Toyota RAV4 diesel 2016

Even with this refresh, the Toyota RAV4 remains a car you’d buy with your head rather than your heart. It’s competent, efficient, spacious and better looking than before, but unlike the engaging Mazda CX-5 and distinctive Renault Kadjar, this SUV leaves you slightly cold thanks to its uninspiring cabin and merely average dynamics. Still, it will continue to appeal as a sensible, reliable and roomy choice in this class.

Toyota’s venerable RAV4 has been revamped for 2016, and the range now includes a petrol-electric model. We tested the hybrid SUV, but what’s life like with a more conventional diesel?

The brand has chucked out the gruff old 2.2-litre D-4D engine and bumped up the power of the existing 2.0-litre diesel from 124bhp to 141bhp. It’s not much, but it’s enough to match the 2.2’s 0-62mph sprint time of 9.6 seconds. The engine has adequate low-down grunt; it just never feels fast. Revving doesn’t add much pace and it becomes vocal.

It’s better at a cruise, but a Mazda CX-5 diesel is a lot more refined, smoother and quicker. At least the Toyota’s official economy figure of 60.1mpg is competitive – and over 10mpg better than the 2.2-litre’s.

The RAV4 is decent to drive. Although the ride is firm in town, there’s plenty of grip and body roll is kept in check. It’s capable enough, but a CX-5 is more involving and a Renault Kadjar more cosseting. Wind noise is noticeable at motorway speeds, too.

The fresh exterior look – in particular the sharp front end – helps the Toyota appear less generic than before. However, it’s best described as ‘functional’ inside; while everything is solid to the touch, it’s dark and uninspiring to look at. Our mid-spec Icon model has smart metal-effect trim and a leather-look dash panel, although it’s not going to win any awards for design.

You get lots of kit as standard, including sat-nav, LED headlights, dual-zone climate control and an electric bootlid. Buyers will also appreciate the space on offer, as the RAV4 is one of the biggest cars in its class. There’s loads of room for four adults and five at a push, while the boot is big enough and has a very low loading lip.

Key specs

• Model: Toyota RAV4 2.0 D-4D Icon
• Price: £26,995
• Engine: 2.0-litre 4cyl diesel
• Power: 141bhp
• Transmission: Six-speed manual, front wheel drive
• 0-62mph: 9.6 seconds
• Top speed: 121mph
• Economy: 60.1mpg
• CO2: 124g/km

 

Toyota RAV4

The fourth-generation Toyota RAV4 is bigger and more practical than ever, but it's not great to drive.

The Toyota RAV4 is bigger than ever, and a recent facelift means it looks handsome, too. A new hybrid model will be attractive to company car buyers thanks to its low CO2 emissions, but there are also diesel and petrol models available in the range. There's lots of standard equipment, too.

Unfortunately the RAV4 isn't as good to drive as rivals such as the Mazda CX-5 and Renault Kadjar, and those models don't compromise too much on practicality or economy, either.

Our Choice: 

Toyota RAV4 2.0 D-4D Icon.

When the Toyota RAV4 first went on sale back in 1994, it was one of the first cars to move towards the crossover SUV formula that is so popular today. Available with a choice of three or five doors and two or four-wheel drive, the RAV4 offered buyers the space and style of a 4x4, with the manoeuvrability and fuel economy of a supermini.

Today, the RAV4 has bloated somewhat, and instead of rivalling cars like the Ford Fiesta – or even the Volkswagen Golf – direct competitors now come in the shape of Honda's CR-V, the Renault Kadjar and the Mazda CX-5.

The range starts off with the Active model with a 2.0-litre diesel engine, moving up to the Business Edition with the same engine but adding Toyota's 'Go' sat-nav, air-conditioning and auto lights and wipers. Business Edition Plus is the cheapest hybrid model available, featuring LED lights, keyless go and a powered tailgate.

Icon trim is available with the diesel, 2.5-litre hybrid and 2.0-litre petrol engines, and equipment includes 18-inch alloy wheels, part-leather upholstery, an electric driver's seat and heated seats - but sat-nav is an optional extra. Top-spec Excel models can also be bought with any of the three engines, and get roof rails, parking sensors and full leather upholstery.

Engines include a 2.0-litre diesel, a 2.0-litre petrol and a petrol-electric hybrid. Certain models are available with four-wheel drive.

Rivals include the VW Tiguan, Ford Kuga and Honda CR-V - among many others. The crossover segment that the RAV4 competes in is very competitive - so make sure you know your options before you buy.

Where the original Toyota RAV4 was quirky and fun, this grown-up modern-day model is unfortunately rather dull to drive. The steering is a little too light, and doesn't communicate what the front wheels are doing back to you very well. There's a good view of the road from the high driving position, but thanks to the soft suspension set-up there's quite a bit of body roll as well.

The Mazda CX-5 proves that crossovers can be fun to drive, and the RAV4 can't match it on a twisty road. It's much more suited to motorway driving, and thanks to the large cabin passengers will stay happy for the whole journey, too. Although it's been set up for comfort, bumps in the road are still rather noticeable, and over potholes the ride starts to feel stiff.

The hybrid version of the Toyota RAV4 is a great choice for driving in town, as there's absolutely no noise while crawling through traffic - the electric motors provide the power, with the engine completely off. Even when the motor does start up it's well insulated, although the CVT gearbox means that when you put your foot down there's a loud droning noise.

The brakes are strong and on hybrid models are used to partially recharge the batteries - you can even hear the generator when you stop from high speed.

There are two gearboxes, each paired with a different engine: a manual and a CVT automatic. The manual in the diesel model has a fairly long throw and feels notchy, and the CVT is noisy while accelerating, but on the motorway and in town it's pleasant and smooth.

Sport mode features on four-wheel drive models and adds weight to the steering and automatically sends 10 per cent of the to the rear axle in an effort to combat understeer. However, even in this set-up the RAV4 lacks the grip, composure and precision of rivals such as the Mazda CX-5 and Ford Kuga.

The Toyota RAV4 Hybrid uses a 2.5-litre petrol engine and either one or two electric motors depending on whether you go for four-wheel drive or not. On the AWD model the second motor powers the back wheels - but there's no more power available. There's plenty of it, however, with 195bhp in total - so it's good at overtaking on the motorway. It's well insulated too, as long as you keep your right foot off the floor.

Toyota has dropped the 2.2-litre D-4D diesel option, leaving just the 2.0-litre model. It’s been updated with an extra 19bhp to allow it to be just as fast from 0-62mph as the old 2.2 (9.6 seconds).

Its performance is adequate enough and almost on par with the Mazda CX-5 diesel, on paper at least - but it doesn’t feel quite as energetic on the road. It’s subdued enough at a cruise, but it lags behind some of the best in class overall for noise and vibration, especially at low speed. The hybrid is much smoother in this regard.

The most economical Toyota RAV4 is the 2.0-litre D-4D diesel mode, which returns 60.1mpg and emits 123g/km of CO2. That's true whichever model you go for, with larger wheels making no difference to the economy (though they do raise CO2 emissions by 1g/km).

Go for the hybrid and you'll find lower CO2 emissions and therefore lower VED and company car tax costs - but not by much, as the FWD model emits 115g/km and the AWD model emits 118g/km. Economy figures are just behind the diesel too, with the FWD returning 57.6mpg and the AWD returning 55.4mpg.

The most expensive model to run will be the 2.0-litre petrol, which emits 152g/km and returns 43.5mpg. We'd steer clear of this model in most cases - it's not even cheaper to buy than the more efficient diesel.

The Mazda CX-5's 2.2-litre diesel returns 61mpg, which just about beats the RAV4, but the lower-powered Renault Kadjar diesel returns 74.3mpg. Even the higher-powered Renault returns 65.7mpg - so there are better choices in the crossover class if fuel economy is important to you.

A recent update to the Toyota RAV4 meant the front of the car is significantly better looking than before, but overall the design is sadly rather plain - the Mazda CX-5 and Renault Kadjar prove that cars in this class can look good, and the RAV4 falls far behind them.

The facelift got rid of the previous car's 'nostrils' and moved the grille upwards, integrating new headlights and a larger badge. It's smart, and gives the car a more modern look at the front. The rear wasn't changed much at all, and now looks outdated next to the refreshed nose.

The RAV4's mix of creases and curves lacks the cohesion of rivals like the Ford Kuga, particularly at the bluff rear end. One bonus is the top-hinged tailgate, with Toyota scrapping the old side-hinged setup that made the RAV4 hard to use in tight car parks. As a result, the latest-gen car is much better in this respect.

The interior quality has been improved recently as well, and while the RAV's cabin lacks charm it does feel well built. Standard kit includes a touchscreen display, DAB radio, a reversing camera, cruise control, 17-inch alloy wheels, air-conditioning and tinted windows. Higher trim levels get sat-nav, auto lights and wipers, a powered tailgate, leather seats and a full set of parking sensors.

Sat-nav comes as standard on Business Edition and Business Edition Plus models, and it's available as an optional extra on other specifications. Toyota calls it 'Go' or 'Go Plus depending on which version it is (Go Plus gets 3D effects, text-to-speech functions and voice controls), and it's served up pin a 7-inch touchscreen display in the dashboard.

The sat-nav looks a bit dated, with chunky graphics and a low-resolution screen meaning rival systems are easier to use. There are few buttons, which clears up the dashboard, but the awkward touchscreen controls can get frustrating. The nav does give clear, cons ice directions, however.

Smartphone connectivity will be a boon for some drivers, and the display screen comes as standard. There's even a Google Street View function on certain models.

The RAV4 has grown in size with each new generation. This time, the Toyota is 30mm wider and 205mm longer than its predecessor. It also has a 100mm longer wheelbase, at 2,760mm, giving impressive interior space, particularly in the rear which features a totally flat floor and excellent head and legroom for all three passengers.

The boot is now accessed by a top-hinged tailgate, rather than one that opens like a door. Boot space has increased by 51 litres, to 547 litres, thanks to the fact that there’s a 100-litre storage area under the boot floor. However, this means there's no spare tyre.

There are plenty of deep cupholders throughout the interior, too, while the sports seats fitted on Icon models and above are comfortable.

The RAV4 is around 4.6 metres long and 1.8 metres wide, which is on the large side for a crossover. It's bigger than the Nissan Qashqai, Skoda Yeti and even the Mazda CX-5, and the boxy shape means it makes good use of that size, with plenty of room inside.

Thanks to a flat floor there's enough room for three passengers in the back, and none will be wanting for legroom, even with a tall driver or front-seat passenger. There's lots of headroom for the out seats, but the middle seat does start to feel cramped as it's much higher up. Getting in and out is easy as the RAV4 doesn't ride that high, even on the larger 18-inch alloy wheels.

With a boot capacity of 547 litres with the seats up, there's lots of luggage space in the Toyota. That's reduced to 501 litres in the hybrid version, but that's still comparable to the Mazda CX-5, which has 503 litres. The Honda CR-V's 589-litre space beats both significantly though.

Fold the rear seats down and you'll open up 1,735 litres of space, but the floor isn't completely flat. There's a useful storage net that goes across the boot, though, which means you can slot in longer items underneath and store things like backpacks and coats in the net for easy access. There's an under-floor storage area too.

The RAV4 can tow up to 1,650kg in AWD hybrid form, but the towing capacity varies greatly depending on which engine you go for - the petrol manages 1,500kg, but the FWD hybrid only 800kg.

All models in the RAV4 range are available with a Safety Sense pack, which adds a pre-collision detection system (to warn the driver of a collision and automatically brake if needed), adaptive cruise control, lane departure alert, road sign assist, automatic high beams and trailer sway control.

Euro NCAP hasn't tested the very latest model but the RAV4 previously scored five stars in the crash tests - with stability control and seven airbags as standard.

Our 2015 Driver Power customer satisfaction survey ranked Toyota as a brand to be the third most reliable manufacturer, and the RAV4 came in 29th overall. It scored a seventh place finish for reliability and 15th place for build quality too, which is a strong indication that the car will be one of the most dependable on the road.

Toyota's reliability score in our survey is backed up by the manufacturer warranty of five years of 100,000 miles. It shows the confidence Toyota has in its cars and compares favourably to Nissan and Mazda's 3-year policies. The Kia Sportage has a seven-year warranty though.

Fixed-price servicing is available from £149 for the RAV4, which compares well with Nissan and Mazda. Servicing for the diesel model is every 10,000 miles, which is a bit more often than rival models. 

New Toyota Land Cruiser 2016

Ever since the old Land Cruiser V8 was axed back in August, the standard Toyota Land Cruiser with its four-cylinder diesel has carried Toyota’s big 4x4 flag. And to ensure the model is fighting fit, the company has fitted a new engine and improved the specification.

Toyota has ditched the previous car’s 3.0-litre diesel in favour of a smaller 2.8-litre. As a result, CO2 emissions have dropped from an alarming 214g/km to a still hefty 194g/km (cutting the annual road tax bill by £25), while official fuel economy rises from 34.9 to 38.2mpg. 

The bad news is that the 200cc drop in capacity and 11bhp cut in power have also extended the 0-62mph time by 1.7 seconds (to 12.7 seconds). While some would say that’s not important for a car like this, the performance shortfall makes itself felt in day-to-day driving and when overtaking. The engine’s quieter and more refined than the old 3.0, though, which helps compensate.What hasn’t changed is the ride. It’s bouncy even on the smoothest roads, and the steering offers virtually no feel.

The interior isn’t a strong point, either. All models get new equipment, and our top-spec Invincible features full leather trim, blind spot monitoring, Blu-ray rear
seat entertainment and the Toyota Touch 2 infotainment system with navigation. But the interior is a mismatch of dated switchgear, tacky-looking wood and dark plastics. And at £54,895, the car doesn’t come cheap.

Nevertheless, it’s a match for the Land Rover Discovery over challenging terrain, with ride height control, a crawl mode, limited-slip differential and downhill assist as standard. And for a certain group of buyers, nothing comes close to the Land Cruiser’s emphasis on putting off-road ability above on-road performance and luxury. The trouble is, for the vast majority of customers, on-road style and refinement are more important. 

Key specs

• Model: Toyota Land Cruiser Invincible Auto
• Price: £54,895
• Engine: 2.8-litre 4cyl diesel
• Power/torque: 174bhp/450Nm
• Transmission: Six-speed automatic, four-wheel-drive
• 0-62mph/Top speed: 12.7s/109mph
• Economy/CO2: 38.2mpg/194g/km

New Toyota Prius 2015

If you can get over its styling and relatively high price, the new Prius is well worth a look for those after a spacious family car with impressive economy and tax-busting emissions. A diesel car may work out more efficient on longer motorway journeys, but if you do lots of town driving, the comfy, nippy and quiet Prius is a good companion and no longer a compromise.

When the Toyota Prius first went on sale in Japan in 1997, it was a technological marvel – a car that caused jaws to drop and environmentalists to open their chequebooks.
 
Fast-forward 18 years, and Toyota is again creating a stir with the hydrogen fuel-cell-powered Mirai, but we shouldn’t forget the Prius. The brand has just launched an all-new fourth-generation model, and we were granted early access to it in Japan.

Those who think the current car is a little too edgy probably aren’t going to like the newcomer’s design. It follows on from the Mirai and is an origami mishmash of crazy lines and angles. Yet they’re not all for show.

Creases in the body combined with the long tail make the car more aerodynamic, quieter at speed and also help boost efficiency. A raft of new soundproofing over the previous Prius adds to its hushed persona – there’s virtually no tyre roar and only the faintest wind noise on the move.

The Mk4 model is built on Toyota’s new front-wheel-drive platform, which will go on to underpin many cars in its range. It’s 60 per cent stiffer than that of the old Prius, plus it’s longer, wider and lower. Heavy items such as the drivetrain, batteries and the passengers are positioned closer to the ground to improve the centre of gravity.

These improvements are designed to make the newcomer more fun to drive, and it’s definitely much better than before. This Prius steers sharper, corners flatter, responds quicker and rides better than its predecessor. The engine is new, as are the electric motor and the CVT auto box. Toyota says these combine to make the car 18 per cent more efficient, so economy can reach up to 94mpg and 70g/km CO2 emissions.

With a 97bhp 1.8-litre petrol engine and 71bhp electric motor, the Prius feels nippy off the mark and will get from 0-60mph in 10.6 seconds. But as is the way with hybrids, acceleration fades off after 50mph.

The new powertrain provides noticeably smoother progress and will drive on electric power alone for longer and at slightly higher speeds. When the petrol engine finally kicks in to drive the front wheels, the transition is smoother than in the Mk3. Also, under hard acceleration, the engine doesn’t rev quite so high – so there’s less drone as the CVT box holds the engine at the optimum rpm.

We drove both the new and old Prius over some makeshift bumps on the otherwise super-smooth Fuji Speedway, and the newcomer was far better at neutralising the obstacles. It’s clear that a traditional hatch like a Ford Focus is still more enjoyable to drive, yet this probably isn’t something that will trouble most Prius buyers.

In some markets, the Toyota will get lithium-ion technology; but in the UK, the car uses the cheaper nickel-metal hydride cells – just like in the original 1997 Prius. Now smaller and 10 per cent more efficient, they’re located under the rear passenger seat – freeing up an extra 56 litres of boot space. The trade off is that rear headroom is quite tight for taller adults, which is a shame considering the impressive legroom.
As well as lowering the centre of gravity, Toyota’s new platform has reduced the height of the bonnet, so you get a better view out of the front. Overall visibility is good; the only issue is that the split back screen continues to hamper rear vision.

Interior quality has improved, and on all but the entry-level model, there’s now soft-touch plastic on the dash and on top of the doors – like European cars have long had. However, the design is more adventurously futuristic than any hatch on sale, while the graphics of the centrally mounted driver’s display are bright, colourful and clear.

There are a few oddities, though. For instance, there’s a bizarre, shallow storage area between the front seats, which seems of little use, plus the controls for the heated seats are hidden away behind the centre console as if they’re some kind of secret.

Toyota claims all the changes make the new hybrid more fun, and although we wouldn’t go that far, they do ensure it’s a lot more pleasant to drive. So while it may not be the groundbreaking machine it once was, the perennial Prius is a much more compelling package than it’s ever been.

Key specs

• Price: £23,395
• Engine: 1.8-litre petrol engine, 97bhp, plus electric motor, 71bhp
• 0-62mph: 10.6 seconds
• Top speed: 112mph
• Economy/CO2: 94mpg/70g/km
• On sale: Now

Toyota Aygo

The Toyota Aygo isn’t all that mechanically different from its predecessor, but its looks are refreshingly contemporary with a youthful slant.

There’s not much power or dynamic capability, and while improvements to the sound-deadening make the interior more refined at speed, it’s still some way short of the city car class leaders for motorway driving. Practicality also suffers thanks to the Aygo’s super-compact dimensions.

Yet the latest Aygo maintains the same sense of fun as before, and there are small but worthwhile technical improvements under the skin, including some significant advances in vehicle safety. Plus it’s super frugal, easy to personalise, and well-connected with the latest x-touch multimedia system. So it may only earn three stars from us, but if you like it - you’ll love it!

The original Aygo was a big hit for Toyota, with its compact dimensions, minuscule running costs and cheeky looks earning it strong sales across the UK. So the Japanese brand hasn’t messed too much with that winning formula, instead investing in striking looks and new tech.

There are three and five-door versions available and, as with the first Aygo, Toyota's second generation city car is a joint development project with Peugeot and Citroen. The French companies’ 108 and C1 models share the same lightweight platform and mechanicals, but whereas the Aygo is only available with one three-cylinder petrol engine, the others get a choice of two power units. All three city car siblings are built at the imaginatively-named TPCA (Toyota Peugeot Citroën Automobile) factory in the Czech Republic.

There’s little of the radical or innovative fuel saving tech that some rivals employ underneath the Aygo’s skin. There’s not even a stop-start system available in the UK.

The conventional front-wheel-drive platform features MacPherson strut front suspension with a torsion beam rear set-up. While you get ventilated discs brakes at the front, the back end is braked by drums. Steering is by electric-assist rack and pinion.

So the three models in the Aygo range are mechanically identical, starting with the entry-level x which features 14ins wheels, projector headlamps, LED DRLS, 2-speaker audio with USB connectivity and hill-start assist.

The mid-range x-play model highlights include piano black finish for that big ‘X’ styling graphic emblazoned over the front of the car, a 4-speaker audio system with Bluetooth, steering wheel controls for audio and phone, air-con, a rev-counter, height adjustable driver’s seat and 50:50 split rear seat.

The range-topping x-pression adds 15ins alloys, more piano black exterior trim parts, fog lights, part-leather sports seats, the x-touch multimedia system with DAB and a rear view camera.

There is a plethora of ‘personalisation’ options to choose from too, so it’s not surprising that Toyota has put together a trio of themed special editions to help encourage customers to make their minds up in the showroom. x-cite, x-pure and x-clusive editions all offer exterior colour, style and kit packages that reflect their respective labels.

Aside from the various styling and equipment packages, the only significant options are the choice of three or five door body, a full-length ‘x-wave’ fabric roof, and the ‘x-shift’ automated manual gearbox.

Owners of the previous-generation Aygo will feel at home behind the wheel of the new model. For starters, the 1.0-litre three-cylinder engine is carried over from the old car with small but significant tweaks. Overall refinement is improved, but the engine has the same thrummy soundtrack and eager nature.

You can hear it so clearly because Toyota has done a better job at dampening wind and road noise. It's better at motorway speeds, but still falls some way behind cars such as the Hyundai i10 and VW Up! for long-distance refinement and comfort. The Aygo x-wave also loses out a little bit in terms of wind noise thanks to the cloth roof, but it's better than you'd expect.

Steering that’s 14 per cent sharper makes the Aygo ideal for darting around town, although at higher speeds there’s significant body roll. The pay-off for that is a supple ride over bumpy roads.

The steering is light and accurate, the Aygo turns into corners keenly and there’s decent grip. Body movement is better controlled in some rivals, but the Aygo fared well during our braking tests. Letting the side down is the notchy and reluctant manual gearbox shift action, which oddly isn't as pleasant as the previous-gen Aygo's, even though it’s supposed to have been upgraded.

There may be only one petrol engine available to Aygo buyers, but luckily the 1.0-litre VVT-i unit is an enthusiastic performer that’s happy to rev, filling the cabin with a characterful three-cylinder noise. While some may find it intrusive, others will like the rorty tone. Indeed, Toyota engineers say positive customer feedback focused their minds on reducing road and wind noise, specifically so the engine – without getting any louder - could be heard better.

The pleasing tone is fortunate, as particularly long first and second gear ratios mean you need to rev the engine hard to produce power. But there’s plenty of performance for nipping around town and the revision in ratios means the engine does feel less strained at a sustained fast cruise, compared to its predecessor. The Aygo’s 69bhp is developed at 6,000rpm, and 95Nm of peak torque is delivered at 4,300rpm.

The x-shift automated manual has slightly shorter gear ratios, so feels as though it picks up speed quicker around town – it blips the throttle on downshifts, too. The official performance figures are pegged neck-and-neck for both transmissions though, as each version takes the Aygo from 0-62mph in 14.2secs. Maximum speed for both is 99mph.

Technical upgrades over previous versions of the 1.0 engine are focused on better combustion efficiency, reduced internal friction and exhaust gas flow optimisation. That means you get a new cylinder head with slightly higher compression, plus an exhaust gas recirculation system and freer-flowing catalytic converter among other detail changes.

Although the 1.0 VVT-i is fundamentally the same unit as used by the Toyota Aygo’s predecessor, it’s been re-engineered for the new model. A higher compression ratio of 11.5:1, a new low-friction timing chain and a cylinder head with built-in exhaust manifold to save weight have all helped to improve fuel efficiency and cut emissions.

The mods allow Toyota to boast of raising the engine’s thermal efficiency (the amount of the fuel’s energy it converts to power) to a class-leading 37 percent. That’s impressive, but it’s a cautionary thought that even in an economy-minded city car like this you’re losing 63 percent of the energy in your petrol tank to (mainly) waste heat and friction. And that’s in those rare moments when the engine is running at peak efficiency.

Still, the numbers look good. Fuel economy and CO2 emissions have improved by 3.3mpg to 69mpg and 4g/km to 95g/km of CO2 in the five-speed manual model, while the x-shift auto returns 67.3mpg and 97g/km.

Everything qualifies for free ‘road tax’ thanks to emissions that put the Aygo in VED band A. You can also take advantage of Toyota’s attractive finance plans that will get you behind the wheel for less than £100 a month.

Toyota has taken a bold approach with the Aygo, ditching the old car’s soft curves and rounded details in favour of sharp edges and eye-catching angles. Highlights include the swept-back headlamps, rising window line and tall tail-lights. The double-bubble roof panel is particularly eye-catching.

The car certainly looks more distinctive than the Skoda Citigo, SEAT Mii and VW up! but the Citroen C1 and Peugeot 108 are similar and their clean-cut lines will be more attractive to some.

The same youthful approach continues inside, where there’s a gloss black dash finish and a large touchscreen infotainment system, plus a circular steering column-mounted pod that houses the speedo plus digital fuel and rev readouts. Yet while it appears modern and is solidly screwed together, the hard plastics on the dash and doors look and feel fairly cheap. Those details are mainly noticeable because the cabin as a whole is so much more sophisticated than the old car's - the penny-pinching trim predictably stands out.

The big draw compared to rivals like the VW up! and Hyundai i10 is the funky design inside and out, and level of personalisation available on the Aygo. The Japanese hatch is emblazoned with a distinctive ‘X’ running from the A-pillars to the front grille – just one of a number of parts that can be swapped around in a variety of colours.

There’s the allure of that 'x-wave' retractable cloth roof for £850, and Toyota’s new x-touch smartphone-optimised infotainment system brings it bang up to date. Buyers can change the colour of the ‘X’, wheels and rear bumper, as well as a selection of snap-in interior parts. It’s a tactic designed to attract young, fashionable customers to the brand, and proves Toyota is trying to put an era of bland designs behind it.

A string of recalls has taken its toll on Toyota’s reputation for quality and durability. Yet while it slipped down to 17th place in our Driver Power 2014 satisfaction survey, owners rated its cars eighth for reliability in the 2015 poll.

On top of that, the Aygo feels robustly constructed, while the engine is based on the tried and tested unit used in the old car.

There was good news in the NCAP test results too, when the latest generation Aygo moved up – along with its Citroen C1 and Peugeot 108 siblings – to a four star rating from its previous three stars. Adult and child occupant safety were both rated at 80 percent in their relevant tests. The four star rating puts the Toyota in the top rank in the city car class – a class where financial restraints mean fewer active and electronic safety aids are typically deployed, limiting the scope for 5-star awards.

That said, all versions of the Aygo get four airbags, Isofix child seat mountings, stability control and tyre pressure monitoring, while you can spec-up on options like the range-topping x-clusiv special edition’s reversing camera and automatic lights.

Toyota GT 86

The Toyota GT 86 combines great fun and excellent value in a good-looking package.

The Toyota GT 86 is a back-to-basics, rear-drive sports car with a bargain list price and plenty of driver appeal. It's identical to its sister car, the Subaru BRZ, in all but its badge, sharing the same 2.0-litre 197bhp boxer engine and six-speed manual gearbox. A six-speed auto is also available as an option, but we'd avoid this as it doesn't do justice to the car's sporty nature.

While the GT 86 isn't the most powerful car in its class, the naturally aspirated engine begs to be revved and offers plenty of performance for keen drivers. The lightweight body and rear-wheel drive layout make it one of the best handling sports cars on sale.

It's been on sale since 2012, and is now available in a choice of specifications. There's the basic GT 86 Primo, which does without keyless entry, climate control and automatic headlights, as well as a pair of high-end special editions called the GT 86 Giallo and the GT 86 Aero. The latter adds a sporty bodykit and huge rear wing, but retains the same 2.0-litre engine.

The Audi TT is also an alternative to the Toyota GT 86 and the Subaru BRZ but the low price of the both of the ’Toyobaru’ cars means they're better value. The Subaru BRZ is now cheaper than a manual Toyota GT 86 thanks to a £2,500 discount and has more exclusivity. Toyota, however, has a wider dealership network should anything go wrong.

Both Toyota and Subaru scored very well in the 2014 Driver Power manufacturer survey and ranked 17th and 16th respectively.

Toyota also makes a tuned Toyota Racing Development (TRD) version of the GT 86, which adds some tuning parts and has a more aggressive looks. However, it's very pricey.

Our choice: GT 86 2.0 2dr Manual.

The Toyota GT 86 is a traditional looking sports car with aggressive styling, which includes a long bonnet and a short tail, plus a large front grille and rear splitter with twin exhausts. The Subaru BRZ is virtually indistinguishable aside from the badges.

The Audi TT has a more premium feel and appearance, especially on the inside, but the way the Toyota GT 86 looks reflects its personality - it's fun.

The interior of the Toyota GT 86 is full of cheap looking plastics, but the layout (flick switches, for example) and the mock-carbon fibre trim make it feel like a road-going racer. The frameless rear-view mirror and optional built-in sat-nav give it the edge over Subaru's BRZ, but hot hatch rivals like the Ford Focus ST are cheaper and nicer inside.

The Toyota GT 86 TRD gets an even more aggressive body kit, which has a different front spoiler, side skirts and special 18-inch alloy wheels, while special edition Aero models add a huge rear wing – without any tweaks to the engine. The GT 86 Giallo gets a vibrant yellow paint job, but only 86 will be made available to UK buyers, so if you want one you'll have to act fast.

Then there's the GT 86 Aero to give a bit of extra visual impact. There's a new bodykit, deeper front bumper and side skirts and a carbon fibre-effect rear diffuser. The most noticeable addition is a huge rear wing which looks a little bit like an awkward aftermarket add-on.

With its low price and impressive handling, there isn't much that comes close to beating the Toyota GT 86 for driving enjoyment at such a low cost.

The rear-wheel drive chassis on the Toyota GT 86 is perfectly balanced, and the low weight of the car means it excels in corners. There's loads of feedback from the steering, and the GT 86's brakes are strong without biting, meaning the driver gets loads of confidence when driving quickly.

Even weight distribution means the car feels well balanced, though, while responsive steering allows you to catch tail slides with relative ease. On track, you can easily turn a slide into a drift by keeping the power on, although circuit use also demonstrates that the GT86 could easily cope with an extra 50bhp, which would make it all the more entertaining.

The interior can get a bit noisy at speed and the firm suspension is a bit bouncy on the motorway. The 2.0-litre flat-four boxer engine generates 197bhp and to keep the power flowing, the Toyota GT 86's gearbox needs to be worked quite hard - but keen drivers won't mind too much.

The Nissan 370Z offers much more torque than the GT 86, and some may prefer its muscular 324bhp V6 engine to the free-revving unit in the Toyota.

However, if you’re prepared to push for performance, then the GT 86 can offer an extremely rewarding drive.

Toyota has a reputation for producing bulletproof cars, although the GT86 is actually built by Subaru. However, there’s plenty of similar technology used by both manufacturers, and a GT86 should be stress-free to own. It’s helped by the fact you get a five-year/100,000-mile warranty, while Toyota dealers have a good reputation for customer service, too.

The GT86 features seven airbags, while the electronic stability control has a Sport setting designed to allow you to maximise track fun without disabling all of the safety systems.

As for safety, the Toyota GT 86 gets seven airbags, stability control and a limited-slip differential (for better grip in corners) as standard. It has yet to be tested by Euro NCAP.

You don’t buy a GT86 for practical reasons, but it does come with a 243-litre boot, which is easily big enough to take the weekly shop or use on a weekend away. The back seats fold in a 50:50 split, although the car’s designers claim it’s big enough for a set of tyres – ideal for use on track days.

Legroom in the back seats is limited for even the smallest occupants, so the rear is only really useful as extra storage space.

Up front, there’s plenty of seat and wheel adjustment, although the low-slung driving position hampers your view out, so it isn’t as good as you get in either rival here. That big rear wing means rear visibility is slightly compromised, especially over the shoulder, while rear parking sensors are only available as a dealer-fit option.

Despite its small 2.0-litre engine, the Toyota GT 86 is quite expensive to run. The six-speed manual version returns just 36.2mpg and emits 181g/km of CO2. Add the sporty bumpers and huge rear wing of the Aero model, and combined fuel economy drops to 34.9mpg.

To put it into perspective, a similarly specced Audi TT with the 1.8-litre TFSI petrol engine returns 44.1mpg. The Audi is also more efficient thanks to emissions of 149g/km.

The Toyota GT 86 with the automatic gearbox has slightly better figures. It manages 39.8mpg and emits 164g/km. But that model is best avoided as the manual is faster and far more fun. If you're looking at buying a GT 86, a few mpg shouldn't put you off.

Servicing and maintenance costs should be reasonable for the Toyota GT 86 and all models come with Toyota's five-year warranty.

Toyota Verso 1.6D-4D

 

Can BMW diesel power transform family-focused compact seven-seater Toyota Verso?

 

The more frugal and refined 1.6 diesel injects some much needed verve into the compact Toyota Verso. It may lack a bit of punch, but it’s the most efficient engine available in the range. You can carry seven people in the Toyota at a push – yet for similar money you can get your hands on a more practical, faster and efficient MPV from the likes of Renault and Citroen.

The compact seven-seat Toyota Verso is the first model from the brand to feature a BMW-sourced 1.6-litre diesel. It’s essentially the same engine that was used in the previous-generation MINI Cooper D – but how does it fare in the family-focused Verso on UK roads?

The unit has less power and torque than the 2.0 diesel it replaces: it delivers 110bhp and 270Nm, which represent drops of 12bhp and 40Nm respectively. But you wouldn’t know it, as it pulls strongly and the Verso picks up nicely from low down in the rev range.

Toyota has also tweaked the engine mounts to help deliver that power more smoothly, with things remaining hushed at low speeds. But press on past 3,000rpm and it begins to sound gruff and quickly runs out of steam.

Numb handling and limited braking feel also undo some of Toyota’s good work, but new springs give a cushioned ride. Shortcomings in performance are made up for by reduced running costs as the smaller engine is cleaner and more efficient, returning a claimed 62.8mpg and emitting 119g/km of CO2. The old 2.0-litre engine could do 57.6mpg.

Although an improvement, the Verso still can’t match its main European rivals from Renault or Citroen. It falls short on practicality, too. The Toyota’s one of the smallest seven-seat MPVs in its class, which makes it easy to park or drive in congested city streets, but significantly eats into space in the cabin.

The 440-litre boot is way off the Citroen Grand C4 Picasso’s 632-litre load area, and the third row of seats is a little too cramped. On the plus side, the flat floor means you can seat three adults in the middle row, while the simple tumble-and-fold seating mechanism leaves a perfectly flat loading bay.

Our top-spec Excel was well kitted out with Touch 2 infotainment, a rear-view camera, DAB radio and dual-zone climate control as standard. Unfortunately, the interior lacks any sort of sparkle, dulled by the flimsy materials and bare dash.

Key specs

• Price: £22,295
• Engine: 1.6-litre 4cyl diesel
• Power: 110bhp
• Torque: 270Nm
• Transmission: Six-speed manual, front-wheel drive
• 0-62mph: 12.7 seconds
• Top speed: 115mph
• Economy: 62.8mpg
• CO2: 119g/km

Toyota Avensis

 

A facelift late in 2015 means the Toyota Avensis is more efficient and better to drive than before.

 

The current generation Toyota Avensis has been on sale since 2009. Available in saloon and estate bodystyles, it rivals cars like the Ford Mondeo, Volkswagen Passat and Vauxhall Insignia – though at more than six years old, it’s starting to show its age against more modern competitors.

That’s not to say it’s a bad car. The saloon is spacious, reliable and relatively efficient – especially with the 2.0-litre diesel engine and six-speed manual gearbox. A facelift in 2011 and another in 2015 injected some life into the otherwise dreary family car, but the nondescript looks and undesirable badge mean it can’t compete with an Audi A4 in the style stakes. It’s similarly inoffensive inside, too, where simplicity and functionality outweigh any kind of class or polish.

Things don’t improve much on the move either. The diesel engines feel powerful and motorway refinement is good, but a sports car this is not. Lifeless steering and soft suspension mean it pitches and wallows in the corners, feeling more like a boat than a car. If you value driving fun, your money would be better spent on a new Mazda 6.

However, thanks to its competitive price, low running costs, comfort, efficiency and reliability, the Avensis remains a favourite of company car owners and taxi drivers alike. It’s certainly an accomplished machine, but it’s one you buy with your head rather than your heart.

Our choice: Avensis 2.0 D Business Edition Plus.

Despite a 2015 facelift, the Toyota Avensis remains a fairly dull – if inoffensive – family saloon. Entry-level Active gets a Pre-Crash Safety system with Autonomous Emergency Braking, cruise control, air conditioning, six-speaker CD/radio audio, Bluetooth, auto-dimming rear-view mirror, LED rear and daytime running lights and power windows, but no alloys.

Business Edition adds Toyota Touch 2 with Go touchscreen multimedia and navigation system, digital/DAB audio package with eight-inch display, reversing camera, front fog lights, rain-sensing wipers, dusk-sensing headlights, automatic air conditioning, 17-inch alloy wheels and part-Alcantara seat upholstery. There''s also Automatic High Beam, Lane Departure Warning and Road Sign Assist.

Business Edition Plus adds leather and Alcantara upholstery, front fog lights with a cornering function, LED headlamps, smart entry and rear privacy glass, while Excel gets Toyota Touch 2 with Go Plus, a 10-speaker audio system, full leather seat upholstery, electrically adjustable front seats with heaters and adaptive headlights.

Toyota’s 2015 facelift didn’t just tweak the car’s aesthetics – the Japanese car maker also made changes to the noise isolation and suspension. While it did improve the way the Avensis handles, it’s still someway off the class leaders for driver enjoyment. Lifeless steering means it’s beaten by both the Mazda 6 and new Volkswagen Passat in the corners, and even the now more grown-up Ford Mondeo is more fun to drive.
That said, the Avensis is comfortable and quiet on the motorway, making it a solid choice if you spend a lot of time trawling up and down the country. The soft suspension makes light work of lumps and bumps, with only the biggest potholes tending to send jolts through the cabin.

The best all-round engine is the 2.0-litre diesel engine with 141bhp, which allows the Avensis to accelerate from 0-62mph in 9.5 seconds. There's also a new 1.6-litre D-4D diesel – 110bhp and 0-62mph taking 11.8 seconds – and a 145bhp 1.8-litre petrol that gets to 62mph 9.4 seonds.

The six-speend manual is the best gearbox too, so unless you really need a self-shifter, we wouldn’t bother with the CVT Multidrive S box.

Toyota has an excellent reputation for reliability and the Avensis boasts a strong track record in this department. It comes with a five-year warranty, too, which should help to alleviate any doubts that may have been created by the high profile recalls that have hit Toyota’s brand in recent years.

Disappointingly though, the Avensis only managed 111th in our 2015 Driver Power Top 100. This is probably due to the fact the car is now more than six years old and in need of a thorough overhaul. Toyota also finished a good eigth out of 31 manufacturers.

The car hasn’t been crash-tested since 2009 – and the tests have become more demanding since then – but Euro NCAP gave it a five star safety rating, with a 90 per cent mark in the adult occupants category, 86 per cent for child occupants, 53 per cent for pedestrian protection, and 86 per cent in the safety assist category.

In comparison to other cars in this class the Avensis boasts a pretty spacious load area. In the boot there is 509 litres of space and dedicated one touch controls allow the rear seats to fold down for a maximum of 1,320 litres.

The cabin is large enough to comfortably seat four tall adults as well. Soft-touch material on the dashboard and a redesigned centre console make everything a little easier to use than before, too.

Getting CO2 emissions to under 120g/km has big implications for company car drivers so Toyota has worked hard to get the 2.0-litre diesel engine down from 139g/km to 119g/km. However, a few years on, the 62.8mpg combined fuel economy is some way behind the class best. The new 1.6 D-4D emits 108g/km and returns 67.3mpg. The 1.8 petrol engine emits 139g/km but returns only 47.1mpg. 

Toyota Land Cruiser

 

 

The Toyota Land Cruiser is the ideal car for when the going gets tough, and is cheaper than its rivals, too.

The Toyota Land Cruiser is a very capable and reliable 4x4. If you’re one of the few who genuinely need off-road ability, then it is still a great choice, and this update makes it marginally better than before. However, for everyone else the changes don’t go anywhere near far enough. Compared to modern 4x4s like the Land Rover Discovery, the trusty Toyota Land Cruiser is simply too agricultural.

As with the US company Jeep, the Toyota Land Cruiser comes from a military background. The original Toyota BJ was created during the Korean War, and from 1954 it became known as the Land Cruiser. Over the decades it has grown in size and luxury, but it’s never lost its all-terrain abilities.

Few cars can match the Land Cruiser for road presence. It’s marginally shorter than the Land Rover Discovery, but it’s taller, and while the Land Rover’s distinctive roof line step is a neat design touch, the Land Cruiser is pure SUV, thanks to its ‘two-box’ design and tall ride height.

Bulging wheelarches, chunky roof rails and running boards – essential kit for smaller occupants to get on board – only add to the SUV look, while the 2013 facelift added full LED lamps front and rear. These include super-bright daytime running lights, and when you combine them with the huge five-bar chrome grille the Toyota looks imposing – although you’d struggle to call it pretty. Inside, the Land Cruiser delivers the kind of old-school luxury you’d expect from a Lexus LS 600h. Top-spec Invincible models get plush leather, while wood trim on the wheel and dash is designed to give an upmarket touch, although this looks a bit dated.

Thankfully the beige leather is optional, and it’s best avoided if you plan on heading off-road as it’ll show dirt very easily.

The dash looks a bit messy - there are two air vents on top of the centre console, a bank of buttons and dials for the climate control below the standard sat-nav screen, and a big rotary selector, levers and buttons that operate the off-road modes.

In the back there’s another set of climate controls for the rear seats, while the Invincible gets a standard-fit Blu-Ray entertainment system with a drop-down screen in the roof.

There's just one engine in the Land Cruiser line-up – a 3.0-litre diesel with 187bhp. The smooth unit does a good job of lugging around the huge weight but it never feels particularly brisk.

It's also feel quite rough compared to the smoother six cylinder diesels you get in off roaders from Land Rover, Mercedes and BMW. Its not particularly brisk either - acceleration from 0-62mph takes 11 seconds.
Through corners the Land Cruiser feels like a tall, heavy car. There's a fair amount of lean and the steering could do with being a bit sharper. Comfort is generally good, but the car does fidget around on rough surfaces and doesn’t glide up the road in the same way a Land Rover Discovery does. It's worth mentioning though, that off-road the Toyota is excellent.

It has a low ratio gearbox and lockable centre differential for improved traction. Plus Toyota’s legendary reliability means that you can depend on the Land Cruiser to not only take you into the wilderness but also get you back out of it.

Euro NCAP hasn't yet crash tested the Land Cruiser but it's worth assuming it would perform incredibly well because of its seven standard-fit airbags and stiff body.

Toyota has an exemplary reliability record, and the Land Cruiser shouldn’t let you down in even the most extreme conditions. If it does, you can expect first-class treatment from your dealer, plus there’s five years’ warranty cover.

There are seven airbags, and off-road settings for the electronic stability control. Other electronics display the car’s body angle, steering direction and power distribution.
The Invincible has lane assist and a rear traffic monitor – handy when reversing such a large car. You can also upgrade to the Safety Pack, which adds adaptive cruise control and a pre-crash safety system for £1,360.

You can get the Land Cruiser with either five seats or seven seats – in the case of the higher specification models the rear most road can be operated electrically. There is plenty of room in the second row thanks to large footwell, impressive leg room and a high roof.

You can slide the second row forward to free up space for those in the rear. In fact there is sufficient room in the back two seats for adults – though only for shorter journeys. Trouble is, with the rear seats in place the capacity of the impressive 620-litre boot is almost reduced to that of a Fiat 500, which means that while you can carry seven people you can’t carry their luggage too.

You need lots of space to swing open the side-hinged tailgate, although the separate-opening glass is handy in tight gaps. Rear suspension can be lowered to boost access, but there’s only a 5cm difference between its highest and lowest settings, meaning there is only a 2.5cm drop from normal.

Practicality is further hampered by the side hinged rear door which swing outwards and makes loading in tight car parking spaces awkward.

Aside from missing leather seats, the base model still comes with plenty of kit, including cruise control, keyless go, air-con and Bluetooth. Go for the range-topper and you'll get heated seats, TV screens in the rear and parking sensors.

Big cars come with big running costs and the Land Cruiser is no exception. The diesel engine manages 34.9mpg combined while CO2 emissions are 214g/km. That means hefty road tax bills. On the plus side however, Toyota does offer a fixed-price servicing plan and residuals of 52 per cent are pretty good.

Toyota Auris 1.2 2015

 

New turbo petrol engine increases appeal of Toyota Auris hatch.

 

Subtle improvements across the board are welcome in the Toyota Auris. But even the competitive new 1.2 turbo petrol engine can’t elevate Toyota’s hatch above average in a talented class. It drives better than before, though, and should provide dependable family transport. We just wish the interior fit and finish had taken a bigger leap than it has. 

The Toyota Auris has always had an image problem, but fortunately fleet buyers are largely interested in running costs instead. If you need proof, around 75 per cent of Aurises sold are hybrids.

Despite this,Toyota has taken a leaf out of rivals’ books with the facelifted car, adding a new 1.2-litre turbo petrol engine, as well as tweaking the styling and upgrading the cabin. While there’s no doubt the restyled front end and our car’s LED headlamps (a £795 option) improve the look, the Auris remains a little too fussy and uninspiring next to the sharp-suited Ford Focus and SEAT Leon.

Inside it’s a similar story, despite smart new gloss black trim on the central dash panel. The centre stack on our example felt like it could be yanked clean off without much trouble, while general material quality still feels a notch lower than the best in class. The clock looks decidedly tacky, too.

That aside, it’s generally an easy-to-use layout, although the much improved touchscreen sat-nav is still a bit fiddly. It’s practical, too, with decent space for five, a 350-litre boot (34 litres more than in a Focus) and loads of storage solutions.

The new petrol sits alongside the old naturally aspirated 1.33-litre unit in the range. It idles quietly and is smoother when revved than the thrummy 1.0 EcoBoost in the Focus. It might not be quite as punchy low down, but mid-range pace is strong and it’s as flexible as you’d expect from a turbo four-cylinder despite a slightly clunky manual gearbox. It also returned 42mpg in our hands, which is broadly what you’d get out of rivals.

Toyota has also improved the old car’s lifeless steering and chassis, and the Auris now steers more accurately and rides a fraction better. Body roll is more noticeable than on rivals, however, and it lacks any sense of verve or engagement. A Golf balances ride and handling in a more astute fashion, but the Auris isn’t as far off the pace as it used to be.

For many, family hatches like these come down to price. Our mid-spec Design model comes decently kitted out, but the panoramic sunroof, LED lights and sat-nav push our test car well over £21,000. A similarly equipped 1.2 TSI Leon can be had for around £1,500 less, and that would be our choice every day of the week.

Key specs:

• Price: £21,685
• Engine: 1.2-litre 4cyl petrol
• Power: 114bhp
• Transmission: Six-speed manual, front-wheel drive
• 0-62mph: 10.1 seconds
• Top speed: 124mph
• Economy/CO2: 52mpg/125g/km
• On sale: Now