Alright, let's be honest; who here is considering a 6th gen?

Going from perfect to anything else is a downgrade

 

Just drove two 6th gens. An SR5 and a TRD Off Road Hybrid back to back, hybrid first.

I did experience the dead pedal in the hybrid, thankfully at a 4 way stop and not pulling out. The hybrid was a surprisingly unrefined drivetrain. It moved quickly though.

The non hybrid had more initial get up and go off the line and the transmission seemed smoother compared to the hybrid. Felt way more refined driving. Didn’t pull as hard though, but still felt the torque - especially compared to the 5th gen. I liked driving the non hybrid better than the hybrid.

The headliner felt ridiculously cheap in both of them - no sunroof.

I will say the 8 speeds in both felt more refined then when I drove the Land Cruiser when they first came out, but in terms of overall smoothness, the 5 speed in the 5th gen wins by a mile.

Still need to grab some dimensions of the 6th compared to the 5th whenever I stop by the dealer again.

 

The complete loss of power for few seconds? No check engine light no nothing on my friend 2025 Land cruiser. Imagine happening that while trying to merge after a turn before the vehicles coming straight to the same lane. Insanely risky defect to my eyes. I would be scared to have my family.

 

I bet it's the torque management trying to protect the driveline from all that "465 lb-ft" and the ECU has to be throttled back to let the system figure out which power source to draw what percentage of power. Otherwise there is zero justification for the hybrid to not only be slower in acceleration than the gas model but also the 5t gen.

 

Its a bug/defect. Doesn't happen always. You press gas and its just dead. Theory me and the owner of the Land cruiser owner thinking is the ECU could not take a decision in a specific scenario.
In my friends case; driving on freeway -> apply brakes to slow down on the offramp turning to another 4 lane road (so no complete stop) -> press gas to a considerable amount. The momentum left made it to the right most lane but the accelerator / vehicle has zero power. After few seconds the vehicle came alive and accelerated making my friend look like an a** not knowing how to merge / enter a road.

 

oh dang if it's a few seconds then yeah, that's way beyond the usual dead pedal you hear about like diesel pickup owners whose throttle gets no response for a split second when they mash it.

 

Sounds like it’s confused about where to draw power- battery vs engine.

Is there a manual shift mode he could try to keep the rpm’s higher and see if it behaves differently?

 

Yep, it was wild. Just sat there at the stop not moving for about two seconds.

Nah, I didn’t stomp on it. Just tried accelerating as normal from a complete stop at a stop sign.

 

That’s honestly what it felt like. Almost as if it couldn’t decide whether to just use electric or engage both gas and electric. Because when it finally did go, it was just electric for a split second before winding up the gas engine too.

 

Not sure and I doubt. But will try to find if there's such instructions.

 

It is wild that Toyota, that has deep expertise with hybrids, would release into production a vehicle with such obvious defect.

 

I was at a traffic light today in my 2nd Gen Tacoma V6, and next to me was a non-hybrid 4th Gen Tacoma. I expected the hybrid to have auto stop-start, but not the non-hybrid. That would be a no go for me. Ever. Not in my driveway OR backyard.

 

The hybrid system in the truck is different than their traditional hybrids, so they probably still need to dial it in a bit more. The sad thing is the dead pedal happens in the tundra too, non-hybrids. So it’s not just a hybrid truck thing.

 

Wow! What great advancements in technology we’re making. We now have cars that only drive when they feel like it.

 

I call that turbo lag. Gonna get you killed someday. The one and only Ford we ever owned was a 2013 Edge. Nice comfortable car but wouldn't go when you needed it to. Traded it in after 1 1/2 years for a 2015 4runner SR5.

 

It definitely wasn’t turbo lag, the car did nothing - no gas engine power at all and no electric power. Turbo lag is the time between the engine revving and the turbo spooling.

 

Same difference. If the car don't move when you want it to, that is a big problem. That was kind of my mal-worded point.

 

Somebody in my work parking lot got a white LC250. It’s easy on the eyes. Good proportions, not over-stylized. It’s no 5th gen, but if they eventually offer a non-hybrid version and they drop 10k in price, I could see it as an eventual replacement for my 4runner (perish the thought). If they still make the LC250 by then.

 

Agree. But it can’t have a 4 cylinder. V6 or I6.

 

Well, if you’re giving me a choice, sure I’ll take a non-tubo V6. I’m not sure I would trust the modern day toyota organization to design a clean sheet I-6, nor do I want a BMW engine like in the Supra.

 

Keep dreaming.

 

Yeah that’s completely insane. This is what must happen when “first principles” in design/engineering are abandoned. If a car has one job, it’s to move forward, stop, and turn on command. How any of these can leave the factory floor with these problems is mind boggling.

Does anybody suppose they’ve decided to put braking action through a computer to decide if it does regen or hydraulic braking? Can you imagine if your brakes have to decide if it’s going to stop you, or lightly recharge the battery?

 

Brake-by-wire has practically been standard for hybrids since the beginning.
Regen (that “lightly recharge the battery”) slows you down regardless so the computer blends the two in normal operation depending on how the brake pedal is pressed.

(don’t get me wrong, there’s still hydraulic brakes on tap)

 

Thx. Thats why I’ll never buy a 6th gen. Another 3rd or 5th? Most likely at some point. But even the N180 has to have a V6.

 

A hybrid assist with 48V battery doesn’t scare me. But must be paired with 6 cylinders on a vehicle this size/weight.

 

The thing that set up would bug me about the LC250 is its tanks is 1/2 a gallon SMALLER than the 4Runner at 18.5 gal versus 19 in the 6th gen.

As far as I know the 2.4T is not 15-18% more efficient than the 1GR so the range would be pretty bad. Even the reviewers who drove the current LC250 with the hybrid noted that they have to stop and refuel at ~200 mile mark when drive as a daily.

Tinkerer adventure highlighted that the LC250 actually has a smaller tank than the FJ Cruiser which is quite a bit shorter, due to the gas tank not maximized in the space around it. The J200 LC was of course a larger size than the 5th gen 4R but it had a 24.6 gal tank. Now we have a "Land Cruiser" that has less range than the contemporary 4Runner. I guess Toyota knows the target audience for these things better than I do.

 

That's why I am still on the hunt for a pre-DBW manual Corolla or Camry with the 1ZZ or 5SFE. Trouble is those are extremely hard to come across now a days without 300k on the clock. :/ My 05 has DBW and otherwise very connected to the road but the DBW has juuuuuust enough disconnect that once in a while messes up otherwise perfect 5-3 or 4-2 double clutched downshifts.

 

I took my 5th Gen in for fluid film touch at my detail shop (the auto spa). My buddy there told me they put Xpel on a few 2025 models and commented how much cheaper it seemed. He said one had 1,000 miles and those black fender flares and a lot of scuffs and knocks.

 

I’m not wondering so much about the method of brake actuation (fly by wire vs physical connection), but rather the logic used to decide what type of braking will be used and when a certain braking profile will be used (given variables of speed, road grade, weight, pedal pressure, etc). I’m sure there’s an envelope during which only regen is used, then the hyd braking is blended into the mix depending on the amount of braking is requested by the driver.

My worry is, if they can’t get the hybrid version to accelerate on command due to faulty logic, implementation of their algorithms, or software bugs, the exact same vulnerabilty to poor algorithm design (or bugs) could apply to the braking system.

It’s just another one of those things that doesn’t give the warm fuzzies. Maybe back in the old days when there was an expectation that a manufacturer would go through extensive testing and validation of the primary vehicle controls. But now Toyota is doing over the air updates. This has set the validation bar very low, because manufactures have less incentive to get it right the first time.