2023 Toyota Crown Review, Specs, Price

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2023 Toyota Crown Review, Specs, Price

Toyota's longest-running nameplate, going back to 1955, is the Crown sedan. And it was the first Toyota imported into the United States, not the Land Cruiser. However, you are excused if you have never heard of it, as Toyota has kept it off the American market for the past 50 years. But today, for the first time since Don Henley told you about a witchy woman, the Crown is returning. However, the question is why.

Toyota just removed the Avalon from its inventory, a sagging, full-size sedan that average Americans no longer purchase, and replaced it with an automotive riddle, the Crown. The Crown is a sedan with an SUV-like sportback profile and SUV-like selling points. However, the Crown's electrified powertrains are not very efficient. The Crown is a luxury vehicle; however, Toyota, not Lexus, is its manufacturer. In a time when other manufacturers are releasing stylish EVs, the Crown feels simultaneously futuristic and dated.

Toyota brought me to Nashville, the city of country music and sophisticated luxury residences, to learn more about the Crown. And after a day of testing, I still have little clarity. Despite the modifications, the Crown retains a similar impression to the Avalon: it's a lovely car to drive, but not what the majority of Americans paying close to $50,000 on a vehicle in 2022 desire.

Toyota does not shy away from the s-word: despite the fashionable sloping roof, they refer to the Crown as a luxury full-size sedan. Toyota claims that the Crown "pushes the boundaries of the word sedan" by adding SUV-like characteristics, such as basic all-wheel drive and a seat height that facilitates a "smooth transition" between sitting and standing. And unlike other cars and SUVs of its size, it is exclusively available with hybrid powertrains.

Toyota directed us to a golf course outside of Nashville, where I spent the day driving numerous Crown variations on a 30-minute loop of winding rural roads, beautiful estates, and a man selling ammunition out of the back of a pickup truck. We avoided the oppressive Nashville traffic, although the city's characteristics would have been more apparent in the traffic.

Like the outgoing Avalon, the Crown is perpetually pleasurable for daily driving. The acoustic glass provides the promised tranquility. Even on the Platinum's enormous 21-inch wheels, the softly adjusted suspension keeps road bumps from entering the cabin. If you are cautious with your inputs in both versions, your journey will be largely uneventful.

The Hybrid Max powertrain is more refined and potent than the Toyota hybrid I was previously accustomed to. And having 400 lb-ft of available torque absolves a multitude of faults, despite its slight lag. We do not yet know what will happen with the future 4Runner or Tacoma, but I hope they will offer this powerplant. The THS configuration, like that in other vehicles, is adequate. It is functional and adequately powerful while cruising, but the more you press the throttle pedal, the more dismal it becomes. The THS and CVT immediately let out a sincere groan when the Hybrid Max ascended a slope at the beginning of our tour. However, it gets 11 additional miles per gallon of gasoline.

The Crown is not really enjoyable to drive aggressively. It handles its enormous weight—more than 800 pounds heavier than a Camry and approaching the heft of a 4Runnereacompetently. And it takes a straight line to traverse bends. However, Toyota does not provide you with a sport seat, so you slosh about the interior. And Toyota's Proactive Driving Assist intervenes to gently but firmly slow your roll, which can be irritating if you drive like a car journalist.

The Toyota Crown is available in three trim levels, but it's difficult to distinguish between them by looking inside. Not only are the fundamental technology suites identical from A to B to C, but there are also no discernible distinctions in the materials, trim finishes, or upholstery selections. All models include a 12.3-inch touchscreen with Toyota's most recent operating system and a 12.3-inch digital instrument cluster. The touchscreen is just as nice as the one in the Toyota Tundra or Sequoia, with bright, sharp visuals and quick answers to user inputs. The digital instrument cluster has limited configurability and a complicated menu structure that is difficult to navigate using the steering wheel controls.

While the standard displays do not surprise me, Toyota's decision to make so few substantive improvements is perplexing. Aside from the XLE's cloth or leatherette upholstery, there is not much difference between it and the Platinum, which features leather. The gold accents are subtly luxurious and fashionable, but the excess of plastic is disappointing. Beginning soft and acceptable, the material becomes less expensive and tougher as it approaches the crown's floor.The Crown requires new textures or more complex color splashes, particularly on its platinum trim.

This new Crown is hybrid-only for the first time, using Toyota's well-established 2.5-liter Atkinson-cycle four-cylinder in the XLE and Limited trims. The Crown's base engine combines two permanent magnet synchronous motors with a tiny nickel-metal hydride battery to offer all-wheel drive on demand. The output is 236 horsepower, 21 more than the hybrid-powered, front-wheel-drive Avalon.

This powertrain's greatest weakness has always been its sound. It has not had sufficient power to climb steep gradients or merge at highway speeds without requiring a great deal of throttle, and this has been accompanied by a great deal of engine buzzing. On the hills surrounding Franklin, I was able to maintain an adequate engine speed despite the fact that the Crown's gas engine still doesn't sound all that fantastic. And while this torque is not of the stump-pulling sort, it is sufficient for the crown to feel confident in the middle of the tachometer.

The Crown's base engine feels like a natural fit, with superb refinement contributing to the vehicle's refined, opulent character. However, its acceleration from 0 to 60 miles per hour in 7.6 seconds is incredibly slow in today's environment. As a result, Toyota is introducing the Hybrid Max on the Crown Platinum, joining the superb I-Force Max in the Tundra pickup as the second turbocharged Toyota hybrid powertrain. 

It combines a turbocharged 2.4-liter four-cylinder engine with two more powerful electric motors for permanent all-wheel drive that transfers at least 30 percent of torque to the rear axle at all times. The system's total output of 340 horsepower is sufficient to propel the 4,300-pound Crown to 60 mph in 5.7 seconds. This performance is adequate for a vehicle with a starting price of $53,000. Nonetheless, low and midrange torque are acceptable, and despite the presence of a turbocharger, the Crown exhibits no lag. In addition, this is the more refined of the two powertrains, with less engine noise even at the highest revs.

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