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The Auris is a fairly decent looking car, a bit like a big Yaris, sitting on a long wheelbase and a few inches taller than the average C hatchback segment. It’s a little more interesting from the inside, with a steering wheel device to support the housing gearlever higher than most of us are accustomed, a center console and a flat rear floor which makes five seats, which is really comfortable for five. Unfortunately, the “Optitron” digital dashboard is equipped with instruments analogue circular instead of the excellent central digital display of the Yaris that you do not have to focus again.

The range includes a 1.4 petrol engine, a new petrol 1.6, and 1.4, 2.0 litre and 2.2 litre diesel. 5-speed manual transmissions with petrol engines and diesel 1.4, “multimode ‘clutch automatic 5-speed on the 1.6 petrol and diesel 1.4, and 6-speed manual and 2.0 for 2.2 litre diesel. All engines are chain-cam. And all levels of toppings include standard air conditioning.

Toyota Auris prices start at £11995 for the 1.4 petrol 3-door T2. But at a reasonable level £12995 for a special “TR” 1.6 5-door model to the private market with a higher spec that the T3 model, which lists more than 1000 pounds. A multimode the TR is £13545, but the 2.0-litre diesel engines are a 126PS bond prices £14595 for the 5-door. T3 is a level of the base, apparently destined for fleets and likely to be updated to fleet buyers, and therefore of no interest to private buyers who get more for less with TR. T-Spirit is the high level of finish and a model T180 with wishbone rather than twist-beam rear suspension and punchy 177PS D-CAT diesel engine.

With a limited number of cars available on the international launch I could try the 2.0 litre and diesel 1.6 multimode, both high-level T-Spirit trim.

The 2.0-litre D-4D 130 T Spirit comes to £16495, plus £1500 for the excellent Toyota satnav system. First impressions are quite high you sit. I allowed the seat to descend to the lowest position, but always felt, when I was higher than I would be in a home or Golf. Next impression is the comfort of the driving position. For me, everything was in place, including the right to set up, relatively long throw gearlever. The T Spirit is keyless, so push-button start, but the chain of 2.0 came diesel is noisy, unexpectedly.

His 127PS does not feel anything like the 130PS of the former Golf TDI PD 130, so definitely has not been evaluated conservative. But with an official of the combined 52.3mpg, a C-band diesel VED CO2 emissions of 151g/km and the group of 6 or 7 insurance rates, it makes for that operating costs. MPH by 1000rpm was 34, so it’s decently long legs. The noise of the tire and the road are low, but there was a little wind noise.

Off highway, Toyota Auris electric power steering gives enough “feel” to promote confidence, even though it was slightly felt false, handling is much better than the last generation Corolla and competent with the road under apparent when deliberately provoked . It is a beautiful car and a better car than the Golf Mk V 1.9 105, with a lot better than a ride quality 2.0GT Golf TDI 140. Not quite at the level of competence of a home, a C4 or a 307, but easily the equal of a Civic.

The next day, we tried the 1.6 T-Spirit multimode, £15445 and £ 1500 for the satnav. Since this is the only two available pedal car I thought I would do better to check for the benefit of drivers graduating from the old Corolla 4-speed auto-torque converter.

The 124PS 1.6 VVT-I is a brand new engine revving much more easily than the old Corolla 1.6. But it must be because only about 21 mph by 1000rpm in the 5th it is not very focused.

Leaving care D. ” The case managed the difficult transition from 1 to 2 without shaking in the city of light throttle conditions. But the monitor correctly on backroads I needed to switch to manual and use the steering wheel paddles. On the windy off-road test of the highway, braking left foot in the tower, he has done an excellent job. With a lighter at the front of the 1.6 petrol engine very well. Not overtly sporty but neat, tidy and safe enough to give a strong driver fun. Much better than the nose is heavier diesel. However, left to its own electronics, the multi-hairpinned twisty road, the box was desperate. Well, not the type of test to the average autopilot would be ‘. But breeders should be aware this is not an automatic torque converter. Like the Honda Civic I-shift, unless you are just pootling round town, it must be conducted with the paddleshifts rather than left in “D” to go forward.

I would say much better than the Corolla car it replaces. Decent quality, with the chain of all-cam engines. Suspected to be totally reliable. CAP predicts residual values after 3 years on an equal footing with the Civic and future of Golf. It’s likable. He climbs well. It’s comfortable.

I would go for that purpose on a Golf Mk V all day. These services are addressed to the former owners of Honda Civic, for whom the new Civic is just a bit too futuristic. It is neck and neck with a Mazda 3. It will hold its value better than a Focus, a C4 or a 307. And the 5-door models Britain will be built in Burnaston, Derbyshire.