Toyota Innova Crysta
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Customer Rating
: 4/5
Expert Rating
: 6/10
: 3 Yrs / 1 Lac Kms (Whichever is earlier)
Ex-showroom price in 
 help (Rs.Lakhs)
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14.93 Lakhs-23.24 Lakhs

Strong Areas

  • Stylish Demeanour
  • Luxurious Cabin
  • Powerful Performance
  • High Fuel-Efficiency 

Weak Areas

  • Mediocre Handling
  • AverageBoot 
  • Uncomfortable Third Row 
  • Exorbitant Price
Toyota Innova Crysta

Toyota Innova Crysta Enters with Automatic Transmission

Toyota has made its already popular MPV more upmarket by adding new features and giving it automatic transmission with a powerful 2.8 litre engine. Innova Crysta as the vehicle is now called has improved to compete with premium SUVs.



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The Innova had a long innings in the Indian market. Like other body-on-frame utility vehicles such as Mahindra Scorpio and even Tata Safari, Toyota’s MUV is still on sale. Despite the frequent increase in its prices, the Innova continued to be the leading player in its market segment. It has won admirers with its all round qualities – build, cabin space, ride quality. But in 2016, the Japanese car maker has replaced the older car with a fresh model, the Innova Crysta. It’s the 6th-generation Kijang – its name in other parts of Asia. In 2011, the name Innova Crysta was used for a limited edition of the MPV.


There is a powerful 2.4 litre diesel engine with 148 bhp at 3400 rpm and 34.97 kgm torque at 1400- 2800 rpm. It is coupled with 5 speed manual transmission and there are 4 variants available. 

What’s more interesting in Innova Crysta is the option of a bigger 2.8 litre diesel with 6 speed automatic transmission. Its specs include 172 bhp at 3400 rpm and 36.71 kgm torque at 1200-3400 rpm.  Variants GX and ZX get this unit. The price difference between the base MT and top AT variant is almost 7 lakhs.

The External Impression

Innova Crysta has a stronger road presence than the outgoing car. Its sheer size makes it look grand and this when combined with the revised styling brings out a more striking car. The imposing and contemporary face is what draws attention in this design. While the ones with preference for cleaner looks may not like it, the new front elements will make it appealing to the masses.


The headlamps with halogen projectors for high beam and LED projectors for low beam are massive. Look at them closely and you will observe the radiator grille’s chrome slate continuing inside the headlamp cluster.  This combination adds more bling to the set up. There is another LED cluster and it functions as pilot lamp not daytime running lights.


Below the twin slat chrome grille, the large air dam looks glossy with its clack plastic. There is a delicate crease on the bonnet and wipers are well crafted. The windscreen has a washer on both sides and three water jets gush out from each.


In its profile look it evidently looks like an MPV with a body length of 4735 mm. The wheelbase measures 2750 mm. Door handles are long and have a chrome finish. Dual tone black and chrome wing mirrors have integrated blinkers. Crysta wears 17 inch wheels 215/55 tyres. The lower trims get 16 inch rims with 205/65 tyres. Wheel wells are not plastered for insulation.


The quarter glass’s sharp cut towards the rear commands attention. Hatch door has a cleaner look and the tail lamps are big. If you look closely at them from sides, you’ll see how they project outwards. Vertical indicators below the tail lamps look stylish. There are two parking sensors towards the middle of the bumper. And the parking camera is tucked away under the number plate. A washer is provided for the rear windscreen but it is located on the inside of the spoiler, so is concealed from view. 

In the Cabin

Getting in and out of Innova Crysta is easy for the front row but not that simple for the rear part of the cabin due to higher position of the seats. The interior does not exude a very premium feel for a car in this price segment. But yes it is spacious and there is lot of light coming in due to the big glass area. Despite its dark colour theme, Crysta’s cabin does not feel study.



In the top end ZX segment under our review, the dashboard looks good with its layered pattern. The MT models have all black cabin while the AT ones have a classier brown and black theme. Texture of the plastic is on the hard side but the quality is fine. All buttons including the controls on the steering wheel are soft t use. The matt plastic area around the climate control has a nice feel. 

Sunvisors are cloaked in rich fabric. Driver’s sunvisor also has a band to take in parking slips and chits. A nifty feature is that when you slide open the mirror on it, the small cabin light above it gets illuminated. And when you push the sunvisor towards the windscreen to shield yourself from the sun, the light goes off even if the mirror is still out.



Adjusting the seat high up makes for a tall driving position. The only hitch could be the layer of the dash that rises on the driver’s side that can obstruct seamless view of the bonnet for shorter people. And the lower variants do not even the have the height adjustment feature. On the front passenger side, the dash’s curve is low so they get a better view of the road. 

Steering wheel is chunky to hold and has a pleasing design. It has a wooden finish on the top. The dials on instrument console are easy to read due to their prominent markings and illumination. They have a 3d effect.


Seats are comfortable with angled neck restraints. They have 8 way power adjustment but not for lumbar support. Under thigh support is good and there is adequate headroom. Seat belts come with pretensioners and load-limiters. Foot well is wide and there is a huge dead pedal in the AT model. The one in the MT is disappointing though. 

Door pockets can easily take in 3 one-litre bottles. There are 2 glove boxes in this MPV of which the lower one is more accommodating. An accommodating cubby hold below the driver’s armrest has carpeted base. 
There is a 7 inch capacitive touchscreen for infotainment and with its bog buttons it is easy to operate. The audio quality is mediocre but the screen itself is easy to use and also allows you to customise the menu items display.



At the rear the captain seats are very comfortable and have adjustable neck restraints. Both the seats get their individual armrests. What’s more, there are foldable food trays behind the front seats making the rear seats occupants feel even more luxurious. For safety however, they must be folded back firmly lest they cause an injury due to jerks on bad roads. 

To reach the third row it is easy to flip the mid row seats forward with the ‘one touch access’ as Toyota calls it. This third row bench seat (60:40 split) is officially for three but its width makes it suitable only for two adults. The legroom is sufficient if the second row seat is not pulled all the way back. Backrest of this seat is upright but can be reclined for a comfortable position and there is a handle provided for the action. The quarter glass of rear window is small and feels like only a design element.



Behind the third row of seats, there is 300 litres of stowage capacity. The boot also has a dedicated spot to attach the headrest for the middle passenger in the third row, if it is not being used. Tool kit is arranged behind that headrest. When you need to liberate more boot space, the third row seat backrests can be tumbled forward. And for 900 litres room, the third row can be completely folded sideways. 

About the chiller 

The climate control works well to keep the cabin cool on sultry days. A bummer is that the AC panel is angled poorly and does not let you operate the buttons or read the display easily. The four air vents for the front row are big and all are differently shaped. 

Roof-mounted rear AC operates independently (so you don’t have to press the 'rear AC' button on the dashboard). The rear part of AC just cools the cabin. If you use heater in winters, only the front air vents do the job. The rear AC exclusively gets an 'auto' button that keeps altering and optimising the blower speed. If you rather use manual operations, there are 7 steps of adjustment. Last row of AC vents give out more air than that of the middle row. 

Engine, Transmission and Performance: 2.8 litre AT

Innova Crysta AT’s 2.8 litre diesel engine uses a variable geometry turbocharger. With 172 bhp at 3400 rpm, it is slightly more powerful than Fortuner’s unit but their torque rating is same.  In keeping with trends, Toyota has also equipped this car with Economy and Power driving modes in addition to regular Normal mode.


Upon pressing the brake pedal to start the engine we noticed that the automatic gear shift lever does not shake like the MT gear lever of Innova. Vibrations are felt in the cabin. At idling the engine is audible but the cabin insulation feels nice upon rolling up the windows. 

Innova Crysta’s move from standstill is smooth and in heavy traffic the
automatic transmission enables the car to crawl at 7-8 km/hr without any push on the accelerator. There is no turbo lag in city driving and peak torque comes at 1200 rpm. Throttle response is admirable and you can cruise around the city with smooth shifts. As a powerful diesel, the 2.8 litre engine does not need heavy revs in the city and soft inputs are good for regular commuting. 

On the broad highways, the AT turns out to be a quick mover with occupants on board. The engine continues to be responsive above 2500 rpm and you never feel that it is short of punch. The Normal and Eco mode work well for the highways but in the Power mode the engine has more sense of urgency making the Innova Crysta livelier. For your own and others’ safety do NOT drive it in pedal-to-metal style. 

The 100 km/hour comes at 1650 rpm. Innova AT is a quiet long distance cruiser and overtaking too is not a problem. In manual mode, the engine goes top its maximum revs of 4500 rpm and the mode itself is tuned conservatively. It does not permit aggressive downshifts where consequent rpm becomes high.

This engine behaves well with regards to NVH. The noise that is audible at idling (that too with window glasses rolled down) gets curtailed at city speed rpm (2000 or less). Above that, the sound is hum and not a clatter. It is close to 3500 rpm that the unit gets noisy and it is very loud above 4000 rpm. 
2.4 litre MT

The MT variants of
Innova Crysta have 2.4 litre diesel engine and it is more powerful than the 2.5 litre that propelled the outgoing model. It has a power of 148 bhp and torque of 34.97 kgm. In comparison the older one’s specs were 101 bhp and 20.39 kgm. The 2.4 litre engine also uses variable geometry turbocharger and as in the 2.8 litre AT, there are Eco and Power driving modes here too. 

Upon starting the engine you will feel a lot of vibrations on the gear lever stick and in the cabin. The lever continues to shiver even on the move. Engine sounds noisy at idling. 

In the city the Innova feels energetic and responds admirably to throttle inputs. There is no turbo lag and the peak torque comes at 1400 rpm. You can drive easily in the 2nd gear in low speed traffic and in regular commuting frequent gearshifts are not needed. It climbs inclines in 4th gear. This makes it easy to ferry a load of passengers but driving in high gear with too much weight in cabin is not advisable as it can cause jerks in the cabin – a trait typical of body on frame UVs.

Innova Crysta MT feels more enthusiastic on the open roads. The engine responds well to light inputs on the accelerator. It takes 13 seconds to reach from 0-100 km/hour and this is better than the older Innova. And it brings this triple digit speed at 2250 rpm as against 2750 rpm by its predecessor. Engine noise is also curtailed here. 

The cruising nature of this MPV could be more pleasing if there was a 6th gear on this transmission. The MT gear lever is tad lighter to operate now. It has long throws. The clutch pedal is not very heavy but its travel range is long. 

With regards to NVH factor, it has improved from older model but the 2.8 litre AT fares better than this MT one. The engine becomes loud after 3000 rpm and is very noisy at 4000 rpm. You need to keep the windows rolled up. Wind and tyre noise are acceptable if you are not driving sedately. 

Ride and Handling

Crysta gets double wishbone front suspension with a 4-link coil spring rear. The ride quality is superior to that of outgoing Innova. It has lost some stiffness and is composed but not plush. The sharp bumps are felt as it rides characteristically like body-on-frame vehicles. 

Journeys on open roads will be more comfortable than city rides because the absorption levels improve with rise in speed. There is no bounciness and the Crysta also feels sturdy on the move. Its straight-line stability is also admirable. 

The only negative trait we observed was that the body roll through quick cornering is more than in outgoing model.  On the whole though, the on-road manners of
Innova Crysta are fine. The upper variants also have ESP/VSC and hill start assist is provided. 

Coming over to handling, the steering’s tuning leaves much to be desired. It is real heavy at crawling speeds making it difficult to park the large MPV. Even while driving at slow speed in the city it takes some effort to maneuvere this vehicle. There is adequate weight at highways speeds and so it causes no nervousness. 

The steering has a turning radius of 5.4 metres and this is short for a large car. Monocoque MPVs fare better in terms of steering movement and they also have smaller footprints. Driver visibility is nevertheless fine in Crysta as the seating position is high. 

Brakes work well and stop the vehicle as expected to. Toyota should have provided disc brakes at the rear considering the premium positioning of this UV. 

Fuel Efficiency 

This is a huge car with more than 1800 kgs of weight and with AT coupled to its 2.8 litre engine, it cannot yield a good fuel economy. Expect only between 8-10 km/litre in the city. It can go over to 12 km/litre on highways as there are 6 gears to use and rpm are low cruising. 


The price has gone north and that too by a huge margin of Rs 2-3 lakhs than the older Innova that too was considered an expensive vehicle. But the Innova Crysta will still find buyers. It rules in the commercial segment and now the AT version can pull attention of the luxury conscious families.  The top end AT variant has a plush cabin in addition to the build and durability traits of Innova marque. Toyota’s after sale service record is good and that too works n favour of Innova Crysta. 

The 7 and 8 seater variants of this MPV are priced between Rs. 13.88 lakhs and Rs. 20.78 lakhs (ex showroom price Delhi). 

Comfort: 4/5
Refinement: 3/5
Safety: 3.5/5
Ride: 3.5/5
Handling: 3/5
Value for Money: 3/5

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