Itís an over-the-shoulder GoPro view of Kobaís recent last lap at Suzuka, where he races in a series for little tubular-framed open-cockpit sports cars with a mid-mounted Yaris engine. The engineer had started from pole, but as the end of the race draws near heís in second place. The sound is terrible, like a bug in a bottle, but the vision is excellent. Koba is all over the leaderís tail, but canít quite engineer a passing move.
Itís on the final corner that he finally overdoes it. The race-leaderís car exits the frame of vision as Koba spins. Thereís a glimpse of his own tyre smoke as the car goes round. As it comes to rest, rivals flash past in a colourful, distant blur. This isnít the sort of thing that normally happens over dinner with Toyota chief engineers, and I speak from long experience.
The new C-HR, being launched to the worldís media in Spain, is his work. Koba, now 54, has spent the last three decades rising through the ranks at Toyota, working on things like the suspension designs of various generations of Corolla.
At Toyota, where chief engineers have immense power, Koba wielded it. He wonít tell me exactly how advanced the C-HR program was when he insisted on a switch to TNGA, but it was late enough to delay its launch.
Those letters stand for Toyota New Global Architecture. Think of it as the Japanese giantís reply to its German opposition. Like the Volkswagen Groupís MQB, TNGA is a flexible component set that incorporates advances in body component set that incorporates advances in body construction and chassis engineering. The C-HR is only the second Toyota model, after the fourth-generation Prius, built on TNGA.
Specifically, the C-HR uses the GA-C version of TNGA. The coupe-ish crossover has a shorter wheelbase than the Prius, and a slightly modified version of its multi-link rear suspension. The latter was one of the key reasons why the dynamicsobsessed Koba wanted TNGA so badly. His objective was to create a crossover that handled as well as a good C-segment hatchback. Something like a Golf VII, in other words.
Koba then decided a great way to demonstrate the C-HRís handling prowess would be to race it. At the Nurburgring. The engineer admits he had an ulterior motive here. ďHonestly speaking, I wanted to drive the Nurburgring,Ē he says.
So Koba made himself a member of the fourdriver team for the shorter qualifying race for the mid-year Nurburgring 24 Hour. The C-HR Racing he drove featured lowered suspension, a massive rear wing and a slightly larger version of the production carís 1.2-litre turbo four, producing around 120kW.
The roadgoing C-HR obviously doesnít drive exactly like the Ring racer, but it does have excellent dynamics. It has a level of handling poise and precision thatís unexpected in something wearing a Toyota badge. Rides very well, too.
If Toyota keeps promoting talent like Koba, thereís a chance the brand might eventually earn a reputation for delivering driving pleasure to go with its hard-won quality image. And that would be a combination with unbeatable appealÖ
Hiroyuki Koba really is our kind of chief engineer. As if the racing wasnít enough, his personal car is a silver fourth-generation Toyota Supra Ė the fi nal facelifted version from the mid-1990s.
Koba uses it regularly. In fact, itís the car waiting for him at the airport when he returns to Japan.