‘You have to watch out for the quiet ones’ is how the saying always goes, but why watch out for them? Is it because they listen much more than they speak or perhaps that when others are conversing the quiet ones are busy thinking up diabolical schemes. Whatever the reason it might be sound advice considering it’s the quiet ones that can catch people off guard when they finally make their feelings known. The Toyota Avensis Tourer is a quiet one on NZ roads, it’s been around for a few years but has gone largely unnoticed by many kiwi motorists. For 2009 a new Avensis has arrived but what sort of impact is it set to have on the NZ market? Car and SUV spent a week with the 2009 Avensis to find out.
Designed and engineered by Toyota’s European arm in the U.K the Avensis has been given a full exterior makeover and is no shrinking violet. It has a sleek athletic stance assisted by a raked back windscreen and thin A-pillars. The Avensis’ glasshouse tapers sharply from front backwards and a low roofline helps disguise the vehicle’s generous proportions. It’s handy on hauling duties with a 543-litre capacity when the rear seats are up and a massive 1609 litres with rear seats folded. Front-end styling is anything but boring with a blinging chrome 
grille sitting between huge halogen headlight clusters. Finishing off the extroverted new look is tinted privacy glass, a high rear spoiler and 16-inch alloy wheels. Overall, it’s an aesthetic that won’t appeal to all and while salient is still more business suit than Hawaiian shirt.
No risks have been taken with cabin design, step inside and you’re greeted with a generic Toyota interior. Dark grey plastics are broken up with touches of silver and brushed metal trim; it’s unfussy and ergonomically excellent. It’s not going to illicit gasps of amazement from visiting passengers but the materials used are quality and it has a feeling of durability. All seating is wide and comfortable and head and legroom is generous throughout. The rear storage area is flush with practical touches including a flat loading floor with rear seats folded and plastic under floor storage for wet or dirty items. There are also adjustable rails with securing points to tie down baggage on long trips and a sliding cover to hide your gear. Although the cabin is conservative in style some useful equipment lays beneath its dark surfaces. Dual zone air conditioning, rain-sensing windscreen wipers, Bluetooth phone capability and a six-speaker stereo are all standard fare.
On the road the Avensis is motivated by a 2-litre petrol engine that produces 112kW of power and 196Nm of torque. It has to work hard to generate any sort of performance from what’s quite a heavy vehicle. That said, it’s a smooth and suitably quiet engine that cruises pleasantly. Mated 
to a CVT automatic gearbox the engine surges under throttle promising a spirited acceleration, but never really delivers. A sport button and sequential manual shift options are available but can only extract marginally more performance from the motor. There are benefits from the Avensis’ relaxed demeanor – the CVT box offers smooth changes and it’s an easy drive for those not interested in tearing around. Additionally, it has an impressive fuel economy of 7-litres per 100km (combined).
The Avensis feels more at home humming along the motorway than on twisty B-roads, but it’s no whale on a roller skate on the twisty stuff. Special attention has been paid to the torsional stiffness and roll rigidity on the new Avensis platform and with fair results. There isn’t excessive body roll during cornering and grip is ample even in wet conditions. It’s not an overtly dynamic machine but is predictable and has a precise steering feel on the bends.
The suspension is tuned for comfort with very little in the way of bumps or dips transferred through to the vehicles occupants. The cabin is a fairly quiet serene environment and makes use of good aerodynamics to diminish wind noise. It also feels well shod with 16-inch tyres making tyre roar audible only on rough surfaces.
The Avensis isn’t shy about offering good safety specification for its intended 
family use. ABS brakes with Brake Assist and Electronic Brake-Force Distribution is on hand. As is stability and traction control. Active front headrests and a full nine-airbag package including driver’s knee airbag are ready to go. Front and rear seatbelt reminders will keep the kids honest and ISO fix points are in place for anchoring children’s car seats.
So is the new Toyota Avensis going to break its silence, rise above previous models and become a D-segment hero? The answer is most likely, no. The Avensis doesn’t have the power, dynamic ability and styling flair to match the Mazda6 or Ford Mondeo wagons. However, Avensis is Latin meaning ‘to carry away’ and that’s something it does very well. Passengers are carried in a comfortable spacious cabin, and luggage receives similarly good treatment. The Avensis is a true quiet achiever and it’s easy-going attitude does make for a drivable and practical vehicle. There is also a genuine feeling of durability and quality to it and being a Toyota mechanical reliability can be expected. If you’re a quiet one yourself and want a practical family wagon that flies under the radar with minimal fuss then the Avensis could be for you.
Price: From $47,990 (manual), $49,990 (CVT/automatic)
What we like:
- Good fit and finish
- Safety credentials
- Practical touches
What we don’t like:
- Tame interior design
- Underpowered
- Further handling improvements required
Toyota Avensis Tourer (2009) -Specifications
Engine
Engine Model Code 3ZR-FAE Type In-line, 4 cylinder, 16 valve, DOHC Chain Drive with Valvematic and Dual Variable Valve Timing-intelligent (VVT-i)
Alternator 100 amps
Battery Voltage 12 volts
Bore 80.5 mm
Capacity 1987 cc
Compression 10.0 : 1 Condition
Combined Emission 165 g/km
Test EU Directive 70/220/EEC
Fuel Tank Capacity 60 litres
Fuel Type Premium Recommended Injection
Type Electronic Fuel Injection (EFI)
Location Front, Transverse
Maximum Power 112kW at 6200rpm
Maximum Torque 196Nm at 4000rpm
Starter 1.3 kW Stroke 97.6 mm
Vehicle Fuel Economy Information
Fuel Economy Rating 4.5 out of 6 Litres per 100km
Fuel Cost Per Year 2008 cost per year based on price per litre of $1.85 and an average distance of 14,000 km $1,810
Suspension
Front MacPherson struts with stabiliser bar
Rear Double wishbone with stabiliser bar
Transmission
Continuously Variable Transmission (CVT) Type 7-Step CVT
Drive Type Front Wheel Drive
Reverse Ratio 1.668
Final Ratio 5.182
Shift Type CVT
Words and Photos: Adam Mamo
Gallery
off the line briskly and is relaxed at motorway cruising speeds. While there is no doubt the Triton has a handy motor, it’s also a noisy beast. Utes are never librarian quiet but the Triton’s diesel chest thumping and chattering can unfortunately be heard in the cabin at most speeds.
vehicle, some body roll is definitely evident but it doesn’t wobble round when changing direction. While the Triton is mild-mannered around town it’s not a total gentleman and being gentle on the gas pedal is still required to maintain optimum grip in wet conditions. On the downside the Triton’s steering is excessively long in its ratio meaning parking and U-turns require too many wheel turns. Steering feedback and feel is also a notch on the light side.
extending into the door inserts. The GLS also receives a multi-function screen that can display a compass, barometer and altimeter if required during adventuring. Fit and finish is fairly sound, not all materials feel high quality but there is a general sense of durability to the Triton’s interior. Switchgear is minimal and well laid out, the only real complaint comes with the stereo which is dated in its appearance and has small untextured buttons not suited for thick fingers.
of the Triton’s greatest strengths. The Triton holds a four-star ANCAP safety rating and can boast a level of collision safety comparable to a new passenger vehicle. Dual front airbags are also standard as is ABS with electronic brake force distribution and the passenger airbag can be turned off if a child seat is in use.
cylinders during cruising. In the case of the tested Commodore SS-V when fuel is cut to half the engine it effectively changes it from a 6.0-litre V8 to a 3.0-litre V4. The system only engages on light throttle openings when the vehicle is in third through to sixth gear. It’s completely automatic in its operation and feels seamless when shifting between V8 and V4 modes. The trip computer screen lets the driver know of the change in operating mode.
engine to shift itself back into V8 mode. The AFM tech has an overall feeling of being undeveloped and while it’s a necessary and welcome feature does require further fine-tuning.
The suspension feels sporty and advanced with a multi-link set-up front and back combining with a tight chassis to offer good levels of grip and very little body roll. What’s really admirable is the SS-V’s ability to be focused and direct during spirited driving while remaining comfortable and livable during general daily use.
With fuel frugality becoming vital to the future success of carmakers, AFM is a clear signal of intent from Holden. With further development and testing the AFM system could potentially yield more significant results and possibly keep the large-capacity V8 off the endangered species list.
just as the horn is vital for a Rhino the Cerato is an important new model for the Korean brand.
instrument cluster is well illuminated in red and easy to read but quite dated in its appearance and does let down an otherwise agreeable cabin.
In handling terms the Cerato offers decent grip and changes direction with little fuss. If pushed it displays some controllable under steer but most Cerato owners won’t be so vigorous as to get into real trouble. Ride quality is good with its long-wheelbase and soft springs soaking up most bumps and divets in the tarmac. The cabin remains quiet during cruising with little engine and wind noise entering and tyre roar only becoming intrusive on coarse chip road surfaces.
The new 3 has a lot of tricks but turning invisible isn’t one of them, with exterior styling becoming even bolder. Lead by Mazda’s grinning corporate face the 3 is a mixture of flowing lines and toned panels. A steeply ascending belt line pushes backward into thick C-pillars with a raked windscreen finishing off a unique profile. It’s a very three-dimensional look with deep character lines and protruding light clusters. The SP25 is set apart by a sports body kit 17-inch alloys and fog lights. It’s an edgy look that won’t be popular with all but it’s a modern and smart styling progression.
accused of being boring.
experience with minimal noise entering the car particularly at city speeds, it’s a solid level of refinement that almost matches the more expensive Mk6 Golf.
Now as it enters its sixth generation there’s no argument that the Golf is highly established, as are its diesel offerings, but just how good is it really? Car and SUV spent some time with the Mk6 Golf TDI to find out more.
The boot is a usable size and has handy details like luggage tie-down points and an opening port in the back seat for transporting longer items. It’s very hard to fault the Golf’s interior except to say that more storage options for small items could be offered and some Golf enthusiasts may not appreciate the change to white instrument illumination from blue.
where it can be unsure and jerky. However, as a complete power train package it’s impressive, offering enough usable power to cover distances quickly when required, perfect manners around town and frugal with its diesel usage.
passenger airbag deactivation, ISOFIX mounts for children’s seats and daytime running lights.
direct fuel-injected 3.4-litre six cylinder that now kicks out 253kW – an 18kW increase on the outgoing model. It’s an exciting power plant, the flat-cylinder howl that comes from the exhausts and the noise the engine generates behind the driver’s head is spine tingling. It’s a brawny yet flexible unit, responding with haste even from low revs and pulling with absolute gusto all the way to 7,200rpm where peak power is achieved. The new-generation motor benefits from direct-injection which sharpens engine response, improves carbon emissions and increases fuel economy (9.2l/100km).
put on its handling capabilities. The handling was already near perfect and now it’s even better with a retuned suspension for the second generation. With a wide stance and fat tyres the grip on offer is staggering and throttle or brake can be applied mid-corner with complete confidence. All drivers can adjust safely and quickly to the Cayman’s agile handling, and its limits are higher than many will dare venture. Steering is direct and highly communicative, there is also genuine weight to the steering system, allowing the driver to muscle the Cayman through sharp bends and switchbacks. The Cayman S simply feels built for the open road it has a level of agility and poise that would be hard to match even by more expensive sports cars.
wing raises 80mm. The Cayman’s front end is timeless Porsche design but this elegance doesn’t shift fluidly into the rear aesthetic resulting in a car that’s still handsome and eye-catching but not totally stunning.
aluminum calipers. A ceramic brake package is offered as optional equipment. Six airbags are standard fare including dual front airbags, side window airbags and side thorax bags. Additionally, the Cayman’s packing an advanced stability control system with traction control and brake assistance.
The auto transmission is a hard worker and makes good use of the limited power available, seldom chopping down too soon and not shy about holding a lower gear under throttle. If you require greater gear change control the auto box has a sequential shift option.
Ford has worked hard on the Fiesta’s steering with a progressive electronic assisted system making for easy driving. U-turns and tight manoeuvres can be performed effortlessly and it will tighten during more spirited driving.
back seat folds forward with a 60:40 split for larger items.
Jazz may match the Fiesta for interior spaciousness and arguably exterior styling but not driving dynamics and ride quality. Particularly in 1.6-litre specification the Fiesta offers a true connection between driver and machine, a rarity among new hatchbacks. That said, it never demands excessive input and is a breeze to manage in traffic and on open roads. The interior is clearly a strong suit where everything functions well and the general quality is class leading. Priced from $24,490 the invite is open to all and it’s competitively placed in the compact segment. If you can handle using three pedals the 1.6-litre model is the obvious choice being cheaper and offering better fuel economy and performance. Overall, the Ford Fiesta is so convincing that the question for many potential small car buyers won’t be what type of car to pick but what type of Fiesta to choose. That all depends on how you party.
