The Crown Signia carries over into 2026 without any changes, maintaining its hybrid-only powertrain and $60,000 price tag. It’s a wagon-shaped, premium alternative to the perennially popular RAV4, using higher-quality materials and offering better cabin refinement and road isolation. Think of it as a replacement for the Venza, but we still wish Toyota had used the actual Crown badges as they do in Japan, rather than the lettered script here. That might reduce confusion and cannibalization among sales between it, the RAV4, and the Lexus NX. 

Compared to the Crown Sedan variant, the Signia features a more spacious interior, greater cargo space, and larger 21-inch wheels. It may be 50 mm shorter, but it’s also 40 mm wider and 86 mm taller. There is also less black body cladding around the wheel arches and fenders. Its elongated roofline stretches its proportions, giving it a more sophisticated and mature look than the Subaru Outback, and Bronze Age paint ensures the Signia is both stylish and functional. 

The Signia’s long roof has remedied many ergonomic issues related to the Sedan’s rear seat and cargo bay area. The entry door portals are larger, making it easier to clamber in and out of. We complained about the Sedan’s poor rear seat leg- and headroom, but this wagon stretches out that roofline right to the trunk lid, meaning we now have copious amounts of room to stretch and wiggle about. I can sit behind my six-foot self with ease, and although my knees are grazing the front seatback, my hair remains neat. The rear seats are mildly reclined and not too elevated, the seat cushions are supportive and heated, and the third window behind the headrest makes all the difference in terms of cabin openness and natural light seeping in. 

These second-row seats can also be folded down, but they’re not entirely flat and flush with the cargo floor and are angled slightly upwards. There’s a sizable sunroof divided into two panels that lets in considerable light, brightening this blacked-out cabin spec, but it’s fixed and cannot open. Worse yet, and like the crossover, it cuts significant amounts of precious headroom from the front cabin, meaning there’s more headroom in the back than there is in the front. 

The interior is genuinely the most Lexus-like Toyota we’ve ever been in. Quiet luxury is the name of the game, both figuratively and literally, thanks to acoustic glass and liberal use of sound-deadening materials that keep tire and wind noise to a minimum. Swaths of low-grade leather and cleverly masked black plastics give the sense that this is a slightly more upscale product than the run-of-the-mill RAV4. With a starting price of just under $60,000, it had better, but the amenity list is generous, with standard heated and ventilated front seats, wireless phone charging, and an 11-speaker JBL audio system.

The 12.3-inch touchscreen offers excellent resolution and is positioned for easy reach. The switchgear throughout is sturdy and well-made, similar to the top-shelf buttons found in the Mazda CX-50. The switches offer excellent registration and feedback and don’t wiggle in their slot like the laughably loose ones in the $90,000 Acura ZDX. We also enjoy using the new gear shifter, a design inspired by the Lexus LC 500. Its compact lever doesn’t take up much real estate, leaving the center console open for sizable cupholders and a vertical wireless charging pad that takes up significantly less space than a flat one, but it feels like dropping your phone into a deep abyss every time.

The Crown offers good visibility all around due to its raised seating position, but like the Sedan, the JBL speaker on the A-pillar protrudes like an aftermarket add-on, mildly obstructing the left-side view. Creature comforts typically found in luxury cars, such as keyless entry on all four doors, automatic rain-sensing wipers, and rear heated seats, are standard, but the lack of a power-operated trunk constantly reminds us of its humble origins. Other notable foibles include the annoying auto-brake hold function resetting after each ignition cycle, the weakest heated seats we’ve ever experienced, and the steering wheel’s heating function omitting the 11-, 12-, 1-, and 6-o’clock positions. 

The Crown Signia is only offered in the Limited trim. There is an optional Advanced Technology Package ($2,075) that adds a 360-degree camera, puddle lamps, and driver-assistance features, but the hybrid setup remains the same. It features a 2.5-litre four-cylinder engine paired with two electric motors – one on each axle for an all-wheel drive configuration – and an electronic continuously variable transmission (e-CVT), resulting in a combined output of 236 hp. 

Unfortunately, the Signia isn’t available with the Crown Platinum Sedan’s equipment, namely the more powerful 340-hp turbocharged engine, more polished though less fuel-efficient 6-speed gearbox, and adaptive suspension. And after testing the Crown Platinum, we think the Signia would greatly benefit from its refinement, as the 2.5-litre engine here is thrashy and makes unpleasant noises whenever it awakens from slumber. We shouldn’t expect it to operate like a Lexus, but the engine is gravelly and agricultural, even by Toyota standards. The acoustic contrast is even more pronounced when the Signia switches to all-electric mode at low speeds, where the sudden silence is magnified by the racket that came before it.

Languid acceleration and numb steering hinder the Signia from winning any accolades. Its mojo is about offering an efficient, reliable, and slightly more monarchial experience than a Camry or RAV4, and with its pleasantly soft ride, it succeeds. Perhaps making it too plush and comfortable with an adaptive suspension would threaten the Lexus lineup. Compared to the Subaru Outback, the Crown Signia has better road manners and feels more refined. It’s not as raw or rugged, nor does it evoke the same Subaru vibes of wanting to explore off-road, but it glides through town with a confident stride and would make for a compelling, fuel-efficient road-trip companion. 

Efficiency is the ace up the Signia’s sleeve, but its larger 21-inch tires and weight penalty mean it’s not as efficient as the Sedan. Judicious throttle application coupled with as much lift and coast as possible yielded us a still impressive 7.7 L/100km, compared to the 6.5 L/100km we achieved in the regular Crown. Be that as it may, this hybrid favours EV mode more than before, and is less hesitant to fire up the engine right away. On 60 km/h streets, the Crown is most efficient, taking advantage of EV mode for light cruising. Trying not to wake the combustion dragon becomes an amusing video game-like challenge that rewards a shrewd right foot and the payoff of a heavier wallet.

The Crown Signia remedies many of the issues we had with the Sedan variant, primarily with rear-seat headroom and cargo space, and it backs up its higher-grade materials with a plush ride and a generous amenity list. Yet, with the rising popularity of longroof wagons in Canada and the temptations of the RAV4 and NX SUVs, we wish Toyota had taken a bigger gamble with its Crown lineup and pushed its historic nameplate further into the Canadian market as a more regal alternative to the Outback and V60. There’s a reason why it’s the favoured taxi in Japan.

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Specifications:

Model: 2026 Toyota Crown Signia Limited
Paint Type: Bronze Age with Black Roof
Base Price: $58,305
Price as Tested: $61,285
Wheelbase(mm): 2,850
Length/Width/Height (mm): 4,930 / 1,880 / 1,625
Curb Weight (kg): 1,909 kg
Powertrain: 2.5-litre four-cylinder, two electric motors, nickel-metal hydride battery
Horsepower: 236 combined hp
Transmission: eCVT
Engine & Drive Configuration: Front engine, eAWD
Observed Fuel Economy (L/100km): 7.7
Tires: Bridgestone Turanza EL450; 235/45R21

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