2006 Toyota Aurion Reviews

Ewan Kennedy road tests and reviews the 1999, 2002, 2006, 2007, 2010, 2012 and 2015 Toyota Camry & Aurion as a used buy.

Ewan Kennedy road tests and reviews the used 1999-2014 Toyota Camry and Aurion.

The Toyota’s Camry and Aurion are built in Melbourne and have many changes from the original Japanese design to suit them to our local driving conditions and Australian drivers’ tastes.

TOYOTA threatened to enter the big-six market for many years before it took the plunge with the Aurion.  There was the Lexcen-badged Commodore and when that failed they launched the bland Avalon, and when that did nothing to excite the masses they launched the Aurion.The Aurion presented something a little different in the segment that had been dominated by Holden and Ford for many years and enough buyers signed up for Toyota to claim it as a success.MODEL WATCHTHE pitch for the Aurion was good; it had class-leading power and economy, and better value for money.  The Aurion shared its mechanical package with the Camry, but Toyota's engineers worked hard to differentiate it from its sibling.It was given a more aggressive look, while the cabin got new seats, a revised dash and dials, and a large centre console.  The 3.5-litre V6 boasted 204kW at 6200 revs and 336Nm at 4700 revs, which was more than the Falcon or Commodore could muster at the time. There was a six-speed auto transmission with touch-change manual shifting and intelligent auto operation.The final drive was through the front wheels, something Aussies had spurned in their big cars in the past, but Toyota was confident those fears had long since faded.  There were five models in total, split into two groups. On one side were the sporty models, including the Sportivo, while on the other were the luxury variants, including the Presara.ON THE ROADWITH 200kW-plus on tap there was no shortage of zip with the Aurion. It jumped out of the blocks and delivered through the rev range. The comfortable ride was matched by supportive seats and responsive handling. There was a lot to like about the Aurion.IN THE SHOPOVERALL the Aurion lives up to Toyota's reputation for quality and reliability, it is a generally sound car that gives little trouble. There have been some reports of piston slap and complaints of the intermediate steering shaft coming loose have been heard.IN A CRUNCHTHE Aurion had a comprehensive active and passive safety package. It had anti-skid braking, electronic brakeforce distribution, traction and stability control. On the passive side it had front airbags for the driver and passenger, as well as side and head airbags.ANCAP rated the Aurion four stars.AT THE PUMPTOYOTA claimed an impressive 9.9 litres/100km for its new big car, which is being borne out in service. Owners report 8.5-9.9 litres/100km around town. To get the best out of it the Aurion should be run on 95-octane premium unleaded.THE BOTTOM LINEGOOD all-round family car with good performance and economy, comprehensive safety package, and Toyota build quality.80/100LOOK FORBig-car roominessClass-leading performanceGood fuel economyGenerally reliableFor ANCAP vehicle safetyratings, visit howsafeisyourcar.com.au

Brett and Leyton were men of few words, but they were impressed. After several minutes of silent contemplation, Brett said Toyota's stab at the large-sedan heartland of Australian car-making looked good all over, but it was Leyton who uttered the sentence to make blood run cold at Holden headquarters: "I'd rather have it than a Commodore."Brett and Leyton approved of the Aurion Sportivo, from its bluff grille and bumper to its boot spoiler and twin exhausts. They weren't surprised to hear its lines had been penned by the same designer — Nick Hogios — who helped draw Ford's BA Falcon. "It's got a Falcon look," said Leyton. Mention of its 200kW V6 and six-speed automatic drew silent nods of appreciation.And they wanted to know how it drove."Imagine a Camry with real grunt," I said.The Aurion is both a replacement for the old-model Camry V6 and Toyota's second attempt at a locally made big six-cylinder car, after the failure of the recycled US-model Avalon. But it is like neither car. It shares many panels and parts with the Camry, chiefly the centre section, which is identical. Like the Camry it is front-wheel drive — indeed, Holden and Ford executives pointedly refer to it as a Camry V6. But unique front and rear styling gives the Aurion its own identity.You could be cynical enough to describe it as a smoke and mirrors trick, but it clearly works. People noticed the black Aurion on test. By contrast, a new Camry driven earlier in the year — before its official release — had been as anonymous as a bureaucrat.Inside the Aurion is essentially a Camry but better in several ways. There's a three-dimensional back-lit instrument display that makes the Camry's instrumentation look cheap and amateurish. The odd pale-blue treatment of the stereo is shared but the Aurion's cabin finish is better than the early-build Camrys we drove at launch. All trim lined up and the dash didn't squeak. Grippy supportive seats and a reach adjustable steering wheel — still unusual in a Toyota — add to the Sportivo's sports sedan credibility.A foot-operated parking brake is the only trait shared with the unlamented Avalon. Toyota insiders say it's there instead of the Camry's handbrake to create the impression of a bigger cabin, but it seems at odds with the macho character of the Sportivo models. A proper handbrake would be better.The park-brake tactic works because Aurion has the feel of a big car, even though its measurements don't back up that impression. It's marginally smaller than the Avalon in all interior dimensions except front shoulder room, and distinctly smaller inside than the previous model Camry, which was cavernous (if breathtakingly plain).Compared with the VE Commodore the Aurion has similar headroom but about 4cm less total legroom. The difference is most noticeable in the rear seats where legroom, while not cramped, is not expansive either.Those differences are marginal but the Aurion's biggest space failing is the tiny load-through port between the boot and the rear seats. Not much larger than a paperback in width and depth, it is strictly for fishing rods and skis and makes the car a less practical load carrier than some small cars. The boot itself is a useful and well-finished 504 litres.The big-banger feel comes from the bluff styling and a powerful engine. The Aurion uses a 3.5-litre V6 first seen here under the bonnet of a Lexus RX350.It generates a traditional-sounding V6 burble at low speeds and bestows a subliminal big Aussie six feel its predecessor the Avalon never had. Along with the lazy sound comes traditional low-rev torque but the ex-Lexus engine only gets stronger at higher revs. There's a distinct surge at about 3500rpm that merges into an unexpectedly strong top-end, by which time the soundtrack has changed to a hard techno note.And here's the killer punch: on test the V6 used 9.4 litres per 100km, despite revealing its full acceleration potential on several occasions. That's slightly less than a four-cylinder Camry used over the same route.Steady-state freeway driving can produce figures of about 8.0l/100km, according to the trip computer.The six-speed auto has an extra speed than the Camry and a tiptronic slot for manual shifting. Unlike the tiptronic systems of Falcon and Commodore it's a push-shift for the higher gears. In driver-shift mode the transmission becomes unambiguously manual and will rev to the limiter rather than change gear, as it should.There's just one curious characteristic. When manual shifting is selected it always defaults to fourth gear, no matter whether you're doing 10km/h or 100km/h. Left to its own devices the transmission shifts smoothly and always has the engine in the right gear. There's no sport mode button, but adaptive software soon learns when you're in the mood for that sort of driving.The steering is not the most tactile but it's well-weighted and direct at straight ahead. There's minimal torque steer and no kickback or rack rattle when cornering hard over bumpy roads.Ride and handling levels are up to the very high standard set by all Australian-made cars these days. The Aurion tracks true and unruffled over rough roads with a similar authority to the VE Commodore. Like Holden's finest, it makes rough road driving seem easy and comfortable.The Aurion is capable enough to make the front-drive versus rear-drive question irrelevant in all but the hardest driving. But there might just be less ultimate grip than on a Commodore SV6 or Falcon SV6. The Sportivo models ride on smaller 215/55 17-inch tyres than sporting Holdens and Fords. While we didn't push the tyres to their limit, they did squeal more over the same corners than recently driven Commodores and Falcons.Electronic stability control is standard, and while non-switchable it's a reasonably subtle system — earlier Toyota efforts rang bells, flashed lights and all but read the Riot Act when detecting enthusiastic cornering. Most often you feel it reining in torque steer.Noise and refinement levels are very good, possibly the best, on first impression, among any Australian-made car. That's saying something in an area where all local makers have markedly lifted their game in recent years.But Toyota is still above the local average on attention to detail. The little clips that hold the rear seat belts and the inclusion of three childseat hooks (rather then the Commodore's one) are examples, although the old-fashioned space-intruding boot hinges are a letdown.By Toyota standards the Aurion has character. The French-styled Yaris adopted the characteristics of its target national market. And like the Yaris — and unlike the Avalon — it is much the better for doing so. The flaws and omissions of the Camry, so puzzling in a new car, are now put into pespective. Despite the strengths it shares with the Aurion, the Camry by comparison is a car for paupers, fleets and dullards.The Aurion comes very close to capturing the essence of an Aussie car in a way the Avalon could never do. You could even argue that it's not really a big car at all, but a well-sorted Australian-feeling car.Final word should go to Brett and Leyton.By their own admissions they are not regular visitors to the new car market. But a tidy three-year-old at auction is very much on their radar. When that day comes they say there's every chance they'll once again be standing beside an Aurion and nodding — to the auctioneer.

Toyota is nothing if not determined. On more occasions than it cares to remember, Toyota has been told by large-family-six buyers just where it could park its various offerings in the key Australian segment.With Aurion finally in showrooms, not even the prospect of competing against a pair of Aussie icons in a segment that has contracted about 20 per cent in the past two years, can dull the Australian market leader's enthusiasm."I have waited 20 years for this dream to come true," Toyota chairman emeritus John Conomos enthuses. "We now have a legitimate entry into this market."Conomos, who helped introduce the ill-conceived Avalon in 2000 — "Of course we would have liked to have sold more of them but we learned from the experience" — is adamant that to remain a manufacturing force in Australia, Toyota has to compete head-to-head with Commodore and Falcon."Yes, the segment is losing market share — has been for some time and most likely will continue to — but it is still a very significant segment and moreso to a manufacturer," Conomos says. "If you are going to be a serious manufacturer in Australia, you have to be competing in the large-family-six market. If you don't you are dead."The Aurion, derived from the 3.5-litre Camry V6 sold in most international markets, will take on Holden's billion-dollar VE Commodore, Ford's refreshed BFII Falcon and the Mitsubishi 380.The Aurion base AT-X starts at $34,990, $500 dearer than Commodore's entry Omega, but comes standard with a six-speed automatic, airconditioning and side curtain airbags — all of which are optional on the Omega.It is $110 dearer than the base model Falcon but again enjoys a specification-level advantage. Mitsubishi's 380 is the cheapest priced family sedan starting at $27,990.The mid-range Prodigy is $35,900 and the luxury Presara is $49,990. The Sportivo SX6 starts at $38,500 while the ZR6 is $42,500.Toyota Australia's senior executive director for sales and marketing, David Buttner, says Toyota has no illusion of sweeping Holden and Ford aside on their traditional home ground."Our aim is not to smash Falcon and Commodore ... our aim is to be competitive in a very competitive segment," Buttner says."Aurion will stimulate the large-car sector because it will attract new buyers ... (Aurion) provides compelling reasons for existing large-six customers to stay in the segment and for former large-six customers to return."Product planning manager Doug Soden says the notion that large family sedan buyers will only consider Falcons or Commodores is a myth perpetuated by the lack of a viable alternative."We have researched the segment to death, and while about 20 per cent of potential buyers would not even consider anything but a Holden or a Falcon, that leaves a very large number of buyers who don't care about rear-wheel drive versus front-wheel drive ... they just want the best car for them," Soden says.Toyota has opted for a high-specification strategy with Aurion with its six-speed gearbox, six airbags, non-switchable stability control, traction control, ABS, brake assist and EBD standard across the full range.Airconditioning, powered driver's seat, reach and rake steering adjustment, multi-function steering wheel, cruise control, full power windows and mirrors, remote central locking, MP3/WMA CD audio capability and a lockable centre access hatch from the rear seat to the boot are also standard across the full range.The Prodigy gains dual-zone auto airconditioning, premium Optitron instruments, 16-inch alloy wheels in place of the AT-X's steel rims, front foglamps, leather interior, six-CD in-dash multi-changer, multi-function trip computer and rear reversing sensors.On the sports line, the Sportivo SX6 gets a sports suspension and 17-inch alloys shod with Michelin rubber, sports headlamps, sports grille treatment, rear spoiler and aero kit, sports front seats and a three-spoke leather wheel.Stepping up to the ZR6 adds full leather trim, two front and four rear sensors, smart entry and keyless start and metallic/mica paint.At the top-of-the-range the Presara comes fully-kitted with the 17-inch alloys and Michelin tyres, spare alloy wheel, Bluetooth controls on the steering wheel, electro chromatic interior rear-view mirror, rain-sensing wipers, reversing camera, satellite navigation, auto-levelling HID headlamps with washers and adaptive lights.On the road, the Aurion makes a surprisingly compelling case to support all but the most fanciful of Toyota's claims for the car.First and foremost the Sportivo models are not performance derivatives in the way Holden's SV6 or Ford's XR6 are.A body kit of wing, skirts, air dam and grille treatment does not an excitement machine make. The engine output and character is exactly the same as the base car — even the exhaust note is identical, something those at Toyota admit they would like to have changed.The difference is a tighter suspension which, even with the same profile rubber and 17-inch rim as the Prodigy and Presara comfort-line cars, does provide a firmer feel to the drive without being uncomfortable.Anyone wanting to give those pesky Ford and Holden performance boys a tickle-up is going to have to wait for the TRD-tweaked and supercharged Aurion early next year.As a style exercise, the Aurion is another giant step forward for Toyota. It has impressive stance and presence, looks well proportioned from most angles, while on the move it draws the eye and the odd complimentary nod.The decision to go with a standard six-speed automatic and stability control gives the Aurion an immediate advantage over its two main rivals which have either one or the other as a full model-range, standard-fit.Interior styling is little more than a variation on a theme from the four-cylinder Camry. The look and the feel of the interior is similar, though that is not by any means a bad thing.Rear seat space is particularly generous with designers avoiding the popular "stadium seating" theme in favour of a lower-set rear seat giving a more stable ride for passengers.Dynamically, the Aurion is a great example of what a smooth engine with linear power delivery, coupled to a competent and not overly-aggressive stability control program, can do for a large front-wheel-drive car.Chassis balance is good and steering feel is nicely weighted with impressive feedback. There is moderate kickback over broken surfaces when loaded-up, but torque steer is virtually eliminated. The six-speed Aisin gearbox — a late inclusion in the build plans — is well sorted with adequate launch feel but a strong mid-range where third to fifth happily swap to keep the 365Nm of torque fully utilised.Fuel economy from the 200kW dual VVT-i 3.5-litre V6 is a claimed 9.9 litres per 100km, better than Commodore (10.9), Falcon (10.2) or Mitsubishi 380 (10.8)

Witness the endless reminders conveyed via its chief media acolyte that this model would be along just as soon as the Holden hyperbole had begun to subside.In any (non-) event, there is the nagging knowledge that the brouhaha attached to what is, after all, a Toyota, is out of any proportion to its relevance.Even the most bent booster of big Aussie sixes could hardly have failed to notice that the generality is moving away from this segment as fast as their new four cylinder compacts or soft road SUV will take them.Yet now as confirmed sightings of Thylacines exceed those of privately purchased Commodores cometh Aurion. This is the ancient Greek for "tomorrow", or so ’tis said.Really? How would Aristotle et al have said: "So five minutes ago"?So wake us in time for the next Corolla launch. And give us a triple espresso when you do. Cheers.It says much for the Aurion that, having finally driven a couple, it can penetrate the most studied air of indifference.Visually Aurion has a many ideas worthy of mention – not least its imposing, intent stance and big, wide eyes.But to we who are not conversant with the arcane language of design, it’s mainly a case staying within the received idea of what a big Aussie six is supposed to look like.Nice colours, though.Ennui away, Aurion is a highly accomplished package, with five generously specified variants all offering value and grim competence in a family car kind of way.The range starts at $34,990 with the AT-X, a standard model that in terms of sheer gear gives the Commodore Omega further grief in its bid for company fleet coin.The so-called "Level Two" range commences with the Prodigy ($39,500); two Sportivo models – the top trim ZR6 and lesser SX6 ($42,500/$38,500) – then the all sat-nav, quasi-woodgrain and moon roof boasting Presara ($49,990). The value for money equation is unquestionable.Drivetrains are identical – all have 3.5-litre dual VVTi V6s which drive the front wheels via six-speed autos with a usefully quick to react manual function.For the greater part and in typical Toyota fashion, the driving experiences are also almost identical, at least so far as could be gleaned from limited exposure to the Prodigy and the Sportivo SX6 (any resemblance to Falcon nomenclature is purely intentional) over the drive route through the Coffs Harbour hinterland.Apart from their tackily tacked on go-fast exterior bits, the Sportivo models are distinguished when behind the wheel by a slightly more dynamic and assured ride (and slightly more road noise) courtesy of tauter springs and lower profile rubber around 17 inch alloys.Within, all variants are noticeably a notch above class competitive, the Presara virtually a Lexus.All have the same fussily difficult to accurately read speedo, enumerated in 20-40-60 etc km/h increments and the same sort of fleecy windcheater material around the roof.The leather trim is top drawer, though the front pews it covers are too short in the seat to fully support the thigh.Nor can they be lowered sufficiently for a six footer to always avoid the low ceiling in the moon-roof model.The sat-nav that is one of the less baffling on offer, a touch screen arrangement that almost qualifies as intuitive.Top whack Aurions get smart start/entry device that removes the need to stick in a key.All get six airbags, ABS brakes with Vehicle Stability Control and traction control.If leg room is more than adequate, luggage space is exceptional, with more than 500 litres on offer and a full-size spare beneath the floor.But it’s what lies beneath the bonnet that’s of most interest. Indeed, it’s why there’s a creature called Aurion, as opposed to, say, a Camry V6.Great claims have been made for the dual VVTi V6, equally for its power (at 200kW, it’s the most powerful locally manufactured V6) and economy (a claimed 9.9 litres per 100km combined usage). vPower increases to 204kW if premium unleaded is used – 91 RON will do for the main part.And that’s nice, except that in peaky Japanese fashion, the engine is fairly disinterested beneath 3000rpm, after which it responds with a gratifying growl and ample grunt, the full 336Nm arriving at 4700rpm.So using the thing to anything like its optimum ensures that the much-vaunted economy claims for this 1590kg sedan will be left on the test track.On the road, Aurion will do all that’s reasonably asked of it every day for your period of ownership and do it with a degree of aplomb that threatens driver gratification; especially in the Sportivo.That it’s a (electronically enhanced) front-wheel-drive is, for the greater part, neither here nor there.Yes, understeer is the default position, but during our exposure, it handled the wet and potentially treacherous conditions with a straight-line stability that was hardly diminished when the tarmac went twisty.The steering wheel is decently weighted – quite more so than the feel-free thing I’d feared – and the boast that torque steer has been all but eliminated is not empty.Aurion is a car to ask searching questions of its big in size but diminishing in sales rivals.It’s simply of a matter of whether the market feels that these questions are worth answering.Paul Pottinger is a senior roadtester on the CARSguide team, and also editor of the Sunday Telegraph CARSguide. A version of this review, as well as other news, reviews and analysis will appear in the Sunday Telegraph.