Toyota Auris Hybrid Advance, road test (engine, performance, handling and consumption)

When we talk about hybrid cars, it is almost inevitable to think of Toyota. The Japanese manufacturer has been a benchmark in this type of vehicle for more than 15 years.

That is why, at Highmotor, we wanted to test one of its most successful models in recent times. We are talking about the Auris Hybrid, which we are testing this week.

Engine

The Toyota Auris is fitted with a hybrid propulsion system made up of a 1.8-litre, 4-cylinder in-line petrol combustion engine. Naturally aspirated and running on the Atkinson cycle, it does not have direct injection either, as its fuel supply is still port injection. Its final output is 99 CV, while the combustion engine’s maximum torque is 142 Nm. At first glance these figures seem somewhat modest -and they are-, but it must be taken into account that, in this model, the petrol engine works with the help of an electric motor.

Turning to the electric motor, it is an AC unit, mounted front-transverse, that operates at 200 V and delivers, thanks to a 1.3 kWh battery, 88 CV and 207 Nm. Working together, the Auris Hybrid is capable of producing 136 CV, a figure more in line with the average for its segment.

Performance

Overall, performance is not brilliant, but it is not especially poor either. It sits around the middle of the segment. The 0 to 100 km/h sprint takes 10.9 seconds, while the top speed is rated at 180 km/h. However, it is worth noting that these cold, isolated figures do not reflect the driving enjoyment of the Auris.

What I mean is that, under normal circumstances, the Auris moves with great agility through traffic thanks to the thrust of the electric motor. At traffic light getaways or low-speed roll-ons, the Auris Hybrid is practically unbeatable. The pull from 0 to 50 km/h is very, very pleasant, also thanks to the transmission system.

The Auris Hybrid transmits power to the front axle through a continuously variable transmission (CVT). This system means that, once the driver demands power, engine revs do not rise linearly with speed as they would with a traditional geared transmission; instead, a planetary gearset keeps engine revs fixed at a specific point while the vehicle gains speed.

This has two consequences. In urban driving and low-speed acceleration, driving comfort is at its best and performance is very good. All of this is accompanied by a more than noteworthy silence on the move.
The less good side appears on country roads, where demanding faster acceleration or overtaking response results in too much noise.

The nickel-metal hydride (Ni-MH) batteries give the Auris an electric-only range of roughly two kilometres. In reality it is practically impossible to reach that figure, and if we are careful with the accelerator, we will barely exceed one kilometre. It is practically impossible to drain the batteries (I only managed it once, climbing the Navacerrada pass). In this case, the Auris pushes exclusively with the 99 CV of the petrol engine, which means a considerable loss in the car’s responsiveness and performance.

Handling

The handling of the Auris Hybrid differs noticeably from the other Auris models. This variation lies mainly in the hybrid concept of the vehicle, as the batteries are located over the rear axle. In this way, the car’s overall weight distribution is more balanced than usual for a segment C vehicle.

As a result, we find a compact that offers a very pleasant drive. In town it is very easy to drive thanks to its easy-to-use (electrically assisted) steering. The brakes can be modulated with ease, and while the average user will not notice the change when pressing the pedal between regenerative braking and normal braking, if you pay attention it can be noticed.

When we pick up the pace a little, the Auris responds with competence. It is clear that this is not the focus of the Toyota, but it allows light driving without any kind of jolts. The driver does not feel strongly connected to this car, as both the steering and the pedals are rather isolated and transmit little information. Furthermore, the ESP (standard, of course) cannot be switched off, which excessively conditions the car’s reactions when approaching the limits of grip.

Consumption

At first glance, one of the great strengths of the Auris Hybrid is its consumption. The manufacturer homologates really low figures, with 3.9 litres across all cycles (urban, extra-urban and combined). We all know how these consumption figures work, and this car is no exception. In town is perhaps where the hybrid concept of the Auris shows most. If you drive it sensibly and conditions are somewhat favourable, it is possible to reach that figure, and even lower it. On one occasion I saw 3.5 litres over 15-20 km of city driving.

On the motorway things change, and consumption at 110-130 km/h hovers around 5.5-6 litres. Of course, this is not a bad figure, but rather comparable to that of a current diesel compact with similar power. Over the 900 km of testing, average overall consumption came to 5.8 litres per 100 km.

In the next instalment we will talk about everything related to both exterior and interior design, as well as the interior dimensions and practicality of the Japanese compact. See you there.

Photographs | Daniel Valdivielso