From priusguru to john1701a.  It was over 11 years ago that I created a channel on YouTube to post my first video.  I had to use my Google identity because years before someone had taken "john1701a" as their own.  I suspect it was just like on Twitter, where a person I had upset was creating accounts in my name and posting comments to disparage Toyota and Prius.  That effort failed.  I saw some brief negative exploits which went nowhere.  There was a positive outcome though.  It also prevented others from doing the same thing.  That identifier had been locked out.  All these years later, no only isn't that a problem, I also have greater flexibility.  I can transition my existing content over.  So, today I did exactly that.  The big collection of videos, along with all the comments I ever posted with that account, now say "john1701a" as the author.  That's nice.  It makes searches much easier.  Everything is labeled the same way.  The timing of that ability is rather nice too.  I wasn't sure how the Prius of BEV would be perceived without carrying the "Prius" name.  Remember 25 years ago when Toyota first introduced that naming?  People thought it was strange, not even knowing how to pronounce it.  There was nothing in the automotive world with such a label.  It was unique, which made it a guaranteed accurate search online.  The same thing is true now for "bZ4X" and what it represents.  Searches come about when some of the actual standout features catch attention of the curious and they want to know more.  That definitely happens with me.  Of course, some of that is the result of malice.  Nonetheless, it is good to be as forthcoming as possible.  I'm not trying to hide anything.  The other name was not by choice.  Being able to consolidate without loss of history only now become available.  So, I jumped on the chance to do so.  Hopefully, it won't confuse those who weren't aware of the rest of my content.

Spin Articles.  He really doesn't care.  The comment that got me was: "Perhaps you didn't read my article.  The new hybrids have essentially no increase in MPG.  They have tiny batteries."  The title of the article he had written was: "Toyota - Time Is Running Out As New Hybrids Barely Reduce Emissions".  His conclusion was: "I find it bizarre that Toyota now has a new generation of hybrid vehicles that do not significantly impact on fuel consumption."  I was quite annoyed.  He gets paid to routinely spew out that nonsense.  All I can do is punch back, so I did:  The article states: "Here I spell out a change which no longer focuses on hybrids as a step towards electrification."  That is clearly false.  The 2023 Crown is a new hybrid; yet, it is missing from the article.  The 2023 Corolla gets a next-gen upgrade, which offers far better MPG than the ICE model.  The 2023 Prius gets a next-gen upgrade too, which bumps MPG higher than the current generation... an obvious contradiction to the article.  The 2023 Prius PHEV gets a next-gen upgrade as well, which will undoubtedly doubt raise both MPG and EV range.

Publishing Narratives.  This is what you get from a writer paid to spin articles with a negative attitude toward Toyota: "The new generation Toyota hybrids are about driving experience, not fuel efficiency."  It was more blatant cherry-picking, adding to his efforts to distort reality.  Ugh.  By intentionally omitting certain facts, it is very easy to mislead.  That nonsense draws in new readers and participation.  He's paid for doing that.  How to you counter someone who's motive is insincere?  I do the best I can.  Here's the latest attempt, responding to that claim:  Good balance is good business.  47 MPG from the 2023 Corolla hybrid is far better efficiency than the traditional 2022 Corolla topping out at 34 MPG.  So what if that increase in horsepower means no longer squeezing out a maximum MPG.  Focusing on a single trait is an appeal only for enthusiasts.  Balance is how you increase sales across a wide audience.

Understanding Temperature.  We are entering a new phase of understanding... and the need for exposition... since a new audience is being reached.  The market itself is changing too.  VW's new lower cost ID.4 should be making enthusiasts question how that lower price is being achieved.  Many just assume local production is less expensive.  After all, you don't have to transport the finished vehicle as far and it is a means of not having to pay certain import taxes.  There are government incentives for building production locations too.  Those are all automaker related cost-reduction factors.  No one seems to be looking at the vehicle itself.  Understanding temperature is a good way of introducing that topic.  VW required you to purchase the AWD model to get a heat-pump.  RWD only came with a less efficient resistance-heater.  How much you want to bet that is the only way you can get the smaller-capacity ID.4 built in Tennessee?  That is indeed a cost savings.  Having a battery-heater that is less aggressive, less efficient, or not included is a very real possibility for reducing cost too.  It's not necessary.  It is a nice-to-have feature.  That's where Toyota stands out.  Some of those nice-to-have features are standard.  It's how you get such fierce loyalty from owners.  They recognize the unadvertised benefits as being well worth it.  The system works great, even if they don't necessarily recognize why.  I put it this way:  Preconditioning is what Prius Prime has had for 6 years.  That brings the battery-pack up to operating temperature, roughly 5°C (41°F).   Battery-Heating is what's new, beneficial specifically for DC fast-charging.  That requires range tradeoff, since it will draw battery-pack energy in preparation of arriving at a charging-station.  The targeted temperature is typically 50°C (122°F).

bZ4X Software Update.  It's official: "Toyota UK - Software update for DC fast charging in cold weather."  That thread title says it all.  This was the actual text within the notice from Toyota: "Finally a physical software update to bring the DC fast charging in cold conditions up to speed is soon to be released, this update is something that will be performed by your Toyota Centre ahead of handover."  It was sighted as a nugget of information found at the close of what a customer has been sent.  Gotta like that.  This is yet another example of what patience brings.  Toyota would have never stopped refining their software.  It's exactly what I do with my software.  As an engineer for over 3 decades, I watch for those opportunities.  There is always small gains to consider.  Given enough time... and patience... you get the chance to refactor too.  Those are welcome improvements, well worth the effort.  It's quite rewarding.  I tend to not mention that though.  It is just part of the continuous improvement approach Toyota is so well known for.  You sometimes have to point it out though:  That was an expectation... and a bizarre benefit of the recall.  Rollout delay would mean owners not having to wait for any update.  Seeing how painfully slow VW has been for software updates, it was a great opportunity for Toyota shine.  After all, Toyota has already been pushing minor OTA updates for years.  I have experienced them firsthand in my Prius Prime.  Though mostly being only infotainment tweaks, that proved remote communication with the car's operating system was realistic.

That Nonsense.  Here is an example of that nonsense: "The Toyota hybrids are not plug-in as far as I know.  But even plug-in hybrids tend to be used as petrol cars as the batteries are small and the owners cannot be bothered charging them every night.  They combine the complexity of petrol cars and electric cars."  It was claims just like that which inspired me to create so much material online.  Basically, there are some individuals that say whatever they want.  I find it ironic that BEV supporters point out the convenience of it only taking a few seconds each night to plug in, but PHEV antagonists claim those few seconds are too much of a bother.  They don't want you to discover how nice it is to have the best of both worlds.  Toyota offers EV driving without range-anxiety.  Think about the next stage of DCFC.  Once new stations are established, they'll become popular.  You could end up losing that new-found convenience.  The cycle begins again.  Having a PHEV with all-electric driving prevents any of that worry or concern without sacrifice of EV driving.  Remember how we were told that for years by Volt enthusiasts?  Now is the time to reap the rewards from generations of refinement to the hybrid system.  They see Toyota taking advantage of that opportunity... and don't like it.  So, they lie.  I put their stance more politely in replies though:  You are poorly informed, there are 2 plug-in hybrids from Toyota with 2 more on the way.  RAV4 Prime is a midsize SUV, quite large.  I have been driving all-electric commutes from my Prius Prime for over 6 years now.  That is EV driving to & from work without starting the gas engine.  As for not plugging in, talk to an owner.  They thrive on the EV experience and plug in as much as they can.  Greater complexity isn't true either; that design eliminates components... like having a gears, a transmission, a timing-belt.

That Narrative.  Here's what one of the followers of that video guy had to say: "They are lobbying against EVs and the Bz4x shows that it is a half hearted effort.  Why buy from a company that is propagating against EVs?"  It's that narrative that really has no basis in reality anymore.  With all the greenwashing we've been getting from GM lately... you know, advertising vehicles you can't actually purchase... there's a clear loss of perspective.  Of course, the lobbying itself was to get better terms for the bills being passed.  People spin that resistance to proposed specifics as being against the effort entirely.  The idea of revision to make it a better fit is dismissed.  Either you are for or against... again, that binary mindset.  Such blindness to improvement is how we end up being mediocre.  After all, that's exactly what happened with Volt.  They fought for something that really didn't fit what was required... want verses need.  Same thing here.  You cherry-pick and misrepresent to formulate & reinforce a narrative.  It's quite upsetting to see.  That's why America has fallen out of favor.  We are no longer leaders.  Europe & China are what we are struggling to follow now.  That puts Toyota, from Japan, in a very interesting position... hence becoming the scapegoat.  Gotta have someone to blame.  Ugh.  Here's my stance on that nonsense:  Spreading of vague & outdated information is how the narrative keeps going.  If you think bZ4X is half-hearted, step back.  Look at the dual battery chemistries and the variety of motor configurations.  There are certain people who hope you wouldn't notice that bigger picture.

More Lies.  Wow!  The latest video, by that guy who publishes several per day, is obviously still making decent money attacking Toyota.  He denies doing it too.  The evidence is overwhelming... so bad, I really don't want to quote any of that nonsense.  Of course, the point is to provide so much spin there's no way to recognize the truth anymore.  Confusion is the goal.  I tend to ignore the video content and just respond to the comments.  That turns out to be a good way of seeing trends and attempting to intercept the really bad misconceptions.  He's exploiting absence of real-world data, for the moment.  By mid-November, he'll have to come up with new spin.  I'll stay focused on comments.  That's a means of reaching beyond just talking-points.  Expect more lies as pressure from Toyota builds up.  Their bottom-up approach really upsets the top-down supporters.  Having proof of alternative paths to success wrecks the narrative.  Toyota is supposed to fail.  In this market of supposed binary outcome, perception is that if Toyota wins they lose.  The idea of multiple economic opportunities defies the simplistic world we have been lied to about.  Ugh.

The Trap, part 3.  Hypocrisy is a problem.  We have been told 200 miles is the tipping point.  More is nice, but unnecessary as infrastructure expands.  If charging the battery becomes as simple as filling the tank, the time it takes isn't that big of a deal.  Seriously, are people in so much of a rush while traveling that breaks are infrequent and only a few minutes?  How much do you really want to pay for that convenience?  Carrying around an extra 100 miles of range capacity is a penalty you will pay for every single day you don't use it.  The weight reduces efficiency.  It's that simple.  You'll require more electricity to travel the same distance.  Heck, that will even have an impact on long trips.  Looking at PHEV for comparison, consider the actual values.  ID.4 will be available in 2 configurations, the same vehicle but different ranges..  The 62 kWh will offer a 208-mile range.  The 82 kWh will offer a 275-mile range.  Those extra 67 miles will increase weight of the vehicle an estimated 250 to 300 pounds.  Is that difference really worth it?

The Trap, part 2.  I followed up with some advice right away, not waiting for a response.  We've seen this too many times in the past.  They make their decision and won't change it for anything.  Sometimes, that is a matter of saving face.  They don't want to admit having overlooked something.  They also don't want to make their decision to move on get any attention.  That can often reveal more facts they have overlooked.  They know it is best to not even give any recognition to the possibility of needing more consideration.  They are done.  That can often be a trap.  Looking at other information can reveal you've backed yourself into a corner.  I tried to stir such a revelation:  Careful.  Some BEV owners set a trap for themselves by disparaging PHEV with the argument of "lugging around heavy battery packs" then go on to endorse a BEV that does exactly that.  Now, think about how many daily miles of driving a PHEV fulfills, then tell us what range you recommend for a BEV.

The Trap, part 1.  It started with: "As someone who has driven a number of PHEV's the problem lies when the battery is depleted and the engine is lugging around heavy battery packs.  The mileage isn't great and performance suffers..."  Seeing the complete absence of any detail, I knew there would be trouble.  That couldn't have been any more vague.  Did he ever own any of them or was the driving just brief encounters?  Which PHEV were they?  Where was that driving?  When was that driving?  For that matter, how often did that lugging ever happen?  It was obviously a comment made by someone unwilling to consider the evolution of PHEV, not wanting to acknowledge advancements available only in newer ones.  Ugh.  This is how I replied:  Not all PHEV are the same.  Some are exceptionally efficient following depletion.  Toyota's are that type.  The current generation of Prius Prime delivers a solid 50 MPG after plug-supplied electricity is used up.  Its successor is coming next year.  The expectation is higher hybrid efficiency, leveraging the next-gen Prius soon to be revealed, in addition to increased range & power.

Blatant Misleading.  We learned of the recall fix on October 6.  A video with this title was published on October 14: "Toyota's EV has a very BIG problem they are not telling us about."  It was all about the recall and how there is no known fix yet.  It was an outright lie, blatant misleading to feed the narrative of Toyota having failed with their first BEV attempt.  The spin now is that lack of sales will prove there is no demand.  Ugh.  There were no sales because Toyota issued a stop-sale from the end of June until mid-November... which is it expected the fix will be applied to vehicles waiting in port for transport prep.  It was 8 days ago that we learned about the fix and the anticipated timing.  This publisher didn't care.  This was looked upon as a last opportunity to influence minds of those who hadn't heard the news yet.  When deliveries begin, not only will the fix take place, any software updates since June will be applied at the same time.  That means prior videos... like that crude DC fast-charge of a AWD model... will be invalidated.  We will be back to the discovery phase.  It's interesting timing too.  Use of an older charging-station may have contributed to the slowness.  The one I will first use is by a pizza joint my wife and a few of her band members like to hang out at.  It is not even turned on yet.  The fast-chargers themselves are installed, but they are still waiting for transformer delivery.  That definitely counts as new.  I'll be happy to provide detail, quite the opposite of the vague claims and outright lies we're dealing with at the moment.  It will likely be the dead of winter then too, so I will be showing firsthand how well the fix worked.

GM History Spin.  Gotta like this: "In 2019, the Volt was already old technology with fully electric models like the Chevy Bolt making the Volt redundant."  That is what was claimed back then too.  Repeating that later does not make the spin on history any more true.  That plug-in hybrid is about to hit its stride, becoming well-proven and cost-effective enough to take on traditional vehicles directly.  They are the answer to those wanting to go electric but see major shortcomings with infrastructure still.  That's the catch.  If you refuse to look at the bigger picture, you could get that impression of old technology.  Not having support for the new technology is a problem, even if the new technology is mature.  Turns out, GM is still struggling with that part.  Making EV drive components & software efficient doesn't depend upon what vehicle type it is in.  Basically, GM just put lipstick on the pig.  They carried over the troubles from Volt to Bolt.  From that, the refinement is taking place.  What gets put into Equinox will be competitive.  That's still a year away though.  The same problem carried over 4 additional years, from 2019 to 2023.  I summed up that entire situation with this simple sentence:  The real reason was GM couldn't ever figure out how to make it profitable.