As the global automotive industry rushes headlong into a future electrified by batteries, Toyota Chairman Akio Toyoda is standing firm on a refreshingly different path. While many rival automakers have pledged to transition to battery-electric vehicles (BEVs) within the next decade, Toyota remains fiercely committed to a multi-pathway approach, while also polishing its EV game. For Americans, this means the brand will continue to offer a diverse lineup of gas-powered engines, traditional hybrids, plug-in hybrids, hydrogen fuel-cell-electric, and battery-electric models.

Akio Toyoda Speaking as an Enthusiast

Akio Toyoda, Toyota’s current chairman, candidly expressed his concerns regarding the industry’s singular focus on electric vehicles. Toyoda said unequivocally that he feared this industry-wide embrace of BEVs, and unlike executives even within Toyota’s walls, he was not ready to write off internal combustion engines.

In recent years, Akio Toyoda has emerged as one of the world’s most prominent advocates for traditional gas-powered cars. He noted, recently during an interview, that he feels “very alone” in his desire to preserve engines, stating his deep appreciation for the sound, the feel, and the smells of traditional combustion-powered vehicles. Toyoda also emphasized the importance of protecting thousands of global suppliers and technicians tied to traditional engine production.

The Business Angle

Toyota’s strategic divergence is not rooted in an anti-EV sentiment, but rather a realistic assessment of consumer needs and infrastructure readiness. In the United States, where EV charging networks remain inconsistent across rural and suburban landscapes, Toyota’s robust lineup of hybrid and plug-in hybrid electric vehicles offers a highly practical bridge. By investing heavily in a diversified powertrain portfolio, Toyota ensures that drivers have access to sustainable, fuel-efficient options that fit their specific lifestyles and geographic realities.

This commitment to traditional and alternative powertrains extends well beyond everyday commuter vehicles. Through its performance division, Toyota Gazoo Racing, the automaker is actively keeping the spirit of the internal combustion engine alive for driving enthusiasts. The brand continues to develop high-performance, gas-powered models and is actively testing experimental hydrogen-combustion prototypes on the racetrack. Toyoda views motorsport as an essential crucible for developing future technologies.

True to Toyota

Ultimately, Toyota’s strategy reflects a pragmatic belief that carbon emissions are the true enemy, not any specific powertrain. By resisting the immense pressure to put all its chips on battery-electric vehicles, the automaker aims to provide practical, accessible, and thrilling mobility solutions for every type of driver. As the automotive market evolves, Toyoda’s seemingly lonely stance is slowly but surely proving to be the industry’s most resilient and consumer-friendly strategy.

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Sometimes inspiration comes from the most unexpected places. In 1973, Edwin J. Saltzman, an aerospace engineer at NASA’s Dryden Flight Research Center (now the Neil A. Armstrong Flight Research Center) was bicycling to work when he noticed how the aerodynamic wakes of passing semi trucks would first push him and his bike toward the shoulder and then suck him back toward the road. What would have been a scary moment for most cyclists was a Eureka moment for Saltzman.

As recounted in a recent post by the American Truck Historical Society, Saltzman realized that trucks were fighting airflow and brainstormed ways to help them slice through it more easily, improving fuel efficiency in the process. He recruited some colleagues and an old Ford van from the Dryden motor pool, which was transformed into a test bed—and a pretty radical-looking one at that.

The engineers started by covering the van in flat sheets of aluminum with 90-degree corners. According to a more detailed official recounting of the project, this was to provide a baseline drag measurement while also simulating the boxy motorhomes of the period. The team then methodically altered the shape to reduce drag, first rounding off the front vertical corners, then other surfaces, and finally sealing the underside of the vehicle. These changes created a smoother path for air flowing around the vehicle compared to trucks of the period. A typical truck would plough through the air with its broad front end, leaving that air to flow around the vehicle unevenly, as well as congregate in a low-pressure area at the back—all of which created drag.

The van was retested after each modification. Engineers recorded a 52% drag reduction from rounding off all four front edges, and a further 7% reduction from sealing the van’s underside, which they estimated would increase fuel economy by 15-25% at highway speeds. Dryden researchers later tried similar modifications to a leased cab over engine semi truck. The blunt front end was smoothed with sheetmetal curves, and a fairing was added over the cab. Again, rounding off all front edges reduced drag by over 50%. Later tests with underbody fairings and a boat tail showed a 15% drag reduction.

This test truck looks crude, but not any more bizarre than the products of the Energy Department’s SuperTruck program, which challenges manufacturers like Navistar and Kenworth to build more-efficient rigs. And NASA’s research has had a real impact on the shape of new trucks.

Today, aerodynamic fairings and rounded corners are common features on semi trucks. Some trucks and trailers also have Mitsubishi Lancer Evolution-style vortex generators marketed under the Airtab brand name, a direct result of later NASA research. It’s an example of how the agency’s considerable engineering resources are used for more than just space exploration.

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