Wilsonville Toyota

8/3/2010 from Toyota PressRoom

Statement in Response to Filing of Multidistrict Litigation Class Action Complaint

Toyota looks forward to defending against the allegations made in the plaintiffs' consolidated complaint.

Toyota has identified two specific mechanical causes of potential unintended acceleration in some of its vehicles and has moved decisively to address these issues with effective and durable solutions.  Toyota rejects claims that plaintiffs suffered economic damages because of the recent recalls.

Importantly, to date, plaintiffs have not cited a specific cause that would support their claim of a defect in Toyota's Electronic Throttle Control System, and no credible scientific theory or proof has been advanced to support this allegation.  Toyota firmly believes that the system is completely safe and that reliable scientific evidence will demonstrate the safety of our vehicles in the investigations currently underway and, ultimately, to the court.

To read full article onling, go to http://pressroom.toyota.com/pr/tms/statement-in-response-to-filing-165770.aspx?link_page_rss=165770&siteid=DMG_rss_201008_RLA_explan_toynew_Statement+in+Response+to+Filing+of+Multidistrict+Litigation+Class+Action+Complaint

From the Toyota PressRoom, 7/29/10

Toyota Celebrates 10 Years of Prius in America The first Prius came to America in July 2000. That year, the star of the Detroit auto show was the Hummer H2, and the price of gasoline averaged $1.50 a gallon. The attention paid to the Prius wasn't always flattering, and sales projections were modest. What a difference a decade makes. The Prius has sold over 1.8 million units worldwide, including nearly 900,000 in the United States, and it started a revolution in the industry.

To read more about this motor vehicle milestone, please click on: http://pressroom.toyota.com/pr/tms/toyota/toyota-celebrates-10-years-of-164612.aspx

From the Toyota PressRoom, 7/29/2010:

Toyota Denies Media Reports of Sequoia Being Discontinued Toyota Motor Sales issued the following statement today: "Toyota denies any reports of the discontinuation of the Sequoia. For obvious competitive reasons, Toyota does not discuss future product plans. Sequoia continues to be a profitable, high-quality vehicle for Toyota and several years remain in the life of the current generation. Our focus remains on building our vehicles, including the Sequoia, with the highest possible quality."

The statement is posted on the Toyota USA Newsroom at: http://pressroom.toyota.com/pr/tms/toyota/statement-regarding-media-reports-165537.aspx

Wednesday, July 21, 2010, By Josh Mitchell, Dow Jones Newswires

WASHINGTON -(Dow Jones)- The Obama administration came under pressure Wednesday to disclose more information about its investigation of Toyota Motor Corp. (TM, 7203.TO), with congressional Republicans questioning whether officials are withholding information that could favor Toyota in some crashes.

Rep. Joe Barton of Texas, the senior Republican on the House Energy and Commerce Committee, sent a letter to the administration's top auto-safety regulator pressing for a detailed update on the government's inquiry into Toyota crashes linked to sudden acceleration. Barton sought information about crash data that, according to a Wall Street Journal article published last week, indicate in dozens of crashes, the driver was jamming on the gas pedal instead of the brakes, suggesting driver error.

The Journal cited unnamed people familiar with the crash-data test results. The Transportation Department, which has been conducting the crash-data tests, hasn't confirmed the story.

The letter to David Strickland, head of the Transportation Department's National Highway Traffic Safety Administration, was also signed by Energy and Commerce Committee members Reps. Ed Whitfield (R., Ky.) and Michael Burgess (R., Texas).

"It is important for us to know whether NHTSA has EDR data showing that some incidents of reported sudden unintended acceleration were the result of pedal misapplication," the congressmen wrote in the letter, viewed by Dow Jones Newswires. EDR stands for event-data recorders, also known as "black boxes," that are embedded in cars and record crash information.

Spokeswomen for Strickland and the Transportation Department couldn't immediately be reached for comment.

The Republican lawmakers pointed out in the letter that the House is expected to vote soon on a far-reaching vehicle-safety bill that responds to the Toyota recalls. The legislation would mandate certain safety features in vehicles, increase the maximum amount that auto makers could be fined for safety lapses and require public disclosure of vehicle-design information.

Link to full article:  http://www.foxbusiness.com/story/markets/industries/transportation/obama-administration-officials-pressed-toyota-crash-data/ 

• Toyota Yaris, coupe under $25,000; 
• Toyota Yaris, sedan under $15,000;
• Lexus IS 250, sedan $35,000 to $45,000;
• Toyota Tacoma, compact truck, and
• Toyota Sienna, minivan/van.  

• Vehicles are driven 15,000 miles per year; 
• Vehicles are financed using traditional financing and not leased;
• Buyers pay 10 percent down on the vehicle;
• Buyers are in the "Gold" credit tier for the purpose of determining the finance rate;
• The loan term is 60 months; and
• Buyers represent the average demographic in their state for insurance rates.

TORRANCE, Calif., March 18, 2010 - J.D. Power and Associates today announced the results from their 2010 Vehicle Dependability Study (VDS), covering 2007 model year vehicles. The following comments on the VDS can be attributed to Jim Lentz, president of Toyota Motor Sales (TMS), U.S.A., Inc.

"We are pleased that TMS has once again led the way with the most segment awards in the J.D. Power Vehicle Dependability Study. We're especially proud of our consistency in the annual study. Since 1994 Lexus has continued to place among the top three nameplates in every year of eligibility, while Toyota has been in the top five among non-luxury manufacturers since 1990. Toyota has once again topped this year's study as the top-ranking full-line manufacturer.
"This is great news and timely for both our customers and our dealers, as it provides reassurance our vehicles continue to be an industry benchmark for quality."

Other examples of Toyota's commitment to excellence, quality products and customer satisfaction include:

• Toyota received four 1st place awards - more than any other brand.
• 18 Toyota, Lexus and Scion vehicles made the list of "Most Reliable New Car" in 10 different vehicle categories by a leading national consumer publication.
• Toyota owner loyalty remains the highest in the industry, according to internal studies.
• The Tundra full-size pickup and the GX 470 midsize premium SUV each topped its respective segments for the fifth year in a row.
• The Highlander midsize SUV and Sequoia full-size SUV each topped their respective segments for the third consecutive year.

3/27/2010 from Toyota.com

Toyota and Exponent, one of the country's leading engineering and scientific firms, have discredited the findings of a Southern Illinois University professor, David Gilbert, who claimed that he could induce unintended acceleration in Toyota vehicles without leaving any trace. Exponent's testing has proven that Gilbert's demonstrations-first reported by ABC News-have misled the public and Congressional committees.

See the video at http://www.toyota.com/recall/videos/exponent-analysis-gilbert.html

3/19/2010 from star-telegram.com 

In an article posted by the Fort Worth Star Telegram on Friday, columnist Ed Wallace calls out the media for the role it has played in exacerbating the current "hysteria" over the Toyota recalls.  Highlighting ABC News' missteps and manipulation regarding the recent "study" from Professor David Gilbert of Southern Illinois University-Carbondale, the article also touched on the widespread coverage of the alleged "runaway" Prius incident in San Diego involving James Sikes.  Pointing to coverage from the CBS Evening News and later coverage from a local CBS affiliate, Wallace noted that "although the cruiser had reportedly gotten in front of Sikes' car and physically stopped it, the video showed no evidence of that interaction whatsoever on the front bumper of the Prius.  No damage, not even a scratch."
 
Pointing out that "real engineering or science is considered boring news," Wallace says that "these facts are easy to verify.  Yet they seem to be out of the reach of many who want to keep this story going; instead they'll use anyone as a source of information. The one simple question they don't ask is, is this individual telling the truth?"

To read the article, click on http://www.star-telegram.com/2010/03/19/2052984/how-toyota-can-hurt-the-media.html#ixzz0is8G9Pg8

3/12/2010 from pressroom.toyota.com

Myth: The start/stop button on the dash will not turn off my Prius while it's running.
 
Fact: On early to 2010 models with a push-button smart key system, pushing and holding the button on the dash for about three seconds will shut off the ignition system on the vehicle - even if it's in gear and moving along the roadway. Newer models may have different control logic - you only have to press the button briefly to shut down the vehicle. Check your Owner's Manual for details on your vehicle's system.
 
 
Myth: The brake system on my Toyota Prius is not able to stop the car at speed with a wide-open throttle condition.
 
Fact: The brake system on each Toyota model is capable of overpowering the driveline to stop the vehicle - even with the throttle in a wide-open condition. See Car and Driver's article at: http://www.caranddriver.com/features/09q4/how_to_deal_with_unintended_acceleration-tech_dept for more information. Apply firm, steady pressure on the brake pedal - use two feet if needed, to bring the vehicle to a halt. Do not pump the brakes in these conditions, as this may overheat the system, causing a reduction in brake performance. Prius is equipped with a combination of hydraulic and electric regenerative brake systems. All Prius vehicles have a brake system program that reduces gasoline engine power if both the throttle and brake pedals are depressed at the same time. This feature helps reduce the chance of damage to the hybrid system transmission in the event of simultaneous brake and throttle pedal application by the driver, and also helps to slow the vehicle under these circumstances. The regenerative braking via the main electric motor will continue to function to help slow the vehicle
 
 
Myth: In the event you encounter a runaway vehicle, the first thing you should do is to turn off the ignition.
 
Fact: Although turning off the ignition is a possible course of action, the first thing a driver should do is to put the transmission in Neutral. This separates the driveline from the wheels, and gives the driver instant speed control over the vehicle, and allows the driver time to assess what is happening. This also allows continued use of the power steering and brake systems for an easier stopping operation. Pressing the start/stop button to turn off the ignition can be done as a next step. This will shut down power assist to the brakes and steering system - reducing their performance, but the driver can still brake and steer the vehicle manually in this condition. The steering column on Prius will not lock up when the ignition is turned off while the vehicle is moving - allowing the driver steering control. Traditional key type ignitions systems can be turned off while the vehicle is moving without locking the steering column - as long as the key is left in the ignition. Removal of the key may result in a locked steering column, and hamper driver steering control. After placing the transmission in Neutral, and the vehicle is brought to a stop at the side of the road, the final step should be to turn of the ignition.
 
 
Myth: The parking brake is effective in stopping a vehicle at speed.
 
Fact: The parking brake may be helpful in that it can provide some additional brakeforce. However, the amount of brakeforce the parking brake applies will be negligible in a vehicle that is running at anything over paring lot speeds. Placing the transmission in Neutral and using firm steady pressure on the brake pedal will be the best way to bring the vehicle to a stop.
 
 
Myth: The transmission would not go into Neutral when an attempt was made to put it in Neutral.
 
Fact: Prius does have an electronic link between the shift lever and the transmission. The driver should place the Prius in Neutral by moving the shift lever to the "N" position - to the left side of the shift gate, and hold it there for a second - this will put the Prius transmission in Neutral. Firm application of the brakes will slow the vehicle down. Pressing and holding the start/stop button can be used as a final action to stop the vehicle if needed.
 
 
Myth: The harder I pressed on the brake pedal, the more the vehicle accelerated.
 
Fact: In a situation where it appears to the driver that the brake pedal has been depressed, but acceleration results, the driver should stay calm and take immediate action by moving the transmission shift lever to Neutral, use a firm and steady application of the brakes, then get to the side of the road and assess the situation. Neutral allows the driver to gain immediate control, and provides the driver with time to evaluate what is happening to the vehicle.
 
 
Myth: Prius has an electronically controlled brake system, and I don't believe it is as reliable as regular hydraulic brakes.
 
Fact: Prius does have an electronically controlled brake system which is as reliable as hydraulic brakes. This system utilizes both electric motor regenerative braking and hydraulic braking to stop the vehicle. The Prius system is able to recognize a fault in the regenerative braking system, and will send the driver's brake input to the hydraulic brakes to stop the vehicle. Prius can also detect a fault in the hydraulic brake system booster, and allow all of the driver's brake force to be directly sent to the two front brake calipers for maximum stopping power under a "no-boost" condition.
 
 
Myth: If I have a throttle stuck in the wide open position, and I put the vehicle in Neutral to help gain control of the vehicle, the engine will over rev, and be damaged.
 
Fact: If you place your vehicle in Neutral with a wide open throttle, you will hear a lot of engine noise, but don't be overly concerned by this. All Toyota gasoline engines have a rev limiter function as a part of the engine control program that will prevent over revving of the engine by cutting the fuel supply at a predetermined RPM. This RPM limit varies - depending on the engine type.
 
 
Myth: The Brake Override System will make it difficult to start my vehicle on a hill.
 
Fact: The Brake Override System is designed to stop your vehicle when the brake pedal is firmly pressed in cases where there is acceleration caused by mechanical interference with the throttle pedal. For practical reasons - the Brake Override System will not operate when the brake pedal is depressed first - to allow for uphill starts, while limiting the vehicle's tendency to roll backwards.  When engaged, the Brake Override System will disengage when the brake pedal is released. It will also not function at vehicle speeds of less than 5 mph, as at this point, the vehicle can be stopped safely.

Link to source article: http://pressroom.toyota.com/pr/tms/toyota-prius-vehicle-throttle-155094.aspx

3/11/2010 from www.marketwatch.com

For drivers living in fear of the rabid Toyotas prowling America's roadways, the horse-and-buggy era is looking pretty good.

But, in reality, there has never been a safer time to get behind the wheel. According to data released Thursday from the U.S. Department of Transportation, the fatality rate on the nation's roads fell in 2009 to its lowest level ever -- 1.16 deaths per 100 million vehicle miles traveled, down from 1.25 per 100 million in 2008.

Overall, traffic fatalities at the end of 2009 dropped 9% from a year earlier to 33,963 deaths, marking 15 consecutive quarters of declines and touching the lowest level in half a century. The agency cited a combination of factors, including safer roads, effective safety campaigns, motorists driving less and safer cars.

Yes, lost in all the "When Priuses Attack" headlines is the fact that vehicles, in general, are safer than they've ever been before. As for cars suddenly and unexpectedly lurching for the sound barrier, let's try to put it in perspective.

From 2000 to the end of January 2010, the Transportation Department received 2,600 complaints of sudden acceleration from Toyota drivers. This from a manufacturer that sold more than a million and a half vehicles during an off year in 2009 and more than that the year before when it unseated General Motors Co. as the world's biggest automaker.

By comparison, Ford Motor Co. has drawn almost 1,000 more complaints for the same problem over the same period, and General Motor Co. has triggered 2,250 complaints from drivers alleging unwanted acceleration.

The statistics don't stop there. The Insurance Institute for Highway Safety shows that Toyotas from model years 2006-2008, most of which are covered in the recalls, generally result in fewer collision insurance claims than the competition.  The Toyota Camry, for instance, holds steady in the middle of the mid-size pack, ahead of the Chevy Malibu, Nissan Altima, Acura TSX and Ford Fusion. The Honda Accord has the lowest number of claims.

In the small size category, the Toyota Prius hybrid is second only to the Ford Focus, beating out the Honda Civic, Chevy Cobalt and about 20 others. Speaking of the Chevy Cobalt, car-buying research Web site Edmunds.com pointed out some inconsistencies in the recent Corolla steering recall, which cast Toyota in bad light that it may not have deserved.

From 2005 to 2010, the Chevy Cobalt was the subject of 1,157 complaints about steering while the Corolla was subject to only 84. Edmunds.com said that the Cobalt's complaints were "far more serious and more dangerous" than the Corolla's. Yet both just recently turned into official investigations.

Not to discount the terrifying accounts of out-of-control Toyotas, but the takeaway from all this hysteria should focus on how automakers -- all automakers -- and federal regulators should better handle oversight and damage control.

But they also deserve some credit for the safety strides they've already made.

Link to article: http://www.marketwatch.com/story/rampaging-toyotas-obscure-highway-safety-strides-2010-03-11

3/8/2010 from www.usnews.com

Although Toyota has taken a nose dive, it will recover, writes Rick Newman in U.S. News and World Report. And he offers five reasons to buy a Toyota vehicle: "Safety concerns are exaggerated, recalls aren't the whole story, Toyota's not alone, the cars are still good, and [Toyota offers] white-glove treatment." To read the article, click on: http://www.usnews.com/money/blogs/flowchart/2010/03/02/5-reasons-to-buy-a-toyota.html

3/8/2010 from Autoweek.com and Autoweek Magazine

In this post-Tiger Woods media era, as Toyota shovels out equal piles of mea culpas and engineering fixes for possibly sticky gas pedals, NHTSA continues issuing safety recalls for all kinds of vehicles about which the general, hysterical news media seem to care not one bit.

There are about 600 NHTSA recalls a year. NHTSA says that since 1966, it and its predecessor agencies have recalled "more than 390 million cars, trucks, buses, recreational vehicles, motorcycles and mopeds, as well as 46 million tires, 66 million pieces of motor-vehicle equipment and 42 million child safety seats to correct safety defects." That's safety defects, not paint blemishes or glovebox rattles. That's stuff that could kill you or those around you.

Yet these things only occasionally get any ink.

I'm not saying that sticking gas pedals aren't a problem--if someone proves conclusively that the gas pedals are sticking and that a design flaw is making them stick.

Playing devil's advocate here, I ask: If you crashed your car, wouldn't you rather blame it on a mysterious, satanic sticking gas pedal than on your own dumbass driving? Laying the blame on a manufacturer cover-up is too easy.

My favorite quote on the Toyota troubles was in the Los Angeles Times, insinuating that engine computers are mysterious, possibly evil beings bent on our destruction.

"With the electronic throttle, the driver is not really in control of the engine," said Antony Anderson, a Britain-based electrical-engineering consultant who has testified in sudden-acceleration lawsuits. "You are telling the computer, will you please move the throttle to a certain level, and the computer decides if it will obey you."

No, you muttonhead, the computer does what it is programmed to do. Gar-bage in, garbage out. And at this stage, no one knows if Toyota computers got garbage in.

My main point is that there are dangers in almost all cars, almost all the time. A random sampling of recent safety recalls reveals a crazy mixed bag. Check it out at www.nhtsa.gov. Plug in your own car, and see if it is trying to kill you. Here is a handful I scooped up from the NHTSA grab bag o' vehicular mayhem:

-- A-pillar trim pieces on 2010 Acura MDXs could fly off when the side airbag deploys in a crash, "increasing the risk of injury to the driver and/or front-seat passenger."

-- 2010 Chrysler Sebring, Dodge Avenger and Nitro, Jeep Liberty and Commander, as well as 2009 and '10 Dodge Ram trucks, might have improperly formed or missing brake-booster input-rod retaining clips. "This could result in brake failure without warning, which could cause a crash."

-- Some 2006-09 Volks-wagen Jetta driveshaft screws could loosen to the point where the driveshaft detaches from the gearbox and creates "a risk of a vehicle crash for both the driver and other motorists."

-- The passenger-side airbags on 2010 Land Rover Range Rovers might not work at all, "increasing the risk of injury."

-- A fatal fire in a Honda Fit resulted in a recent recall of more than 500,000 Fits worldwide.

In a PR guy's dream, no one seems to care about any of the above. Yet in the perfect storm of Pulitzer Prize-seeking media, slow news days and an engine computer that might be controlled by Satan, Toyota is taking a huge smack in the reputation.

Highway safety investigations should be done on a more scientific and less hysterical basis, considering the huge number of safety defects on so many vehicles that are rolling down the highway right now. Look out! Driveshaft at 12 o'clock!

Read more: http://www.autoweek.com/article/20100303/FREE/100309970#ixzz0huOFaZ7N

3/11/2010 from www.HybridCars.com

This week's story of a San Diego man and his runaway Prius marks the turning point on when Toyota's unintended acceleration issues crossed over into hysteria. While observers cast doubt on the truthfulness of the high-profile incident, more drivers have reported cases of Prius sudden acceleration. With each new report, there is a growing counter-movement that points to human psychology-rather than technical malfunctions-as an explanation.

On Tuesday, a New York woman said her 2005 "shot" forward into a stone wall. A day later, a Minnesota doctor and his wife complained that their 2007 Prius suddenly took off-in reverse. On Wednesday, a 76-year-old Connecticut woman reported that her 2007 Toyota (model unidentified) took off across the lawn of her church and crashed into the church steps. "It's a miracle," said Father Rev. James Bogiatzis, when he surveyed the damage and yet nobody was hurt.

How do you explain the sudden spike in incidents? Lars Perner, professor of clinical marketing at the University of Southern California, told Associated Press, "When people expect problems, they're more likely to find them."

The Wall Street Journal reported that increases in complaints to National Highway Traffic Safety Administration (NHTSA) by car owners are common after automakers announce plans for recalls. In just the first 10 weeks of this year, 272 complaints have been filed nationwide for speed control problems with the Prius, according to an Associated Press analysis of unverified complaints received by the NHTSA. Only 74 complaints were filed last year, and eight in 2008. There's been a similar jump in reports of problems with Prius brakes: 1,816 this year, versus 90 in 2009 and fewer than 20 every other year of the last decade.

In the title of Mark Vaughn's editorial in AutoWeek, a trade publication, he wonders, "Is Satan Controlling Your Car?" He casts blame partly on drivers and partly on the media for stirring up hysteria. Vaughn writes that there are about 600 recalls a year by the National Highway Traffic Safety Administration, and that federal agencies have recalled nearly 400 million vehicles during its history. "Yet these things only occasionally get any ink," Vaughn writes.

Regarding drivers, he asks, "If you crashed your car, wouldn't you rather blame it on a mysterious, satanic sticking gas pedal than on your own dumbass driving? Laying the blame on a manufacturer cover-up is too easy." But his harshest criticism is levied against the media. "In the perfect storm of Pulitzer Prize-seeking media, slow news days and an engine computer that might be controlled by Satan, Toyota is taking a huge smack in the reputation." Vaughn urges that highway safety investigations be done on a more scientific and less hysterical basis.

NHTSA is apparently doing just that. Unfortunately, that leaves David Strickland, chief of the NHTSA, searching for gremlins and ghosts in the machine. Despite the increased media coverage, Strickland told the Washington Post that the rate of complaints against Toyota, when compared with other automakers, was "unremarkable." He said that until someone pinpoints one of the sometimes elusive causes, there is little the agency can do legally. "We have to find the vehicle defect that creates an unreasonable risk to safety," he told a Senate panel last week. "If we cannot find that defect, we cannot go forward."

In an editorial in today's New York Times, Richard Schmidt, professor emeritus of psychology at the UCLA, looks back at his investigation of 150 cases of unintended acceleration in the 1980s. He writes, "When engineers examined these vehicles post-crash, they found nothing that could account for what the drivers had reported." He adds, "Back then, many of us who worked in fields like ergonomics, human performance and psychology suspected that these unintended-acceleration events might have a human component."

Schmidt doesn't believe that a technical fix-like some kind of "smart pedal" override proposed by the Obama Administration-will necessarily stop these incidents. (Toyota Priuses and other vehicles are already designed to come to a stop when both the brakes and accelerator are pressed.) He concludes, "If the reports of acceleration continue (and the smart pedals work properly), then there will be nothing and no one left to blame but the driver."

3/10/2010 from www.MSNBC.msn.com

Don't wait until it happens before being acquainted with the procedure.

With fear of unintended acceleration approaching the dimensions of mass hysteria, now is a good time to review the fundamentals of operating cars so that drivers are prepared in the event of a stuck throttle, whatever the cause.

The first order of business is to ensure familiarity with the car and its controls, advises Popular Mechanics magazine's automotive editor Larry Webster. Check the placement of the pedals to avoid accidentally pressing the accelerator instead of the brake. Practice shifting the transmission into neutral. Practice shutting the engine off with the transmission in drive.

The shifters and keyless engine stop/start buttons in many new cars may be unfamiliar to drivers who should study them in preparation for an emergency situation. Beyond simply examining these controls, practice using them, Webster suggests. "Nobody practices antilock braking or hard braking to see what it feels like," he noted. After a couple of practice stops, drivers will get a feel for stopping the car at full throttle by pressing on both the gas pedal and the brake at the same time. "You can practice stuck throttle scenarios very easily in a parking lot," Webster observed.

Even today's shifters which may vary from the familiar "Park, Reverse, Neutral, Drive, Low" convention of the past will shift from drive into neutral just by pressing forward on the shifter, he said. "If you are worried about this, practice it a few times."

And if the dread event strikes, as it may have done in California, when police helped slow down a Toyota Prius that sped out of control on a freeway? The National Highway Traffic Safety Administration advises drivers to press firmly and steadily, and not to pump, on the brake pedal. Toyota's advice to consumers adds that drivers can even consider using both feet to press on the pedal as hard as possible. Pumping the pedal is not only counter-productive, it can deplete the power assist which comes from engine vacuum, a phenomenon that is reduced at full throttle.

Many carmakers program their electronic throttle systems to automatically return to idle if the brake is applied. Toyota has not done that, but is in the process of changing to that approach. But even with the engine racing at full throttle, Popular Mechanics editors have demonstrated a 2010 Toyota Camry with none of the recent fixes braking uneventfully to a stop from highway speed, so the brakes should easily stop the car.

Webster theorized that some drivers may have their seats positioned too far rearward out of fear of an airbag deployment, so they may not be able to press the brake pedal far enough. Before driving a car, ensure that the seat is positioned so the pedal can be pressed to the floor.

If, for whatever reason, braking does not stop the car, then shift it into neutral and steer safely to the shoulder. NHTSA cautions that the vehicle's diagram showing the location of Neutral may be misleading. It is worth practicing in advance, but in the actual event, be sure push the shifter out of drive.

If, somehow, the brakes don't stop the car and it won't shift to neutral, then shut the engine off. Stopping the engine will eliminate the power assist to the brakes and steering, so they will get harder to operate, but they will still work, Toyota says.

With an engine stop/start button this requires a three-second hold on the button to stop the engine, according to Toyota. Other companies' products may require a shorter hold, but holding down the "Start/Stop" button should work. If the car is equipped with a conventional key ignition, it is important to switch it to the "ACC" or accessory position, not to "Off" because doing so will lock the steering wheel while the car is moving.

Once the car has stopped, call a dealer or repair shop to tow it, do not drive it, advises NHTSA. The agency has a hotline for questions: 888-327-4236.

Link to article: http://today.msnbc.msn.com/id/35783011/ns/business-autos/

3/10/2010 from "Exhaust Notes" auto blog on autos.msn.com

The Toyota situation is officially out of control -- and I'm not referring to its supposedly runaway cars. As the media strive not to let the facts spoil a good story, ABC News has taken a shameful page from a famous moment in recall history by hoaxing viewers in the quest for ratings.

In this case, ABC News did so by rigging a Toyota Avalon to mimic runaway acceleration in a way that could never happen in the real world. Worse, ABC's cynical ratings ploy was abetted by a front man for auto-liability lawyers who stands to benefit by trashing Toyota's reputation. Yet that conflicting relationship was never revealed to ABC viewers.

David Gilbert, a professor at Southern Illinois University, who also prepared a report for Congress, jerry-rigged Toyota's electronic control unit in a way that he claimed demonstrated a "dangerous" condition affecting Toyotas. Only one problem: To do it, Gilbert had to manipulate the system in a way that resembles sabotage -- cutting wires apart and reconnecting them in the wrong sequence, intentionally short-circuiting the system to provoke a wide-open throttle -- and proves absolutely nothing about what might be affecting Toyotas in the real world. Nor did ABC bother to mention that this professor, presented as an independent expert, is in the employ of trial-lawyer advocate Sean Kane, who also appeared on the segment to back Gilbert's research. Yet the cozy relationships among Gilbert, Kane and the lawyers suing Toyota for billions of dollars was never mentioned.

ABC also misled viewers by inserting a video shot of the Toyota's tachometer racing above 6,000 rpm as Gilbert induced the open throttle, making it appear the engine was racing while the car was driving down the street. But sharp-eyed viewers noticed that the gauge proved the car was sitting at the curb with its transmission in "park." ABC defended that with the excuse that other shots of the tach were too jittery to use, but anyone with a brain could see the real reason: The shot made the staged episode seem more dramatic and the Toyota more "dangerous." ABC did eventually pull that shot from the report after Toyota complained.

Toyota, finally, is fighting back. At the company's behest, Exponent, a science and engineering firm that's been studying Toyota runaway acceleration, copied Gilbert's cut-and-paste job on a range of other models. Exponent researchers showed that a Chevy, Mercedes, Honda and Ford would also mimic a wide-open throttle if their own systems were manipulated in the same way. Again, Gilbert's demo proves only that an engineer can sabotage an electronic system in the same way a hacker can wreck a computer. Toyota added that, contrary to statements made on ABC News, even if those artificially induced conditions could be replicated in the real world, there would be visible evidence -- damaged components, deteriorated wiring -- that safety researchers have yet to see on any Toyota model during their investigation.

Stanford University's respected Center for Automotive Research at Stanford [CARS] also conducted a review of Gilbert's testimony and the preliminary report presented to Congress and threw cold water on his claims. But rather than jump on the ax-to-grind position of ABC's "experts," some naive types in the media have noted that Toyota (along with several other car companies) helps fund Stanford's automotive research, insinuating that it's Toyota that's trying to whitewash the issue. But the fact that automakers work on joint projects with Stanford has always been out in the open, and it doesn't make sense that Stanford would risk its worldwide engineering reputation simply to score cheap points for Toyota. The real conflict here is that ABC kept the financial links between its "experts" and the lawyers suing Toyota entirely hidden from view. And between Stanford's brilliant engineers and some obscure professor who's a hired gun for trial attorneys, it's clear who is the real objective authority.

The craziest part is that ABC thought it could get away with it; but then again, maybe it will. Apparently, no one at ABC was old enough (or just smart enough) to recall the literal firestorm of 1993: That's when Dateline NBC rigged a Chevy pickup with explosive charges to get it to blow up on air, then claimed the video was "evidence" of gas-tank problems with the Silverado. Instead of hurting GM, the ratings-boosting scheme blew up in Dateline NBC's face, forcing a public and embarrassing apology.

While ABC is taking some lumps, it is unlikely to make an admission or show contrition to that extent. To the average driver who's being fed a daily dose of fear over Toyota, Gilbert's tinkering doesn't quite rise to the level of strapping explosives to the Chevy pickup, which is sabotage that anyone could understand. Today, Kane and Gilbert began backpedaling, insisting that their little demonstration was never designed to show what might be plaguing Toyotas -- a position that's 180 degrees removed from their earlier statements, and which was the obvious takeaway for anyone who saw the piece. But I know exactly what message Gilbert, Kane and their attorney cronies were trying to deliver: Be afraid of your Toyota; be very afraid. And when your hands stop shaking, pick up the phone and give our attorneys a call.

3/9/2010 from pressroom.toyota.com

Media reports, citing a Wall Street Journal article, have incorrectly reported that Toyota plans to announce a new recall for the 2004-2009 Prius to address the potential risk for floor mat entrapment of accelerator pedals.
 
There is no new recall being planned for the Prius to address this issue.  To be clear, the 2004-2009 Prius was part of Toyota's November 2, 2009 announcement of a voluntary safety recall campaign to address floor mat entrapment in certain Toyota and Lexus vehicles.  This announcement can be found at our press room at: http://pressroom.toyota.com/pr/tms/lexus/toyota-begins-interim-notification-112086.aspx.
 
Other models involved in this previously-announced recall include 2007-2010 Camry, 2005-2010 Avalon, 2005-2010 Tacoma, 2007-2010 Tundra, 2007-2010 ES 350, 2006-2010 IS 250, and 2006-2010 IS 350.  On January 27, 2010, Toyota expanded the campaign to include the 2008-2010 Highlander, 2009-2010 Corolla, 2009-2010 Venza, 2009-2010 Matrix and 2009-2010 Pontiac Vibe.
 
The remedy process for these vehicles began at the end of 2009 and is occurring on a rolling schedule during 2010.  Owners of the involved vehicles that have not yet been remedied are asked to take out any removable driver's side floor mat and not replace it with any other floor mat.
 
Owners who have further questions are asked to visit www.toyota.com or www.lexus.com or contact the Toyota Customer Experience Center at 1-800-331-4331 or Lexus Customer Assistance at 1-800-255-3987.

3/7/2010 from Gawker.com

In the ABC News segment about professor David Gilbert's allegations of unintended acceleration, reporter Brian Ross and his crew fabricated a critical shot of the Toyota's tachometer, according to Gawker.com. Gawker contends that ABC then inserted the shot into a sequence that shows Ross driving the car in a way that manipulated reality for dramatic effect to suit his story line. "The tachometer footage is faked," Gawker said.
 
To read Gawker's report and its update about a reedit by ABC, click on: http://gawker.com/5486666/how-abc-news-brian-ross-staged-his-toyota-death-ride.

3/3/2010 from www.PopularMechanics.com

What's the real problem behind Toyota's unintended acceleration? Is it simply a sticky pedal, or is the trouble more fundamental? PM senior automotive editor Mike Allen delves into modern car tech, explaining why widespread theories about electrical throttle problems and electromagnetic interference are misguided.

Toyota has recalled millions of cars and trucks-4.2 million to replace floor mats that might impede throttle-pedal travel, and 2.4 million to install a shim behind the electronic pedal assembly. All of the affected pedal assemblies were made by Canadian supplier CTS. Toyota's boffins have documented a problem that can make a few of these pedals slow to return, and maybe even stick down. Problem solved.

But the media, Congress-and personal-injury lawyers-smell the blood in the water. Not to diminish the injuries and a few deaths attributable to these very real mechanical problems, but they're statistically only a very small blip, which may explain why Toyota took so long to identify the issue, especially when it has symptoms similar to the similarly documented floor mat recall. Plus, sudden unintended acceleration (SUA) is notoriously difficult to diagnose because, more often then not, the problem can't be repeated in front of a mechanic. Let's not forget the Audi SUA episode back in the '80s; the National Highway Traffic Safety Administration eventually concluded that there was no mechanical problem. The culprit, as hard as this is to admit, was most likely driver error. To put the issue into context, in the last decade, there were about 24,000 customer complaints about SUA involving almost every major automaker. The NHTSA investigated fewer than 50.

The issue now is whether there's a more insidious problem unrelated to the two recalls already extant. Specifically, whether there's some design flaw in the entire concept of electronic throttle control. Some are questioning whether electromagnetic interference from devices like cellphones could be contributing to the acceleration problems.

It used to be that there was a steel cable that ran from the pedal itself through the firewall and attached to the throttle blades that admitted air to the intake manifold. A sticking throttle could be the result of friction anywhere-in the pedal pivot, between the cable itself and its nylon-lined sheath, or in the carburetor or fuel-injection throttle blades. (Does anybody remember carburetors?). Modern cars, which make up the majority on the market today, use a throttle pedal assembly that is connected to the engine only electronically. Signals are carried over wires to the engine management computer, which in turn sends electrical impulses to the stepper motor that actually controls the throttle blades.

Sounds like there are plenty of places for gremlins to seize control of the works, right? And that's where pundits who don't really understand the architecture of throttle-by-wire systems go wrong. It's all in the engineering.

[see full article link below]

Bottom line: The system is not only redundant, it's double-redundant. The signal lines from the pedal to the ECM are isolated. The voltages used in the system are DC voltages-any RF voltages introduced into the system, by, say, that microwave oven you have in the passenger seat, would be AC voltages, which the ECM's conditioned inputs would simply ignore. Neither your cellphone nor Johnny's PlayStation have the power to induce much confusion into the system.

These throttle-by-wire systems are very difficult to confuse-they're designed to be robust, and any conceivable failure is engineered to command not an open throttle but an error message.

[see full article link below]

But the possibility that a vehicle could go from idling at a traffic light to terrific, uncalled-for and uncontrollable acceleration because the guy next to you at a traffic light answered his cellphone? Or some ghost in the machine or a hacker caused a software glitch that made your car run away and the brakes suddenly simultaneously fail? Not in the least bit likely. Toyota deserves a better deal than the media and Congress are giving it.

Link to full article: http://www.popularmechanics.com/automotive/how_to/4347704.html

3/5/2010 from www.cnnmoney.com

Toyota is rejecting a university professor's test that claims to show that electronic throttle systems on Toyota cars could cause unintended acceleration saying the test was simply not realistic.

Dr. David Gilbert of Southern Illinois University performed a demonstration of how the problem could occur in an ABC News broadcast in late February. Later, Gilbert testified before a Congressional hearing looking into unintended acceleration in Toyota cars.  "Dr. Gilbert's demonstration, as shown on the ABC News web site, amounts to little more than connecting three of the six pedal sensor wires to an engineered circuit to achieve engine revving," said Exponent, a research firm hired by Toyota, in a report obtained by CNN that was prepared for Toyota attorneys.

Some safety consultants have alleged that electronic throttle control, or ETC, systems used on Toyota cars are a likely cause of unintended acceleration problems. Toyota has said it is studying the issue but has not found any fault in the electronic systems that would lead to unintended acceleration in real world conditions. Still, Toyota (TM) has recalled more than 8 million cars for mechanical problems including issues related to the gas pedals.

Gilbert said he had uncovered a potential for a short circuit that could undermine the electronic throttle control system's built in safety checks. The system used on Toyota cars relies on two separate sensors connected to the gas pedal and another pair connected to the throttle valve itself. In order for the system to work, each sensor in a pair has to match. If they don't match in the proper way, an on-board computer immediately senses a problem and the engine power is reduced to idle or it's shut off altogether. Gilbert said that he overrode that safety feature, allowing faulty pedal signals to go to the engine with no problem being detected by the car's on-board computer.

Exponent, the research firm hired by Toyota, was able to replicate Gilbert's results but says that the test presents an unrealistic situation that has virtually no chance of happening in the real world. "For such an event to happen in the real world requires a sequence of faults that is extraordinarily unlikely," the report continues.

Exponent was also able to replicate the same sequence of short circuits, with the same result, in other automakers' cars, which would undercut the allegation that the problem would be somehow unique to Toyotas. "Every vehicle from other manufacturers tested by Exponent could be induced to respond with a sudden increase in engine speed and power output," Exponent said in a fact sheet. "These demonstrations in no way indicate a defect with any of the vehicles tested (including the Toyota Avalon and Camry)."

A representative for Southern Illinois University said that Dr. Gilbert has already met with Toyota representatives and that more meetings are planned.

Link to full article: http://money.cnn.com/2010/03/05/autos/gilbert_test_rebuttal/index.htm?hpt=C2

3/8/2010 from www.toyotanewsroom.com

Toyota today raised serious concerns about the validity, methodology and credibility of a demonstration of alleged unintended acceleration in a Toyota Avalon by University of Southern Illinois professor David Gilbert. He presented his findings during a Congressional hearing and on a segment of ABC News. At a news briefing this morning at TMS headquarters in Torrance, Calif., Toyota revealed the results of a comprehensive analysis conducted by the company and engineering consulting firm Exponent. The analysis of Gilbert's findings shows:

1. The Toyota vehicle's electronics were rewired and reengineered in multiple ways and in a specific sequence. There is no evidence to suggest that this highly unlikely scenario has ever occurred in the real world.
2. The electronic systems were actively manipulated to mimic a valid full-throttle condition
3. Substantially similar results can be obtained in vehicles made by other manufacturers.

On hand to discuss these findings were J. Christian Gerdes, mechanical engineering professor at Stanford University and director, Center for Automotive Research at Stanford (CARS); Subodh Medhekar, principal engineer, Exponent; and Kristen Tabar, general manager of Electronics Systems, Toyota Technical Center in Ann Arbor, Mich. To read the news release and view related materials, including several videotaped demonstrations, please click on: http://pressroom.toyota.com/pr/tms/electronic-throttle-control-154300.aspx.

2/12/2010 from USAToday.com

Now the Toyota backlash has begun. As another week ends with Toyota on the ropes, there are some signs that the troubled automaker is attracting friends in high places.

For starters, four governors that all have non-union foreign automakers with big plants in their states, are questioning Congress' motives for the big hearings into Toyota. They include Gov. Mitch Daniels of Indiana, Steven Beshear of Kentucky, Haley Barbour of Mississippi and Bob Riley of Alabama, reports WTHR-TV of Indianapolis on its website, via Autoblog.com

Next is a couple of reports that make Toyota look good:

IntelliChoice cited Toyota as offering the best resale value in five of the eight categories of vehicles and price ranges that it studied. The announcement came earlier this week, a gutsy move by IntelliChoice knowing the bad publicity that surrounds Toyota right now.

"We made the assumption that their residual values might drop over time, but we re-ran the data and they still earned top spots in many categories," said Charlie Vogelheim, executive editor of IntelliChoice.com.

And earlier this week, Edmunds.com released a review of the National Highway Traffic Safety Administration complaint database that found Toyota placed 17th among all automakers for most complaints. Not a bad place to be.

"No one should overlook the issues raised by the Toyota recalls, but it is important to keep things in perspective," said Edmunds.com CEO Jeremy Anwyl. "A broader view shows that consumer complaints reflect an industry issue, not just a Toyota issue. As Toyota's experience in recent months clearly demonstrates, it is no longer an option for car companies to dismiss consumer complaints, even if the event is difficult to replicate or diagnose."

Whether the backlash can carry any weight with Congress and its oversight hearings is yet to be seen.

2/10/2010 from www.Edmunds.com

SANTA MONICA, Calif. - February 10, 2010 - Edmunds.com, the premier online resource for automotive information, has obtained and reviewed the National Highway Traffic Safety Administration (NHTSA) complaint database. A key finding: despite being the subject of intense scrutiny of the company, Toyota ranks 17th among automakers in the overall number of complaints per vehicle sold.

According to the database, which consists of complaints filed by individuals and is not checked for accuracy by NHTSA, Toyota was the subject of 9.1 percent of the complaints from 2001 through 2010 (through February 3). During this period, the company sold 13.5 percent of all new cars in the United States.

Land Rover ranks first among automakers, with 0.6 percent of the complaints compared to only 0.1 percent market share from 2001 through 2010 (through February 3).

Link to chart showing all automakers: http://www.edmunds.com/help/about/press/161506/article.html

Edmunds.com analysts also attempted to evaluate the deaths and injuries reported in the NHTSA database, but it quickly became clear that the data is unreliable. For example, one complaint indicated that 99 people had died in one vehicle as a result of an accident. It should also be noted roughly 10 percent of total complaints appear to be duplicates. Finally, this analysis did not rate the reported incidents for severity.

"No one should overlook the issues raised by the Toyota recalls, but it is important to keep things in perspective," reminded Edmunds.com CEO Jeremy Anwyl. "A broader view shows that consumer complaints reflect an industry issue, not just a Toyota issue. As Toyota's experience in recent months clearly demonstrates, it is no longer an option for car companies to dismiss consumer complaints, even if the event is difficult to replicate or diagnose."

"Edmunds' CarSpace.com Forums have been a venue for driver feedback since 1996," noted Sylvia Marino, Executive Director of Community Operations for Edmunds.com. "Automakers can easily review postings to uncover issues and discuss them with the consumers who have experienced them."

Wilsonville Toyota was announced as the first Oregon Toyota dealer to earn "Eco-Logical" certification by EcoBiz.org.  This certification recognizes automotive service departments that have reached the highest standards in minimizing their environmental impact.  Wilsonville Toyota Service Dep't Manager Jim Waters said, "We voluntarily go beyond minimum standards to reduce pollution generated by our business."  The Eco-Logical Business program is the first multimedia (air, water, solid waste) automotive services certification program in the nation.  See www.ecobiz.org for more information.

10/20/08--Wilsonville Toyota is proud to put our support behind the new Toyota Rewards Visa card from Toyota Financial Savings Bank. Initial promotions include 0% APR on all purchases for the first 6 months!*

Toyota Rewards include:

• No limit on how many points you can redeem toward your next eligible purchase or lease¹;
• Earn 5 points for every $1 spent at Wilsonville Toyota (or participating Toyota dealerships);
• Earn 1 point for every $1 spent everywhere else that Visa is accepted;
• Receive 2,500 bonus Toyota Rewards Points² upon first purchase--a $25.00 value--redeemable toward your next Wilsonville Toyota dealership purchase including those in our Service or Parts departments;
• No annual fee for the Toyota Rewards Visa card.

*0% introductory rate does not apply to Balance Transfers, Cash Advances, or other Advances as defined in the Cardmember Agreement and is valid for the first 6 billing cycles. Introductory APR will end early and increase to the APR for purchases if your Account is over the limit or closed, or to a Delinquency Rate APR if your Account is delinquent as further described in the Cardmember Agreement.  Payments are applied to balances with lower APR first.
¹ On Approved Credit. Restrictions may be imposed by dealer on use of credit cards related to vehicle purchases or leases.
² First use bonus points will be awarded when you are approved, activate and make a purchase with your Toyota Rewards Visa. Account must be open and in good standing to receive the bonus points. Bonus offer is only available to new Toyota Rewards Visa accounts.

NOTE: Additional restrictions, requirements, and conditions apply.  See Cardmember Agreement at Wilsonville Toyota-Scion for details.