Process of elimination

Toyota's now development process minimized engineering changes during 2002 Camry redesign.

Toyota's product line-up is a microcosm of the company itself. Like the organization that builds them, the vehicles can be described as high quality, deceptively conservative and relentlessly successful in their market Camry, America's best-selling passenger car for the last four years running is a perfect example. It has defied economic downturn, survived market shifts toward trucks and SUVs and held a commanding sales lead in its segment even through the final year of its product cycle. The significance of Camry's achievement is not lost on Toyota or the program chief for its all-new 2002 successor. This is particularly true because chief engineer Kosaku Yamada not only headed the previous generation car, but has also guided Camry development for the past 10 years. So rather than alter the brand character of the car that is a proven, perennial best seller, Yamada has taken great care to keep the essence of Camry alive while at the same time making fundamental improvements to this fifth generation car.

"We now have success because Camry has proved for many years to be an excellent car," says Yamada. "The quality is high, the reliability also very high and it has strong resale value. That part will not change. But even though people like it and recommend it, there are too few who are emotional about it. Our goal is to make people love our car and say, 'wow' when they look at it and drive it."

Yamada is methodical in his approach to achieving that goal. And for clarity, he breaks the "wow" factor into two distinct categories. The first consideration is the nuts-and-bolts of the car, which includes styling, performance, efficiency, safety and comfort The other half of the equation is how the car looks "on paper." This aspect includes better specifications, a more attractive price and noticeably higher value.

While virtually every new car program has similar goals to Cary's, most companies' efforts to reduce price and increase value amount to little more than lip service or supplier squeezing. But Toyota took very calculated approach to pulling out cost. Unlike t he competition, Toyota took a critical look at its own process to find cost savings. In the end, it created new development tools, established new priorities, reduced labor costs and is taking Camry's U.S. domestic content from 85 to near 100 percent

New Development Process

Critical to understanding the merits of Toyota's new development and manufacturing process, is an understanding of the shortcomings of the old one.

Typically, the design concept stage determined hard points that were passed along to stylists for inclusion in the clay model. The approved shape went to development engineers who, working with suppliers, created detailed designs for components and systems. The CAD files then moved to suppliers to make prototype parts that were assembled at a lab by engineers. The prototype vehicles were tested, modified and the process repeated as necessary.

Although the team process was clearly in place, Toyota recognized that it was not maximized to its fullest extent There was still a hand-off of information on several levels and it was accepted that there would have to be engineering changes.

Dana Hargitt, Camry project manager at the Toyota Technical Center in Plymouth, Mich., says Yamada changed the process by pushing for what he called "perfect drawings." In Toyota speak, that's known as, "Zero EC," which simply means no engineering changes would be allowed after production drawings were released.

"It's the ultimate goal," says Hargitt "It sounds impossible, but focusing on a Zero EC target really energizes the manufacturing and production people early in the process. If you think you will not have a chance to change it later, you do your homework early and you speak up if there is any doubt. In terms of getting feedback at the drawing stage before tooling was cut, this system made a difference."

With so much input and information at an early stage, Toyota was able to make far better use of CAD/CAM tools to make changes electronically and do digital testing, rapid prototyping and test assembly Virtually every part on Camry was designed, fabricated and assembled prior to the production of a single prototype part This process cut the number of vehicle prototypes by 65 percent, halved the number of crash tests and analyzed human factors in the plant through use of digital assembly software.

Rapid prototype parts proved so accurate that in some cases production tooling was pulled forward and prototype tooling was never built.

Toyota also made many design changes that would reduce assembly man-hours and improve quality. In so doing, it identifled and eliminated operations that were difficult or that over time could lead to inury. For example, in one operation a 26pound carpet was redesigned into three pieces to protect workers' backs. In addition, overhead electrical work has been eliminated through use of pre-wired subassemblies and even engine bay work has been made simpler thanks to a removable, bolt-on radiator support that allows associ ates to walk inside the engine bay as opposed to leaning over a fender to work

Hargitt says many of the ideas relating to worker ergonomics and safety came through the participation of pilot line workers who helped with the prototype builds.

The Wow Factor

The obvious "wow" factor for the new Camry is styling. Boasting a lowest-in-class aerodynamic drag of just 0.28, the sleek new shape is functional as well as aesthetically pleasing. Crisp lines evoke an upscale image, while the fast windshield angle and chopped rear deck present a sporty character meant to appeal to a broader customer base.

The interior theme follows styling cues, with luxurious materials and options, but with more driver-oriented gauges, seats and controls. Among the long list of luxury features is an optional touch screen navigation system, choice of three premium audio systems, curtain side airbags, three-stage driver's airbag and optional full leather. Mid-year will mark the introduction of adjustable pedals as an option.

Yamada keeps the improvements coming with a new, 157 hp 2.4L 4cylinder base engine that is lighter, more powerful, cleaner and more economical than the 2.2L it replaces. Blessed with variable valve timing, the ULEV rated engine helps shave two seconds off zero-to-60 mph times with a manual transmission. A four speed automatic, now assembled in the U.S. and contributing to higher domestic content, is available as an option on the 2.4L engine and standard on the carryover 3.OL V-6.

Body stiffness is up roughly 25 percent, thanks to use of laser welded steel blanks on front rails, structural adhesives and an increase in the number of body welds. Toyota claims 4,300 individual spot welds on Camry, compared to fewer than 3,000 for some comparable cars. Stiffeners are added across the parcel tray, dash area, under seats and in the spare tire well to prevent booming. Floor panels are stamped curved, not flat, for the same reason. All pillars are foamed to reduce wind noise, and extensive use of asphalt sheet halts inputs from the road and engine.

The result? Carry is quiet and tight. (see CWN, pg. 20)

A relatively holdover chassis design benefits from the stiffer body, allowing more tuning at the corners and less transmission of noise and vibration. Front suspension is a conventional MacPherson strut design that offers additional wheel travel over last year. The rear uses Chapman struts with long lower control arms to minimize camber change. Optional four-sensor ABS with electronic proportioning can be upgraded to include skid control and traction control.

Electrical complexity is dramatically reduced through the use of multiplexed body electronics. The self-diagnosing system reduces the number of high current wires, connections and weight The reduction in solder also contributes to an environmental goal that was self imposed by Japanese OEMs - reducing the amount of lead in a vehicle to one-third of 1996 levels by 2005. Toyota has slashed Camry's lead content by reformulating undercoating, greases, bronze alloys and taking lead out of meter pointers, connections and heater cores.

Yamada's "wow" factor is deeply embodied in a vehicle that is longer, wider, faster, safer, more economical, cheaper, quieter, environmentally friendly and more stylish. In just 30 months, its chief engineer reinvented Camry, retaining all of the attributes that have made it a best seller, and none of the baggage that made it an appliance.

Practically all of North American-sold Camrys will be built at Toyota Motor Manufacturing in Georgetown, Ky. The Kyushu, Japan, plant also comes online at the same time, to supply other markets. Toyota's ramp up strategy: Flip the switch and go. Wow

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Lexus ES 300

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When Lexus introduced the IS 300 sedan and SportCross last year, it finally positioned itself to take a twopronged approach in the entry-level luxury market.

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Prior to that, the ES 300 had to try to be all things to all buyers, placing half of its appeal on the luxury side and the other half on the performance side. As a result, it wasn't stellar at either end of the scale.

But with the new Camry-derived platform beneath it and a clearly defined focus during its development, the 2002 ES 300 has finally found its niche as the "little brother" of the LS 430 and a clear step up from its Camry stablemate.

"On the outside we have given the car simple, elegant and chiseled styling," says Kosaku Yamada (shown), chief engineer for both ES 300 and Camry. "But our biggest difference is the interior. It is designed to give a feeling of width and luxury. It has walnut wood accents on the doors and console panel and the same fine quality leather we use in the LS. There are just a few options, but they are things like the Mark Levinson audio system, so it is for purists. And we have also added a special sound insulation that absorbs rather than blocks sound, to increase the feeling of luxury."

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To further set ES apart, Lexus makes its adaptive variable suspension (AVS) available. AVS, which continually changes the damping rate of shocks in response to road conditions, is a system more typically found on high-end luxury cars - not entry level.

The car also takes interior cues from the LS, including dual zone climate controls, air filtration, automatic sound leveling, navigation system, optional rear sunshade, heated seats, moonroof, CD changer and rain-sensing wipers. It even borrows the 430's water repellent side glass, which uses titanium silica to help water roll off.

The ES is built exclusively in Japan at the Kyushu and Tsutsumi plants. Annual volume target in North America is 50,000 units with a price that starts in the low $30,000 range. -GK

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Supplier Involvement

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Johnson Controls Inc.-Seats. Improved lumbar support and a greater range of seating positions are improvements over previous generation. Rear seats offer 60/40 fold down. Fabric and leather coverings.

Autoliv-Airbags. Drivers airbag is a three-stage design. Passenger bag is dual stage. Side curtain airbag triggers are in 13- C-pillars.

Denso-Starter, AC System, Gauges. Small, energy efficient units are state-of-the-art from long-time Toyota supplier.

ABS-Bosch. Four channel system has optional skid control and traction control.

Lear-Headliner. Electronics are built in to headliner to improve plant ergonomics.

Arvin Sango-Exhaust. Innovative two-way exhaust control reduces noise by 10 dB, back pressure by 40 percent.