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Mike McCarthy1 Oct 2005
REVIEW

Toyota Yaris (2005-)

Yaris has very few echoes of the past in much improved, more mature, more refined design

What we liked
>> Solid body feel, spritely handling
>> Roomy people-packaging
>> Full-size spare wheel

Not so much
>> Inevitably, more safety means more weight
>> Inevitably, more features mean more weight
>> Improved automatic persists with four speeds

OVERVIEW
If you've just bought a Toyota Echo, here's hoping it came at a discount hefty enough to reflect the fact that it's been superseded by a much better car whose list price isn't much higher than the old mark.

Although you needn't scratch very deep to find some obvious threads between the past and present models, in engines and transmissions for example, the Yaris differs from Echo in design and execution as much as in name.

About that name, incidentally. The car known here as Echo traded under several aliases for other markets, such as the Vitz or Vitz Verso in Japan, for example. But always as Yaris in Europe, and the new model now carries that name almost everywhere around the world.

So, what does Yaris mean? In a word, nothing. Yaris isn't a melding of any two other names. It's simply a generated label with almost universal appeal because it rolls easily from the tongue and, to most ears, sounds sort of European.

The Euro connotation has serious significance. The previous model was Toyota's first European car; designed by Greek-born Sotiris Kovos at the company's Brussels styling centre, produced in France. Indeed, France tops Japan for Yaris production by six to four.

Over the past five years, Yaris has convincingly displaced Corolla as Europe's best selling Toyota. Having reached 200,000 units in 2003 and again in '04, Yaris' European sales are headed towards 240,000 this year and seem certain to continue climbing.

For perspective on the scale of Yaris production, consider that the number of host countries will next year increase from 139 to 156. Among those getting Yaris for the first time are the US, South America and Africa. Their inclusion lends credence to Toyota's projection that this year's 350,000 global tally will reach 500,000 in 2006 and explode to almost 800,000 the following year. In other words, Yaris may be a small car, but it's a huge and booming entity.

That's why the new model treads on safe ground by taking the evolutionary trail. It builds on Echo's proven base by adding more style and size to the shape, more engineering depth to the design, and appreciably more poise to the driving.

FEATURES
Opening at $14,990, Yaris spreads its campaign over three levels as 3-door and 5-door hatchbacks - base 1.3-litre YR, then 1.5-litre mid-range YRS and top-spec YRS. A 4-door sedan arrives in first-quarter '06, but no hints as yet about its pricing, specification and (different) styling.

Among the 3-door versions, the YRS costs $1800 more than the sub-$15K base YR, while the YRX adds a further $1500. At all levels, preference for five doors ups the ante by $1200, and automatic transmission costs $1500. Thus the range peaks with YRX auto at a fairly lofty $20,990. Beyond that, there's an optional $750 Enhanced Safety Package with front-side, full-length curtain and driver's knee airbags, and metallic paint for $215.

Although these aren't the cheapest of small cars, they vie for the most fully featured. Can't overlook or under-rate the worth of Toyota build quality of course, but Yaris has sound engineering and material attractions as well. All levels include air conditioning, power steering, anti-lock brakes, MP3-capable four-speaker audio system, CD player, remote central locking, power mirrors, power windows and driver's seat height adjustability. And, cop this Viva, 22 to 25 storage places.

Besides adding steering reach adjustment to the standard tilt adjustment, YRS and YRX have leather-bound sports wheel with audio-adjust buttons and larger (185/60R15 v 175/65R14) tyres. An in-dash 6-stack CD unit, front fog lights, seatback map pockets and alloy wheels help put YRX atop the Yaris tree.

COMFORT
The new body confirms Yaris as Toyota's Tardis, wherein occupants enjoy much more roominess than suggested by the relatively compact exterior. Of course friendships might suffer (or not) for five adults over any real distance, but four solid, lanky blokes sit pretty without front:rear negotiations or compromising comfort.

With supportively wrap-around backrests and man-sized cushions, the shapely front buckets make you very comfortable and securely ensconced, which couldn't be said for Echo's bar stools.

Rear passengers won't harbour a grudge either because the 60:40 split bench affords generous kneeroom, good cushion under-thigh support, and rake-adjustable backrest. That's not its only party trick however. Besides folding flat if needs be, either or both sides of the rear bench can be slid forward to enlarge the, err, volume-challenged boot's capacity from 272 litres to 363 litres. Even at minimum, the boot accepts the industry standard full-size golf bag. Beneath the lift-up floor cover resides a full-size steel spare wheel and more oddments' space.

SAFETY
Speaking of safety, Yaris has a reassuring ring of confidence.

Although not yet NCAP tested for crash-worthiness and pedestrian safety, Yaris is said (by Toyota) to perform particularly well, even in relation to larger vehicles. On the pedestrian front, the bonnet is 50mm higher than before and hard points within the engine bay have been lowered or moved to reduce impact severity. Toyota's in-house tests indicate the measures are very effective.

Apart from a body-chassis structure which forms an immensely strong and progressively deformable containment cage, Yaris is the first car in this class, or anywhere near it, offering a driver's knee airbag. Indeed it is the first Toyota of any size to provide the still-rare feature pioneered by Lexus. Admittedly the knee bag is part of an options package, but its availability and the seven-bag total are new benchmarks, especially among small cars.

Besides anti-lock brakes (with electronic brakeforce distribution and brake assistance systems) and dual front airbags (with de-selection switch for front cushion occupancy warning), every Yaris has three height-adjustable rear headrests, five lap-sash belts, and load-limiting front belts with pre-tensioners.

MECHANICAL
Familiar from the previous Echo, Yaris' engines share 75.0mm bore with stroke of either 73.5mm or 84.7mm for 1.3- or 1.5-litre capacity. Maximum power outputs are unchanged at 63 and 80kW respectively, but detail revisions to management software and new electronic throttle (to meet latest exhaust emissions regulations) contribute to the 1.3's maximum torque having lost one Nm, and the 1.5's being shaved by four Nm.

As before, both engines have Toyota's VVT-i constantly variable inlet valve timing and are noted for thrifty fuel economy, officially achieving even better results than the Echo despite weighing up to 100kg more than before.

Yaris has the 5-speed manual and 4-speed automatic transmissions from Echo, with crisper gearshifting for one and further refined electronic management of the other.

While the internal ratios are unchanged, so to speak, the diff ratios have been lowered slightly in response to the cars' extra weight.

The body-chassis structure is all new: bigger, stiffer and quieter than Echo's. Wheelbase has stretched 90mm to 2460mm and overall length 110mm to 3750mm. Width's broadened by 35mm to 1695mm, and the 1530mm height is taller by 20mm. A new sub-frame carries the drivetrain, and the whole forward structure crumples more progressively for improved impact absorption and easier repairability.

Suspension is again by simple front struts and torsion beam rear axle, with many detail changes for improved ride and handling. Newly adopted electrically-assisted power steering brings improved steering response, usefully tighter turning circle (9.4m v 9.8m), and no power absorption when assistance isn't applied.

Completing the mechanical picture, the front ventilated disc and rear drum brakes are modestly larger than before.

COMPETITORS
Locally, Yaris aims to make over 20,000 sales next year and so retain the small-car leadership it's owned since 2003. It won't be easy, for rivalry in that segment is fierce enough to make strong men quake in their (white) shoes.

Despite slim profit margins, the stakes are high because there's promise of further rewards from the 75 percent of Echo/Yaris buyers who become loyalists and subsequently move up to larger Toyotas.

Yaris will of course get no peace from Echo's two traditional rivals, the newly born-again 1.4-litre Holden Barina which shapes up as a heavy hitter with cut-throat pricing, and the recently refreshed, keenly priced Hyundai Getz now with 1.4- and 1.6-litre engines.

Yaris YRS and YRX also cross the price-lines of Suzuki Swift, Holden Viva, Honda Jazz, Mazda 2, Mitsubishi Colt and several small Europeans.

ON THE ROAD
Can't speak for the yet-undriven 1.3-litre YR and the automatics, but must say the manual YRS and YRX make solid first impressions. They feel poised and self-assured in ways the Echo never quite achieved.

Thanks to the seat's shapeliness and ample adjustments, you immediately feel at home, and a comfortably commanding driving position is only a brief twiddle away.

The centrally mounted instrument pod is a reminder of Echo's, only with the graphically legible digital displays upgraded for even easier comprehension. The nicely tactile minor controls are well placed, and the vertical HVAC trio appears novel; unless you're familiar with Proton's Gen-2, that is.

After Echo's multi-hued pastel interiors, the décor in Yaris has comparatively conservative grey tones with silvery highlights, and appears quite Euro-classy to most eyes.

Clutch engagement is light yet positive, and no former trace of gearshift clonkiness remains in a lever that slips smoothly from slot to slot with semaphoric precision. The engine combines peppy performance with elastic tractability when pulling from relatively low speeds, and is scarcely blighted by momentary reluctance to lose revs when the throttle's released.

If the steering system on the other side of the comely wheel lacks discernible feel for the road, it at very least delivers consistent mid-range weighting, obediently prompt response to driver's inputs and quarter-horse agility in tight-spot manoeuvres.

The European connection is clearly evident in Yaris' astute chassis dynamics. For such a tall-boy design, Yaris feels very securely planted on the road. It grips keenly and handles enjoyably on winding roads that you wouldn't seek out in an Echo. The re-modelled suspension has a disciplined firmness that keeps Yaris sitting fairly flat through corners, yet it also shows enough pliancy to soak up ugly bumps without jarring crash-through. The ride quality dulls as Yaris bobbles reactively over some of the most rippled and saw-toothed roads Sydney can throw at it, but even then there's no suggestion of its body control losing patience or turning soggy.

So, with its intriguing European accent, attractive presentation, many appealing features and jolly good driving too, Yaris is in with a real shot at being king of the kids.

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Written byMike McCarthy
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