- Doors and Seats
4 doors, 5 seats
- Engine
3.5i, 6 cyl.
- Engine Power
200kW, 336Nm
- Fuel
Petrol (91) 9.9L/100KM
- Manufacturer
FWD
- Transmission
Auto
- Warranty
3 Yr, 100000 KMs
- Ancap Safety
4/5 star (2007)
Toyota Aurion AT-X
Ace in the pack
Toyota may not make the most exciting cars in the world but when it comes to selling them, it has no peer. Consider the Aurion, launched in late 2006 to take on the Holden Commodore and Ford Falcon.
It joined a class whose numbers have shrunk by more than half over the past few years. Ford and Holden needed the Aurion like they needed another tariff cut or insolvent supplier. Toyota's initial target of 2000 sales a month looked impossibly optimistic. Not for the first time it has defied logic and, as of March, is hitting those numbers with Aurion.
Toyota has also pulled off a loaves and fishes routine and actually grown the class as a whole - for the first time in a long time - with its new competitor.
The base Aurion AT-X - the model that makes the strongest case against Commodore and Falcon - costs $34,990, the mid-range Prodigy is $39,500 and the top-of-the-line Presara is $49,990. Two Sportivo versions, the SX6 and ZR6, cost $38,500 and $42,500.
The Aurion is basically a V6 Camry but with a new nose and tail to make it look different. Its 3.5-litre V6 engine produces 200kW of power at 6200rpm. This is more than both VE Commodore 3.6-litre V6s, which produce 180kW in the base engine and 195kW in the premium version. It also beats the Falcon 4.0-litre's 190kW. Peak torque of 336Nm occurs at 4700rpm. The Commodore delivers 330Nm (340Nm for the premium engine) at 2600rpm and the Falcon a tractor-like 383Nm at just 2500rpm.
While these on-paper differences are relatively slight, the Aurion has a couple of other aces in its hand: a six-speed automatic and a 100kg weight advantage over its rivals. These help it deliver class-leading acceleration.
Aurion takes only 7.3 seconds to reach 100kmh. That's nearly two seconds quicker than the Commodore Omega and a few tenths quicker than the Falcon XT, both of which come standard with a four-speed automatic.
The Aurion V6 pulls the higher gears easily enough and has serious stick across the upper midrange and top end. Its relatively high torque peak, which would usually translate to some sluggishness at low revs, is effectively masked by the car's relatively light weight and efficient six-speed auto.
A stepped gate, rather than a straight fore-aft sequential pattern, discourages changing gear manually. In practice this is hardly necessary. Sports mode holds the gears for longer. Shift timing and smoothness are excellent.
Although Aurion also claims the best Australian standard test fuel economy: 9.9 litres/100km, against 10.9L/100km for Commodore and 10.7L/100km for the Falcon, we found little real-world difference in town, where the Falcon has the biggest thirst.
On the open road the tall sixth gear can help the Aurion return better than 8L/100km if you're gentle - a remarkable result for a car of this size and weight.
At speed, Aurion feels lighter and less bulky than Commodore and Falcon, although its suspension is calibrated more for comfort than cornering. The base model is secure and stable on a rough road and the ride is comfortable and compliant on any surface.
The steering is accurate and quite direct, though without much road feel. Brakes are powerful and progressive, though they can fade with repeated heavy use (Drive understands Toyota is working on a revised brake package to meet the needs of heavy-duty users, such as police).
Aurion AT-X nails its base-model rivals with a comprehensive suite of standard safety equipment. It includes stability control (standard on Commodore Omega; optional on Falcon XT), front, front seat side and side curtain airbags (front airbags only on Omega and Falcon) plus an alarm (not on Falcon or Commodore) and the usual gear you get at this level: power adjustment for the driver's seat, cruise control, power windows and mirrors and in-dash CD player. A full-sized spare wheel is also included.
Service costs are capped at a maximum $120 each for the first four services, at 15,000km intervals. Further up the range, Aurion specifications are similarly attractive against Falcon and Commodore rivals.
The Prodigy adds dual-zone air-conditioning, leather upholstery and in-dash six-CD player, front and rear parking assistance and 16-inch alloy wheels.
The Presara has an equipment list longer than many luxury cars at twice the price. It includes a reversing camera, 17-inch alloys, self-levelling, swivelling headlights, keyless entry, satellite navigation, Bluetooth, a sunroof, power rear window shade and Toyota's emergency roadside assistance package.
In typical Toyota fashion the Aurion instrument cluster, at base model AT-X level at least, is hardly avante garde but at least it's user friendly. It has clearly legible illuminated instruments and a minimum of switches and buttons for the air-conditioning and audio systems, the latter duplicated on the steering wheel. One blot: the illuminated area around the audio controls can be annoying at night as it can't be dimmed.
Plenty of oddment storage includes a split-level bin in the centre console.
Seat travel is sufficient for all physiques and the steering wheel is height- and reach-adjustable. Only very tall drivers will test the limits of headroom.
We're still not fans of Toyota's driver's seats, which are underpadded and unsupportive in the cushion. The Aurion's is OK for short trips in town but on a long journey it can become uncomfortable.
Leg room in the back seat is comparable with Falcon and marginally smaller than the Commodore but the seat is narrower, so less suitable for three occupants. Again, the cushion could use more padding, while the backrest is quite steeply angled. Passengers will also cop some sun through the rear window.
Ample boot space is compromised by a small porthole and old-style hook hinges which can interfere with bulky objects. Two shopping bag hooks are provided.
Aurion AT-X makes a near compelling case against its base model Commodore Omega and Falcon XT competitors. The fact that it's now starting to sell in serious numbers - though with de rigueur discounts in this deal-driven class - should come as no surprise. Cars of this quality, specification and value usually do.