Toyota has announced that it will not be developing a fully autonomous car. The automaker’s reasoning for eschewing the long held vision of future by sci-fi dreamers and automakers alike is quite simple: humans do it better.

Toyota’s Technical Center in Ann Arbor, Michigan hosted an Advanced Safety Seminar ahead of the Intelligent Transportation Society of America’s World Congress held in Detroit last week. At the conference companies, universities and research institutions displayed the latest in driverless tech.

However, rather than banks of sensors and silicon, Kristen Tabar, vice president of Toyota Technical Center told Car and Driver that the “ultimate in sensor fusion” already exists, and it has been under — or attached to, rather — our noses all along. “[Human beings] have the visual, audible advantage, all the different inputs to make the best judgments moving forward.”

Toyota believes quasi-autonomous driver assistance technology — such as lane keeping technology, adaptive cruise control, driver alertness detection — should supplement human input rather than replace it. Likewise, there are times when those systems won’t work, when lane markers aren’t available, for instance.

Toyota’s deputy chief safety officer Seigo Kuzumaki explained further in a speech reported by Wards Auto. “I want you to start thinking of the vehicle and the driver as teammates, sharing the common goal of traveling safely. The best teammates learn from each other. They watch, listen and remember. They communicate, and they assist, when needed.”

Toyota also pledged $35 million to its Collaborative Safety Research Center in Ann Arbor, which works with policymakers and research institutions to improve auto safety. Toyota will not be following rivals Nissan, BMW, or Tesla, nor tech giants like Google with autonomous vehicles. As Kuzumaki stated, “Toyota’s main objective is safety, so it will not be developing a driverless car.”

Rumors continue to swirl about the 2016 Mazda MX-5 Miata in the aftermath of its global unveiling two weeks ago.

First, there will be no power retractable hard top, or PHRT during the first year of production, according to a report by Automobile. A hard panel is employed for the section of the top that latches to the windscreen frame and there were no power buttons to retract or close the roof.

Mazda says that the soft top is light enough to quickly open and close with one hand, a design trick that was a strong selling point for the original 1990 Miata. On the current MX-5, the PRHT adds about 110 pounds to the curb weight, so the rag-only top for the 2016 model is a strategy to keep mass at a minimum.

As for the engine, Australian site Motoring claims to have engine specs for the base model. The (somewhat dubious) assertion says that the new engine will be a 1.5-liter SkyActiv unit that develops only 128 hp. That would mean a 39hp drop from the current 2.0-liter manual, negating any power-to-weight advantage gained by the 2016′s much ballyhooed 220-pound reduction in mass. The same report says that a 2.0-liter engine would follow a year after launch.

Lastly, there had been some speculation that turbocharging would come into play, fueled by a teaser video‘s soundtrack. However, a photo of the 2016′s engine by Jalopnik shows that there is no forced induction, at least on the prototype.

Mazda is expected to reveal more details about the 2016 MX-5 at the upcoming Paris Motor Show.

Volkswagen is busily developing an all-new Polo, and a new report coming out of Germany gives us a better idea of what to expect from the company’s next sub-compact hatchback.

Longer, wider and lower than the current model (pictured), the next Polo will wear a sharp design that will fall in line with the seventh-generation Golf and the eighth-gen Passat. The current three- and five-door hatchback bodystyles will be carried over to the new model, but Volkswagen’s design department will give the three-door a more coupe-like silhouette in order to differentiate it from its family-focused sibling.

A four-door variant of the Polo will be sold in select Asian markets, and the hatchback could spawn a small crossover that would slot beneath the Tiguan. German magazine Auto Bild reports an oft-rumored topless version of the Polo is not in the works because Volkswagen can’t make a favorable business case for such a low-volume model.

Power will come from a wide array of gasoline- and diesel-burning three-cylinder engines whose outputs will range from about 75 to 110 horsepower. To satisfy buyers looking for more grunt, Volkswagen will introduce a 185-horsepower GTI-badged version of the Polo and a range-topping WRC model rated at 230 ponies.

Sources close to the company have hinted an all-new platform will allow the Polo to shed up to 150 pounds over the outgoing model. The new platform will also make the Polo safer, more spacious inside thanks to a longer wheelbase and more efficient all across the board.

The seventh-gen Polo will greet the public for the first time at the 2016 edition of the Geneva Motor Show and go on sale across Europe shortly after. Whether Volkswagen will finally import the Polo to the United States to battle against the Ford Fiesta and the Honda Fit is up in the air.

Photos by Ronan Glon.

Peugeot has detailed a more powerful version of the Golf-fighting 308 ahead of its scheduled debut next month at the Paris Motor Show. Christened 308 GT, the car is offered as a five-door hatchback and as a roomy station wagon.

The most powerful member of the 308 family packs a turbocharged 1.6-liter four-cylinder engine that generates 205 horsepower and 210 lb-ft. of torque. The 308 GT reaches 62 mph from a stop in 7.5 seconds, and it returns 42 mpg in a mixed European cycle thanks in part to a standard start/stop system.

Buyers after better fuel economy can select a diesel-burning variant of the GT that is equipped with a 2.0-liter HDi tuned to deliver 180 horsepower at 3,750 rpms and 295 lb-ft. of torque at just 2,000 rpms. The oil-burner returns 58 mpg in a mixed cycle.

The gasoline-burning engine is linked to a six-speed manual transmission, while the diesel-powered unit is surprisingly offered only with a six-speed automatic controlled by shift paddles. Both engines send power to the front wheels.

Visually, the GT stands out from a stock 308 thanks to a custom grille, headlights made up of no less than 62 LEDs, sequential turn signals, piano black mirror caps, twin tail pipes, a functional air diffuser and a noticeably lower ride height. A new paint color called Magnetic Blue and 18-inch alloy wheels wrapped by Michelin Pilot Sport 3 tires wrap up the look.

Inside, the GT gains a model-specific instrument cluster with extra gauges, red stitching on the seats and the dashboard, standard Alcantara upholstery, aluminum pedals and a GT emblem on the three-spoke multi-function steering wheel.

The Peugeot 308 GT will go on sale across Europe before the end of the year. Pricing information will be published closer to its on-sale date.

What’s Next?
Industry rumors indicate Peugeot is busily developing an even more powerful evolution of the 308. Tentatively called 308 R, the range-topping hatchback will pack a 270-horsepower turbo four that is currently found under the hood of the RCZ R.

The 308 R could be introduced next year at the Geneva Motor Show.

Until a few years ago, shopping for an entry-level luxury coupe was a fairly straight forward process – you simply headed down to your local BMW dealership and plunked down the money for a two-version of the 3-Series. But things are a lot different these days.

There are now a number of relative newcomers to choose from in the segment, including the Audi A5, Mercedes-Benz C-Class coupe and Cadillac ATS coupe. In fact, things are so different in the small luxo coupe category that the 3-Series coupe isn’t even called that any more (it’s now the 4-Series).

Muddying the waters even further, Lexus is rolling out a compact coupe of its own known as the RC. Like its competitors, the RC will be offered in several different flavors, ranging from the more sedate RC 350 (available with rear- and all-wheel drive) all the way up to the frenetic RC F.

So in a growing sea of two-door coupe with luxury badges, does the RC rise to the top or sink to the bottom? Come with us as we find out.

A new kind of hybrid
Given its positioning against cars like the 4-Series and C-Class coupe, which are all derivatives of sedan models, it’d be easy to think of the RC as a two-door variant of the four-door IS. However, that’s not an entirely accurate description of the RC.

The RC’s architecture is actually a blend of three different Lexus platforms – the front structure of the RC is borrowed from the larger GS, the middle bit is from the lame-duck IS C convertible and the rear portion of the chassis shares its hardware with the IS. The result of that architectural hodgepodge is a two-door package that is lower, wider and longer than the IS sedan.

Styling is also somewhat of a mix, with the front of the RC borrowing most of its cues from the IS sedan. That means a prominent placement of Lexus’ signature spindle front grille, deep-set headlights and LED accent strips. There are also two large air inlet on either side on the RC’s front bumper. On the high-performance RC F model, which also gains a functional hood vent, those bumper-mounted inlets house coolers for the transmission and engine oil.

The RC sports a long flowing roofline that gives it a fastback-like profile. Polished metal door surrounds that come to a wide point just before the C-pillar help to accentuate the coupe’s swept-back look. To further aid in cooling, RC F models are equipped with gill-shaped vents just aft of the front wheels.

The rear styling of the RC is uniquely its own, featuring wide taillights that protrude slightly from the car’s body work, an integrated ducktail spoiler and dual exhaust tips. Following the trend started by the IS F, the RC F uses stacked quad-exhaust outlets.

A number of 18- and 19-inch wheel designs are available.

The RC’s styling might not be for everybody, but we find the coupe to be quite striking, particularly when done up in RC F guise.

To back up its athletic looks, the RC is equipped with the more powerful 3.5L V6 from the IS 350 rather than the less potent 2.5L V6 from the IS 250. The RC 350 is good for 306 horsepower and 277 lb-ft of torque.

The range-topping RC F uses a highly-modified version of the 5.0L V8 that debuted in the last-generation IS F. Boasting new cylinder heads, a revised intake system, titanium valves and a higher compression ratio, the RC F doles out 467 horsepower and 389 lb-ft of torque.

Rear-wheel drive versions of the RC use an eight-speed automatic transmission. The all-wheel drive RC 350 relies on a six-speed auto. No manual transmission is offered in the RC line.

More than skin deep
Under its eye-catching bodywork the RC is quite a technical car, but we’ll just hit the highlights to keep the overview brief.

All RC 350s come standard with a console-mounted knob that can be adjusted from Eco, which dials back throttle response and the air conditioner, to Sport, which sharpens the car’s powertrain.

Opting for the F Sport trim (think of its as the mid-point between the RC 350 and RC F) adds an adaptive suspension, variable steering and enhanced stabilizer bars. F Sport models can also be outfitted with a trick rear-wheel steering system.

The RC F offers even more go-fast goodies, including upgraded six-piston Brembo brakes at the front, additional chassis bracing, upgraded steering, a torsen rear differential and sticky Michelin Pilot Super Sport tires measuring 255/35/19 at the front and 275/35/19 at the rear. The RC F’s dial also gets an addition Sport+ setting.

The RC F can be optioned with a torque vectoring differential, or TVD for short, that uses two electric motors and a pair of clutches to send power to either rear wheel depending on driving conditions. The TVD systems helps the RC F hustle around corners and is ideally suited for track driving.

And track driving is exactly what we did with both the RC 350 and RC F.

The RC 350 proved to be a willing dance partner on the long and winding asphalt of New York’s Monticello Motor Club, offering good turn in, near-perfect balance and more than adequate grunt from its 3.5L V6. The RC 350 F Sport upped the ante with sharper steering thanks to its rear-wheel steering system.

When set to sport mode, the RC 350′s transmission holds gears and downshifts readily, but there are steering-wheel mounted paddles should you feel the need to take control. The RC 350′s disc brakes – measuring 13.15-inches up front and 12.2-inches out back – do a good job of scrubbing of speed, but can succumb to fade after a few hot laps.

And the RC F is just an amplified version of the RC 350, cranking all of the coupe’s positive attributes to 11.

Steering in the RC F is quick and precise, albeit somewhat on the light side. When pushed hard the RC F displays mild understeer, but that can be easily corrected with a dab of throttle. When set to Sport+ mode the RC F’s stability and traction settings aren’t overly intrusive, but we did wish for a bit more wheel spin on some of Monticello’s tighter hairpin turns.

The RC F’s 5.0L V8 is nothing short of sensational, offering arguably the best intake noise in the business to go along with its head-snapping power.

Lexus hasn’t jumped on the dual-clutch transmission bandwagon like some of its closest competitors, but after sampling the RC F it’s clear that there’s no reason to do so just yet. The RC F selects gears in the blink of an eye and aggressively holds the engine in the top of the rev range. The RC F even employs onboard sensors to ensure that the transmission doesn’t downshift, which could upset the rear end, just before a corner.

The RC F’s upgraded Brembo brakes – six-piston calipers clamping 14.96-inches rotors at the front and four-pots on 13.58-inch discs at the rear – are truly up to track duties and, unlike the RC 350′s brakes, didn’t exhibit much in the way of fade. Carbon ceramic brakes, an expensive upgraded available on the BMW M4, and not offered for the RC F.

But perhaps the most impressive part about the RC 350 and RC F is that when you get them off a race track, they’re as quiet and comfortable as you’d expect a Lexus to be. Moreover, the RC is very well equipped, offering supportive bucket seats, a high-end sound system, top-notch fit and finish and an available infotainment system with updated track pad and a suite of Lexus apps. The RC’s back seat isn’t exactly adult-friendly, but the coupe’s trunk is big enough to swallow a couple of golf bags.

Like its exterior, the interior design of the RC is polarizing, but we like its straight lines and cockpit-like setting. The RC suffers from a lack of storage, but that’s par for the course in this segment.

Leftlane’s bottom line
This ain’t you’re grandfather’s Lexus anymore. After years of cranking out comfortable cruisers, Lexus has a pair of bona fide sports coupes with its RC 350 and RC F.

The RC 350 is a worthy alternative to any vehicle in the segment and, dare we say it, the RC F might be our choice over the M4. That’s quite the endorsement, but it’s hard to pick against a car that combines the technical gadgetry of the M4 and the V8 grunt of the C63 AMG.

Photos by Drew Johnson.