive set.It might accelerate from 0-100km/h in a bit over five seconds, and we’ll get to the drive experience in a moment, but the GR is still a five-door hatch. And it inherits the good and not-so-good practicality attributes of its more everyday 12th-gen (E210) Corolla stablemates.A 2640mm wheelbase means while there’s ample space for the driver and front passenger the rear seat is relatively tight with just enough leg and headroom for full-size adults. A small rear door aperture makes entry, and particularly egress, a Houdini-like escape exercise.Modest boot volume has been an Achilles heel for the current Corolla from day one and the GR’s 213 litres is even smaller than the standard hatch’s 217L thanks to the performance version’s AWD and sports exhaust hardware underneath. And that’s despite the GR forgoing the standard line-up’s space-saver spare for an inflator/repair kit.Against an official combined cycle (urban/extra-urban) fuel economy figure of 9.5L/100km we saw an on-test average of 12.3L/100km, including a mix of suburban and city commuting as well as some more enthusiastic sessions.Not outrageous for a performance-focused hot hatch, and if it’s fuel efficiency you’re after, there’s always the standard four-cylinder hybrid Corolla models.Speaking of enthusiastic sessions, the GR Corolla remains an ultra-capable and satisfying performance drive.Brilliant steering response and road feel, balanced and buttoned-down in quick cornering, the strut front, double-wishbone rear suspension keeps the car stable and predictable at all times.The Yokohama rubber delivers impressive grip and helps the car clearly communicate what’s going on, the slick AWD system putting the power down brilliantly.Ride is relatively firm over typically bumpy suburban surfaces and pock-marked B-roads. But that’s a price engaged drivers will no doubt pay happily. And on the upside, the sports front seats are comfy and supportive.  As the turbo triple spins furiously towards its 7000rpm rev ceiling that characteristically coarse three-cylinder engine note builds to a smile-inducing bark. Some of that raucous noise may be synthetically enhanced. In fact, there are ’sound patterns’ to accompany each drive mode - ‘Normal’, ‘Sport’ and ‘Eco’. But you can switch it all off and the engine and exhaust still sound great.The eight-speed auto, however, is not the snappiest. If you’re used to the rapid-fire ratio changes of a dual-clutch, the comparatively relaxed shifts from this transmission (even in manual mode at higher revs) will be a less than pleasant surprise.

A combination of increasing component costs, ever-higher safety and emissions requirements as well as the need for new-generation tech to match fast-moving competitors has driven the domestic entry price for Toyota’s Corolla close to 60 per cent higher over the last decade.According to data from the Statistics Bureau of Japan (SBJ) as originally reported by Nikkei Asia the price of an entry-grade Corolla sat at ¥2.28 million yen (~$20,600) in 2025, up from ¥1.45 million (~$16,100*) in 2015. *Based on an average 2015 Yen/AUD exchange rate.For reference, in Australia a base Toyota Corolla Ascent auto cost $21,790, before on-road costs, in 2015. And in 2025 the entry-level Corolla Ascent Sport was $29,610, BOC, an increase of just over 35 per cent.As the statistical arm of the Japanese Ministry of Internal Affairs and Communications, the SBJ not only manages the country’s population census but tracks thousands of day-to-day consumer costs - from school fees and railway fares to baby clothes and soy sauce.A range of factors, including inflationary pressure driving up component supplier costs, increased standard safety requirements and tightening fuel economy and emissions legislation has driven the price rise.In recent years, emerging global competitors, particularly from China, have also placed greater emphasis on driver assist tech and multimedia functions driving the need for additional cameras, radars, microchips and more.Over the same 2015-2025 period, average Japanese worker income increased around 10 per cent and in early 2024 the Bank of Japan’s policy interest rate rose for the first time since 2007 and has been gradually rising since).Much of Japan’s car finance business is underpinned by residual loans (similar to a finance lease) at low interest rates and the rising cost of money is pushing car ownership out of reach for many potential buyers.SBJ data show even ‘kei’ city cars, the production of which is shaped by government incentives to provide low-price, fuel- and space-efficient new vehicle options to help keep the population mobile and the domestic car manufacturing business humming, have risen steeply in price.Specifically, 33 per cent from an average entry-price of ¥1.18 million yen in 2015 to 1.76 million yen (~$15,900) in 2025.And in heavily built-up areas car-sharing is an increasingly popular kei car alternative; a contributor to Japanese domestic market new-vehicle sales being down 10 per cent in 2025 compared to 2015.Evolving tastes have impacted relative pricing as Japanese consumers lean more towards full-size SUVs and people movers than compact cars.Prices of ‘Compact Passenger Cars’ increased 31 per cent to ¥2.39 million (~$21,500), while ‘Full-sized Passenger Cars’ rose 24 per cent to ¥3.72 million (~$33,500).At the same time, sales of full-sized passenger vehicles were up 30 per cent in 2025 compared to 2015, while compact passenger cars softened by 40 per cent.

If you spend any time on the road you’ll see plenty of utes being used for work – but you also see just as many, if not more, vans being used as the conveyance of choice for couriers, tradies and the like.So which is actually better as a work vehicle: a ute or a van? It’s an age-old debate likely to generate more than a few raised voices.I’m ute-biased because I own a ute and use it for my other job(s), but I know plenty of people who are quite happy with their van.So, let’s tackle this touchy subject, shall we?Is the popularity of utes simply a result of hype? Are ute owners actually using entirely the wrong vehicle for work? Not at all.Vans and utes are close in terms of engine and transmission, power and torque outputs, the efficacy of driver-assist technology and even day-to-day useability.But the load space area – the business end of any work vehicle – is where the major difference lies.A ute’s tub or tray, as standard, is not closed-in so the extent of your packing is not limited by your vehicle’s roof-line as it is in a van. You can load beyond the top edge of a ute’s tub, and tall or awkwardly shaped loads aren’t a problem so long as they are safely secured.A ute also offers superior and more flexible load-carrying capabilities than a van.However, if a ute has no cover on its tub/tray, security from thieves and protection from the elements remain a serious issue. The good news is that there are OEM or aftermarket tub coverings available (hard or soft tonneau covers, roller shutters, aluminium lids etc) for utes, so that’s a potentially easily resolved issue.Or you can purchase an aftermarket canopy to be fixed to your ute tub, and some of those options are lockable. The problems is a canopy is not an engineered-at-vehicle-origin solution, so while it offers much better security, water- and dust-proofing than having no cover at all, it’s no match for a van’s factory built-in load space.And, besides, installing a cover on a ute’s tub – whether it’s a tonneau, roller shutter, canopy, or a bit of tarp over the top – defeats the purpose of owning an open-topped ute, because by doing so you’re robbing the ute tub of its load-carrying versatility.On the others side of the fence, vans have plenty of positives in their favour, even as standard.Take, for instance, the Ford Transit Custom Trail which I recently road-tested. Firstly, focusing on the cabin, the Trail can be optioned as a two-seater with hard-wearing plastic everywhere – ready for the messiness of work and life – as well as charge points (USB-A and -C) and storage (including a van-favourite dash-top slot for logbooks etc, outboard moulded cupholders and a nifty pop-out cupholder).Secondly, the load space includes access via a barn door at the rear and the Trail can be optioned up to have a sliding door on both sides.The cargo area is substantial – 3002mm long (to the bulkhead; 3450mm long if load-through hatch is used), 1392mm wide (between wheel arches) and 1425mm high (floor to roof). Easily big enough for work equipment or recreational gear. It can cope with four Euro pallets (1200mm x 800mm each) and it has a listed maximum load volume (with the bulkhead) of 6.8 cubic metres.Load height through the rear barn doors is 531-585mm, depending on how much weight (driver, passenger etc) is already onboard.The load space has a metal bulkhead (with window and load-through hatch), load area protection kit (full height walls and moulded floor), LED lights and eight tie-down loops.It has plenty of potential as a work and/or recreational vehicle with ample scope for modifications inside and out.Back to vans and utes in general, payloads in vans can range upwards of 1000kg, while payloads in utes (e.g. a single-cab) can be upwards of about 1000kg. (US pick-ups can manage more – with listed payloads of 1759kg and up – but in this yarn we’re focussing on mainstream utes.)But a van’s rear load space could be considered a distinct advantage – or at least a major point of difference – over a ute.A van can be big, for example the cargo space in a 2021 long-wheelbase Mercedes-Benz Vito 116 is 3061mm long, 1709mm wide, and 1391mm high; with 1265mm between the rear wheel-arches, so a 1165mm standard Australian pallet will slot in, no worries. Official cargo volume in the Vito is 6.6 square metres.Vans are built to carry loads and as such there is plenty of space in the rear, and amenities back there include tie-down points (with which to secure your load), lighting systems (halogen or LED), wood panelling on the interior walls and rear door, rubber or vinyl matting, or other grippy protective surface on the floor of the cargo area, and even power points.The load spaces in vans are ripe for customisation: maybe shelves for a tradie, or bedding and extra storage for an adventurous person or couple.And the rear load space may provide open access to the driver and front passengers(s), or it may be separated from the cabin of the van by a bulkhead with a built-in cargo barrier.Access to that fully secure load space may be via sliding doors on either side of the van or by using the rear door, which might be 180°-opening rear twin barn doors (with window), or a single lift-up tailgate, and either of those can be fully locked open so, importantly, a forklift can be used to place a heavier load in the cargo area.So while there’s no problem with permitted access, the load space is fully lockable, so theoretically secure, and the contents may be concealed.The cabins of utes and vans are similar in that they can be set up as mobile offices, with an immediate ease of use and comfort as priorities: think cloth seats, durable plastic surfaces and storage spaces aplenty including a lockable glovebox, dash-top slots (for log books, general paperwork etc) as well as door pockets and bottle-holder, a cup-holder at each end of the dash, and a centre console bin.But each type of vehicle has its own particular advantages, as well as exhibiting characteristics that may count against it when it comes to their potential as work vehicles.As mentioned, I’m well and truly in the ute camp but I know lots of people who wouldn’t swap their van for a ute as a work vehicle.To each their own… but to me utes still have the edge.

It’s no secret Toyota wants to revive the Celica nameplate. Now, thanks to a Portuguese rally fan, the new Celica is no longer a secret at all.

Thousands of the recently-updated Toyota LandCruiser 300 Series have been recalled due to a transmission issue.A Department of Infrastructure notice confirms the recall relates to 11,019 examples from all variants of the 2025 model year LandCruiser 300 Series. “Due to a Transmission Control Module (TCM) programming issue, the transmission may rev faster than intended causing a loss of motive power and transmission fluid to leak,” the notice reads. “A transmission fluid leak in the presence of an ignition source could lead to a vehicle fire whilst driving.“A loss of motive power whilst driving and/or a vehicle fire could increase the risk of an accident causing injury or death to vehicle occupants, other road users and/or damage to property.”A spokesperson for Toyota Australia said the recall was part of a global mandate from Toyota, with no incidents reported Down Under yet. Toyota will contact affected owners in writing to organise an appointment at a Toyota dealership to rectify the issue free of charge. The LandCruiser 300 Series recently had its price increased by $1000 across the range, with the starting price, before on-road costs, now $99,340 for the base GX variant.The updated model impacted by this recall was launched in the middle of 2025, with a hybrid model launching in Australia next month.A recall is also out for 569 examples of the Lexus LX500 and LX600 four-wheel drives in the 2025 model year.The Lexus LX is built on the same platform as the LandCruiser and shares many of its mechanical elements.  

Toyota has announced details of the bZ4X Touring electric mid-size SUV in Japan, which is an expanded version of the standard mid-size SUV.It is significantly longer than the standard BZ4X, measuring at 4690mm long, while it is otherwise dimensionally similar, with a 2850mm wheelbase. The all-wheel drive variant of the car has a dual motor system, which produces 280kW, meaning it can shift from 0-100km/h in 4.6 seconds.The new SUV's 74.69kWh battery offers a top-end driving range of 734km according to Japanese specifications, while charging up to 80 per cent takes just 28 minutes. This represents a noticeable improvement in both power output and driving range over the standard bZ4X currently sold in Australia. The Touring version of the bZ4X has a similar exterior design to the regular bZ4X, and rides on 20-inch wheels. The interior is equipped with a 14.0-inch central touchscreen display, along with a floating digital driver display. There are two wireless phone charging pads in the centre console of the car. The new Touring version will start from 5.75m Yen in Japan, which is around A$52,000, while the all-wheel drive variant starts from 6.4m Yen, or roughly A$58,000.Expect this new version of the bZ4X to be a bit more expensive than its Japanese list price when it comes to Australia in the second quarter of this year, as export versions usually attract a significant premium over the Japanese pricing the time they make it here.However, it will give Toyota a new and larger rival to the Hyundai Ioniq 5 and the Kia EV6, as the Japanese brand looks to make a larger impact on the EV SUV space.In Australia, the standard bZ4X starts from $55,990 (before on-road costs), after Toyota slashed its price late last year by more than $10,000, down from $66,000.This new bZ4X Touring, which is built alongside its Subaru sister car the Trailseeker in a Subaru factory, is already confirmed to arrive in Australia in the first half of 2026. Stay tuned for more updates imminently.

The new-generation Toyota Fortuner SUV has been spotted in Thailand undergoing testing, WapCar reports.However, this new-generation version is not slated to make its way to Australia, with the brand discontinuing the name locally. Production on the current Fortuner model will cease some time in 2026, with the model being pulled from sale soon after that. "Of course, Fortuner has been a great product for us over the years and found a relatively small but enthusiastic customer base,” former Toyota Vice President of Sales and Marketing Sean Hanley previously told CarsGuide.“But with production ending next year and customer preferences shifting in Australia, we made the decision to discontinue the Fortuner.”The Fortuner looked to capitalise on the similar success of the Ford Everest, which is based on the Ranger ute, but it failed to make the same impression.It shares many of its parts, including a ladder-frame chassis with the strong-selling HiLux ute, and was also powered by the same turbodiesel engine. The Fortuner managed less than 3500 sales in 2025, compared to the more than 26,000 of the Everest for the same 12-month period.It starts from $53,775, before on-road costs in Australia, which is more affordable than the base model of the Everest.From the spy pictures, the Fortuner looks to have kept the same overall design, with some potential minor tweaks to the front and rear styling, but it is hard to tell because the car is camouflaged. Little is known about the new Fortuner’s set-up, but like its predecessor, it is expected to feature the same ladder frame and diesel engine. The rigid chassis and torque-heavy diesel engine in the Fortuner gives it greater off-roading potential than many of its monocoque-based rivals.Its HiLux-familiar specifications have led to speculation the Fortuner may also be offered with an all-electric set-up, following the first-ever electric edition of the ute being confirmed late last year. It shapes up as a rival for the soon-to-be returning Mitsubishi Pajero, which has also been spied several times as it nears launch in 2026.The new-generation Fortuner is expected to be unveiled in the middle of this year ahead of its global launch, expect more information closer to that time.

Toyota’s highly-anticipated RAV4 plug-in hybrid has launched in its home market of Japan, with the brand revealing more core specifications, as well as details of what sets the PHEV apart from the rest of the variants in the range.While the new-generation RAV4 will arrive in Australia soon in popular plugless hybrid guise, the plug-in hybrid is still slated for the third quarter of 2026. Local pricing has already been revealed for the two Australian PHEV variants, the front-wheel drive XSE ($58,840) and top-spec all-wheel-drive GR Sport ($66,340), but thanks to new Japanese specs we have an idea of what makes the plug-in version special.Also arriving in two grades in Japan (the Z and GR-Sport), the RAV4 PHEV is equipped with a 2.5-litre four-cylinder petrol engine and dual electric motors. Locally, the power outputs are confirmed at 227kW for the AWD and 200kW for the FWD version.According to preliminary Japanese specs, the EV driving range for the PHEV is approximately 150km, an increase on what Toyota Australia was expecting (around 100km on the WLTP cycle), thanks to a 22.7kWh battery pack.The car is confirmed to have 50kW DC fast charging capability (which should allow a top up in around half an hour) and an 11kW AC slow-charging capability (for a full charge in around two hours).Some of the biggest news out of Japan include the RAV4 PHEV’s vehicle-to-load system, which allows power output from the battery either via the external charging port, or via an internal household outlet plug in the boot.The brand says the system can output up to 1500W, and has a dedicated power supply mode which can provide 6.5 days of power at a load of 400W if the vehicle has a full charge and tank of petrol, or up to seven days in supply priority mode.In addition, Toyota revealed new details for the top-spec GR Sport RAV4 PHEV which has several upgrades on top of its more aggressive styling.For example, the GR Sport flagship features functional spoiler pieces for increasing downforce front and rear, performance dampers and brace reinforcement in the suspension, as well as a bespoke power steering tune to make it more responsive than the standard RAV4.The new-generation RAV4 rides on the same platform as the outgoing car, although significant changes have been made to improve software and the cabin layout.Toyota expects the RAV4 will be Australia’s best-selling vehicle in 2026, although prices have increased slightly across the board for the new-generation version.While the Japanese juggernaut is still by far the best-selling brand Down Under, it is facing a renewed push by aggressive Chinese rivals which have shaken up the list of Australia’s top-10 favourite automakers.BYD has made no illusions about its intent to challenge Toyota’s dominance, plotting a podium finish in 2026 and declaring it needs to have a vehicle in all the market segments Toyota does if it wants to take a “leadership position” in Australia.GWM has also secured a position in the top-10 rankings, while MG will be defending its position in 2026 as it struggles to lure its buyers into the higher price points of its new-generation offerings.It seems inevitable that Chery will also be giving Australia’s favourite brands a run for their money as it surges up the sales charts off the back of a wide-ranging array of well-priced products.While the RAV4 will be key to Toyota’s continued success, it also recently released its new-generation HiLux which will also be challenged across the board by a changing ute landscape.In response to the arrival of new electrified rivals, Toyota said it is plotting more plug-in hybrids and more electric vehicles for Australia to be announced imminently.

The once highly-promising hydrogen-powered car technology now appears to be faltering as it lags behind other new energy technologies, according to reports. Nikkei Asia has reported annual sales of hydrogen vehicles decreased by more than 80 per cent since 2021, with the supporting infrastructure available also decreasing.Hydrogen vehicles more commonly take the form of fuel cell vehicles (FCV), using compressed hydrogen gas to power a fuel cell, which converts hydrogen into electricity to power it. This method means only water is emitted into the atmosphere, while offering similar refuelling times and driving range to internal combustion vehicles, but with EV performance.This technology is only found in a few vehicles, such as the Toyota Mirai sedan and the Hyundai Nexo SUV. Honda was one of the first brands to explore the potential of hydrogen technology more than 20 years ago, with its FCX sedan. Toyota has been heavily investing in hydrogen-powered cars, recently focussing on a different angle: hydrogen-fuelled internal combustion engines. This system repurposes compressed hydrogen as an injectable substance into the combustion chamber without emitting CO2.Charging times for electric vehicles remain a key point of discussion in their viability for mass usage, which makes this alternative hydrogen technology an interesting prospect.It now looks like the refuelling benefits over EVs are becoming more of a moot point with the scarcity of hydrogen refuelling points and their limited uptake. Australia does not have a hydrogen model on sale to the general public, with only some available on leasing deals, including the Mirai and Nexo. There are less than 20 hydrogen refuelling stations currently in Australia.According to Nikkei Asia, new FCV sales in Japan decreased by 83 per cent last year in comparison to 2021, with only 431 units finding new homes.These stuttering sales numbers are causing major players to retreat in their hydrogen plans, including Stallantis that discontinued development citing "no prospects of mid-term economic sustainability."Honda and General Motors have also severed ties on their hydrogen joint-venture, which has been running since 2013 and included production of the CR-V e:FCEV. This does not mean hydrogen is off the cards, with Toyota and Hyundai still proceeding with FCV projects over the next two years. Hyundai in particular intends to double down on the technology, with a new-generation Nexo having already launched in its South Korean home market.

The President of the United States Donald Trump and U.S. Environmental Protection Agency (EPA) Administrator Lee Zeldin have combined to eliminate the ‘off-cycle credit’ the EPA said was used to implement the start-stop feature in American vehicles. An EPA off-cycle credit awards carmakers greenhouse gas (GHG) reduction credits for technologies that improve real-world fuel efficiency but are not fully captured by laboratory-based emissions tests. For example, stop-start systems and active aerodynamics.The statement said the feature is “almost universally hated”, with the EPA’s final rule eliminating all subsequent federal GHG emission standards for all vehicles and engines with model years 2012 to 2027 and beyond, “including for what many Americans refer to as the single worst feature in cars - auto start-stop buttons”.Announcing the change, Administrator Zeldin said, “As I travelled across all 50 states this past year, I heard from countless Americans who not only dislike the start-stop feature but passionately advocated for this mechanism to be a thing of the past. “Not only do many people find start-stop annoying, but it kills the battery of your car without any significant benefit to the environment.“The Trump EPA is proudly fixing this stupid feature at Trump Speed.“Automakers should not be forced to adopt or rewarded for technologies that are merely a climate participation trophy with no measurable pollution reductions. Consumer choice is a top priority for the Trump EPA and we are proud to continue delivering commonsense rules for the American people,” he said.The official EPA announcement stated “about 60 per cent” of new cars have the stop-start feature, and “with the elimination of the off-cycle credits, manufacturers will be incentivized to listen to what Americans actually want in their cars”.Multiple automotive brands manufacturing cars in the US issued statements in response to the regulation change.Stellantis said, “We remain supportive of a rational, achievable approach on fuel economy standards that preserves our customers’ freedom of choice.”A Ford statement said: “We appreciate the work of President Trump and Administrator Zeldin to address the imbalance between current emissions standards and customer choice.”Hyundai made the point that the EPA's rule changes remove incentives rather than mandating change and said, “Hyundai continues to comply with all applicable emissions regulations and regularly evaluates vehicle technologies based on customer feedback, regulatory requirements, and overall efficiency.”General Motors, Honda, Nissan, Toyota and others referenced comments from automotive industry group, Alliance for Automotive Innovation.Alliance President John Bozzella said, “I’ve said it before, automotive emissions regulations finalized in the previous administration are extremely challenging for automakers to achieve given the current marketplace demand for EVs.“The auto industry in America remains focused on preserving vehicle choice for consumers, keeping the industry competitive, and staying on a long-term path of emissions reductions and cleaner vehicles,” he said.