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Cliff Chambers19 Feb 2018
ADVICE

Buying a used Toyota Estima (2005-2012)

With seating for up to eight and mountains of included equipment, 'grey import' Toyota Estimas are making waves in the passenger van market

Australian family sizes have been declining for some decades however we love a vehicle which can accommodate our brood and still have space for the neighbourhood kids or to take grandparents on a jaunt. Yes, family 4WDs will sometimes offer seven seats, but passenger vans like the Toyota Estima offer eight, plus the convenience of sliding doors and ducted air-conditioning.

History

In 1983 Toyota changed the world's passenger bus/van world with its first Tarago. The market segment founded by the Volkswagen Kombi had been over-run by sparse adaptations of commercial vans - tin boxes with seats bolted into the back - vehicles like the Mitsubishi Starwagon and Toyota HiAce.

The Tarago heralded passenger car comfort and was the forerunner to the luxury people movers which are now popular in many global markets. In Japan and some other countries it wore 'Estima' badges and a few variants came with levels of standard equipment which would have made them too expensive in Australia.

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Diversity of design was the key to gaining Federal Government Low-Volume Import approval and thus the Estima demonstrated sufficient differences from the standard Tarago to gain access to our market. Some had different engines or All-Wheel Drive, some had the rear seats replaced with a wheelchair ramp.

In a nutshell, the Toyota Estima offered amazing combinations of passenger accommodation and cargo carrying plus considerably more equipment than was available to buyers of the local Tarago version.

For 2006 Toyota modernised the Estima/Tarago design and included even more features. The target was Japan's domestic market where Toyota holds a 30 per cent share. While family buyers were important, more lucrative was the corporate market which consumes vans and passenger buses by the millions.

Initially the only engine available domestically or for export was a 2.4-litre four-cylinder petrol unit. Installed in a vehicle which could weigh 1800kg empty, it struggled when asked to carry a full complement of passengers at highway speeds. The previous Estima had been available in Japan and some other markets with a 2.0-litre turbo-diesel engine, but strangely it was dropped without explanation.

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A year after announcing the XR50 Estima, Toyota reacted to complaints about lack of torque and performance by offering the 3.5-litre 2GR petrol V6. This engine has been seen in many Australian-spec Toyotas and presents no parts or service problems for Estima buyers.

Estima's 'Aeras' version was distinctive due to its deep front bumper/spoiler with embedded fog-lights and wide, low-set air intake. Down each side ran door garnish panels - also colour-keyed - with a roof spoiler and diffuser/bumper at the rear.

Whether any of this had much impact on aerodynamic efficiency is unknown, especially since no Estima could exceed 180km/h due to an electronic limiter.

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Interior trim for basic models was cloth and the seats looked and felt nondescript as well, forcing buyers seeking extra style and comfort to opt for a leather-trimmed version.

Some top-spec Estima Aeras models included not only full leather seat covering but also electric seat adjustment and remote deployment of the rear-most row which pops up from the floor. Other luxury touches included a timber and leather steering wheel rim, slivers of mock timber across the dashboard and power operation of the sliding side doors.

All of this luxury and convenience does come at a price and a Toyota Estima with all the 'fruit' is likely to cost 30 per cent more than the base model, but in terms of value it's actually not a bad deal.

All-wheel drive is optional and actuated via a dashboard button. Once AWD is enabled, a network of sensors do the job of determining how much of the engine's torque is shifted from the front to rear driving wheels.

Most drivers won't even notice the transfer occurring, but if you move from a sealed to unsealed surface while ascending a hill there might be a moment's lag before the rear wheels do their work and the fronts stop spinning.

A 2010 upgrade brought what is regarded as the best Estima of all. These later models, which are arriving in Australian import yards now, come as seven seaters with an aisle between the second row seats, making for easier access to the rearmost row.

<a href="https://motoring.pxcrush.net/motoring/general/editorial/toyota-estima-2007-e.jpg"><img class="alignnone size-csn-inline-image wp-image-236159" src="https://motoring.pxcrush.net/motoring/general/editorial/toyota-estima-2007-e.jpg?height=427&width=640&aspect=fitWithin" alt="" width="640" height="427"></a>

On the road

There's certainly no motorsport ambience as you flop into a flat, cloth-trimmed Estima Aeras front seat. With no storage bin between the seats, early models allow exasperated parents to swing their legs into the gap for rapid relocation in order to dispense justice to misbehaving offspring located aft.

The steering wheel with its multi-function buttons feels good and the driving position is OK. Our only quarrel is with the gear selector which is almost impossible to see as it's behind and to the left of the steering wheel.

Intending buyers test driving an Estima should ensure the multi-function screen is displaying its full suite of information as, by definition, it is the vehicle's nerve centre. Air conditioning controls are simple, the audio system is not.

Parking visibility is excellent, especially in later models with their array of cameras which ensure virtually no part of the vehicle remains invisible.

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The 2.4-litre Toyota engine is reliable if unspectacular and fuel efficient unless pushed. However, if you want to get anywhere quickly - and not be trapped in the slow lane when climbing big hills - search for a 3.5 litre.

With its six-speed transmission, the V6 responds faster and has no trouble even when powering a laden Estima into a headwind. When travelling with a load aboard, or when towing, the V6 will use less fuel at part throttle than the breathless 2.4 will with your foot through the firewall. It will also have a margin left for crash avoidance.

Without testing it's impossible to say if an Estima would match the 2010 Tarago's Five Star ANCAP Safety Rating. However the Japanese version does come with all of the same safety devices and shares its basic design with the version sold via Australian Toyota dealers.

The wheels on early XR50 Estimas are 17 inch alloys running a 215/55 tyre. Later models adopted 225/50R18 rubber which we suspect is going to reduce the understeer which afflicts earlier versions.

Check Points

>> Basic body panels can be replaced with local Tarago parts, however body kit plastics, lighting units, interior trim and especially electrical parts may not be compatible.

>> The four-speed automatic transmission is prone to harshness and shuddering under full acceleration. Be wary of clunks when down-changing and reluctance to up-shift. While test-driving and with the transmission warm, select 'Low', move a few metres then stop, select 'Reverse' and see how long it takes to engage. Avoid a vehicle which takes more than 2-3 seconds. The six-speed can also thump under hard acceleration.

>>Japanese service history can be impossible to obtain and, even if documents are provided, interpret. New imports should be fully serviced before delivery, but still check under the engine oil filler cap for sludge. The smaller engine works especially hard and 10,000km service intervals can be too long where the vehicle does short journeys.

>> Check operation of cameras, proximity sensors and make sure the electrically-activated sliding doors close and lock. Stand beside the car while the doors are being operated, listening for any noise, scraping or shuddering.

>> Constant-velocity joints in the drive-shafts shouldn't be giving a problem in recent imports. However, an Estima which has been here for a few years and is showing more than 100,000km might suffer clicking and clunking sounds when accelerating through a tight turn.

>> The V6 engine uses a timing chain, not a rubber belt, which saves on maintenance. Chains do stretch and tensioners fail, so avoid a car which clatters at start-up. Persistent ticking at idle indicates a problem in the valve train and this can be costly too.

Used Vehicle Grading:
Design & Function: 14/20
Safety: 14/20
Practicality: 15/20
Value for Money: 13/20
Wow Factor: 10/20
Score: 66/100

Also Consider:
Nissan ElgrandKia Carnival; Mazda CX-9

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Written byCliff Chambers
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