Toyota Auris Used for sale Cheltenham, Gloucester, Tewkesbury, Cirencester, Stroud, Gloucestershire.
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Toyota

Toyota Auris Used for sale Cheltenham, Gloucester, Tewkesbury, Cirencester, Stroud, Gloucestershire.

£

The Toyota Auris is a well built reliable alterative to the Focus or Astra. Nice to drive if a little soft. Stylish interior. They go on for ever.

Vehicle Information

Number of Previous Owners:  0

Vehicle Features

Air Conditioning
Climate Control
Alloy Wheels
Radio/CD Player
Power Steering
Parking Sensors
ABS
Electric Windows
Electric Mirrors

Toyota Auris Used for sale Cheltenham, Gloucester, Tewkesbury, Cirencester, Stroud, Gloucestershire.

In some ways, Toyota is the greatest paradox of the motoring world. Its industrial success is well documented, its ascension to the mantle of world’s largest car manufacturer nigh on inevitable, and yet it doesn’t make many interesting cars. Will the new Auris change that?

In the past, Toyota’s success was based solely on being the best at making cars, at instigating just-in-time procedures whose ramifications have been felt throughout the wider industrial world. But not making the best cars.

Toyota’s success is based on being the best at making cars, but not making the best cars

Think of the last time a Toyota qualified as the unequivocal leader in any specific category. Unless you run a Land Cruiser Amazon in darkest Africa, we suggest this might prove a difficult task.

So here's the Auris. Pronounce it as you will (the name is derived from the Latin for gold, Aurum, and is therefore supposed to be ow-ris). It is resolutely not, Toyota says, a Corolla despite being the same size and looking remarkably similar. Whatever baggage the old nameplate might carry, it's a bold move to replace the world's best-selling car.

This is Toyota’s latest attempt to prove to the world that it can produce machines that engage the emotions as effectively as they already appeal to thrifty wallets.

The version tested here is the 1.6 VVT-i 5dr; since the Auris' 2006 introduction that engine's power has risen from 122bhp to 130, while other available engines include a 99bhp 1.3 and an 89bhp, 1.4-litre turbodiesel. The 2.2-litre turbodiesel has now left the range, but a 1.8-litre hybrid, using the Prius's powertrain, joined it in 2010.

terior space and style were Toyota's design prerogatives in the Auris project, and most people will find the mixture of raised gear lever console and clever instrument binnacle very appealing. But it doesn’t offer the Golf’s feeling of big-car quality, nor are the plastics as soft and squishy.

It won’t come as a surprise to learn that the build quality is exceptional, but those anticipating the same derivative Toyota-esque clocks will be greeted by a very attractive set of instruments. They are attractive and clear in equal measure.

In terms of places to plonk accoutrements, the Auris is well behind the class average

Function doesn’t follow form quite as successfully in the rest of the cabin, though. The more time you spend with the Auris, the more baffling its quasi-MPV shape and interior trimmings seem.

Take the dramatic-looking console that houses the handbrake and gear lever. There’s no denying that it serves as an interesting focal point, but when all’s said and done, the space beneath it is useless and the small huddle of storage flaps in the centre armrest is just plain curious.

One of them houses a huge, removable ashtray; the others are so small as to be virtually useless. In terms of places to plonk the accoutrements of everyday life, the Auris is well behind the class average and, crucially, far behind the expectations set by its MPV-like styling language.

It is a spacious cabin, though; with plenty of head and shoulder room for four adults, and the individual squeezed into the middle of the back seat doesn’t need to be a tiddler, either. The boot has a stated volume of 354 litres, and Toyota makes specific mention of a low load height, but we thought it was actually quite high. The lack of a transmission tunnel means that there's room for three adults in back to sit in relative comfort.

The biggest thumbs-down, however, must go to the driver’s seat which is among the flattest and least supportive we’ve encountered in many years. Drive beyond Miss Daisy pac

There’s no avoiding the fact that, by opting to use simple twist beam for the rear suspension, Toyota instantly denies the Auris a crucial element of chassis sophistication enjoyed by the VW Golf and Ford Focus.

It does everything you’d expect of it, though, and the steering deserves special commendation for being so accurate and sensibly weighted. The car is agile and supple up to a point, but the moment the surface turns nasty the rear axle struggles to deal with deeper ruts and can be deflected.

The Auris gets battered by crosswinds that a Golf driver wouldn't notice

It’s also hard not to conclude that Toyota’s decision to design the Auris from the inside out has hampered the chassis to quite a degree. For starters, the higher centre of gravity and relatively supple suspension do bring fairly pronounced levels of body roll without the bonus of a class-leading ride.

This naturally results in significant amounts of head toss for all occupants, and that compromises the car’s long-distance comfort. But the most curious corollary of the Auris’s 1515mm height is poor directional stability at speed and an irritating susceptibility to crosswinds. Motorway driving in winds that a Golf driver wouldn’t even notice requires significant steering input to avoid meandering into other people’s road space.

Perhaps this, more than any other observation, shows that Toyota’s expertise really lies in making cars well and making money from them. All Golfs share the same basic (and sophisticated) suspension components. The fact that the Golf doesn’t make much money these days, we are reliably informed by insiders, probably vindicates Toyota’s decision on this matter.

e and you must grip the wheel to avoid falling out of it.

Fuel consumption and CO2 emissions for the Toyota Auris are broadly in line with the class average, although our recorded fuel use was significantly less than the claimed figures.

The 1.33-litre model is the cheapest to run, but it’s likely you’ll not see the claimed 48.7mpg if you spend much time on the motorway, such is the strained nature of the engine. CO2 emissions of 136g/km aren’t that hot either – the Honda Civic 1.4 achieves a 129g/km rating.

It's cheaper than a less well-equipped Golf

The Civic’s 1.8-litre petrol engine outperforms the Auris’ 1.6-litre unit too. The Toyota achieves a rating of between 146g/km and 154g/km, depending on trim and gearbox. The Civic emits just 143g/km. The Honda betters the Toyota’s fuel consumption figures too, with Auris returning a claimed 42.8mpg with a manual gearbox and 44.8mpg with the MultiMode automatic.

The diesel is the champion for running costs, hybrid aside. The 1.4 diesel records a claimed combined figure of 58.9mpg, or 57.6mph with the self-shifter. While competitive, neither figure is exceptional – there are plenty of diesel engines of a larger capacity and with more power that can achieve these figures. Emissions are rated at 128 and 130g/km for the manual and automatic respectively.

Toyota’s hybrid version offers the most compelling on-paper running costs, even if it costs around £2000 more to buy than the next most expensive model in the range. Its emissions of 89g/km when fitted with 15-inch wheels and 93g/km on 17s mean it is exempt from both road tax and the London Congestion Charge.

Officially, the Auris Hybrid is capable of 74.3mpg on 15-inch wheels or 70.6mph on 17s, but it takes patience and skill to record more than 50mpg. If your journey involves winding lanes, or high speed roads, it’s likely to achieve economy in the mid-40s.

Toyota might actually have been better served retaining the Corolla badge for the Auris, as our expectations would have been lower.

The Auris has little of the dynamic sparkle or design brilliance shown by the class leaders. It does most things well enough, but in its tilt towards MPV proportion and detailing it is left rather exposed.

The Auris makes the most sense in hybrid form

In that respect, Toyota has failed in its attempt to create a small car that engages the emotions of those who drive it. The Auris might succeed in other areas, but there are better alternatives in the class.

It's car which makes the most sense in its hybrid form, where it is something of an unsung hero. But ultimately it is a car destined to be bought as a tool; a white good.

It's something capable of ticking the boxes to achieve the dictionary definition of a car, without the passion, flair or personality that's so common among mid-sized hatchbacks.