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The Head-Up Display (HUD) – from fighter jet to passenger car

‘Eyes on the road ahead, hands on the steering wheel’ is an important practice for safe driving. Unexpected actions by other road-users can happen suddenly, requiring an immediate response like swerving to one side or braking. For example, a motorcyclist may suddenly cut in front and if the driver happens to be making an adjustment to the air-conditioner temperature, he may not spot the motorcyclist in time and an accident could occur.

Therefore, drivers are advised to keep their attention on the road ahead as much as possible. But in modern cars, there are more and more features and gadgets provided which may cause distraction as the driver operates them. Touchscreens, for example, may be nice and neat for display of information but it requires some conscious effort and attention to touch a specific icon on the screen – during which time the driver will look away from the road ahead.

For this reason, a lot of thinking goes into the controls and switches and their placement. Many switches are now incorporated on the steering wheel so that the driver can not only operate them without taking the hands off the steering wheel but also keep their view forward.

Instrument panels are also designed to allow easy viewing without having to lower the head too much. Peugeot’s i-Cockpit, for example, is designed with such an approach, allowing the driver to be kept informed without losing much of the forward view.

One idea which is appearing in more cars today is the Head-Up Display (HUD), an idea taken from military aircraft. The HUD had its origins in fighter aircraft of World War II when air combat grew more complex and speeds increased rapidly. To allow the pilot to focus on shooting an enemy down, vital information was shown directly ahead on a glass plate which he could see through. In later years, as technology advanced, it was found that other information could also be shown, reducing the need to look down.

The idea appealed to car designers because it could improve driving safety if a driver’s eyes were looking ahead more than down at instruments. However, the technology cost a lot (and is still expensive today) so HUDs in cars remained a dream, usually show in concept cars at motorshows.

The HUD is projected onto the windscreen ahead of the steering wheel and the driver can see information on it as well as the road ahead through it. While the HUDs in fighter aircraft (and also commercial aircraft nowadays) contains a lot of information, the ones in cars have considerably less although the information elements have increased over the years.

To fit a HUD in a car requires expensive hardware like a projector and while the windscreen glass can be conventional, a small area has to be specially treated or altered to allow the display to be projected clearly.

*Nissan Silvia Coupe was one of the first production cars to have a HUD.*

During the second half of the 1980s, the first HUDs in production cars appeared on both sides of the Pacific Ocean at almost the same time. In Japan, the Nissan Silvia (S12) coupe came with a simple HUD in 1988, while GM’s Oldsmobile Cutlass Supreme and Pontiac Grand Prix also had it. However, the early HUDs were also constrained by the technology available then and visibility was poor if there was bright sunshine. The high cost also discouraged their adoption and they would not start to become common till the 21^st century began.

In 2012, Pioneer was the first company to offer an aftermarket HUD that could be fitted to the sunvisor. Called the Carrozzeria Cyber Navi system and priced from 300,000 yen (about RM12,000 then), it had a HUD panel with a 780 x 260 pixel screen that displayed full-colour images (with augmented reality) projected from a RGB laser. However, as the system was not linked to the car, the information shown was not speed but general route guidance information.

*Pioneer introduced the first aftermarket HUD in 2012 and it also had augmented reality, but it was mainly for route guidance and the display was mounted in the sunvisor.*

*The first generation of the Peugeot 3008 (2010) had a low-cost HUD which used a small pop-up transparent panel (above and below) on which information was projected.*

Peugeot’s first 3008 in 2010 had what could be considered a ‘low-cost’ HUD which avoided the need for special glass. Instead, a small clear plastic panel would pop up (from above the instrument panel pod) whenever the car was on the move and basic information would be projected on it. The third generation of the Mazda3 launched in 2013 also used a similar idea but for the more expensive CX-9, the HUD was projected onto the windscreen.

*The third generation of the Mazda3 (2013) also used a similar idea as the Peugeot 3008 with a separate transparent panel ahead of the steering wheel.*

*The Peugeot i-Cockpit concept (above and below) positions the meters higher so that there is a HUD-like view where the driver can also see the road ahead.*

As display technologies became more advanced and costs also reduced, the information on the HUD could be expanded. From showing just the speed and other basic information, today’s HUDs also show route guidance, cruise control status, gear position, safety-related information, etc. It’s still nowhere near the amount of information a fighter pilot sees on his HUD and the designers also limit the information to avoid ‘information overload’. It’s one thing to keep the driver aware but too much information can become distracting.

*Information shown on the HUD of the Lexus UX. Some displays also show route guidance and other running information.*

The more expensive models in the market today have HUDs as standard but if you want to have a HUD in your car, it is also possible to install one for less than RM100 although it won’t be as sophisticated as the original type. There are now products which can show basic information on the windscreen from a small projector mounted on the dashboard. The unit gets running information by being connected to the OBD (On-Board Diagnostics) port which most modern cars have to enable diagnostic machines to access the ECU.

For those who would like to have a HUD in their car, there are now aftermarket devices (above) costing less than RM100 which display information on the windscreen. There are also apps (below) for smartphones which can show information on the smartphone screen that is then reflected onto the glass.

There are also apps for smartphones which can also show a reversed image that can then be reflected on the windscreen. It’s not a satisfactory approach since the outside lighting may make the display poor. Furthermore, as the phone is not connected to the OBD, it will also have limited information to show. The road speed will be based on calculations from GPS data, and it may be possible to also see route guidance information. If you do use this option, do make sure the phone is securely mounted in the dashboard and will not fly off when you brake suddenly, causing distraction.

Augmented Reality Head-Up Display starts to appear in compact segment

Nissan e-4ORCE advanced all-wheel control technology demonstrated with RC car

Back in the 1980s when Audi came out with its quattro all-wheel drive system (AWD) that helped it dominate the World Rally Championship, Nissan also had an equally advanced AWD system which it first used in the R32 Skyline. It was called ATTESA – for Advanced Total Traction Engineering System for All-terrain – and had a torque-split system controlled by sophisticated electronics. The ATTESA system improved over the years and various technologies that went into the system were used for AWD systems in other models, including the X-Trail as well as Infiniti models.

*The ATTESA AWD system used in the GT-R.*

While AWD in those days was used for high-performance models, its benefits for other models was also evident as it provides better grip and stability, especially on slippery surfaces. Off-road vehicles and SUVs have had 4WD – which is also AWD – for a longer time for the same reason – to get better grip on rough or loose ground.

Today, with the high torque of electric motors, maintaining tyre grip is even more important. Typically, maximum torque can be generated almost from standstill, allowing an electric vehicle to accelerate off strongly. It’s therefore necessary for the engineers to provide better control of all four wheels and Nissan has developed advanced all-wheel control technology called e-4ORCE.

By specifically managing power output and braking performance for smoothness and stability, e-4ORCE enhances driver confidence by tracing the intended driving line over almost any road surface but without the need to change driving style or input. When cornering on slippery snow-covered roads, for example, the vehicle can faithfully trace the driver’s intended line, thanks to the coordinated control of the front and rear motors and the brake system. This helps to make driving safer in difficult conditions.

Earlier in the year, Nissan demonstrated the smoothness of the e-4ORCE technology by building and running a miniature ramen delivery cart. Now it demonstrates the handling and drivability of the system with a radio-controlled (RC) car running over a variety of surfaces.

The e-4ORCE RC car uses 4 electric motors, one for each wheel, to replicate the all-wheel control technology. Based on control technology developed for the RC car by e-4ORCE engineers, and driving conditions monitored by sensors mounted in the vehicle, the driving force of each motor can be individually controlled. This allows the RC car to navigate the demonstration course smoothly over a variety of course surface conditions.

Operation of the RC car is done with an arcade-like setup, complete with accelerator pedal, steering wheel and tilting racing seat. A monitor linked to the car’s on-board camera gives the driver a first-hand impression, like driving a real car. With the exterior shell of an Ariya (the first Nissan vehicle to have e-4ORCE), the RC car races around a specially developed figure-8 course with different surfaces to show how the technology maintains the driving line and steerability.

While the e-4ORCE technology is still young and only in one model, like ATTESA, it will progressively be used for other models since it helps to make motoring safer by enhancing grip and controllability, adding to the driver’s confidence.

Nissan and JAXA working on Lunar Rover Prototype with e-4ORCE AWD technology

BMW’s new i3 is a fully electric 3-Series sedan only for China

Since the 1990s, China has been the market every carmaker wants to be in. When the country’s economy opened up in the 1980s, the auto industry saw huge investments in preparation for demand for new cars that would explode and make the country the world’s largest market. Because of its gigantic volume, carmakers are even prepared to develop models exclusively for the market because the potential volume justifies the R&D cost.

For BMW, China has become a very important market and in 2021, 846,237 BMW and MINI vehicles were sold there and that was 40% of its global sales for the year. Over the years, the German carmakers has developed long-wheelbase versions of various model series because buyers there want longer cars.

Now, it’s also developed a 3-Series that is fully electric, the first of its type in the world and for now, it is meant only for China. To go on sale in May this year, it has the same shape as a long wheelbase 3-Series sedan (110 mm longer than a standard body) and is badged as a ‘BMW i3 eDrive35L’.

The original i3
That will, of course, makes people a bit puzzled because the i3 that we have known all along was an independent model line and the first volume-produced battery electric vehicle by BMW, and it also introduced the BMW i sub-brand. Entering the market in 2013, it was a B-segment hatchback and had an advanced structure along with new technologies.

*The original i3, BMW’s first zero-emissions vehicle, which entered the market in 2013.*

At the end of 2019, BMW said the i3 would end production within 5 years and there was no plan for a follow-up generation. This was probably because the new iX range of BEVs was moving into a more prominent position and could be used for a broad spread of segments.

BMW doesn’t explain why it has chosen to offer such a model other than that ’it is perfect fit for the particular requirements of Chinese customers’. It could well be that market studies indicated that there is a segment of customers who still want something looking conventional and also with the generous legroom afforded by a long wheelbase.

Specially adapted for China
From what is known, the model was ready for production at the end of last year and was submitted for homologation. Fine tuning of the suspension systems to Chinese road conditions was carried out by the joint-venture BMW Brilliance Automotive Ltd. R&D division, which also adapted some of the car’s componentry to the requirements of the supply chain in China. It will be made at the joint-venture factory in Shenyang.

Gen5 eDrive
The ‘eDrive35L’ in the badge indicated that it will have the latest BMW Gen5 eDrive powertrain already used in the iX3, i4 and iX. The battery pack has a gross capacity of 70.3 kWh and with DC fast-charging, going from 10% to 80% is claimed to take 35 minutes. A full battery pack is expected to provide a range of up to 526 kms. If there is an urgency, a 10-miunte fast-charge can give up to 97 kms of range.

The eDrive powertrain has a rear-mounted electric motor with a maximum output of 210 kW (285 ps) and 400 Nm of torque. Claimed 0-100 km/h time is 6.2 seconds and, of course, the driving dynamics that all BMWs are known and appreciated for will also be available.

BMW eDrive — *The core of BMW’s 5th generation eDrive technology.*

Also included on-board will be BMW OS8 operating system and a wide range of digital features and services, like high-end connectivity and the Digital Key.

With the i3 eDrive35L, the BMW Group portfolio of fully electric cars now comprises 6 models. The BMW Group is aiming for fully electric vehicles to account for 50% of its global sales by 2030 as it aims for carbon neutrality.

*The BMW EV range in 2022 (together with a couple of models not yet launched).*

China now, the world later?
While the new i3 is intended for sale only in China, this may be an initial plan. It is likely that eventually, distributors in other markets will ask for it because customers will also want it as it still has that ‘classic’ look instead of the future-oriented designs of the new iX models.

Malaysians understand merits of EVs but misconceptions remain, BMW survey finds

2022 Maserati Levante updated with cosmetic changes and safety system enhancements

While much attention is on the new Grecale launched recently, Maserati’s first SUV – the Levante – has received updates for the 2022 model year. With the cosmetic updates, the Levante gains a more unified identity with the rest of the Italian carmaker’s range by adopting the common language for its key models.

The changes can be seen in the grille and new rear light clusters which have a boomerang shape inspired by the units on the 3200 GT styled by Giugiaro. To emphasise the boomerang shape, the light clusters are produced with a state-of-the-art 3K injection moulding technology, giving the unit a 3-colour lens. They are black around the edges, red in the middle and clear in the bottom section.

Coupe profile for SUV
Though it is a SUV, the design concept of the Levante has a couple profile which enhances aerodynamics. The imposing grille, which was inspired by the 2014 Alfieri concept, pays homage to historic Maserati cars like the Tipo 60 Birdcage. The new front grille with the tuning fork design now comes in chrome for the GranLusso trim and Black Piano for the GranSport.

The GranLusso trim is identified on the exterior by a series of elegant chrome inserts in the front fascia, chrome front/rear skid plates, body colour rear spoiler, black-painted brake callipers, 21-inch Anteo wheels and GranLusso badges on the fenders.

The wider, more muscular rear end has a sharper horizontal element and a body-colour lower extractor embracing the four exhaust tips. Alongside the sportier bumpers, the GranSport exterior is also discernible for the front and rear Black Piano inserts, the GranSport badges on the front fenders, red brake callipers and either 21-inch Helios or 21-inch Anteo wheels.

2022 Maserati Levante — *The Levante is available with V6 and V8 twin-turbo engines with 3.0-litre and 3.8-litre displacements.*

The existing differences between the various trims remain unchanged. On the GranSport trim, the side air intakes in the lower fascia have a more aggressive design, defined by two aerodynamic wings that give a sense of further stability, visually ‘pushing’ the weight of the car’s nose towards the massive front wheels. The side bezel blades and the splitter are styled to improve the airflow distribution.

Updates for instrument panel
Inside, the main changes of the 2022 Levante are largely seen in the 8.4-inch central display and instrument cluster. The central screen is now frameless for a more contemporary look, with almost all the surrounding bezel removed. The improved resolution, graphics and visual effect make it look like a single curved screen with the air vents cut into it, enabling vertical reading of the whole display.

The name Maserati is screen-printed on the back of the screen at the bottom of the display for a 3-dimensional effect. There is also a subtle but very sophisticated change to the instrument cluster, which now includes a large tachometer and speedometer (still analogue but with updated graphics) on either side of a 7-inch TFT display.

Much of the plastic from the previous version is eliminated and replaced with real anti-dazzle flat glass covers over the instruments. All these changes give the instrument cluster a more high-tech look and generate a richer impression. Effects are achieved by alternating glossy and matte blacks. The perimeter ring which contains the numbers is reflective glossy black, while the central ring containing the indicator lights is matte black.

Active Driving Assist
Newly added is Active Driving Assist (ADS), an evolution of Highway Assist introduced in 2018. The system works with Adaptive Cruise Control and keeps the vehicle centered in its lane. It uses a radar and forward-looking camera to scan the road ahead for other vehicles and hazards.

The latest Levante is available in Malaysia through Naza Italia and priced from RM808,800 (inclusive of taxes and duties) with full specifications and options.

Grecale, Maserati’s second SUV, makes its debut

All-new battery electric SUV from smart to be unveiled on April 7 in Germany

With the renewal of its brand, product and business model, smart has entered a new era of development. The company, which has a history going back to 1994, had struggled to get a strong footing but lack of profitability hindered its development. By 2020, Daimler AG established a joint-venture with Geely which would give the brand a new lease of life.

The joint-venture company will produce the new generation of cars in China and the first of these was revealed in 2021 as a concept car referred to as Concept #1. While the pandemic has slowed down development, the production program has been able to continue between the Mercedes-Benz global design team and smart’s R&D team.

Concept #1
The Concept #1, painted glossy white, has smart elements but also shows that its design language will evolve for the new generation of New Energy Vehicles (NEVs). “The new sporty Concept #1 is a redefinition of the smart brand in a very cool grown-up way,” said Gorden Wagener, Chief Design Officer Daimler Group. “We have created a completely new design DNA that has the potential to establish smart as the leading design brand.”

Balanced proportions, a powerful sculpture, the usual short overhangs at the front and rear and a progressive design language characterise the concept vehicle which is in the form of a compact SUV. One of the central design features is the large panoramic glass roof with a striking ring of light. The seamless transition to the windscreen and to the window surfaces of the frameless doors makes the roof appear to float above the body – an impression further enhanced by the atmospheric roof lighting.

In contrast to this visual lightness, striking design elements in anthracite and black in the lower body area emphasise the robustness of the sport utility vehicle. This is further accentuated by the distinctive 21-inch wheels with their unique design.

A first hint of the new dimension of digitalisation of future smart vehicles is provided by the concealed door handles, which are merely indicated by light elements. The rear doors of the smart Concept #1 are hinged at the back and open in the opposite direction from the front doors. This portal door concept makes it particularly easy to get in and out of the car. Plus, the absence of a B-pillar facilitates an unobstructed view of the generously dimensioned interior when the doors are open.

The LED headlights and taillights, with their striking signatures, make a significant contribution to the unique and emotional appearance of the smart Concept #1. At the same time, they are fundamental components of an attention-grabbing light display around the vehicle. In this sophisticated orchestration of the exterior and interior lighting in harmony with specially arranged sound elements, the front light strip divides into small triangles which flicker in rhythm. Starting from the illuminated radiator grille, light effects also move in time to the music along the sides of the vehicle to the rear diffuser.

Of course, many of the features seen on the Concept #1 will not be adopted for the production car. However, recent pictures of the car, albeit camouflaged, show that the concealed door handles will be present although those ‘suicide doors’ which open in opposite directions will not. Such doors often appear in concept cars but rarely continue into production models.

*Prototypes undergoing testing in winter conditions in China.*

Final testing of prototypes
Prototypes have been undergoing endurance testing in winter conditions and aerodynamic work was done at the China Automotive Engineering Research Institute in Chongqing. Testing in the facility’s wind tunnel showed the smart #1, as the new model will be known, to have a drag coefficient performance of 0.29 Cd. This is thanks to the features like the flush door handles as well as an Active Grille Shutter (AGS) to lower wind resistance.

*Win tunnel testing has shown the cd to be 0.29, important for an EV especially which needs low wind resistance to go further.*

The smart #1, which will be the brand’s first all-new production car as a purely electric brand, will be unveiled on April 7, 2022 at STATION-Berlin, a historic landmark and disused train station in the German capital.

Coming to Malaysia too
Proton Edar has been appointed distributor for Malaysia and Thailand so we should be seeing the smart #1 on Malaysian roads in future. They are unlikely to be associated with the Proton brand and would be an additional business venture for the subsidiary which handles sales and marketing in the Proton Holdings Group. Proton’s own electrification program would likely start off with hybrids and then move to fully electric vehicles, perhaps towards the end of the decade.

Toyota GR Corolla makes global debut, 300 bhp/370 Nm with GR-Four AWD and 6-speed manual transmission

With the success story of the GR Yaris, it’s not surprising that Toyota has now followed up with another model and this time, it’s not on a limited production run. It’s the GR Corolla that has long been rumoured and it’s a full-fledged GR model developed from scratch rather than adapted from existing models. As with other GR models, which started with the Supra, the GR Corolla has been developed with a strong focus on high performance that will make it competitive for motorsport.

And with the company president, Akio Toyoda, being passionate about racing and being a racing driver himself, the engineers must have had a lot of encouragement and perhaps even given a bit of freedom in the budget. Naturally, the boss himself got involved in development and ensured that the final product would be as impressive as the GR Yaris.

100 bhp per cylinder
Under the bonnet is the familiar G16E-GTS turbocharged, direct/port injected 3-cylinder engine, first seen in the GR Yaris. For GR Corolla, the output from the 1681 cc engine is boosted to 300 bhp/307 Nm, which equates to an impressive 100 bhp per cylinder. The boost in power is partly due to using a 3-piece muffler which reduces exhaust pressure (and outside noise), which are essential to backpressure performance.

As would be expected, the compact and lightweight G16E benefits has technologies from TOYOTA GAZOO Racing’s long and broad racing experience – and successful too. Features include multi-oil jet piston cooling, large-diameter exhaust valves and a part-machined intake port. Combustion is fed by Toyota’s D-4S direct and port fuel injection system, which operates at high pressure for maximum fuel dispersion and efficiency.

The 12-valve engine uses a single-scroll ball-bearing turbocharger integrated in the exhaust manifold, reducing weight, while control of wastegate bypass gases is used to improve the catalyst’s warm-up efficiency.

Delighting drivers is the provision of a 6-speed manual transmission – and only a manual transmission. ‘Morizo’ (Toyota President Akio Toyoda’s racing name) probably approved and encouraged that, being a racing driver himself. It’s called an Intelligent Manual Transmission (iMT) though it is not explained what the ‘intelligent part is, although Toyota says the rev-matching is engineered to accommodate high torque levels.

Toyota has long experience with high-performance 4-wheel drive since its days with the Supra GT-Four and with experience gained in WRC participation, it has advanced its all-wheel drive technologies. These technologies are used in the GR Corolla’s GR-Four All-Wheel-Drive system which was originally developed for rallying. The system gives drivers a choice of 60:40, 50:50 or 30:70 power distribution to the front and rear wheels with the twist of a dial.

The GR Corolla Circuit Edition (limited production run) is also equipped with front and rear Torsen Limited-Slip Differentials, for further enhancement of cornering performance and grip. Left and right-hand drive torque distribution are more effectively controlled on the front and rear axles.

Wide and rigid for superior dynamics
To fully use all the power (and also to be worthy of the GR badge), the GR Corolla has a specially constructed bodyshell that is highly rigid. Based off the GA-C platform with Toyota New Generation Architecture (TNGA), its increased rigidity comes from significantly more weld points in the frame, particularly to strengthen joints. Further gains are made through extensive use of structural adhesive, increasing the joint rigidity between component parts.

The front suspension is a straightforward MacPherson-type strut with circuit-tuned coil springs, shock absorbers and stabilizer bars, For the rear suspension, there is a double-wishbone type multilink system that accommodates the AWD system’s goal of maximum agility and stability.

Wide tyres are installed for maximum cornering grip and high speed stability. Standard rubber provided from the factory are Michelin Pilot Sport 4 tyres sized 235/40R18 on 18-inch gloss-black 15-spoke cast alloy wheels.

Braking power comes from opposed, fixed-caliper disc brakes with 14 x 1.1-inch ventilated and slotted rotors clamped by 4-piston aluminium calipers. At the rear are 11.7-inch x 0.7-in. ventilated rotors with 2-piston aluminium fixed-caliper disc brakes.

Light and aerodynamic
Like the GR Yaris, there has been a focus on saving weight to maximize the performance potential, without compromising strength and safety, of course. This rigorous approach is particularly evident in the car’s construction, with extensive use of lightweight metals and materials used in key areas. Aluminium is used for the bonnet and front door panels, with light and strong high-tensile steel in critical areas to ensure the car’s structure can safely absorb and dissipate impact forces.

On the Circuit Edition, the roof is made of a forged (rather than woven) carbonfibre sheet molding compound. This lightweight, highly rigid material cuts weight and helps lower the car’s centre of gravity. The lower centre of gravity, which benefits stability and handling, is also a feature of the TNGA platform.

Aerodynamics are also vital for performance and it’s not just on the circuit but also in rallies as the speeds are also very high (not to mention literally flying through the air). From competition experience, the engineers have designed the GR Corolla with optimum aerodynamic efficiency. As with rally cars, the shaping of the front and rear canards and lower rockers efficiently channel airflow down the sides of the car. Bonnet, fender and rear bumper ducts and a flat underfloor reduce drag, add downforce and improve stability. Wind flow is directed onto the rear spoiler to generate extra downforce.

The exterior design of the GR Corolla follows that of the GR Yaris with its wide stance and hatchback form. The Core Grade’s aluminium bonnet is matched with a colour-keyed roof and matching shark-fin antenna, while the Circuit Edition features a bonnet bulge with functional gloss-black air ducts.

At the rear, a lower bumper cover with functional air vents. The wide track and flaring of the rear wings emphasize the car’s wide and low silhouette, with a spoiler on the roof to control airflow as it departs from the roof.

Race-inspired interior
The GR Corolla’s interior is very functional, thanks to feedback from professional drivers who obviously wanted a true driver’s cockpit. Facing the driver is a GR Full TFT meter with a 12.3-inch colour Multi-Information Display that has a GR meter with 4WD mode, turbo pressure, gear position indicator and tachometer.

The shift lever has a shortened stroke for a quick throw between gears. The subject of much testing, it is positioned where the driver’s arm is naturally lowered from steering. The action is light with short shift strokes. A pull-type mechanical parking brake is still used, something which is slowly disappearing as electric parking brakes replace the simple mechanical system. Incidentally, for the Circuit Edition, the shifter knob has an exclusive ’Morizo’ signature.

The GR Factory
The GR Corolla is built at the Motomachi plant in Japan, where as the Lexus LFA and Supra A80 have been built. It has a dedicated GR production line which has also produce the GR Yaris. Instead of the traditional conveyor system, the body and assembly lines comprise several different cells connected by automatic guided vehicles rather than the conveyors featured in conventional car plants. This fully flexible method of working, with many manual assembly techniques, enables precise body and suspension alignment, with variations in vehicle dimensions and weight kept to a minimum.

While the assembly of each GR Corolla takes longer than a conventional mass-produced car, the production line has been streamlined for performance, TOYOTA GAZOO Racing has brought together highly skilled technicians from throughout the company to work on the new model. This team not only assembles the GR Corolla but also contributes to the technical skills of workers at other Toyota facilities.

The pricing has not been announced though whatever price it has, there will undoubtedly be no shortage of buyers. While the GR Yaris was a limited run, the GR Corolla will be produced in larger numbers as it will also be sold in North America (which did not get the GR Yaris).