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  1. Toyota shows how GR Yaris is made, hints at more GR cars source: https://uk.motor1.com/news/429886/toyota-gr-yaris-factory-video/ Toyota wanted an assembly line that could mass produce sports cars of a consistently high quality. The Toyota GR Yaris seems like a fantastic, little hot hatch. In a recently released video, the automaker shows the assembly line that builds the GR Yaris and would probably handle assembly of future performance vehicles, too. The dedicated GR production line is at Toyota's Motomachi factory. The automaker set it to move assembly through various cells that allow for more work by hand than a standard vehicle at this plant. As the company describes the strategy in the video, the goal is to have a place that can "produce millions of sports cars without any difference in quality." A GR Yaris is not just the standard model with a few different parts. For example, there's an additional 11 metres of structural adhesive and 200 extra welds in an effort to boost rigidity. Technicians handle adjusting the alignment on each car. "With its new manufacturing methods, the GR facility is capable of handling multi-type, small-volume production, without compromising productivity," Toyota writes in the description for this video. While the statement is hardly definitive, it lends further credence to the idea that the GR Yaris is not a one-off undertaking. After making the investment to set up this production line, abandoning the effort so quickly wouldn't make much sense. The rumors are that the Corolla or the C-HR are most likely to be the next vehicles to get the GR treatment. Either of them could be fun with the GR Yaris' turbocharged 1.6-litre three-cylinder making 257 bhp and 266 lb-ft. Plus the hot hatch has a three-mode, all-wheel-drive system that lets owners select the torque split.
  2. Like the mk4 Supra, Toyota expects the new GR Supra to be popular with the tuners and aftermarket parts manufacturers.. With that in mind, Toyota has designed the all new Supra to be ready for modifications straight out of the factory. As seen on an article written by Motor Trend, the engineers at Toyota designed the front of the car with air intakes large enough to ensure modified examples get enough air if aftermarket tuning companies wanted to turn up the boost. As the stock car does not need the extra cooling, Toyota then simply blocked off the excess intakes with black plastic which the standard car doesn’t need. All tuners need to do is fit different grille inserts free of this plastic to increase the amount of air the car can suck in. Also at the front, Toyota built in air ducts near the front wheel arches to push away air which is being sucked in from the front. These air ducts are sealed from the factory but they can be replaced with functional ones. In the same way, the engineers also created air intakes for the front and rear brakes but they have been sealed off too from the factory as they are not needed too. Moving to the rear, Toyota made sure there are space for additional cooling equipment for the limited-slip differential when tuning companies start to increase power of the sports car. They even went to the trouble of installing a mounting location for these parts. Lastly, the GR Supra's rear bootlid has been reinforcements under the composite skin, allowing a large wing to be easily fitted with its forces transferred safely through the bodywork. It even features pre-tapped holes in the strut towers and radiator supports so strut-tower bracing can be easily fitted.
  3. A U.S. publication has gotten their hands on a new Toyota GR Supra and hooked it up to a dyno. The car produced more power than officially stated. BMW, which have been reported before on other occasions to under quote its power figures, apparently did so with the engine in the Supra too. According to Toyota, the car is supposed to output 335bhp and 494Nm of torque but the dyno threw up figures of 339bhp and 578Nm of torque instead. Car&Driver did the run with the car running in fifth gear and since these numbers were wheel horsepower outputs, it meant that at the crank, the 3.0-litre turbo straight-six could have actually been pushing around an impressive 370-380bhp. On a side note, the magazine noted that the peak torque figure achieved may be a little inflated as the car’s torque converter probably isn’t fully locked until higher up in the rev range. This also explained how the magazine managed to clock the car doing its 0-96km/h timing in a scant 3.8 seconds while its official 0-100km/h figure was 4.3 seconds.
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