Toyota Auris Hybrid review
by Tom Stewart (21 May 2010)
Not so long ago, hybrid cars were bought in relatively small numbers, largely by those who didn't mind spending that bit extra on a slightly odd-looking car which proved to all and sundry that they weren't just environmentally aware, but environmentally committed.
More recently, and at least on the roads of the nation's capital, Toyota's Prius has become a relatively common sight; driven by those keen to reduce their fuel costs, lower their emissions and avoid VED and congestion charges altogether. But despite the Prius's popularity in the London area, the Japanese-built hybrid remains a niche model that doesn't fit comfortably into an established sector in terms of size or price.
Step forward the new Auris Hybrid, Toyota's first mainstream Hybrid Synergy Drive car. Priced from £18,950, it's the only full hybrid (as opposed to Honda's "mild" hybrid Insight) in the Focus/Golf-sized C segment, it's the first to be built in Europe (at Toyota's Burnaston plant in Derbyshire) and it heralds Toyota's intention to employ hybrid power across its full model range within the next decade or so.
Put simply, the Auris Hybrid is an Auris with a Prius powertrain, and at first glance there appears to be little difference between it and existing petrol- and diesel-powered Auris models. The wheelbase and overall length and width remain the same, for example, but on closer inspection a raft of subtle and not-so-subtle differences become apparent.
The Auris Hybrid has a 5mm lower ride height, a chromed upper grille (with blue Toyota badge), plus a revised lower grille, front bumper and spoiler with Hybrid-only LED running lights. New 15" or 17" alloy wheels improve brake cooling, while at the rear there's a roof-mounted spoiler and a redesigned bumper that both look sporty and help lower the aerodynamic drag Cd from 0.293 to 0.283 (17" wheels) or 0.25 (15" wheels).
A glance under the bonnet is of course a big giveaway. Like the Prius it's stuffed to the brim with a 1,793cc VVT-i petrol engine and a 650 volt electric motor/generator which together produce 134bhp. There's also a big power control unit box which sits atop a CVT auto transmission. The Auris Hybrid's boot is partly occupied by the battery housing which reduces the normal 354-litre minimum loadspace to 279 litres. In terms of weight all this HSD apparatus puts it on a par with the larger Prius, or around 100kgs heavier than a conventional Auris.
Despite this weight handicap the Hybrid is the most powerful Auris in the current model range, and has a quoted 0-62 time of 12.4 secs with a 112mph top speed. Figures aside, I can attest that there's always sufficient shove to make light work of mountainous inclines or to assert itself in a fast lane occupied by anarchic speeders.
The combined fuel consumption figures are 74.3mpg on 15" wheels (marginally better than the similarly-equipped Prius), or 70.6mpg on the better-looking 17s (same as similarly-equipped Prius). The Auris Hybrid also matches the lowly CO2 output of the Prius and is well below the crucial zero VED, 100g/km band at 89g/km (15") or 93g/km (17").
Inside it's all very recognizably 2010 Auris, although the dark grey cloth upholstery (leather/alcantara on the higher-spec T Spirit version) is specific to he Hybrid, as is new instrumentation which incorporates an ECO Drive Assist Monitor in place of a revcounter. There's also a start button, drive mode buttons (EV, Eco and Power) and a stubby, blue-topped, fly-by-wire transmission stick.
If you're used to the way a CVT transmission allows the engine to rev disproportionally to road speed then an Auris Hybrid won't seem too unconventional from behind the wheel. That said, despite much previous experience with the Prius, I'm still not accustomed to not hearing a starter motor and internal combustion at start-up, nor to the silence of the electric motor when gently pulling away from a standstill.
Despite being very slightly less frugal, Toyota GB's marketing bods predict that the vast majority of UK customers will choose the sassier 17" wheel option. That's the version I drove and I have no complaints about the car's ride, steering or general handling which are, in order, comfy and compliant, well-weighted and accurate, and entirely predictable. And, like the existing Auris, the seats are particularly comfortable.
The EV mode (electric drive only) button is perhaps superfluous as in either Normal or Eco modes the car is intelligent enough to automatically deploy electric drive whenever it sees fit, but if conditions aren’t suitable then it will override any EV requests from the driver.
The Power mode works well by providing a 25% sharper throttle response, thus improving your chances of safely overtaking that struggling lorry on a sinuous road. There's also a B setting on the transmission stick. This stands for Brake, and by simulating a lower gear it uses more of the petrol engine's natural braking effect and is most usefully deployed on long descents, so reducing time (and wear) on the brakes.
Which leads me to my only criticism. The Auris Hybrid's braking system employs conventional discs and calipers, and, like that of the Prius, it's regenerative in that it captures some of the energy used in braking, converts it to electricity and sends it to the battery. (This has the beneficial knock-on effect of significantly extending brake pad life.)
Also like the Prius, the Auris Hybrid's braking is electronically controlled and this has resulted, at least in the car I drove, in an unusually sensitive and sharp braking response at low speeds. Despite being consciously gentle on the pedal I inadvertently squealed the tyres on more than one occasion, and this suddenness didn't go unnoticed by my passenger.
All this whizzy hybrid technology is accompanied as standard by a list of desirable creature comforts and useful gizmos, and the list extends on the higher-spec £20,700 T Spirit model to include Smart Entry and Start and a rear-view camera. But there's the conundrum; the cheaper Auris Hybrid T4 costs from £1200 to almost £4000 more to buy than other five-door Aurises.
This Hybrid doesn't look odd, and it will cost less to run in terms of fuel, road tax, company car tax, congestion charging, servicing and probably residual values too (insurance group ratings are still TBA), but I'm afraid you'll have to do your own sums, and make your own decision as to whether you're sufficiently environmentally committed.
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