Toyota Auris 1.6 Dual VVT-i Luna
Content
The first lines were drawn by the designers on the central ledge, which took the leading role in the new Auris. The ridge is large, bright, in the right place to support the gear lever, but nothing gets in the way of the knees of the first passengers.
You can also put a wallet or phone under the arch. In short: unusual, but beautiful and useful. While it sounds odd that designers first used pencils (well, not trivia, we all know they ran computer-aided design programs) in the interior, it makes sense. Where do you spend most of your time choosing a car and withdrawing money from it? Outside, next to the car? No, behind the wheel! So it's fair to say that you don't have to worry about how the exterior looks as you don't have much of it behind the wheel, but more importantly, as the owner and interior manager, you feel like royalty. And the owner of the Auris feels good there.
The driving position is better than we're used to in the Corolla, thanks to the well-adjustable steering wheel (both fore and aft) and height-adjustable seat. Well, we won't compare it to the Corolla, as the Auris is supposed to appeal to mostly dynamic (young?) drivers, while the Corolla is supposed to appeal to older couples or even families, but the two are similar enough that some parallels can't hurt.
The shape of the dashboard and Optitron technology on the dashboard also make the Auris look almost fresher on the inside than on the outer curves. The dials are three-dimensional, as if they were layered in front of the driver. They may not be to everyone's liking, but I can assure you that it is transparent and logical. A fuel level, coolant temperature and mileage sensor, as well as an on-board computer were also installed inside the two dials.
Toyota didn't make the same mistake as the Yaris when they "forgot" the daytime running lights (and therefore the daytime running lights on the dashboard), but just like the toddler, they installed a button to control the onboard computer away from the driver. ... Instead of levers on the steering wheel, the trip computer can only be switched behind the steering wheel (on the underside of the dashboard), which is time consuming, inconvenient and dangerous if you do this while driving. But the similarities with Yaris did not end there. As buyers received good reviews for the Yaris (as evidenced by good sales), Toyota did the same with the larger Auris.
The materials on the dashboard are similar, we have already seen two closed boxes in front of the passenger, as well as a smaller box under the passenger seat. Their move is understandable, since they would be immune. ... it is unwise not to use good and proven components. However, the Auris has a shift assist system (which takes into account different driving conditions, including accelerator pedal position and driving style), which shows on the dashboard with two arrows indicating when it would be appropriate to switch. If you've just passed your driving test and are still very uncomfortable driving, the gadget won't help you much, although Toyota claims you can save up to five percent in fuel by watching this display.
Personally, I find this to be the most pointless part of a newbie, at least if you have a hint of a car management feel. There is a lot of space in the rear seats, since even I, with my 180 centimeters, can easily sit down, while leaving a lot of centimeters at my feet and head. The rear seat back (which splits into one-third) can (individually) be adjusted in two directions, but - when you need more than just a basic trunk - it doesn't tuck away enough to have a flat trunk.
Switching is easy as the Easy Flet mode is taken from the Corolla Verso. However, it's also annoying that the Auris doesn't have a movable rear seat, as that alone would give it a lot more points than it did with the base 354-liter trunk. For comparison: the Megane at the rear has 20 liters less, the Tristosedem has 10 less, the Golf has the same trunk, and the sports Civic has 100 liters more! Briefly average.
The Auris is also expected to impress potential buyers with its sporty character. Considering that we tested the most powerful petrol version (which is otherwise in the middle ground if we also consider turbodiesel versions), which boasts a completely new engine, we can safely say that this is one of the best parts of this car. Engineers and technicians have extracted 1 kilowatts (6 "horsepower") from the 91-liter naturally aspirated engine, which also boasts less weight in favor of an aluminum block and a plastic intake manifold.
But the number of kilowatts or good old horses doesn't tell the whole story, as the Auris is very generous with low to mid-range torque and high-end power. The developers achieved this with a new system called Dual VVT-i, which is really just an upgraded system that Toyota has had for a long time. The essence of this technique is a separate electro-hydraulic control system on each camshaft, which independently regulates the intake and exhaust camshafts and thus regulates the valve timing.
Up to 4.000 rpm the engine is flexible, so you can even rest a little with your right hand as well as calmly, and from 4.000 to 6.000 (or even at 500 rpm) it gets louder and sportier. The engine is not a switch, and you won't have a hand to travel with it, but it is so nervous that you don't need it anymore, unless you want to be on the road.Andrew Jereb (who, interestingly, just like the Toyota dealer had a sticker on a test car) or in the good old days (when he still drove a Toyota) Carlos Sainz.
To achieve these results, the engine used low-friction pistons, had a long intake manifold attached to it, a carefully designed combustion chamber, relocated the crankshaft, used rocker arms with ball bearings to reduce friction, and—for ease of maintenance—attached igniters. plugs with a longer service life. Also, since the catalytic converter is installed in the exhaust manifold, the engine is Euro 4 compliant.
Unlike the more powerful diesels, the gas-powered Auris is armed only with a five-speed manual transmission, which is just enough for sharpness, but a little less for audible comfort and (probably) also for fuel consumption. At a speed of 130 kilometers per hour in fifth gear, the tachometer is already dancing around the figure 4.000, which is already annoying to talk about and, above all (very likely), the reason that in the test it consumed an average of almost ten liters. . With a longer fifth gear or a six-speed transmission, the highway would probably be quieter and more economical.
You might think of the Auris, which is produced for the Slovenian market at Toyota's Turkish plant in three- or five-door versions. The platform is completely new, but with the chassis, the designers clearly did not discover America. McPherson struts are installed at the front, and a semi-rigid axle at the rear. The rear axle (which provides sufficient comfort and, above all, takes up little space) was installed between the fuel tank and the spare tire deep enough for the Auris to have a flat bottom for less noise and more modest fuel consumption.
Even on faster corners or slippery roads, the car never surprised us negatively, on the contrary: with good tires, you can also be quite fast with the 1-liter version. We are already worried about what the test of the most powerful, 6-horsepower turbodiesel version will show, which, in addition to the six-speed gearbox, also offers a second rear axle (double transverse rails made of light steel). Whether the second rear axle is for racing homologation (the Corolla S177 rally car is likely to become an Auris S2000 soon) or just a much-needed upgrade due to its much more power, we hope to inform you soon. Of course, with tests and revealing Toyota's racing ambitions.
Toyota still has a lot of work to do if it wants to convince people that it can make dynamic (sports) cars. Last but not least, they have a more than bad reputation in motorsport: they have refused to participate in world rallies (they have also been caught cheating before), and despite the record budget, Formula 1 is still not successful. So they are sorely lacking a sporting image. The Auris is a newly developed dynamic vehicle that can convince even those who until now preferred the boring design of Toyota (or other brands).
But perhaps the new e-service book will be something to convince people. Slovenia (and all countries of the former Yugoslavia, except Macedonia), together with Denmark, France and Portugal, have launched electronic documentation for car maintenance, which makes writing and printing service and warranty documents a waste of history. Every new or refurbished Toyota vehicle (so this does not apply to old cars!) Will receive an electronic record based on the chassis number or registration plate, which will be updated after each service and kept in Brussels. Therefore, Toyota says there will be fewer opportunities for abuse (unreasonable stamping in books, review of actual mileage) and better (pan-European) validation. Of course, they started with the new Auris!
Text: Alyosha Mrak, Photo :? Aleš Pavletič
Toyota Auris 1.6 Dual VVT-i Luna
Basic data
| Sales: | Toyota Adria Ltd. |
|---|---|
| Base model price: | 17.140 € |
| Test model cost: | 18.495 € |
| Power: | 91kW (124 KM) |
| Acceleration (0-100 km / h): | 10,4 with |
| Maximum speed: | 190 km / h |
| Mixed flow ECE: | 7,1l / 100km |
| Guarantee: | 3 years or 100.000 12 kilometers total warranty, 3 years rust proof, 3 years paint warranty, 100.000 years Toyota Eurocare mobile warranty or XNUMX XNUMX kilometers. |
| Oil change every | 15.000 km |
| Systematic review | 15.000 km |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 133 € |
|---|---|
| Fuel: | 9869 € |
| Tires (1) | 2561 € |
| Compulsory insurance: | 2555 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 2314 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 27485 0,27 (km cost: XNUMX €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - petrol - front mounted transversely - bore and stroke 80,5 × 78,5 mm - displacement 1.598 cm3 - compression 10,2:1 - maximum power 91 kW (124 hp) .) at 6.000 rpm - average piston speed at maximum power 15,7 m / s - specific power 56,9 kW / l (77,4 hp / l) - maximum torque 157 Nm at 5.200 rpm min - 2 camshafts in the head (chain) - 4 valves per cylinder - multipoint injection |
|---|---|
| Energy transfer: | front wheel motor drives - 5-speed manual transmission - gear ratio I. 3,545; II. 1,904; III. 1,310 hours; IV. 0,969; V. 0,815; reverse 3,250 – differential 4,310 – rims 6J × 16 – tires 205/55 R 16 V, rolling range 1,91 m – speed in 1000 gear at 32,6 rpm XNUMX km / h. |
| Capacity: | top speed 190 km / h - acceleration 0-100 km / h 10,4 s - fuel consumption (ECE) 9,0 / 5,9 / 7,1 l / 100 km |
| Transportation and suspension: | limousine - 5 doors, 5 seats - self-supporting body, front individual suspension, spring struts, triangular transverse rails, stabilizer - rear axle shaft, spring struts, stabilizer - front disc brakes (forced cooling), rear disc, parking mechanical on the rear wheels (lever between seats) - rack and pinion steering wheel, electric power steering, 3,0 turns between extreme points. |
| Mass: | empty vehicle 1.230 kg - permissible total weight 1.750 kg - permissible trailer weight with brake 1200 kg, without brake 450 kg - permissible roof load - no data |
| External dimensions: | vehicle width 1.760 mm - front track 1.524 mm - rear track 1.522 mm - ground clearance 10,4 m. |
| Inner dimensions: | front width 1.460 mm, rear 1.450 - front seat length 510 mm, rear seat 480 - steering wheel diameter 365 mm - fuel tank 55 l. |
| Box: | Trunk volume measured using AM standard set of 5 Samsonite suitcases (total volume 278,5 L): 1 backpack (20 L); 1 x aviation suitcase (36 l); 1 suitcase (68,5 l); 1 suitcase (85,5 l) |
Our measurements
| T = 15 ° C / p = 1.022 mbar / rel. Owner: 71% / Tires: Dunlop SP Sport 01/205 / R55 V / Condition km Meter: 16 km | |
| Acceleration 0-100km: | 10,5s |
|---|---|
| 402m from the city: | 17,5 years ( 129 km / h) |
| 1000m from the city: | 32,0 years ( 163 km / h) |
| Flexibility 50-90km / h: | 13,1 (IV.) S |
| Flexibility 80-120km / h: | 15,2 (W) p |
| Maximum speed: | 190km / h (V.) |
| Minimum consumption: | 8,6l / 100km |
| Maximum consumption: | 11,9l / 100km |
| test consumption: | 9,8 l / 100km |
| Braking distance at 100 km / h: | 37,6m |
| AM table: | 40m |
| Noise at 50 km / h in 3rd gear | 56dB |
| Noise at 50 km / h in 4rd gear | 54dB |
| Noise at 50 km / h in 5rd gear | 54dB |
| Noise at 90 km / h in 3rd gear | 64dB |
| Noise at 90 km / h in 4rd gear | 61dB |
| Noise at 90 km / h in 5rd gear | 61dB |
| Noise at 130 km / h in 4rd gear | 70dB |
| Noise at 130 km / h in 5rd gear | 68dB |
| Test errors: | unmistakable |
Overall rating (330/420)
If you still doubted the shape of the Corolla and at the same time yearned for Toyota quality, now you have the Auris. This is neither technically nor formally revolutionary, it is just a (expected) step towards an emotional attachment to technology. For a little more (sports) visibility, it will be necessary to show at least a clumsy version of the vehicle or do something in the field of sports.
Exterior (14/15)
One of the best Toyotas compared to the Corolla is a real eye balm.
Interior (110/140)
In this class, the Auris is medium in size, with good (not great) ergonomics, with some remarks only on materials and ventilation.
Engine, transmission (34
/ 40)Good drivetrain, albeit too short for the track, but a very good 1,6L engine.
Driving performance (73
/ 95)Its sensation when braking loses a lot of points (when you feel it won't stop), but the short braking distance in measurements suggests otherwise.
Performance (23/35)
Good results for a (relatively) smaller gasoline engine, in terms of torque it will be necessary to look at diesels.
Security (37/45)
Lots of airbags and a short braking distance is a big plus, but the lack of ESP is a minus.
Economy
Relatively good price and warranty, slightly higher fuel consumption, very likely a small loss in value.
We praise and reproach
the shape of the interior and exterior
workmanship
Transmission
fuel consumption
noise at 130 km / h (5th gear, 4.000 rpm)
hard-to-reach on-board computer
no ESP (VSC)
no flat bottom when the rear seats are folded
bad first sensation of pressing the brake pedal, brake operation under load
