The Toyota Crown is available in two distinct trims: Limited and Platinum. Last year, we tested the Limited and were impressed by its fuel efficiency and interior design. But it’s the Platinum that fully unleashes this platform’s potential. With a better suspension, more powerful engine, and a more polished gearbox, the Platinum drives like an entirely different vehicle, and we are surprised it wasn’t called something else, like Crown Comfort, a nod to the past.

For roughly $9,500 over the Limited, the Platinum adds rear-wheel steering, a turbocharged 2.4-litre inline-four engine that generates 340 hp and 400 lb-ft of torque compared to the Limited’s measly 236 hp, and a proper six-speed automatic gearbox instead of the e-CVT. Further additions include 21-inch wheels, a power trunk with kick sensor, a head-up display, auto-levelling LED headlights, a customizable drive mode, a Rear Comfort drive mode, and a power tilt-and-telescoping steering wheel. All this comes with a 165 kg weight penalty.

Unlike the Limited model, the lack of an EV Mode button on the Platinum tells you all you need to know about this vehicle’s focus. Fuel efficiency is no longer of paramount importance. Instead, the Platinum prioritizes ride quality and comfort. Toyota quotes higher fuel economy numbers than the Limited by about 2.5 L/100km. We averaged 9.5 L/100km even with a feather-light right foot, whereas the Limited yielded a superior 6.5 L/100km. Frankly, the Platinum doesn’t enjoy being in EV mode either and is more inclined to keep the engine churning for quicker torque and acceleration. As a result, it’s not as efficient. However, its transition between modes of propulsion is significantly smoother than the Limited’s, both physically and acoustically, thanks to its larger engine. 

The naturally aspirated four-cylinder in the Limited was thrashy at low speeds and acoustically struggled to breathe like an asthmatic gasping through their inhaler. This turbo-four is a better-calibrated, better-engineered motor, more fluid and less recalcitrant under demand, and it provides strong acceleration right from throttle tip-off thanks to the electric motor plugging the dead spots at low RPMs. Backed by linear power delivery, getting up to speed is both gentle and effortless, and the Platinum doesn’t exhibit the mild but annoying low-speed whine we noticed in the Limited either, likely due to its e-CVT (continuously variable transmission). The 6-speed in the Platinum is quieter and more refined by comparison. We still noticed a few shudders and twitches during off-throttle gear changes, but most of the time, it’s working unnoticed behind the curtains.

It’s not just the more pleasant powertrain that gives the Platinum the advantage. Despite larger 21-inch wheels over the 19s on the Limited, the Platinum also comes with an adaptive variable suspension that constantly adjusts the dampers on the fly for a more compliant ride. As a result, the Platinum exhibits a much softer, underlying pliancy than the Limited. The dampers resolve oscillations with a softer touch and are better at flattening out the edges of deep rivets and pockmarked roads. There is still more body roll than a Corolla or Camry due to its elevated ride height, but dynamically, it handles better with more confident road control and compliance.

The Platinum’s second golden addition is rear-wheel steering. While not entirely noticeable from the driver’s seat, the ability of the rear wheels to rotate reduces the turning radius and makes it easier to navigate tight city parking lots. It also adds more stability when barreling down at higher speeds, where the Crown remains remarkably stable. During cornering, it also requires less steering input while still maintaining a progressive, natural feel under rotation. 

Which leads us to the new Rear Comfort driving mode, which shows up as Rr Comfort in the driver’s screen. This mode is unique to the Platinum and speaks to its comfort-focused, ride-hailing ethos. This mode commands the adaptive suspension and rear-wheel steering system to suppress rolling and pitching, so passengers aren’t swaying when the vehicle is in motion. It works as advertised, though we didn’t notice a night-and-day difference on short journeys through town. Perhaps an extended road trip on twistier turns is warranted to fully appreciate the effort that went into its calibration. We don’t think it will apply to most Canadian drivers either, but it’s definitely an advantage in its home market of Japan, where the Crown is more commonly used for ride-hailing duties, as per its lineage. 

The rest of the Crown Platinum amounts to the same general experience as the Limited. Made and assembled in Japan, the Crown is longer and taller than the Camry but shorter than the Venza. Stylishly large with a raked-back silhouette and raised shoulders, the Crown appears tall and SUV-like thanks to its raised suspension. It is aimed at buyers who want a compact SUV with an ordinary sedan shape and trunk, a quest worthy of Toyota’s flagship, as it effectively replaces the Avalon. We still wish they used the actual Crown badges, as they still do in Japan, instead of the Toyota logo and lettered script used here. That would strengthen its identifiable lineage and solidify its position as a reputable sub-brand. 

The same interior foibles in the Limited carry over to the Platinum. It’s one of the very few times where I have more headroom in the rear cabin than I do in the front. You sit higher than a Corolla, at the height of a Subaru Outback, but somehow the interior’s cramped packaging provides less headroom. That sunroof carves out just enough room for my head to lodge into, but the poor door clearance means wearing a cap or hat is out of the question. That’s forced me to recline my seat to a somewhat awkward angle, and the steering wheel doesn’t telescope in very far. Visibility is average but worse than Outback, with thick A-pillars and JBL speakers protruding slightly and impeding the view.

The rear seats aren’t bad, and there’s a recess dug out of the roofline specifically for the heads of rear passengers, but the odd packaging shouldn’t worry folks under 5’10” in height. The Crown still harbours some questionable choices. The large sunroof is divided into two panels and lets in a considerable amount of light, brightening up this blacked-out cabin spec, but it’s fixed and cannot open. At least the sunroof shade is power-operated. Like all Toyotas, the auto-hold brake needs to be activated on every ignition cycle, and there are no ambient lighting or brighter leather colour options available.

Which begs the question: why not get a Lexus ES at this price? The Crown Limited is only $787 less than the base Lexus ES 300h hybrid vehicle without the equivalent options, but it doesn’t come with all-wheel drive like the Crown. With the ES, you can have either AWD or hybrid, not both. The Lexus also has a better-packaged cabin and more luxurious materials, but its lower seating position and lower entry height make ingress and egress difficult for older folks or those with arthritic backs. 

If the Crown is up your alley, and if affordability and efficiency are top priorities, then the Limited is the wiser choice. Otherwise, the Platinum is a superior product with better road control, greater ride comfort, and stronger acceleration from its more gentle, rhythmic powertrain. That, and telling others you drive a Platinum Crown, has a better ring to it.

Specifications:

Model: 2026 Toyota Crown Platinum
Paint Type: Finish Line Red
Base Price: $64,370
Price as Tested: $64,720
Wheelbase(mm): 2,850
Length/Width/Height (mm): 4,980 / 1,840 / 1,539
Curb Weight (kg): 1,970
Powertrain: 2.4-litre turbocharged four-cylinder, two electric motors, nickel-metal hydride battery
Horsepower: 340 hp
Torque: 400 lb-ft
Transmission: 6-speed automatic
Engine & Drive Configuration: Front engine, eAWD
Observed Fuel Economy (L/100km): 9.5
Tires: Michelin Primacy Tour; 225/45R21