The Toyota C-HR is Exactly What Scion Needs To Succeed

Aaron Cole
by Aaron Cole

Toyota’s compact crossover C-HR will be making another auto show appearance before its production version is unveiled next year at the Geneva Auto Show, and its quite possible that the model could make or break Scion’s future in the U.S.

Toyota hasn’t released many details about the C-HR, other than to say that it’ll be built on the same, global TGNA structure that the next-generation Prius is built on and would have a similar hybrid powertrain.

The small crossover would fit entirely within Scion’s wheelhouse of younger buyers who apparently can’t get enough of crossovers, and would help make relevant a brand that is, um, struggling with sales.

In addition to the updated images, Toyota says it has brought the C-HR closer forward to production by adding two more doors and changing the roof color from two-tone to glossy black. That gigantic belt-line detail on the rear doors and impossibly sharp rear tail lights probably shouldn’t won’t make it to production.

(It’s possible that the model could be shared between Toyota and Mazda under their growing partnership.)

This year, Scion will release a reskinned Mazda2 sedan in the States as the Scion iA and a rebadged Corolla hatchback as the Scion iM to replace outgoing or slumping models that have fallen flat at dealerships. Both new models may be sold at dealers under a new “Pure Price” format that would allow buyers to all-but purchase their cars online and accept delivery at a dealership, which could put the automaker one-step closer to again connecting with younger buyers who view cars — and car buying — substantially different from their parents. Another step: a small crossover that sell like crazy right now.

Scion sales have slumped since its zenith seven years ago. The brand ranks 30th among automakers in sales so far this year.






Aaron Cole
Aaron Cole

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  • Dartdude Having the queen of nothing as the head of Dodge is a recipe for disaster. She hasn't done anything with Chrysler for 4 years, May as well fold up Chrysler and Dodge.
  • Pau65792686 I think there is a need for more sedans. Some people would rather drive a car over SUV’s or CUV’s. If Honda and Toyota can do it why not American brands. We need more affordable sedans.
  • Tassos Obsolete relic is NOT a used car.It might have attracted some buyers in ITS DAY, 1985, 40 years ago, but NOT today, unless you are a damned fool.
  • Stan Reither Jr. Part throttle efficiency was mentioned earlier in a postThis type of reciprocating engine opens the door to achieve(slightly) variable stroke which would provide variable mechanical compression ratio adjustments for high vacuum (light load) or boost(power) conditions IMO
  • Joe65688619 Keep in mind some of these suppliers are not just supplying parts, but assembled components (easy example is transmissions). But there are far more, and the more they are electronically connected and integrated with rest of the platform the more complex to design, engineer, and manufacture. Most contract manufacturers don't make a lot of money in the design and engineering space because their customers to that. Commodity components can be sourced anywhere, but there are only a handful of contract manufacturers (usually diversified companies that build all kinds of stuff for other brands) can engineer and build the more complex components, especially with electronics. Every single new car I've purchased in the last few years has had some sort of electronic component issue: Infinti (battery drain caused by software bug and poorly grounded wires), Acura (radio hiss, pops, burps, dash and infotainment screens occasionally throw errors and the ignition must be killed to reboot them, voice nav, whether using the car's system or CarPlay can't seem to make up its mind as to which speakers to use and how loud, even using the same app on the same trip - I almost jumped in my seat once), GMC drivetrain EMF causing a whine in the speakers that even when "off" that phased with engine RPM), Nissan (didn't have issues until 120K miles, but occassionally blew fuses for interior components - likely not a manufacturing defect other than a short developed somewhere, but on a high-mileage car that was mechanically sound was too expensive to fix (a lot of trial and error and tracing connections = labor costs). What I suspect will happen is that only the largest commodity suppliers that can really leverage their supply chain will remain, and for the more complex components (think bumper assemblies or the electronics for them supporting all kinds of sensors) will likley consolidate to a handful of manufacturers who may eventually specialize in what they produce. This is part of the reason why seemingly minor crashes cost so much - an auto brand does nst have the parts on hand to replace an integrated sensor , nor the expertice as they never built them, but bought them). And their suppliers, in attempt to cut costs, build them in way that is cheap to manufacture (not necessarily poorly bulit) but difficult to replace without swapping entire assemblies or units).I've love to see an article on repair costs and how those are impacting insurance rates. You almost need gap insurance now because of how quickly cars depreciate yet remain expensive to fix (orders more to originally build, in some cases). No way I would buy a CyberTruck - don't want one, but if I did, this would stop me. And it's not just EVs.
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