Toyota Aurion Reviews

When you are driving one of only six cars of its kind on Australian roads there is a fair chance you are going to get noticed.It starts with the occasional turn of a head, other drivers pulling up alongside at the lights for a double take and people winding down their windows for a closer inspection. It tops out with people taking photos.None of them seemed to be quite sure what the car was.That's how it was with our 10-day test drive of the Toyota TRD Aurion, the first high-spec hot-performance version of the Toyota family sedan.The car sits astride 19-inch alloys that give it a mean and eager stance.So much so that once road grime and brake dust hide their gleam you feel obliged to wash them to restore the appeal. The TRD's uniqueness was heightened days after our test finished when every car (all six of them) was recalled because of engine problems in one.Toyota has restarted sales after testing showed there was a problem with that one car being over-revved.For all Toyota Australia's desires to match Holden and Ford's high-performance vehicle divisions in producing a top-end performance car they have created a stylish, sporty, safe and comfortable sedan.It borders on saloon more than sedan with a feel, particularly the interior, being more Statesman than HSV Clubsport.It comes in two levels of trim. The 3500S for sport is priced at $56,990, below the luxury car tax threshold.It has a special TRD brake package and sports suspension, 19-inch alloy wheels, special bumpers and side skirts, sports seats and alloy pedals among its standard features.I tested the 3500SL, for sports luxury, which is priced at $61,500.It adds a computerised start button and car entry, a full leather interior, parking sensors, dual-zone airconditioning, a six-way front passenger seat to complement the driver's seat plus branded floor mats. Both models share the 241kW Eaton supercharged 3.5-litre V6 engine and both have an automatic six-speed box.Engine power is up some 41kW from the top-spec Aurion; a 20 per cent increase which is noticeable and enjoyable. Acceleration response is impressive, the low-down torque derived through the supercharger gets things moving swiftly.Toyota says it referenced its research into Australian driving habits when designing the car. It makes for interesting reading. It found Australian drivers want to accelerate briskly to the speed limit like Americans. But they also want to brake late into corners and maintain corner speed like European drivers.Toyota quotes 6.1 seconds for rushing from standing to 100km/h. When the pedal is down you certainly notice the effect.As well as having plenty of go, our test model stood out in black (Toyota calls it Ink) setting off its large, shiny metal wheels. Well, until it rained, that is. The black got very dirty and road grime and brake dust discoloured the large wheels.Nothing a wash can't fix but the lesson is learned; black cars need more maintenance.The car also comes in a far-easier-to-keep-clean silver.The interior controls were well laid out and easy to read. Pressing a simple display button shows fuel economy average (which averaged 9.5 litres per 100km on test), how many kilometres were left to empty and the regular trip meter.The mauve (Toyota calls it plum) and black seats are comfortable enough with the driver's seat being fully power-operated.Missing inside though was something that should be mandatory in a $60,000 car; satellite navigation. Portable GPS units and maps are OK, but the price tag demands it should be a fixture rather than an optional extra.Behind the grumbling driver there was plenty of room for the two rear seat passengers.We packed the boot with enough luggage for a weekend away for four and there was plenty of room to do it.Toyota has only given mild badge treatment to differentiate the car from your common garden-variety Aurion. If anything, the badge looks ordinary.Holden and Fords of this ilk boast a V8 rumble but instead the V6 TRD has more of a surging sound.It suggests something good is happening, at a different aural level.One pleasing aspect was being able to control the harping and beeping reverse-parking sound. It seems particularly loud but the annoyance was overcome when I found the switch to turn it off.Rear visibility is quite reasonable so the sensors are not an essential requirement. However, at least they are available for parking in tight or dark spots.One problem with the car came during a weekend trip when a sensor came on indicating there was a drama with the electronic vehicle stability control. While the light was annoying, it did not affect the car's performance.And so the obvious question is: Who will buy this car? Can Toyota create a new niche of buyer for what is undoubtedly a good car that some see as a luxury, sporty six-cylinder Camry costing $60,000?Will Ford and Holden V8 fans be persuaded to move into a high-spec V6 boasting Toyota's noted reliability (despite the initial engine hiccup) or will buyers of hot-performance fours and sixes, such as the VW Golf R32, Subaru WRX STi or even the Mitsubishi Evo, try a Toyota?Or will they gain people who were already planning to buy the top-end spec Aurion or Camry Sportivo?It's a difficult question as the TRD Aurion doesn't sit in either camp.The TRD Aurion isn't a rear-wheel-drive V8, but it does have their solid, luxury saloon feel. It isn't a screaming hot four but it does have good fuel economy and looks good.Toyota's marketing say the buyers will be performance enthusiasts.They are likely to be family men aged between 35 and 50 with average yearly incomes of $105,000, a quarter will earn more than $125,000. The bottom lineToyota earns praise for a performance car that delivers fuel economy with good looks and street cred. If you're in the market for a high-performance car would you purchase the TRD Aurion or would you stick with HSV or FPV?Snapshot Toyota TRD Aurionprice: $56,990 (3500S), $61,500 (3500SL tested)engine: 3.5L/V6 supercharged, 235kW/400Nmtransmission: 6-speed automatic, front-wheel-driveThe rivalsSubaru Liberty STiPrice: $56,990Engine: 2.5L/4-cyl turbo 206kW/392NmTransmission: 6-speed manual0-100km/h: 5.8secs VW Golf R32 V6Price: from $54,990Engine: 3.2L/V6 184kW/320NmTransmission: 6-speed manual or DSG0-100km/h: 6.2secs (m), 6.5secs (DSG) HSV Clubsport R8Price: from $62,890Engine: 6.0L/V8 307kW/550NmTransmission: 6-speed automatic, 6-speed manual0-100km/h: 4.9secs (man), 5.0secs (a) 

The Presara is bigger, faster, better equipped than the base IS, it rides and handles nearly as well and looks as good. Presara sells for $49,990 while the IS starts at $56,990 quickly escalating to about $70,000.The Aurion Presara is a delight to drive, smooth and silent with plenty of performance to get you where you want to go.Built in Australia, Toyota can be proud of this vehicle because it's as good as anything from anywhere else at the same or more money.The 3.5-litre twin cam V6 engine is good for 200kW, slightly more on premium unleaded and drives the front wheels through a six-speed automatic with sequential change mode.Extremely well equipped for the money, even base model Aurion has Stability Control and Traction Control, aircon, cruise control, six airbags and power assisted ancillaries.The top of the range Presara adds plenty more leather, 17-inch alloys with Michelin rubber (and a full-size alloy spare), chrome body hardware, premium audio, keyless start and smart entry, reversing camera, xenon headlights and satnav. All help in making travel time more appealing to the point in Presara where you look forward to car time.It starts as soon as you get near the car and it automatically unlocks. You don't even have to put the key in a slot to fire up the engine, just push the start button.Reverse into the street with help from the folding mirror reversing camera, select your destination on the satnav, crank up the premium audio, slip it into Drive and away you go, luxury sporty motoring courtesy of Toyota Australia.Aurion has been calibrated for Aussie conditions in many areas and the Presara is at the luxury end of the scale, with slightly more supple suspension, a quieter ride, and pampering interior.It eats distances like a limousine and has great fallback performance if you choose to be keen behind the wheel.The interior has a slick, modern look to it and is functional and well laid out. Presara's seats are comfy and the driving position is fully adjustable with electric assistance.Pasengers are also well catered for in the four other seats. It's not quite as big inside as the Falcon or Commodore but has a more practical layout and has a near flat rear floor. The boot is large and easy to load.As the range -opping Aurion, Presara has all the goodies and technology developed for the model. The interior modern and functional, airy and great to look at. Toyota sparingly uses woodgrain, favouring a metal look with textured surfaces.The car looks good from all angles, not outlandish or brutish but poised and elegant in a modern sense. We could certainly find room in the garage for the new Aurion.

Strip off the cardigan, take the bowls hats off the rear parcel shelf and strap yourself in. The Aurion is about to lose the rep-mobile tag and grow a whole new horde of sub-40-year-old fans or so Toyota hopes, with the supercharged TRD Aurion the fastest Toyota ever sold here.There's a chunk of the car-buying public who won't buy anything else except a Toyota - about 13 per cent, according to the company's market research.Without alienating that lot and acknowledging there are plenty who will never buy one, Toyota wants to have a crack at the 40-odd per cent who might, but aren't, laying down dollars for the Toyota badge.The TRD brand, now heavily linked with the company's motorsport activity, is what it hopes will bring some more into the fold.The TRD flagship is the Aurion, packing a supercharged V6 wallop and taut underpinnings for drivers looking for useful ability from A to B and for the long way home.The venture will make money as nothing at Toyota gets a green light now unless it has black numbers with it.But the TRD folks say they're happy to provide a 'halo' car for the mainstream range at 26 (soon to be 41) dealers around Australia. CMI Toyota in Adelaide is your only port of call for the TRD range, which will include the TRD Hilux in November.The SX6-based 3500S will come in well under $60,000 and the ZR6-based SL should be sub-$65,000.Without the aid of AWD, it was deemed too expensive and a difficult engineering task, the 20kg-heavier TRD version of the Aurion sprints to 100km/h in 6.1 seconds, with a 14.2 second claim for a 400m dash. Toyota says that's faster than both the Subaru Liberty GT and Mazda6 MPS.Toyota says it hasn't tried to make a HSV beater with the new TRD Aurion. Rather, it wanted a more sophisticated vehicle. It has, to a large extent, succeeded the TRD looks purposeful without screaming for attention.Our first drive came as the Australian Rally Championship prepared to hit the forests of Mt Crawford earlier this month.We were privvy to a pre-launch drive of the more powerful Aurion and chose to wind our way up through the Adelaide Hills, taking a scenic route to the service park.The suspension is much firmer, tauter and more direct, with a reduction in ride comfort that is still liveable. Body control is good, with little roll during fast cornering the wide, grippy, 35-profile rubber only scrubbing and running wide under duress.The 241kW and 400Nm from the supercharged V6 can easily break traction and wake the stability control system up, but torque steer is not something of great concern on dry surfaces. There's tugging at the wheel but it's less than expected given the outputs.There's none of the lane-change torque steer that was found in some older front-wheel-drive performance machinery, which had less power and torque than the Aurion.The stability control is not yet switchable but seems to do a reasonable job without being overly intrusive.The TRD boffins say the upgraded suspension has given the car more ability and it is less likely to resort to electronic interference to keep things tidy.The cabin gets sporty-looking leather/alcantara pews (full leather in the up-spec SL) and a re-trimmed sports steering wheel.There's a bit of feel in the helm and the overall impression is one of thorough engineering and solid build quality, not a surprise given the brand.It's quiet, too, with the supercharger making low-key noises despite propelling the large sedan in a deceptively quick manner.The TRD Aurion's exhaust system is designed by Tenneco in South Australia, which makes some of the right noises with droning at speed.The claimed ADR figure is 10.9l/100km and by the end of the day's run through the Hills and back down the highway from Gawler, the trip computer had risen to the mid-teens but on the base-model at the end of the day was showing 11l/100km.The TRD Aurion looks a little angry, no mean feat given the donor car's conservative exterior and can certainly supply pace and even poise on a favourite back road, but at a decent price hike over the standard car.It's a shame Mitsubishi has knocked the hot Ralliart version of the 380 on the head because it would have been an interesting duel.

After the embarrassing history of its Avalon, Toyota's previous attempt at being taken seriously by family-car buyers in Australia, the Toyota Aurion is finally making a name for itself.

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.