As long as they finally start adding plugin hybrids to the lineup. I'm itching to buy a PHEV tacoma, but it looks like midsize trucks will be the last form factor to get any decent options.
That's the plan once their battery factory in NC goes online.
Toyota's battery partner Idemetsu Kosan is also on the verge of mass producing solid-state batteries too, along with Mitsubishi's AGC along with CATL's founder TDK.
Japan's Public-Private Solid-State Battery R&D Strategy is a great template for how these kinds of research programs should be lead [0][1][2] but doesn't get enough limelight because most info is in Japanese
[0] - https://www.meti.go.jp/policy/energy_environment/global_warm...
[1] - https://www.meti.go.jp/english/report/pdf/0520_001a.pdf
[2] - https://www.meti.go.jp/english/policy/energy_environment/glo...
On the manufacturing side: For weight and space reasons its the only non sports car to have ever been built with a carbon fiber monocoque which is pretty expensive compared to a traditional unibody. Extremely cool but not a realistic benchmark for cheap, mass-market vehicles.
User experience wise: Its a great car until the battery starts getting low. The range extender can't put out the same power as the battery so it goes into a fairly severe limp mode until it charges. The range extender is pretty inefficient in part because it just spins a generator instead of the wheels directly, so it only gets ~40mpg on gas. It also has an extremely small gas tank (2.4 gal) so the range extender only buys you another 120 or so miles before you have to stop and refill. It also only supports 50kWh charging so fast charging is not very fast at all.
I grant that other climates and situations may have different experiences. We're on the west coast.
On the contrary, a small plugin hybrid makes perfect sense. You get all the benefits of the EV (somewhere between 40 to 60 miles of non-gasoline driving, every night, with no emissions) and you get all the benefits of an ICE (easy road trips, two-minute refills, etc). And yes, it incurs the costs and maintenance of both, but traditional hybrid cars have already proved for decades now that it's possible to handle that well.
I love my Gen 2 Chevy Volt (had the Gen1 Volt before that, and a 2009 Toyota Yaris before that). If my Gen2 Volt died, I legitimately don't know what I'd do, most cars are a huge downgrade, there's only a few decent PHEV's still on the market.
Toyota should have been pursuing this strategy from the beginning, and I'm told their current Prius PHEV is pretty good, but all that means is that it's finally competitive with 2013-era Chevrolet. Chevy killing Voltec is probably their biggest strategic failure in the past decade -- they stopped it just a few years before those vehicles became popular.
Cheapest new BEVs start at 25.000€ (Citroen e-c3, Nissan Leaf)
Cheapest PHEV Start at 33.000€ (Kia CEED, Renault captur)
People think PHEV makes things cheaper than BEV. But really mixing two powertrains is expensive and complex, and can only be fit in big cars. Plug-in hybrid is a luxury feature that allows you not worry about charging on the road.
So "big, expensive, and complex", that Toyota's only been doing it since 2003. (Or 1997, in Japan).
Yes, it's a luxury to have both drivetrains and a sizable battery. But it's not a huge one. (using USA MSRP pricing, a Nissan Leaf starts at $30k, a Toyota Prius Prime PHEV starts at $34k).