Toyota Aurion 2012 Review

Toyota Aurion

What we liked
>> Standard features
>> Refined powertrain
>> Fixed price servicing

OVERVIEW

The second generation Toyota Aurion shows off a fresh new look and presents a persuasive features list with things like a reversing camera, dual-zone climate control, iPod connectivity and seven airbags now standard across the range.

Toyota's new generation Aurion is lighter and more efficient than its processor, and noticeably quieter too. It will be promoted strongly via the "attainable luxury" catch-phrase (top-shelf Presara models get premium digital radios, blind spot detection systems and so on) and the fact of the matter is that the Aurion is a pleasant car to drive.

Longer term, good, bad or ugly doesn't really matter if the actual customer base dries up. And for a car that commands just 12% of a shrinking market segment, is such a vehicle sustainable?

Despite Aurion sales continuing to nose dive, Toyota's executive director of sales and marketing, Matthew Callachor, said there's still plenty of mileage left in the segment.

"This segment may have come down but it's still nearly 80,000 vehicles, that's hardly a niche segment. That's a substantial volume in the Australian marketplace.

"Our plan is that we'll sell more Aurions this year than we have in the last two years," he said.

So what do you get for with your $36,490 Aurion AT-X? Dual-zone climate-control air conditioning, cruise control, power operated driver's seat and a reversing camera are all standard, as is a colour touchscreen infotainment setup mated to a six-speaker stereo with Bluetooth audio streaming and telephony. Pairing a phone to the car via Bluetooth was remarkably easy, while USB connectivity and full iPod integration are also fitted.

The audio system can be controlled via steering wheel buttons, and for the first time on Aurion the rear seats feature a 60/40 split fold function. Cyclists rejoice!

A full sized 16-inch all spare wheel is standard along with four alloys bookending the axles. The Aurion gets dual exhaust pipes and new body panels. All models also benefit from improved sound damping via a special 'acoustic windscreen' and improved insulation materials, and these measures appear to have worked well - it's arguably the quietest car in this class.

The Aurion Prodigy is next in line priced at $41,490. It is packaged with all of the above and adds leather-accented upholstery on the seats and steering wheel, an auto-dimming rear-view mirror, rain-sensing wipers, push-button operated electric rear sunshade, power front passenger seat plus driver's seat memory settings and a proximity key fob for keyless entry and ignition.

Exterior changes for the mid-grade Prodigy model include larger 17-inch alloy wheels, front fog lamps plus front and rear parking sensors.

The flagship Aurion Presara asks $49,990 and adds xenon headlights with cornering and auto high beam functions, a blind spot monitor, faux woodgrain inserts and a moonroof.

Toyota claims the Aurion Presara is the only luxury car under $70,000 to come standard with a digital radio tuner, which is backed up by a beefier JBL 10-speaker audio system. This is paired to a larger seven-inch touchscreen infotainment system incorporating satellite navigation with SUNA traffic updates.

There are also two Sportivo models, the SX6 and ZR6 which sell for $40,990 and $47,990 respectively.

The SX6 is akin to the AT-X in specification but adds front fog lights, 17-inch wheels, an Australian-specific bodykit with larger front/rear bumpers and a sportier chassis. The suspension has been tuned for improved cornering control, while the new electric power steering (EPS) system developed for all Aurion models has been sharpened for Sportivo variants.

Toyota's Aurion Sportivo SX6 also gets an upgraded cabin with sports seats, steering wheel paddle shifters (only the 'sports' Aurions are so equipped), alloy pedals and keyless entry and engine start.

Move up to the Sportivo ZR6 and you can add auto high beam xenon headlights with cornering functionality, blind spot monitor, front and rear parking sensors, rain-sensing wipers, and leather trim. It also gets the Presara's primo JBL audio system, with digital radio tuner and satellite navigation.

But for private buyers, probably the most persuasive feature of the 2012 Aurion is its fixed price servicing agreement: $130 a pop for the first five services, spread over four years/75,000 kilometres.

MECHANICAL

The all-alloy quad camshaft V6 engine (dubbed 2GR-FE by Toyota) is also used in some Lexus applications and is creamy smooth in operation, not to mention quiet. It develops 200kW at 6200rpm and 336Nm at 4700rpm while using 9.3L/100km as tested to ADR81/02 combined cycle standards. And those figures are based on using cruddy 91 RON grade petrol.

In the real world we saw figures closer to 13L/100km during the launch. The cycle comprised driving a mixture of highway and urban stop-start driving, plus a dozen kilometres of hard driving along twisting and turning country roads.

The engine felt a little flat at low revs, but once up to speed it's surprisingly tractable. It'll accelerate from 70-100km/h with ease making overtaking a cinch. The six-speed automatic gearbox isn't the quickest shifter in town, but it is smooth and generally finds the right gear for the job at hand.

There's an override mode for manual changes but it's as good as useless as you can't hold gears.

The suspension package sits on a similar rig to the previous model, front struts by MacPherson and a rear dual link independent, but the finer points such as rebound damping rates, have been tweaked for the new model, which has lead to a firmer ride.

New shock absorbers have been fitted and electric power steering (EPS) is also new for the Aurion, but I found the ride quality to be less than ideal. It is a relatively compliant vehicle but bump-thump at higher speeds (eg: when driving over thin cracks in the road or bridged joins) was very noticeable and you do get jostled around a bit over rougher patches of coarse chip road.

Another aspect that didn’t sit well with this driver was the new low rolling resistance tyres. Toyota reckons they "increase grip in wet and dry conditions" which is about as believable as the daily North Korean news bulletin. I think part of the ride quality issue could also be down to the new tyres, which also struggle for grip under full throttle in first and second gears.

The front brakes rotors measure 296mm while the rears have a 286mm diameter. Latest software updates improve the performance and abruptness of the antilock braking system.

Labels aside, there is a sense of roominess when you slip into the drivers seat. Interior space has been improved with the new generation of Camry and Aurion, the seats are larger, and other changes make the car easier to drive, things like slimmer A and B pillars that improve visibility. All models now benefit from 60/40 split folding rear seats and rear seat passengers get more breathing space thanks to improved head and leg room.

The Aurion measures 4835mm in length, while Sportivo models are slightly longer at 4855mm. It slightly shorter than its Falcon and Commodore rivals, which measure 4955mm and 4903mm respectively.

At 1825mm wide and 1470mm tall, the Toyota Aurion affords owners with 515 litres of boot space, which is impressive given that a full-sized alloy wheel lives in the trunk as well. For the record, the wheelbase is 2775mm.

Given its medium car packaging, it's also a lot lighter than its two local foes, weighing between 1525-1555kg. It has a 70 litre fuel tank and can tow a 1600kg braked trailer, or up to a 500kg unbraked trailer.

There's the usual array of cupholders and storage cubbies in the cabin with which to store odds and ends, and the glovebox is well sized too.

As mentioned, the cabin does a bang-up job of blocking out most external noises and Toyota's move to reduce panel gaps from 5mm to 3.5mm during the manufacturing process helps as well.

However my main gripe with the interior is that it needs more differentiation from Camry. The stereo, heating/cooling controls and switchgear are all the same and look and feel low rent. This is a contrast to the instrument cluster which looks very neat and tidy

Everything works well, and I particularly liked the LED 'instant' fuel gauge, but it's the overall cabin aesthetic that disappoints.

SAFETY

Blind spot detection systems are also fitted on up-spec Presara and Sportivo ZR6 variants.

The Aurion was recently crash tested by ANCAP and scored a five-star rating thanks to standard features like seven airbags, seat warning indicators on all five seats, stability and traction controls, antilock brakes with electronic brakeforce distribution. Toyota says the new Aurion has a stronger body shell as well.

COMPETITORS

Toyota says it can increase market share to 15% with the new Aurion, what with its "attainable luxury" push.

Other cars in segment that rival the Aurion include the Peugeot 5008, Nissan Maxima and Skoda Superb.

So far so good.

Load up the throttle and the engine revs to beyond 6000rpm with a smoothness that belies its bent six configuration. The six-speed gearbox is also efficient, flipping through gears with a minimum of fuss and there was a distinct sensation I was driving a Lexus -- though without the aluminium accents and attention to detail in the cockpit.

Throttle response is very good, the brakes are a little touchy but certainly up to the task, and it's a comfortable and remarkably quiet car to sit in. However there's one part of the car that feels a little out of place - the ride quality. It seems to have firmed up significantly and didn't mesh with the overall character of the car.

The idea of "attainable luxury" sounds clichéd but it's not far from the mark, but it's my feeling that Commodore and Falcon have smoother, more compliant rides.

The steering is also sub-par. It's light and doesn't really convey what the front wheels are doing. The Sportivo models have a sportier steering response says Toyota, but we only drove mid grade Prodigy and entry-level AT-X models.

The firmer ride benefits the Aurion in terms of handling dynamics, however, allowing you push on through corners, with only mild levels of body roll. Grip levels were left wanting, but again it's most likely a result of low rolling resistance tyres.

Straightline stability at higher speed was impressive, suggesting the new model is well suited to longer interstate journeys.

Despite a few shortcomings, the bottom line is generally positive. Toyota has built a roomier, lighter, more advanced car that is potentially more efficient.

Flaunting a chiselled new look and packaged with lower running costs, Toyota has every chance of increasing its market share with this model.

Toyota's Australian-made car is different to its predecessor, but doesn't stray far from the template.

The car feels more like a facelift than an all-new model and though it won't appeal to buyers who want the satisfying push that a rear-wheel drive large car provides, drivers who care little about brand loyalty and are simply seeking value, refinement and ease of use, the Toyota Aurion will please.

Like many Toyota's, it's a boring but prudent investment.

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