Making its World Premiere at the 2013 Frankfurt Motor Show, the Yaris Hybrid-R concept car combines the advanced technology of the compact volume seller Toyota Yaris Hybrid with high-performance engineering inspired by Toyota's racing prototype, the TS030 HYBRID, which participated at Le Mans and in the World Endurance Championship. The result is a highly focused concept car dedicated to maximising driving pleasure on road and on track.

President Toyota Motorsport GmbH

Yoshiaki Kinoshita started his career with Toyota Motor Corporation (TMC) in 1978 as an Engine Research and Development Engineer, during which time he helped develop the 3.5-litre V10 engine in the Toyota TS010. In 1989 Kinoshita-san progressed to oversee Toyota's World Rally Championship and Le Mans programmes, before moving across to Toyota Racing Development in 1996 to take the position of Vice President in charge of the Champ Car campaign. From 2004 to 2007 Kinoshita-san was General Manager of TMC's Motor Sports Division, which from 2010 onwards has also meant being President of Toyota Motorsport GmbH (TMG) in Cologne, Germany.

Now that you have returned to working on GT prototype race cars, how has Toyota's approach changed? 

Kinoshita: Toyota is an engineering company and we are very serious about that fact. We think that our efforts in racing are a showcase of our engineering. Six or seven years before we launched the TS030 HYBRID we realised that our development of race engines had to help our road-going cars, otherwise our effort would mean nothing or at least have less meaning. We therefore decided to bring our green technology, our hybrid system, into the racing field. Development in this area would then help to make our road-going cars more efficient.

So is there a relationship between Toyota's racing efforts and its road cars? 

Kinoshita: Yes. Compared to the KERS system in Formula 1, a racer like the TS030 HYBRID is much more closely related to road-going cars. Half of the technology comes from the hybrid production department in Japan it develops the racing systems and brings the know-how and technologies back into the road cars.

Can you be more specific about the differences or similarities? 

Kinoshita: One difference between the racing hybrid and production hybrid is in its range. Production hybrid systems are mainly focused on low fuel consumption during city runs, but with race cars there are no city runs, only high speed. Our racing hybrid system recovers all its energy very rapidly during deceleration, like in the three seconds it takes to go from 300km/h to 100km/h. This very large braking energy must be recovered very quickly.

A complete recharge in just three seconds? 

Kinoshita: Our racing hybrid system has sixty times more energy recovery capacity than the road-going hybrid unit. This means that you need an energy storage facility that allows for a very fast charging and release performance — three seconds to charge and just two-and-a-half seconds to release everything. Current hybrid road cars have batteries that cannot cope with this kind of high energy flow. Only a super capacitor has this performance capability, so our production division is now thinking that super capacitors could be used in road-going cars for improved energy recovery.

We can't wait to see what Toyota comes up with in that respect. But what does Le Mans mean for you personally? 

Kinoshita: Le Mans is a legendary race, and every person in the racing world wants to win at Le Mans. Toyota has challenged Le Mans for over 30 years and we've come second four times, so I really want to get first place. We don't go to the race without first dreaming about winning, so every morning I'm dreaming about winning.

Making its World Premiere at the 2013 Frankfurt Motor Show, the Yaris Hybrid-R concept car combines the advanced technology of the compact volume seller Toyota Yaris Hybrid with high-performance engineering inspired by Toyota's racing prototype, the TS030 HYBRID, which participated at Le Mans and in the World Endurance Championship. The result is a highly focused concept car dedicated to maximising driving pleasure on road and on track.

Hybrid technology is still young - with the first generation Toyota Prius appearing in 1997, just 16 years ago. As such, it still has its future ahead and a great potential to evolve in many different directions. Only recently, hybrid technology has started to appear in racing programs, but is not yet fully established in people minds as a performance oriented solution. The Yaris Hybrid-R concept car is a clear showcase of possible ideas for the development of hybrid technology for maximum performance and increased driving pleasure.

The Hybrid powertrain 

Based on the Yaris 3-door, the Yaris Hybrid R concept hybrid powertrain configuration, employs a powerful and highly tuned 1.6l petrol engine combined with two powerful electric motors to provide an 'intelligent' electric four-wheel drive capability.

The front wheels are driven by a 300hp 4-cylinder 1.6 turbo engine with direct injection specifically developed by Toyota Motorsport GmbH (TMG) according to the rules of the International Automobile Federation (FIA) for a Global Race Engine to be utilised in different motorsport disciplines.

At the rear, each wheel is individually powered by a 60hp electric motor — the same as those used in the standard Yaris Hybrid. The hybrid powertrain system develops a total system output of 420 hp.

The two electric motors work as electric generators during the braking phase, and supplement the petrol engine during the accelerating phases.

Just like in the TS030 HYBRID, the energy recovered during the braking phase is stored in a super capacitor. In the Yaris Hybrid-R it is located under the rear seat, where the Yaris Hybrid battery is usually positioned. Compared to the standard NiMh hybrid battery, the super capacitor has a higher power density and a fast power charge / discharge speed. It is perfectly suited to the requirements of sporty driving on track, which requires brief and immediate bursts of power.

A 3rd 60hp electric motor, located between the engine and the 6 gear sequential transmission, operates as a generator in two different cases: during deceleration to feed the super capacitor and during acceleration to directly power the rear electric motors.

The latter will only happen when the engine power and torque exceed the grip potential of the front wheels. The generator behaves like an advanced traction control system, redirecting the torque as electric energy to the rear wheels, to boost the acceleration and improve the handling rather than to simply limit the engine power.

A resolutely sporty design 

The Yaris Hybrid-R features a more aggressive and emotional interpretation of the design language that characterises recent Toyota models. The Keen Look and Under Priority design philosophy is reinforced by the adoption of newly designed headlights, a wider front grille and black and blue details that contrast with the white body colour.

The specific bumper design incorporates two large air intakes and blue LED daytime running lights. The intakes greatly contribute to the front brake cooling, while the shape of the lower lip is designed to centrally channel underbody air flow.

The flared fenders house bespoke 18-inch TRD wheels fitted with 225/40 R18 Michelin Pilot Sport Cup tyres featuring an asymmetrical tread design to complement the Yaris Hybrid-R sporty philosophy. Ideally suited for a mixed use on the road and on the track, this choice of high-performance tyre is a symbol of the fruitful cooperation between Michelin and our racing team involved in the World Endurance Championship series.

Grooved and perforated brake discs are gripped by six-piston callipers in the front and four-piston callipers in the rear. Located on the rear pillar, a quick opening fuel cap makes easier a quick refuel in the pits.

At the rear, Yaris Hybrid specific LED lights maintain the link with the production car. An exclusive spoiler is mounted on the roof and the redesigned bumper incorporates a large diffuser, with an exhaust pipe framed by two air extractors.

A racing cockpit

Matching the colours outside, the dual tone Recaro bucket seats feature black leather side bolsters and blue Alcantara®. The same blue Alcantara® covers part of the door panels and the dashboard to give the interior a more cohesive, racing-inspired feel.

Ideally located high and close to the driver's right hand, the shift lever of the sequential gearbox is set up to quickly change down gears by pushing the lever forwards, and to change up by pulling it back.

The sport steering wheel wrapped in Alcantara® welcomes a racing inspired push button to select, at rest, either the "Track" or "Road" mode, or while driving , the "Boost" function.

The driving position is ideally completed by a set of GT 86 sport pedals.

A 'Road' mode for day-to-day driving

The 'Road' mode is characterized by a reduction of the engine output and an appropriate management of the amount of energy the super capacitor can distribute to reduce fuel consumption and CO2 emissions. Accordingly, the turbo compression ratio of the 1.6l engine is reduced and the injection / ignition mapping adjusted.

The hybrid system works seamlessly with the 1.6 turbo petrol engine, especially during start-up phase at low rpms when the efficiency of the conventional engine not yet optimum. The super capacitor can release the energy recovered under braking for a maximum duration of 10 seconds, while the total power of the two electric motors is limited to 40 hp. To maintain a sufficient state of charge in the super capacitor, the third electric motor can be used at any time as a generator.

Depending on the state of charge of the battery, the Yaris Hybrid-R may also operate in full electric mode for short distances, especially during parking operations.

A 'Track' mode for track days 

The 'Track' mode makes full use of the maximum system output of the engine and a performance oriented energy management. The 1.6 turbo engine develops 300 hp and provides maximum torque of 420 Nm, while the rear electric motors can reach a combined maximum power peak of 120 hp for up to 5 seconds.

At low speeds, or in a curve, when the engine power and torque exceed the grip potential of the front wheels, the third electric motor can directly power the rear electric motors. The generator behaves like an advanced traction control system, redirecting the petrol engine extra amount of torque as electric energy to the rear wheels.

Rear electric motors - one per wheel — can greatly influence the Yaris Hybrid-R handling characteristics during cornering by altering the distribution of torque between the left and right rear wheels.

Each engine can be used independently as a generator or a motor to achieve the same effect as an intelligent torque vectoring differential.

Depending on the radius of the curve, the system can send more torque to the outside rear wheel allowing higher cornering speeds into the corner (middle-speed curves), apply more braking force to the inside wheel (fast curves), or even brake and accelerate each wheel independently (slow curves) to adjust the yaw effect for a better line, to limit steering angle, and understeer.

With the particularly high system output of its hybrid powertrain, an energy management system strongly oriented towards the reach of maximum performance and the utilisation of the engines for better handling, the Yaris Hybrid-R concept indicates a potential direction for the development of hybrid technology towards more driving pleasure. t

Toyota believes that the solutions to energy and emissions issues offered by the Fuel Cell Hybrid Vehicle (FCHV) make it the closest technology yet to the ultimate zero-emission car, with hydrogen as an ideal, ultra-clean energy carrier.

The company is already overcoming some of the historical barriers to the creation of marketable fuel cell vehicles. This includes closing in on its goal of offering both a driving range and performance comparable to petrol and diesel powertrains, without any harmful emission.

Toyota applies its HSD technology to FCHV development by replacing petrol engines with fuel cells, and petrol fuel compartments with high pressure hydrogen tanks. It employs the same electrical componentry as that featured in a full hybrid powertrain. Moreover, as in a hybrid, the 21 kW battery is used to store energy recovered by the regenerative braking system.

Continuing its research into Fuel Cell durability and reliability, significant cost reduction and improved well-to-wheel CO₂ emissions, Toyota will introduce an affordable sedan-type FCHV which matches the performance of conventional combustion engined vehicles, in Japan, the U.S. and Europe by 2015.

The FCV-R Concept -itself revealed at the 2011 Tokyo Motor Show- demonstrates significant advances in performance, fuel consumption and packaging over Toyota's earlier, Highlander SUV-based FCHV-adv fuel cell concept vehicle presented in 2008.

The FCV-R Concept sedan is 4,745 mm long, 1,510 mm high and 1,790 mm wide and dispose of a range of approximately 700 km*, whilst generating zero CO2, NOx or PM and with water vapour the only emission.

At the same time, progresses have also been realised on Fuel Cell itself and on the hydrogen tank.

Achieving the world's highest power density of 3.0 kW per litre, the fuel cell stack is considerably smaller than in previous FCHVs.

A marked increase in fuel cell stack energy efficiency has also led to a sizeable reduction in the size of the vehicle's hydrogen fuel tanks. Replacing previous four tanks, the latest design features only two tanks that allowed to use different material, modify manufacturing process and then achieved cost-reduction.

The twin hydrogen tanks and the FC stack are located beneath the vehicle floor, maximising both cabin and luggage space to create an entirely practical family sedan.

In the 2020s, Toyota expects FCHVs to achieve full, mass-market commercialisation, and aim to introduce tens thousands of vehicles annually. This market growth will be boosted by the further roll out of FCV technology, the increased availability of hydrogen refuelling stations and the reduction in costs which accompanies a maturing technology.

Evolution — The Latest Technical Status

The Toyota FC stack has consistently been a performance leader in fuel cell technology. Since the company began work on fuel cell vehicles in 1992, advances in its fuel cell technology have seen significant improvements in every aspect of FCHV performance.

The fuel cell to be used in the FCHV scheduled for launch in 2015 currently achieves the world's highest power output density of 3 kW per litre. This is more than twice the density achieved by the FC stack in the company's 2008 FCHV-adv fuel cell hybrid vehicle.

The development of a high-efficiency boost converter has increased system voltage sufficiently to reduce both the size of the electric motor and the number of fuel cells in the stack. As a result, the new, lower cost fuel cell system offers improved performance, but fuel cell stack is approximately half the weight and size of its predecessor fitted in the FCHV-adv of 2008.

A measure of the progress achieved in Fuel Cell energy efficiency since 1992, vehicle range has improved from 330 km to 830 km**. Simultaneously, fuel cell operating range has been greatly expanded, with cold starts now possible at -30 degrees Celsius thanks to the use of new materials in the fuel cell stack construction.

At the same time, efforts have been concentrated on the necessary cost reduction.

The cost of fuel cell system including FC stack and high-pressure hydrogen tank achieved 1/10 reduction of FCHV-adv introduced in 2008. For early popularization, Toyota aims to reduce another half to achieve finally 1/20 of the cost in the FCHV-adv of 2008.

Although currently a vehicle price under 10 million yen (80.000 &euro) seems attainable, TMC aims to further reduce costs to bring the vehicle to market at a more-affordable price.

President Toyota Motorsport GmbH

Yoshiaki Kinoshita started his career with Toyota Motor Corporation (TMC) in 1978 as an Engine Research and Development Engineer, during which time he helped develop the 3.5-litre V10 engine in the Toyota TS010. In 1989 Kinoshita-san progressed to oversee Toyota's World Rally Championship and Le Mans programmes, before moving across to Toyota Racing Development in 1996 to take the position of Vice President in charge of the Champ Car campaign. From 2004 to 2007 Kinoshita-san was General Manager of TMC's Motor Sports Division, which from 2010 onwards has also meant being President of Toyota Motorsport GmbH (TMG) in Cologne, Germany.

Now that you have returned to working on GT prototype race cars, how has Toyota's approach changed? 

Kinoshita: Toyota is an engineering company and we are very serious about that fact. We think that our efforts in racing are a showcase of our engineering. Six or seven years before we launched the TS030 HYBRID we realised that our development of race engines had to help our road-going cars, otherwise our effort would mean nothing or at least have less meaning. We therefore decided to bring our green technology, our hybrid system, into the racing field. Development in this area would then help to make our road-going cars more efficient.

So is there a relationship between Toyota's racing efforts and its road cars? 

Kinoshita: Yes. Compared to the KERS system in Formula 1, a racer like the TS030 HYBRID is much more closely related to road-going cars. Half of the technology comes from the hybrid production department in Japan it develops the racing systems and brings the know-how and technologies back into the road cars.

Can you be more specific about the differences or similarities? 

Kinoshita: One difference between the racing hybrid and production hybrid is in its range. Production hybrid systems are mainly focused on low fuel consumption during city runs, but with race cars there are no city runs, only high speed. Our racing hybrid system recovers all its energy very rapidly during deceleration, like in the three seconds it takes to go from 300km/h to 100km/h. This very large braking energy must be recovered very quickly.

A complete recharge in just three seconds? 

Kinoshita: Our racing hybrid system has sixty times more energy recovery capacity than the road-going hybrid unit. This means that you need an energy storage facility that allows for a very fast charging and release performance — three seconds to charge and just two-and-a-half seconds to release everything. Current hybrid road cars have batteries that cannot cope with this kind of high energy flow. Only a super capacitor has this performance capability, so our production division is now thinking that super capacitors could be used in road-going cars for improved energy recovery.

We can't wait to see what Toyota comes up with in that respect. But what does Le Mans mean for you personally? 

Kinoshita: Le Mans is a legendary race, and every person in the racing world wants to win at Le Mans. Toyota has challenged Le Mans for over 30 years and we've come second four times, so I really want to get first place. We don't go to the race without first dreaming about winning, so every morning I'm dreaming about winning.

Making its World Premiere at the 2013 Frankfurt Motor Show, the Yaris Hybrid-R concept car combines the advanced technology of the compact volume seller Toyota Yaris Hybrid with high-performance engineering inspired by Toyota's racing prototype, the TS030 HYBRID, which participated at Le Mans and in the World Endurance Championship. The result is a highly focused concept car dedicated to maximising driving pleasure on road and on track.

Hybrid technology is still young - with the first generation Toyota Prius appearing in 1997, just 16 years ago. As such, it still has its future ahead and a great potential to evolve in many different directions. Only recently, hybrid technology has started to appear in racing programs, but is not yet fully established in people minds as a performance oriented solution. The Yaris Hybrid-R concept car is a clear showcase of possible ideas for the development of hybrid technology for maximum performance and increased driving pleasure.

The Hybrid powertrain 

Based on the Yaris 3-door, the Yaris Hybrid R concept hybrid powertrain configuration, employs a powerful and highly tuned 1.6l petrol engine combined with two powerful electric motors to provide an 'intelligent' electric four-wheel drive capability.

The front wheels are driven by a 300hp 4-cylinder 1.6 turbo engine with direct injection specifically developed by Toyota Motorsport GmbH (TMG) according to the rules of the International Automobile Federation (FIA) for a Global Race Engine to be utilised in different motorsport disciplines.

At the rear, each wheel is individually powered by a 60hp electric motor — the same as those used in the standard Yaris Hybrid. The hybrid powertrain system develops a total system output of 420 hp.

The two electric motors work as electric generators during the braking phase, and supplement the petrol engine during the accelerating phases.

Just like in the TS030 HYBRID, the energy recovered during the braking phase is stored in a super capacitor. In the Yaris Hybrid-R it is located under the rear seat, where the Yaris Hybrid battery is usually positioned. Compared to the standard NiMh hybrid battery, the super capacitor has a higher power density and a fast power charge / discharge speed. It is perfectly suited to the requirements of sporty driving on track, which requires brief and immediate bursts of power.

A 3rd 60hp electric motor, located between the engine and the 6 gear sequential transmission, operates as a generator in two different cases: during deceleration to feed the super capacitor and during acceleration to directly power the rear electric motors.

The latter will only happen when the engine power and torque exceed the grip potential of the front wheels. The generator behaves like an advanced traction control system, redirecting the torque as electric energy to the rear wheels, to boost the acceleration and improve the handling rather than to simply limit the engine power.

A resolutely sporty design 

The Yaris Hybrid-R features a more aggressive and emotional interpretation of the design language that characterises recent Toyota models. The Keen Look and Under Priority design philosophy is reinforced by the adoption of newly designed headlights, a wider front grille and black and blue details that contrast with the white body colour.

The specific bumper design incorporates two large air intakes and blue LED daytime running lights. The intakes greatly contribute to the front brake cooling, while the shape of the lower lip is designed to centrally channel underbody air flow.

The flared fenders house bespoke 18-inch TRD wheels fitted with 225/40 R18 Michelin Pilot Sport Cup tyres featuring an asymmetrical tread design to complement the Yaris Hybrid-R sporty philosophy. Ideally suited for a mixed use on the road and on the track, this choice of high-performance tyre is a symbol of the fruitful cooperation between Michelin and our racing team involved in the World Endurance Championship series.

Grooved and perforated brake discs are gripped by six-piston callipers in the front and four-piston callipers in the rear. Located on the rear pillar, a quick opening fuel cap makes easier a quick refuel in the pits.

At the rear, Yaris Hybrid specific LED lights maintain the link with the production car. An exclusive spoiler is mounted on the roof and the redesigned bumper incorporates a large diffuser, with an exhaust pipe framed by two air extractors.

A racing cockpit

Matching the colours outside, the dual tone Recaro bucket seats feature black leather side bolsters and blue Alcantara®. The same blue Alcantara® covers part of the door panels and the dashboard to give the interior a more cohesive, racing-inspired feel.

Ideally located high and close to the driver's right hand, the shift lever of the sequential gearbox is set up to quickly change down gears by pushing the lever forwards, and to change up by pulling it back.

The sport steering wheel wrapped in Alcantara® welcomes a racing inspired push button to select, at rest, either the "Track" or "Road" mode, or while driving , the "Boost" function.

The driving position is ideally completed by a set of GT 86 sport pedals.

A 'Road' mode for day-to-day driving

The 'Road' mode is characterized by a reduction of the engine output and an appropriate management of the amount of energy the super capacitor can distribute to reduce fuel consumption and CO2 emissions. Accordingly, the turbo compression ratio of the 1.6l engine is reduced and the injection / ignition mapping adjusted.

The hybrid system works seamlessly with the 1.6 turbo petrol engine, especially during start-up phase at low rpms when the efficiency of the conventional engine not yet optimum. The super capacitor can release the energy recovered under braking for a maximum duration of 10 seconds, while the total power of the two electric motors is limited to 40 hp. To maintain a sufficient state of charge in the super capacitor, the third electric motor can be used at any time as a generator.

Depending on the state of charge of the battery, the Yaris Hybrid-R may also operate in full electric mode for short distances, especially during parking operations.

A 'Track' mode for track days 

The 'Track' mode makes full use of the maximum system output of the engine and a performance oriented energy management. The 1.6 turbo engine develops 300 hp and provides maximum torque of 420 Nm, while the rear electric motors can reach a combined maximum power peak of 120 hp for up to 5 seconds.

At low speeds, or in a curve, when the engine power and torque exceed the grip potential of the front wheels, the third electric motor can directly power the rear electric motors. The generator behaves like an advanced traction control system, redirecting the petrol engine extra amount of torque as electric energy to the rear wheels.

Rear electric motors - one per wheel — can greatly influence the Yaris Hybrid-R handling characteristics during cornering by altering the distribution of torque between the left and right rear wheels.

Each engine can be used independently as a generator or a motor to achieve the same effect as an intelligent torque vectoring differential.

Depending on the radius of the curve, the system can send more torque to the outside rear wheel allowing higher cornering speeds into the corner (middle-speed curves), apply more braking force to the inside wheel (fast curves), or even brake and accelerate each wheel independently (slow curves) to adjust the yaw effect for a better line, to limit steering angle, and understeer.

With the particularly high system output of its hybrid powertrain, an energy management system strongly oriented towards the reach of maximum performance and the utilisation of the engines for better handling, the Yaris Hybrid-R concept indicates a potential direction for the development of hybrid technology towards more driving pleasure. t