Toyota Auris Hybrid Test Drive – Road Test
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Toyota Auris Hybrid - Road test
A real revolution: great care in handling and design, much more masculinity and personality
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If the goal was to "rejuvenate him", then the mission is: the new Auris is bigger sportsin design, inergonomicsand in development frame.
unchanged, instead the system hybrid, ideal for reducing fuel consumption and emissions, but not very dynamic.
Excellent equipment, especially for the price.
And to reassure customers, the hybrid system is backed by a warranty.
Home
Sayonara, goodbye.
Enough home appliances: Akio Toyoda himself, president of the world's number one car manufacturer and a big sports enthusiast, had the final say.
Tired of talking about how reliable and rational they are, but a little "boring" Toyota, the boss of the group decided to give his cars a dynamic change.
Let's be clear: respect for the environment and attention to the limits of the obsession with customer satisfaction remain key elements of the company's strategy.
However, starting with the GT86 coupe (a test of which can be found on page 106), driving pleasure and design now play a much more important role.
One look atAuris the second generation, after all, to understand the evolutionary leap made from the first series.
Flavors aside, the styling is undoubtedly more personal, with frown-eye headlights, high waist and 5,5cm shorter height, lending a never-before-seen dynamism.
All this with a growing determination for a hybrid, as evidenced by the discount on shock absorbers in effect until March 31: 4.700 euros for all versions of the Hybrid.
city
Much has already been said and written about the qualities of a hybrid in traffic jams.
The electric motor is very valuable both in terms of consumption (17,6 km / l - the distance measured during our test in the city) and in terms of elasticity, thanks to a torque of 207 Nm.
If, on the contrary, you do not rush to "burn" the traffic light, pressing the accelerator pedal with extreme caution (and provided that the batteries are sufficiently charged), you can drive with zero emissions and noise.
Vibrations and creaks created by the car body when driving on the most uneven surfaces are also equal to zero: the suspensions are not the softest and only in the deepest holes do passengers experience some shaking; Careful assembly in any case gives a pleasant feeling of compactness.
In terms of driving assistance technology, the debut of the SIPA automatic parking system (standard in the Lounge along with sensors and rear camera) is recorded, while the system that helps prevent rear-end collisions is not available, at least for the time being.
Outside the city
Stable, easy to drive and predictable: Toyota is like everyone else so far (except for the GT86).
But the Auris is more than just take the first turn to see what we're talking about.
In fact, with just a few hand movements, the steering allows the car to insert it quickly, relying on a structure that, without being overly rigid, guarantees high grip limits and responsiveness when changing direction.
Not only that: a good flow of information reaches the hands of the driver, allowing for the correct feel and understanding of any loss of traction ahead of time.
By the way: although it cannot be turned off, ESP gives the driver some leeway before intervening.
The tuning, which, together with the slight tendency of the rear to expand the trajectory by exhausting the throttle when cornering, turns into unexpected dynamism.
A completely different planet from the old model.
What doesn't change is the HSD system's chronic aversion to aggressive driving.
The question is in numbers, as indicated by 11,3 seconds for shooting from 0 to 100 km / h, but also, above all, in feelings; as soon as the throttle is gone, the speed of the petrol 1.8 soars up with the E-CVT, which brings back a slightly satisfying "scooter effect": the engine revs up and makes more noise.
шосе
Auris grew up.
More durable, it absorbs any detachments like a "textbook": the viaduct sleepers are softened by rubber responses that do not cause backlash in the cabin.
The behavior in potholes is exemplary as well: the suspension isn't rigid, but the car's body brakes well and every rebound is nipped in the bud.
Wheel arches (almost zero rolling noise even at speeds above 130 km / h) and work to minimize air resistance make it possible to successfully isolate from sources of interference.
The aerodynamic permeability coefficient (Cx), equal to 0,28, is one of the best in its category, and also means no rustle.
It's a pity only for the "contraindications" of the classic hybrid: in a pickup and uphill, the gasoline engine not only accelerates strongly, but is also not very good at responding.
In addition, the first part of the brake pedal travel is used by the generator to exploit the vehicle's inertia and recharge the batteries: this intrusion limits braking modulation and therefore comfort.
Life on board
Sportiness also depends on posture: no wonder the new Auris has a 4cm lower seat, the steering column has wider depth adjustments, and the steering wheel has a thicker crown.
They improved ergonomics, Toyota took care to give the interior a more "cozy" shade: they abandoned the bridge that started from the console, placed the gear lever and reached the tunnel, here there is a more massive dashboard and square, like a German compact.
However, with the advent of the small minivan, practicality also disappeared: if the first Auris style was the flourishing of glove boxes scattered everywhere, then finding a place to live in a new one is not so easy.
However, there are no problems for rear passengers: even those who touch the meter and the height of 90 cm have no restrictions either on the head or on the knees.
Not only that: thanks to the flat floor, the three of us ride in the back seat does not require "distortions" imposed by all rivals.
Trunk? Capacity is average for the C segment, with a reclining and divisible rear seat backrest standard, but no nets or drawers for smaller items.
In addition, due to the battery compartment under the sofa (which prevents the seat from flipping), the loading surface with the backrest folded down is not flat.
Price and costs
You say hybrid and think of a niche, high-tech and expensive car.
Without sacrificing high tech, Toyota wants to demonstrate with its new Auris that a gasoline / electric vehicle can be enjoyed by everyone.
How? First of all, by setting a lower list price than its diesel competitors (and at comparable equipment levels): from € 1.300 less than the Astra to € 3.350 less than the Focus.
It then offers a 3 years / 100.000 5 km warranty (XNUMX years on hybrid components) versus the competitors' XNUMX year warranty.
But that's not all.
Until March 31 next year, the price has been reduced by 4.700 euros (including government benefits).
As for the consumption, as you know, in the city where we drove 17,6 km / l, the hybrid shows good results.
Highways and suburban distances are similar to the length of "normal" gasoline: 15,8 and 19,4 km / l.
safety
An “advanced” car like a hybrid is expected to top from any point of view, technologically speaking.
Instead, the Japanese compact car lags slightly behind some competitors such as the Ford Focus, Opel Astra and VW Golf, which, albeit for a fee, offer driving aids such as adaptive cruise control with a bumper system (capable of automatic braking ), cameras for reading information. vertical signs to monitor the blind spot and warn the driver of an involuntary lane change.
Devices that are not on the Japanese price list.
However, from a fundamental point of view, there are no shortcomings: road retention provides a large margin of safety, and the braking distance is on average for the category: 41,2 meters from 100 km / h, 64,6 meters from 130 km / h.
In terms of stability, the dynamism mentioned in the Outside the City chapter does not diminish the predictability of the response: the Auris is reliable, and any loss of traction is properly contained by the electronics before problems arise.
Good standard equipment: ESP, 7 airbags (including one for the driver's knees), seat belt warning (front and rear) and Isofix mounts included.
Our findings
Acceleration
| 0-50 km / h | 3,8 |
| 0-80 km / h | 7,7 |
| 0-90 km / h | 9,4 |
| 0-100 km / h | 11,3 |
| 0-120 km / h | 15,9 |
| 0-130 km / h | 18,9 |
recovery
| 50-90 km / h in D | 5,6 |
| 60-100 km / h in D | 6,8 |
| 80-120 km / h in D | 8 |
| 90-130 km / h in D | 9,1 |
Braking
| 50-0 km / h | 9,9 |
| 100-0 km / h | 41,2 |
| 130-0 km / h | 64,6 |
noise
| 50 km / h | 45 |
| 90 km / h | 61 |
| 130 km / h | 65 |
| Max Air conditioning | 71 |
Fuel
Achieve
Journey
| Media | 17 |
| 50 km / h | 48 |
| 90 km / h | 88 |
| 130 km / h | 127 |
Kettlebell
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