2023 Toyota Crown Platinum Review – Eating (Some) Crow

Tim Healey
by Tim Healey

Fast Facts

2023 Toyota Crown Platinum Fast Facts

2.4-liter turbocharged four-cylinder paired with two electric motors (340 total system horsepower, 264 horsepower @ 6,000 RPM, 400.4 lb-ft total system torque, 332 lb-ft @ 2,000-3,000 RPM)
Transmission/Drive-Wheel Layout
Six-speed automatic, all-wheel drive
Fuel Economy, MPG
29 city / 32 highway / 30 combined (EPA Rating)
Fuel Economy, L/100km
8.1 city / 7.3 highway / 7.8 combined (EPA Rating)
Base Price
$52,350 (U.S.) / $64,670 (Canada)
As-Tested Price
$54,569 (U.S.) / $67,665.08 (Canada)
Prices include $1,095 destination charge in the United States and $1,960 for freight, PDI, and A/C tax in Canada and, because of cross-border equipment differences, can’t be directly compared.

I was a tad harsh last year after I drove the 2023 Toyota Crown for the first time. I got a Platinum trim for testing months later – and while I stand by what I wrote regarding lower trims, the Platinum offered a more pleasant experience than I’d had during my first drive.

Well, mostly more pleasant. There’s still a tiny bit of baking to do.

The Platinum trim gets a hybrid setup that mates a 2.4-liter turbocharged four-cylinder with two electric motors for a system total of 340 horsepower. The transmission is a six-speed automatic.

As I wrote previously, the Platinum’s powertrain is the one to have if power and acceleration matter to you. At least at urban and suburban speeds. You don’t buy a large sedan to blow people’s doors off – and if you did, you’d be buying a Stellantis product with the letters SRT affixed somewhere. You buy something like the Crown for comfortable cruising with a spacious cabin.

Which the Crown has – it’s comfortable inside, though I still don’t love the shifter design, and the wireless phone charging pocket doesn’t always keep one’s phone in place as it’s supposed to. And yes, even on the Platinum, the materials still look and feel a bit cheaper than they should.

On the other hand, the Crown’s raised ride height made entry and exit easy.

The biggest beef I had with the Crown Platinum involved some hybrid powertrain transitions that were a bit clunky – unusual for a Toyota hybrid.

Ride and handling were generally bright spots. Again, this is not intended to be a sporty ride, but the Crown handles well enough in urban environments – and it’s much more engaging than the Avalon that once occupied Toyota’s large sedan slot. The ride was generally pleasant, even occasionally on the stiff side – never soft or a snooze. Credit the adaptive variable suspension.

I really do like Toyota’s new infotainment interface – it’s such an improvement over the previous system and it’s pretty easy to use. Toyota also gets props for integrating the infotainment screen into the dash instead of tacking it on. Speaking of the dash, the gauges are large and easy to read.

Platinum trim means platinum pricing – while the Crown bases under $40K, the Platinum starts at $52,350. That price gets you a 360-degree camera, blind-spot monitoring with rear cross-traffic alert, front and rear parking assist with automatic braking, keyless entry and starting, LED headlights and daytime running lights, 21-inch wheels, panoramic fixed-glass roof, 12.3-inch screens for the gauges and infotainment, Apple CarPlay, Android Auto, satellite radio, JBL audio with subwoofer and amp, heated and cooled front seats, heated rear seats, heated steering wheel, and wireless phone charging.

Standard is Toyota’s Safety Sense 3.0 advanced driver-aid system, which includes pre-collision with pedestrian detection, dynamic radar cruise control, lane-departure alert with steering assist, lane-tracing assist, automatic high beams, and road-sign assist.

Options on my test unit were limited to premium, two-tone paint and mudguards. There were separate charges for premium paint and the two-tone setup – which, I should note, looked good.

The Crown’s fuel-economy numbers are listed at 29 mpg city/32 mpg highway/30 mpg combined.

I’d still love to spend some more time with the lower trims to see if I’d take a softer stance than I did a year ago. The Platinum, however, was good enough to make me reconsider things a bit after a week with the car. I still take issue with some of the powertrain transitions and there are some design choices that don’t quite work. That said, the Platinum-trim Crown addresses many of the complaints aimed at the Avalon.

There’s still work to be done here, but if Toyota can smooth out some of the powertrain issues and make a few tweaks, the Crown could win over some folks.

Meanwhile, I apparently have some crow to eat.

[Images © 2024 Tim Healey/TTAC.com]

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Tim Healey
Tim Healey

Tim Healey grew up around the auto-parts business and has always had a love for cars — his parents joke his first word was “‘Vette”. Despite this, he wanted to pursue a career in sports writing but he ended up falling semi-accidentally into the automotive-journalism industry, first at Consumer Guide Automotive and later at Web2Carz.com. He also worked as an industry analyst at Mintel Group and freelanced for About.com, CarFax, Vehix.com, High Gear Media, Torque News, FutureCar.com, Cars.com, among others, and of course Vertical Scope sites such as AutoGuide.com, Off-Road.com, and HybridCars.com. He’s an urbanite and as such, doesn’t need a daily driver, but if he had one, it would be compact, sporty, and have a manual transmission.

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2 of 39 comments
  • Wjtinfwb Wjtinfwb on May 14, 2024


    You may be the most illiterate poster on any auto site. If you had any ability to read, you'd understand I offered no comparison to the grotesque BMW, outside of my opinion on styling. Clearly the BMW is the more sophisticated and perhaps better car, that not the point. The Crown is a "uniquely" styled sedan that I find oddly appealing. The BMW is equally odd but does not appeal to me at all. And I'm a former E38 7-series owner so I can appreciate the marque, or at least i used to.

    And generally, Apples are priced by the pound. Not how the look.

  • Sobhuza Trooper Sobhuza Trooper 4 days ago

    In a world where the average price paid for a new pickup truck is north of $50K, the price doesn't strike me as batturd crazy.

  • Varezhka The biggest underlying issue of Mitsubishi Motors was that for most of its history the commercial vehicles division was where all the profit was being made, subsidizing the passenger vehicle division losses. Just like Isuzu.And because it was a runt of a giant conglomerate who mainly operated B2G and B2B, it never got the attention it needed to really succeed. So when Daimler came in early 2000s and took away the money making Mitsubishi-Fuso commercial division, it was screwed.Right now it's living off of its legacy user base in SE Asia, while its new parent Nissan is sucking away at its remaining engineering expertise in EV and kei cars. I'd love to see the upcoming US market Delica, so crossing fingers they will last that long.
  • ToolGuy A deep-dive of the TTAC Podcast Archives gleans some valuable insight here.
  • Tassos I heard the same clueless, bigoted BULLSHEET about the Chinese brands, 40 years ago about the Japanese Brands, and more recently about the Koreans.If the Japanese and the Koreans have succeeded in the US market, at the expense of losers such as Fiat, Alfa, Peugeot, and the Domestics,there is ZERO DOUBT in my mind, that if the Chinese want to succeed here, THEY WILL. No matter what one or two bigots do about it.PS try to distinguish between the hard working CHINESE PEOPLE and their GOVERNMENT once in your miserable lives.
  • 28-Cars-Later I guess Santa showed up with bales of cash for Mitsu this past Christmas.
  • Lou_BC I was looking at an extended warranty for my truck. The F&I guy was trying to sell me on the idea by telling me how his wife's Cadillac had 2 infotainment failures costing $4,600 dollars each and how it was very common in all of their products. These idiots can't build a reliable vehicle and they want me to trust them with the vehicle "taking over" for me.