Special Offer detail

SWOLLEN GOODS

Models Covered: (3/5dr hatchback 1.0, 1.3, 1.8 petrol, 1.4 diesel [T2, T3, T Spirit, SR])

BY ANDY ENRIGHT

The first Toyota Yaris established itself as the finest supermini of its generation. Winner of the 2000 European Car of the Year award, it brought sophistication to a small car sector which had previously excelled only in being built down to a price. Other manufacturers quickly cottoned onto Toyota’s formula and ruthlessly improved quality. Toyota’s response was the second generation Yaris that was bigger and better than ever before. Given that these qualities also applied to the rest of the market, its lead was no longer so clear cut. Used examples are proving popular with customers realising that when you’re buying Toyota, you’re still buying peace of mind.

Pity the workload of a Toyota designer. You pen what turns out to be a massive selling multi-award winning car that receives plaudits the world over and no sooner have you finished that job, than you are expected to do the same again. But better. With more space. Oh, and could you make it more economical and cleaner as well please? It’s the equivalent of Manchester United winning the treble and then the board demanding that the following year they repeat the task but get their shambolic act together in the League Cup. The second generation Yaris landed in dealerships in December 2005 and had to contend with a bunch of rivals that weren’t around when the first generation car was launched in 1999. The intervening years had seen the Honda Jazz, the Ford Fiesta, the Nissan Micra, the Mazda2 and the Citroën C3 all attempt to muscle the Yaris aside and Toyota had equipped the Yaris with the weapons to meet and beat these cars. Zinc and Ion special editions, then SR sporty versions were also added to the range but the most significant car in this Yaris’ development has, in many ways, been the tiny Aygo city car that was installed beneath it in the Toyota hierarchy. With a product as strong as this, and the much improved Auris above it, the Yaris didn’t need to try too hard. Toyota has all the small car bases covered.

First impressions were that Toyota had taken the old Yaris and plugged it into a garage forecourt airline. This one is bigger in every dimension and markedly more bulbous. It’s also way better in terms of perceived quality. The double-sealed doors feel thicker and weightier and shut with a thunk rather than a clang. The rather unconventional fascia looks removed from the supermini norm, with a 3D effect on the main display. More conservative buyers may find it a bit Buck Rogers but it’s certainly distinctive. There’s only so much money that can be thrown at a car where margins are this tight and there are plenty of unlined cubbies and hard plastics on display. The seats seem rather insubstantial too, Toyota realising that big seats are the enemy of packaging in a small car. They’ve tried to create a lightweight but comfortable place to park yourself. Lightweight buyers will probably find them OK, but tip the scales at sixteen stone and you’ll probably grumble after an hour or so. Despite its 11cm growth in overall length, the Yaris is still shorter than many of its key supermini rivals such as the Fiat Grande Punto and the Renault Clio. Part of the reason why these cars are so large is compliance with pedestrian impact legislation which required the adding of a few centimetres to the nose of many models. The Yaris gets round this one by arcing the bonnet high over the unyielding mechanicals to provide a deformable surface. This means that despite being shorter on the outside, the Yaris is competitive in terms of interior space and easy to park at the same time. Fold the EasyFlat rear seats down and you’re treated to a huge stowage area for a supermini. This system allows the rear bench to be split 60:40 and both sections to slide independently. Therefore, it’s possible to transport long, bulky items without impinging on a rear passenger’s legroom allowance.

One thing that hasn’t changed a great deal over the two generations of Yaris is the car’s ability to cling steadfastly to residual values. The first of the 2005 55-plated Yaris 1.0 T2s starts at £6,250 and a clean 06-plated 1.3-litre T3 five-door is £8,000. Insurance for the Yaris is, as you might well expect, very cheap with the entry level cars rated at Group 1 and the rest of the range climbing up to a still hardly nosebleed Group 4. The sole exception is the 1.8-litre SR which carries a Group 7 banding.

The Yaris has yet to throw up and significant faults, and being a Toyota, it’s likely to remain a long time until they present themselves. Insist on a fully stamped up service record.

(approx based on a 2006 Yaris 1.0 S) Toyotas are so reliable that it’s hard to see how the dealers make a profit on spares that include a clutch assembly at £150, starter motors from £100, headlamps from £60 and brake pads at £21 a set. A new radiator for the Yaris will be around £200, whilst an exhaust system is in the region of £250.

Three petrol engines are available – a 1.0-litre three-cylinder unit, a more conventional 1.3-litre four-cylinder powerplant and the 131bhp 1.8-litre range topper. Diesel buyers are catered for with a 1.4-litre turbodiesel. In case you were wondering, the 1.0-litre unit was all-new in this Yaris but the others were carried over from the previous generation car. That’s no bad thing, as the Yaris always had some of the best engines in its class. For the time being, let’s concentrate on that three-pot 1.0-litre lump. Built in Japan, this engine will appeal to buyers who are attracted by the city credentials of the Yaris. With keen fuel economy, low inertia and low emissions, it’s a better choice than the diesel for the urban sprawl and crawl. Marry that to Toyota’s claim that the Yaris has the tightest turning circle amongst its supermini contemporaries and you have a very agile and wieldy city scoot. The 89bhp diesel model is probably the pick of the bunch, on the used market at least. The sprint from 0 to 62mph is achieved in 10.7 seconds going on to a top speed of 109mph. You won’t be spending too much time at the pumps either as, despite its increase in size, this Yaris returns a very healthy 62.8 mpg in the combined cycle. The Yaris 1.4-litre D-4D also has exemplary green credentials, emitting only 119g/km of CO2. A five-speed manual gearbox comes as standard but diesel buyers can also specify Toyota’s MultiMode transmission featuring automatic or sequential gear selection.

Although it no longer wields the same crushing superiority over its rivals as its predecessor, the second generation Yaris is still there or thereabouts when it comes to shortlisting the best supermini around. Keen drivers will choose a Fiesta or Corsa and those looking for cutesy styling may plump for the Nissan Micra but as an all-round proposition, the Yaris still takes some beating. With reliability being a key criterion when it comes to choosing a used car, it’s hard to look beyond the Yaris. I certainly wouldn’t.

NO HOLDING BACK THE TRS
Sporty but in a sensible sort of way, Toyota’s Yaris TR should accrue a strong following. Steve Walker reports…

There’s no doubt about it, some UK market superminis do the sporty thing more convincingly than Toyota’s Yaris. The car’s core strengths lie in its packaging, build quality and reliability with even the range-topping 1.8-litre SR model maintaining a sensible distance from the maniac hot hatch elite. This positioning of the livelier Yaris models has worked rather well for Toyota. Many buyers like a small car with a sporty look and feel but don’t want to be shaken into oblivion by race-bred suspension or rendered destitute but crippling fuel consumption and insurance premiums. With the SR operating at the top of the range, the TR model brings Toyota’s brand of cost-conscious sporty supermins to those on a tighter budget.

Visually, the TR cuts quite at dash while managing to steer well-clear of the kind of extrovert accessories that make some superminis look like they’re benefiting from the proceeds of a ram raid at Halfords. The compact, chunky lines of the standard Yaris are lifted by classy 15" Savara alloy wheels and front fog lights. The TR is based on the middle ranking T3 trim level so buyers also get that car’s body-coloured door handles and bumpers to enhance its appearance. Inside, there’s more tasteful detailing including chrome scuff plates on the door sills and an upmarket silver-effect coating for the door pulls and handbrake button. Equipment levels are high as those familiar with the Yaris range would expect. The TR comes packing desirables such as a six-speaker CD stereo, air-conditioning and no fewer than nine airbags. A matching leather steering wheel and gearknob round things off nicely. If you’re seduced by the TR’s tempting value proposition, you’ll need to get that thinking cap on and make a choice between two engines. There’s a 1.3-litre petrol option and a 1.4-litre diesel to consider but the same advice that applies for most small cars holds true in this case. Here it is: modern diesel engines are expensive things and in a car that costs around £10,000, the premium you need to pay in order to secure one represents a big proportion of that overall price. Diesels might be notably more fuel efficient than comparatively-sized petrol engines but you’ll need to cover significant mileages in yours - something that owners of smaller vehicles don’t tend to do - in order to recoup the extra money you paid for it. It is, therefore, difficult to justify a diesel engine in a supermini on purely financial grounds.

"A well built, reliable supermini with low running costs…"

The 1,4-litre oil-burner in the Yaris TR returns an impressive 63mpg on the combined cycle compared to the 1.3-litre petrol’s 47mpg. It also produces just 119g/km of CO2 while the 1.3-litre unit pumps out 141g/km. The diesel is definitely going to be cheaper to fuel and tax but it’s £950 more expensive. The other thing to factor into the equation is performance. The diesel is the quicker of the two engines, taking 10.7s to reach 60mph compared to the 11.5s that the petrol-engined Yaris will detain you for but crucially is also feels far stronger through the gears thanks to its superior torque output. This makes for a more relaxed driving experience with fewer gearchanges and easier overtaking manoeuvres. In the oil-burner’s minus column, it sounds a little coarser than the petrol. You’ll need to evaluate all of these factors before making the decision but, for what it’s worth, unless I was planning on undertaking long journeys on a regular basis, I’d probably take the petrol and pocket the difference. Prices for the TR start at £9,645 for the 1.3-litre petrol Yaris TR in the 3-door bodystyle with the equivalent diesel at £10,595. The 5-door models offer increased practicality with a slightly less dynamic shape for a premium of £500 and buyers can swap the 5-speed manual gearbox for the labour-saving 5-speed Multi Mode automatic in exchange for a further £500. Despite its 11cm growth in overall length in comparison to its predecessor, the Yaris is still shorter than the latest generation of larger superminis such as the Fiat Grande Punto and the Renault Clio. Part of the reason why these cars are so large is compliance with pedestrian impact legislation which is adding a few centimetres to the nose of many models. The Yaris gets round this one by arcing the bonnet high over the unyielding mechanicals to provide a deformable surface. This means that despite being shorter on the outside, the Yaris is competitive in terms of interior space and easy to park at the same time. Fold the EasyFlat rear seats down and you’re treated to the largest stowage area of any supermini. This system allows the rear bench to be split 60:40 and both sections to slide independently. Therefore it’s possible to transport long, bulky items without impinging on a rear passenger’s legroom allowance. Aerodynamics, once a major vehicle selling point in the Eighties, are again coming back into vogue as manufacturers look for relatively inexpensive solutions to the problem of their wares becoming bigger, heavier and therefore less economical on fuel. A few thousand hours spent in a wind tunnel can claw back those losses and the Yaris benefits from a flat central underfloor, a smooth fuel tank and a cover between the spare wheel and the bumper. The result is a drag coefficient of 0.30, excellent for such an upright car. Toyota claim to have cut frontal lift at speed by 100 per cent, which in turn gives benefits in terms of motorway stability and resistance to crosswind effects. A well built, reliable supermini with low running costs, tight pricing and a subtle sporty edge, the appeal of Toyota’s Yaris TR is largely self-explanatory. It’s not a car to fire the imaginations of the Burberry-clad adolescents whose customised monstrosities frequent the car park of the local DIY centre after hours but as a more mature, value-orientated choice, it will reward in generous instalments over the long term.

FACTS AT A GLANCE CAR: Toyota Yaris TR special edition range PRICES: £9,645 - £11,095 – on the road INSURANCE GROUPS: 3E-8E CO2 EMISSIONS: 119-141g/km PERFORMANCE: [1.3] 0-60mph 11.5s / Max Speed 106mph FUEL CONSUMPTION: [1.3] (urban) 39.2mpg / (extra urban) 53.3mpg / (combined) 47.1mpg STANDARD SAFETY FEATURES: ABS with brake assist, twin front and side airbags WILL IT FIT IN YOUR GARAGE?: [standard 5dr] Length/Width/Height mm 3750/1695/1530

BATTLE OF THE BULGE
Toyota have shown with their second generation Yaris that when it comes to building ‘big little cars’, they’re a market leader. Andy Enright reports

It’s easy to underestimate the searing pace of car development. No sooner does a car enter production than the designers, engineers and money men clap each other on the back, watch the marketing people do a preliminary check on how well the new model is doing, analyse the competitors and start all over again. You might think this is excessive but you’ll do it yourself in a way. Think of how many cars were launched as recently as three or four years ago that have been largely eclipsed by rival offerings. When Toyota’s original Yaris was launched, it was unquestionably the finest supermini money could buy.

Then we saw the Honda Jazz, the Ford Fiesta, the Renault Modus all offer more space than the compact Yaris could ever hope to compete with. Toyota launched the Yaris, it did well for a while, but then the market changed. A great little car was just that, great but little. The subsequent launch of the Aygo citycar only highlighted how redundant the Yaris had increasingly become. If space isn’t a priority, the old Yaris is still a very good used buy, German TUV data showing it to be the most reliable car of its age it’s possible to lay your hands on. That’s small consolation for Toyota, a company unwilling to see its supermini sales haemorrhaging. So we come to the latest Yaris, priced from £8,810 and first shown at the 2005 Frankfurt Show. First impressions were that Toyota had taken the old Yaris and plugged it into a garage forecourt airline. It’s bigger in every dimension and markedly more bulbous. It’s also way better in terms of perceived quality. The double-sealed doors feel thicker and weightier and shut with a thunk rather than a clang. The rather unconventional fascia looks removed from the supermini norm, with a 3D effect on the main display. More conservative buyers may find it a bit Buck Rogers but it’s certainly distinctive. There’s only so much money that can be thrown at a car where margins are this tight and there are plenty of unlined cubbies and hard plastics on display. The seats seem rather insubstantial too, Toyota realising that big seats are the enemy of packaging in a small car. They’ve tried to create a lightweight but comfortable seat. Lightweight buyers will probably find them OK, but tip the scales at sixteen stone and you’ll probably grumble after an hour or so.

"Toyota needs to drive home the point that this car isn’t merely a facelift of the old model"

Despite its 11cm growth in overall length, the Yaris is still shorter than the latest generation of larger superminis such as the Fiat Grande Punto and the Renault Clio. Part of the reason why these cars are so large is compliance with pedestrian impact legislation which is adding a few centimetres to the nose of many models. The Yaris gets round this one by arcing the bonnet high over the unyielding mechanicals to provide a deformable surface. This means that despite being shorter on the outside, the Yaris is competitive in terms of interior space and easy to park at the same time. Fold the EasyFlat rear seats down and you’re treated to the largest stowage area of any supermini. This system allows the rear bench to be split 60:40 and both sections to slide independently. Therefore it’s possible to transport long, bulky items without impinging on a rear passenger’s legroom allowance. Aerodynamics, once a major vehicle selling point in the Eighties, are again coming back into vogue as manufacturers look for relatively inexpensive solutions to the problem of their wares becoming bigger, heavier and therefore less economical on fuel. A few thousand hours spent in a wind tunnel can claw back those losses and the Yaris benefits from a flat central underfloor, a smooth fuel tank and a cover between the spare wheel and the bumper. The result is a drag coefficient of 0.30, excellent for such an upright car. Toyota claim to have cut frontal lift at speed by 100 per cent, which in turn gives benefits in terms of motorway stability and resistance to crosswind effects. If you buy a car on styling, however, the Yaris is likely to struggle. Cars like the Grande Punto have upped the design ante quite significantly and just as the original Yaris entered the market just as customer demand swung towards serious size, is there now a danger that the current Yaris answers that question just as sassy styling becomes a key buyer criterion? Maybe not. Although there will inevitably be a backlash against big boxes, it’s not coming right now. Space and safety remain the top two buyer wants and the Yaris answers both very comprehensively. Equipment levels are also beyond the ability of most major rivals to match. Keyless ignition features on plusher models as well as climate control and a trip computer. Three petrol engines are available – a 1.0-litre three-cylinder unit, a more conventional 1.3-litre four-cylinder powerplant and the 131bhp 1.8-litre range topper. Diesel buyers are catered for with a 1.4-litre turbodiesel. In case you were wondering, the 1.0-litre unit is all-new but the others have been carried over from the previous generation Yaris. That’s no bad thing, as the Yaris always had some of the best engines in its class. For the time being, let’s concentrate on that three-pot 1.0-litre lump. Built in Japan, this engine will appeal to buyers who are attracted by the city credentials of the Yaris. With keen fuel economy, low inertia and low emissions, it’s a better choice than the diesel for the urban sprawl and crawl. Marry that to Toyota’s claim that the Yaris has the tightest turning circle of the whole supermini set and you have a very agile and wieldy city scoot. In order for the latest Yaris to succeed, Toyota need to clearly communicate that this car has been redesigned from the ground up. Failing that, many potential buyers may pass it off as a facelift of the old model and bypass their Toyota dealer on the way to a competitor. That would be a shame because the Yaris has a lot to offer. The opposition have caught up and it’s now no longer a clear class leader, but it’s still one of the most sensible purchases a supermini buyer can make.

FACTS AT A GLANCE CAR: Toyota Yaris range PRICES: £8,810 - £13,575 – on the road INSURANCE GROUPS: 1E-7E CO2 EMISSIONS: 119-170g/km PERFORMANCE: [1.3] 0-60mph 11.5s / Max Speed 106mph FUEL CONSUMPTION: [1.3] (urban) 39.2mpg / (extra urban) 53.3mpg / (combined) 47.1mpg STANDARD SAFETY FEATURES: ABS with brake assist, twin front and side airbags WILL IT FIT IN YOUR GARAGE?: [standard 5dr] Length/Width/Height mm 3750/1695/1530

URBAN SCOOT
The entry level Yaris shows that Toyota are unwilling to easily relinquish the title of ‘Best In Breed’ for the Supermini sector. Steve Ghosley reports

When Toyota launched the first generation Yaris, they immediately moved the game on in the very competitive Supermini sector. Yet even before they could start to bask in self-satisfied glory, they were soon chasing the likes of Renault’s Modus, Ford’s Fiesta and Honda’s Jazz in an effort to keep up. Nothing stays still for long, least of all the Motoring industry.

So, now the cycle has been renewed, with all the other manufacturers now looking at this second generation Yaris to set the benchmarks for their next models. A good clue to the quality of a new car’s pedigree can often be found in the untainted attributes of the entry level model, a car like the Yaris 1.0-litre we look at here. First impressions are that Toyota have taken the old Yaris and plugged it into a garage forecourt airline. It’s bigger in every dimension and markedly more bulbous. It’s also way better in terms of perceived quality. The double-sealed doors feel thicker and weightier and shut with a thunk rather than a clang. The rather unconventional fascia looks removed from the supermini norm, with a 3D effect on the main display. More conservative buyers may find it a bit Buck Rogers but it’s certainly distinctive. There’s only so much money that can be thrown at a car where margins are this tight and there are plenty of unlined cubbies and hard plastics on display. The seats seem rather insubstantial too, Toyota realising that big seats are the enemy of packaging a small car. They’ve tried to create a lightweight but comfortable seat. Lightweight buyers will probably find them OK, but tip the scales at sixteen stone and you’ll probably grumble after an hour or so.

"With keen fuel economy, low inertia and low emissions, it’s a better choice than the diesel for the urban sprawl and crawl"

This entry level model comes with a brand new ultra-lightweight 1.0-litre three-cylinder petrol engine. Built in Japan, this engine will appeal to buyers who are attracted by the city credentials of the Yaris. The 0 to 60mph sprint figure is a little irrelevant on this type of car but for the record, it is achieved in 15.7 seconds. A top speed of 96mph is accompanied with a CO2 emissions level of only 127g/km. Where the Yaris 1.0-litre really scores however, is with its miserly fuel consumption, returning 52.3mpg on the combined cycle. With keen fuel economy, low inertia and low emissions, it’s a better choice than the diesel for the urban sprawl and crawl. Marry that to Toyota’s claim that the Yaris has the tightest turning circle in the whole supermini sector and you have a very agile and wieldy city scoot. Despite its 11cm growth in overall length, the Yaris is still shorter than the latest generation of larger superminis such as the Fiat Grande Punto and the Renault Clio. Part of the reason why these cars are so large is compliance with pedestrian impact legislation which is adding a few centimetres to the nose of many cars. The Yaris gets round this one by arcing the bonnet high over the unyielding mechanicals to provide a deformable surface. This means that despite being shorter on the outside, the Yaris is competitive in terms of interior space and easy to park at the same time. Fold the EasyFlat rear seats down and you’re treated to the largest stowage area of any supermini. This system allows the rear bench to be split 60:40 and both sections to slide independently. Therefore it’s possible to transport long, bulky items without impinging on a rear passenger’s legroom allowance. Prices start at £8,810 and two trim levels are available with this entry-level model - T2 and T3, both in 3-door and 5-door guises. The T2 model comes with driver’s and passenger’s airbags, ABS brakes with Electronic Brakeforce distribution as well as brake assist, electronically adjustable door mirrors, electric power steering, electric front windows, an RDS radio CD player, 60:40 split rear seat and remote central double locking. The T3 adds front side airbags, curtain shield airbags, knee airbags, a 6-speaker RDS radio CD player with MP3 and WMA compatibility, manual air conditioning and a leather trimmed steering wheel with matching gear knob. If you buy a car on styling however, the Yaris may struggle to initially grab your attention. Cars like Fiat’s Grande Punto have upped the design ante quite significantly and just as the original Yaris entered the market as customer demand swung towards serious size, there may now be a danger that the current model answers that question just as sassy styling becomes a key buyer criterion. Having said that, although there will inevitably be a backlash against big boxes, it’s not coming right now. Space and safety remain the top two buyer wants and the Yaris answers both very comprehensively. Plus, as we’ve suggested, equipment levels are beyond the ability of most major rivals to match. Keyless ignition features on plusher models as well as climate control and a trip computer. Toyota need to clearly communicate that this car has been redesigned from the ground up in order for the latest Yaris to succeed. Failing that, many potential buyers may pass it off as a facelift of the existing car and bypass their Toyota dealer on the way to a competitor. That would be a shame because the second generation Yaris has a lot to offer. The opposition may have caught up so it’s now no longer the clear class leader that it once was. This 1.0-litre petrol, however, will be a difficult car to beat in the daily urban scrum.

FACTS AT A GLANCE CAR: Toyota Yaris 1.0-Litre range PRICES: £8,810 - £10,495 – on the road INSURANCE GROUPS: 1E-4E CO2 EMISSIONS: 127g/km PERFORMANCE: 0-60mph 15.7s / Max Speed 96mph FUEL CONSUMPTION: (urban) 44.1mpg / (extra urban) 57.6mpg / (combined) 52.3mpg STANDARD SAFETY FEATURES: ABS with brake assist, twin front and side airbags WILL IT FIT IN YOUR GARAGE?: [standard 5dr] Length/Width/Height mm 3750/1695/1530

I ZINC, THEREFORE I AM
When it comes to shifting Yaris stock, Toyota aren’t backwards about coming forward, as the Zinc special edition model demonstrates. By Andy Enright

We all like to think we’re getting something for nothing but when it comes to cars, there’s no such thing as a free lunch. More than almost any other consumer durable, cars are ruthlessly accounted for, every last nut, washer and grommet having passed beneath the beady eye of a buyer. The finished product is then passed to the marketers who calculate margins, yields and volumes before fixing a final price. Value is largely a relative concept to the end customer. Some deals however, are hard to ignore and with the Yaris Zinc, Toyota has an intriguing proposition.

Although Toyota can’t be accused of putting too many overtime hours into its creation, the Yaris Zinc is well worth your attention. It’s basically a Yaris T3, - one grade down from the luxury T Spirit models - that Toyota has fitted alloy wheels to and sprayed with metallic paint. This little lot would normally cost the best part of £1,000 but rather than jack the price up, Toyota has instead slashed £615 from the price of a standard T3. It doesn’t take a Masters in Economics to figure that this is a smoking deal. At this juncture, you might well be wondering why? I know I am. After all, special editions are usually the last resort of the desperate, often a last-ditch attempt to slap a little lipstick onto the corpse of a barely viable model. The Yaris, on the other hand, is going extremely strongly, and sales are on the up. The reason lies in the breakdown of those sales. A big slice of the Yaris pie is going to businesses and big companies often drive very hard bargains on bulk buys, driving down the profit margins. If Toyota can come up with an attractive model that will appeal to private buyers willing to pay full retail, they’re quids in. Everyone’s a winner, or so it would seem.

"Deals like the Yaris Zinc don’t come around too often"

Available with either a 1.3-litre VVTi petrol engine from £9,795 or a 1.4-litre D-4D 90 diesel from £10,745, the Zinc is offered in either three or five-door body styles and a choice of Eclipse Black or Venetian Silver metallic paint finishes. The final box prospective owners will need to tick will be between the standard five-speed manual transmission or the MultiMode automatic box. As well as the wheels and paint, the Zinc benefits from the usual T3 specification which includes front, side, curtain shield and driver’s knee airbags, air-conditioning, a six-speaker sound system with CD player and MP3/WMA file recognition, a leather-trimmed steering wheel with additional audio controls, electrically adjustable door mirrors and a height-adjustable driver’s seat. Despite its 11cm growth in overall length, the Yaris is still shorter than the latest generation of larger superminis such as the Fiat Grande Punto and the Renault Clio. Part of the reason why these cars are so large is compliance with pedestrian impact legislation which is adding a few centimetres to the nose of many models. The Yaris gets round this one by arcing the bonnet high over the unyielding mechanicals to provide a deformable surface. This means that despite being shorter on the outside, the Yaris is competitive in terms of interior space and easy to park at the same time. Fold the EasyFlat rear seats down and you’re treated to the largest stowage area of any supermini. This system allows the rear bench to be split 60:40 and both sections to slide independently. Therefore it’s possible to transport long, bulky items without impinging on a rear passenger’s legroom allowance. Aerodynamics, once a major vehicle selling point in the Eighties, are again coming back into vogue as manufacturers look for relatively inexpensive solutions to the problem of their wares becoming bigger, heavier and therefore less economical on fuel. A few thousand hours spent in a wind tunnel can claw back those losses and the Yaris benefits from a flat central underfloor, a smooth fuel tank and a cover between the spare wheel and the bumper. The result is a drag coefficient of 0.30, excellent for such an upright car. Toyota claim to have cut frontal lift at speed by 100 per cent, which in turn gives benefits in terms of motorway stability and resistance to crosswind effects. The 1.3-litre three-cylinder VVT-i petrol engine was carried across from the previous model with modifications to improve its performance and emissions. The 0-60mph sprint is achieved in a sprightly 11.2 seconds. A top speed of 106mph is accompanied with a CO2 emissions level of only 141g/km. Where the Yaris 1.3-litre really scores however, is with its miserly fuel consumption, returning 47.1mpg on the combined cycle. These figures tick all the boxes for the economy-conscious buyers who also expect a reasonable level of performance from their purchase. It is not surprising, therefore, that the 1.3-litre is the most popular Yaris on the market. Spend a little more and you’ll get the 1.4-litre diesel version of the Zinc. The improvements to the turbo-charged engine have seen an increase in the injection pressure to 1600 bar with six-hole injectors. This makes the fuel burn more efficiently, giving increased power and better fuel economy. This has resulted in an engine that delivers 89bhp at 3,600rpm compared to 74bhp at 4,000rpm for the old Yaris diesel. The sprint from 0 to 60mph is achieved in 10.4 seconds going on to a top speed of 109mph. You won’t be spending too much time at the pumps either as, despite it increase in size, this Yaris returns a very healthy 62.8 mpg in the combined cycle. The Yaris 1.4-litre D-4D also has exemplary green credentials, emitting only 119g/km of CO2. A five-speed manual gearbox comes as standard but diesel buyers can also specify Toyota’s MultiMode transmission featuring automatic or sequential gear selection. Every now and then a car manufacturer will drop its guard. Perhaps the Yaris Zinc demonstrates the sort of margins these big companies make on their cars if they can slash the price, up the equipment count and still turn a handsome profit. Dwelling on this too long probably isn’t healthy. A smarter tactic is to play them at their own game. They say the only way to beat the odds in Vegas is to stay at the subsidised hotels and eat the subsidised food but stay well away from the card tables. I can’t guarantee that buying a Yaris Zinc will represent sticking it to the man in quite the same fashion but every little counts.

FACTS AT A GLANCE CAR: Toyota Yaris Zinc range PRICES: £9,795 - £11,245 – on the road INSURANCE GROUP: 3E CO2 EMISSIONS: 119-141g/km PERFORMANCE: [1.3] 0-60mph 11.2s / Max Speed 106mph FUEL CONSUMPTION: [1.3] (urban) 39.2mpg / (extra urban) 53.3mpg / (combined) 47.1mpg STANDARD SAFETY FEATURES: ABS with brake assist, twin front and side airbags WILL IT FIT IN YOUR GARAGE?: [standard 5dr] Length/Width/Height mm 3750/1695/1530

SMALL BUT PERFECTLY FORMED
Toyota’s Yaris Ion brings this clever design within reach of budget buyers. Jonathan Crouch reports

If you thought that £8,000 wouldn’t buy you a great deal of car, then you thought right. But look around carefully and you might just be surprised at what such a modest outlay could land you. A Toyota Yaris Ion for instance.

This is the entry-level version of Toyota’s iconic supermini, now on offer in much improved second generation guise. In ‘Ion’ form, you get £600 lopped off the normal entry-level price and lose…. well not a lot. For £7,995 (or £8,495 with five doors), the Ion specification, after all, includes features like Toyota’s Easy Flat folding system for the rear seats. These divide 60:40 and can also be moved for and aft and reclined. It also provides electric door mirrors and front windows, an audio system with CD player, remote central locking, a multi-information display and concealed storage points beneath the front passenger seat and in the boot floor. In spite of its compact dimensions, Yaris comfortably accommodates five adults, with its innovative flat rear floor design, and has achieved the top five-star rating for occupant safety in Euro NCAP crash testing. This entry level model comes with a brand new ultra-lightweight 1.0-litre three-cylinder petrol engine. Built in Japan, the 1.0-litre unit will appeal to buyers who are attracted by the city credentials of the Yaris. The 0 to 60mph sprint figure is a little irrelevant on this type of car but for the record, it is achieved in 15.7 seconds. A top speed of 96mph is accompanied with a CO2 emissions level of only 127g/km. Where the Yaris 1.0-litre really scores however, is with its miserly fuel consumption, returning 52.3mpg on the combined cycle. With keen fuel economy, low inertia and low emissions, it’s a better choice than the diesel for the urban sprawl and crawl. Marry that to Toyota’s claim that the Yaris has the tightest turning circle in the whole supermini sector and you have a very agile and wieldy city scoot. If you owned an old MK1 Yaris previously, your first impressions with this MK2 car might be that Toyota have taken the old model and plugged it into a garage forecourt airline. It’s bigger in every dimension and markedly more bulbous. It’s also way better in terms of perceived quality. The double-sealed doors feel thicker and weightier and shut with a thunk rather than a clang. The rather unconventional fascia looks removed from the supermini norm, with a 3D effect on the main display. More conservative buyers may find it a bit Buck Rogers but it’s certainly distinctive.

"It’s a supermini you simply can’t afford to ignore if you’re shopping in this sector…."

There’s only so much money that can be thrown at a car where margins are this tight and there are plenty of unlined cubbies and hard plastics on display. The seats seem rather insubstantial too, Toyota realising that big seats are the enemy of packaging a small car. They’ve tried to create a lightweight but comfortable seat. Lightweight buyers will probably find them OK, but tip the scales at sixteen stone and you’ll probably grumble after an hour or so. Despite its 11cm growth in overall length, the Yaris is still shorter than the latest generation of larger superminis such as the Fiat Grande Punto and the Renault Clio. Part of the reason why these cars are so large is compliance with pedestrian impact legislation which is adding a few centimetres to the nose of many cars. The Yaris gets round this one by arcing the bonnet high over the unyielding mechanicals to provide a deformable surface. This means that despite being shorter on the outside, the Yaris is competitive in terms of interior space and easy to park at the same time. Fold those EasyFlat rear seats down and you’re treated to the largest stowage area of any supermini. This system, as we’ve said, allows the rear bench to be split 60:40 and both sections to slide independently. Therefore it’s possible to transport long, bulky items without impinging on a rear passenger’s legroom allowance. If you buy a car on styling however, the Yaris may struggle to initially grab your attention. Cars like Fiat’s Grande Punto have upped the design ante quite significantly and just as the original Yaris entered the market as customer demand swung towards serious size, there may now be a danger that the current model answers that question just as sassy styling becomes a key buyer criterion. Having said that, although there will inevitably be a backlash against big boxes, it’s not coming right now. Space and safety remain the top two buyer wants and the Yaris answers both very comprehensively. Plus, as we’ve suggested, equipment levels are beyond the ability of most major rivals to match. Keyless ignition features on plusher models as well as climate control and a trip computer. This car may charm your head rather than your heart but you can’t get around the fact that for £8,000, the Yaris Ion offers and awful lot of car for the money. In short, it’s a supermini you simply can’t afford to ignore if you’re shopping in this sector.

FACTS AT A GLANCE CAR: Toyota Yaris ION Special Edition PRICES: £7,995-£8,495 - on the road INSURANCE GROUP: 1E CO2 EMISSIONS: 127g/km PERFORMANCE: 0-60mph 15.7s / Max Speed 96mph FUEL CONSUMPTION: (urban) 44.1mpg / (extra urban) 57.6mpg / (combined) 52.3mpg STANDARD SAFETY FEATURES: ABS with brake assist, twin front and side airbags WILL IT FIT IN YOUR GARAGE?: [standard 5dr] Length/Width/Height mm 3750/1695/1530

CLASS ACT
This Model Proved To Be The Best Seller in The Old Yaris Range. Steve Ghosley Sees If Today’s Car Is Up To The Mark…

Toyota’s first Yaris quickly established itself as the class leading model, yet just as quickly, the competition caught up and soon overtook the supermini champion. The current Yaris has, therefore, got to ‘up its game’ just in order to compete. The model most likely to be in the vanguard of this quest is the 1.3-litre petrol car we look at here.

This Yaris has joined the trend for superminis to be larger than their predecessors and the first impressions are that it has been plugged into a garage forecourt airline and inflated somewhat. It’s certainly bigger in every dimension and markedly more bulbous. More importantly though, it’s also way better in terms of perceived quality. The double-sealed doors feel thicker and weightier and shut like a Mercedes or BMW. The rather unconventional fascia looks removed from the supermini norm, with a 3D effect on the main display. More conservative buyers may find this a little difficult to accept. Safety has become a lead requirement in this sector of the market which may explain why the cars are gradually getting bigger. In a crash, size really matters so it is not surprising that there is some move towards larger vehicles. But not everyone wants or needs a large car so manufacturers like Toyota have used their technical skills and engineering excellence to create smaller vehicles that measure up to the strictest safety standards. This Yaris obtained the Five-Star Euro NCAP rating for occupant protection and offers a variety of safety features as standard such as multiple airbags, Brake Assist, a collapsible steering column and retractable brake pedal.

"The double-sealed doors feel thicker and weightier and shut like a Mercedes or BMW."

The 1.3-litre three-cylinder VVT-i petrol engine was carried across from the previous model with modifications to improve its performance and emissions. The 0-62mph sprint is achieved in a sprightly 11.5 seconds. A top speed of 106mph is accompanied with a CO2 emissions level of only 141g/km. Where the Yaris 1.3-litre really scores however, is with its miserly fuel consumption, returning 47.1mpg on the combined cycle. These figures tick all the boxes for the economy-conscious buyers who also expect a reasonable level of performance from their purchase. It is not surprising, therefore, that the 1.3-litre is the most popular Yaris on the market. Despite its 11cm growth in overall length, the Yaris is still shorter than the latest generation of larger superminis such as the Fiat Grande Punto and the Renault Clio. Part of the reason why these cars are so large is compliance with pedestrian impact legislation which is adding a few centimetres to the nose of many cars. The Yaris gets round this one by arcing the bonnet high over the unyielding mechanicals to provide a deformable surface. This means that, despite being shorter on the outside, the Yaris is competitive in terms of interior space and easy to park at the same time. Fold the EasyFlat rear seats down and you’re treated to the largest stowage area of any supermini. This system allows the rear bench to be split 60:40 and both sections to slide independently. As a result, it’s possible to transport long, bulky items without impinging on a rear passenger’s legroom allowance. Prices start at £10,495 and three trim levels are available with this model – T3, T Spirit and SR all in 3-door and 5-door guises. The T3 model comes with driver’s and passenger’s airbags, front side, curtain shield airbags as well as a driver’s knee airbag. You’ll also receive a leather trimmed steering wheel with auxiliary controls, air conditioning, an upgraded sound system that can play MP3 stored files, electronically adjustable door mirrors, electric power steering, electric front windows, an RDS radio CD player and remote central double locking. In addition, all cars get ABS brakes with Electronic Brakeforce distribution as well as brake assist. The T Spirit trim level adds the keyless smart entry and starting system, climate control air-conditioning, front fog lamps and 15-inch alloy wheels. The SR offers a sportier look and feel by including sports suspension, quicker steering, 17" alloy wheels and a body styling kit. If you buy a car on styling, however, the Yaris may struggle to initially grab your attention. Cars like Fiat’s Grande Punto have upped the design ante quite significantly and just as the original Yaris entered the market as customer demand swung towards serious size, there may now be a danger that the current model answers that question just as sassy styling becomes a key buyer criterion. Having said that, although there will inevitably be a backlash against big boxes, it’s not coming right now. Space and safety remain the top two buyer wants and the Yaris answers both very comprehensively. Plus, as we’ve suggested, equipment levels are beyond the ability of most major rivals to match. The second generation Yaris 1.3-litre has a lot to offer yet Toyota need to clearly communicate that this car has been redesigned from the ground up in order for it to succeed. Failing that, many potential buyers may pass it off as a facelift of the existing car and bypass their Toyota dealer on the way to a competitor. The1.3-litre petrol model, however, is well equipped to take the fight to the competition and re-establish the Yaris as the supermini of choice.

FACTS AT A GLANCE CAR: Toyota Yaris 1.3-Litre range PRICES: £10,495 - £11,845 – on the road INSURANCE GROUPS: 3E-4E CO2 EMISSIONS: 141g/km PERFORMANCE: 0-60mph 11.5s / Max Speed 106mph FUEL CONSUMPTION: (urban) 53.3mpg / (extra urban) 39.2mpg / (combined) 47.1mpg STANDARD SAFETY FEATURES: ABS with brake assist, twin front and side airbags WILL IT FIT IN YOUR GARAGE?: [standard 5dr] Length/Width/Height mm 3750/1695/1530

A NEATER YARIS
Can The Latest Yaris Diesel Supermini Get Toyota Back On Top? Steve Ghosley Reports

Toyota’s latest Yaris is much bigger and more substantial than the model it replaces. The Japanese see the Yaris as very much an inspirational vehicle for thirty to forty year olds and have moved it significantly up market, leaving the smaller Aygo to mop up the budget end of the supermini spectrum. Wisely, Toyota have retained and improved the all-aluminium 1.4-litre D-4D turbo charged diesel engine that featured in the old Yaris and is the subject of the model we look at here.

At its original launch in 1999, this Toyota supermini was pretty much state of the art when it came to the amount of space you could reasonably squeeze into a small car. Then came the Honda Jazz, the Ford Fiesta, the Renault Modus, all offering more room than the original compact Yaris could ever hope to compete with. Despite this, it did well for a while, but the die was cast. This great little car was just that: great but little. The subsequent launch of the Aygo citycar only highlighted how redundant the MK1 Yaris had increasingly become. Not surprisingly then, the latest Yaris is much bigger in every dimension, as well as being markedly more bulbous than its predecessor. It’s also way better in terms of perceived quality. The double-sealed doors have been designed specifically to feel thicker and weightier and shut with a thunk rather than a clang. The unconventional fascia looks removed from the supermini norm, with a 3D effect on the main display. More conservative buyers may find it a bit unusual but it’s certainly distinctive. The improvements to the 1.4-litre turbo-charged diesel engine have seen an increase in the injection pressure to 1600 bar with six-hole injectors. This makes the fuel burn more efficiently, giving increased power and better fuel economy. This has resulted in an engine that delivers 89bhp at 3,600rpm compared to 74bhp at 4,000rpm for the previous model. The sprint from 0 to 62mph is achieved in 10.7 seconds going on to a top speed of 109mph. You won’t be spending too much time at the pumps either as, despite it increase in size, this Yaris returns a very healthy 62.8 mpg in the combined cycle. The Yaris 1.4-litre D-4D also has exemplary green credentials, emitting only 119g/km of CO2. A five-speed manual gearbox comes as standard but diesel buyers can also specify Toyota’s MultiMode transmission featuring automatic or sequential gear selection.

"The double-sealed doors have been designed specifically to feel thicker and weightier and shut with a ‘thunk’ rather than a ‘clang’"

Four trim levels are offered with this diesel model, T2, T3, SR and T Spirit. The entry-level grade, T2, features front airbags, a tilt adjustable steering wheel, remote central double locking, electrically adjustable door mirrors and a four-speaker sound system with CD player. The T3 grade adds side and curtain airbags, a driver’s knee airbag, air-conditioning, a telescopic steering wheel, driver’s seat height adjustment and a leather steering wheel with audio controls. The sound system also gets an additional two speakers and the facility to play MP3 and WMA music formats from a disc. The SR adds sports suspension and a bodykit with 17" alloys to boot the Yaris’ dynamic appeal. The top-of-the-range T Spirit comes with a keyless smart entry and starting system, climate control, front fog lights, metallic effect cabin trim detailing and 15-inch alloy wheels. Prices start at £10,260 for the T2 three-door and rise to £12,795 for the T Spirit five-door. Despite its 11cm growth in overall length, the Yaris is still shorter than the latest generation of larger superminis such as the Fiat Grande Punto and the Renault Clio. Part of the reason why these cars are so large is compliance with pedestrian impact legislation which is adding a few centimetres to the nose of many models like these. The Yaris gets round this one by arcing the bonnet high over the unyielding mechanicals to provide a deformable surface. This means that despite being shorter on the outside, the Yaris is competitive in terms of interior space and easy to park at the same time. Fold the EasyFlat rear seats down and you’re treated to the largest stowage area of any supermini. This system allows the rear bench to be split 60:40 and both sections to slide independently. Therefore it’s possible to transport long, bulky items without impinging on a rear passenger’s legroom allowance. With the rear seats in place though the boot space is tiny. Aerodynamics, once a major vehicle selling point in the Eighties, are again coming back into vogue as manufacturers look for relatively inexpensive solutions to the problem of their wares becoming bigger, heavier and therefore less economical on fuel. A few thousand hours spent in a wind tunnel can claw back those losses and the Yaris benefits from a flat central underfloor, a smooth fuel tank and a cover between the spare wheel and the bumper. The result is a drag coefficient of 0.30, excellent for such an upright car. Toyota claim to have cut frontal lift at speed by 100 per cent, which in turn gives benefits in terms of motorway stability and resistance to crosswind effects. The look of this Yaris will not be everybody’s cup of tea. Cars like the Grande Punto have upped the design ante quite significantly and just as the original version of Toyota’s supermini entered the market shortly before customer demand swung towards serious size, is there now a danger of the current Yaris answering that question just before sassy styling becomes a key buyer criterion? Maybe not. Although there will inevitably be a backlash against big boxes, it’s not coming right now. Space and safety remain the top two buyer wants and the Yaris answers both very comprehensively. Equipment levels are also beyond the ability of most major rivals to match. There’s only so much money that can be thrown at a car where margins are this tight and there are plenty of unlined cubbies and hard plastics on display. This is somewhat disappointing for something otherwise so well built. The seats, though lightweight and comfortable, seem rather insubstantial too, Toyota realising that big seats are the enemy of packaging in a small car. Thinner buyers will probably find them OK, but tip the scales at sixteen stone and you’ll probably grumble after an hour or so. On the road, the Yaris 1.4-litre D-4D is a competent if not an exhilarating drive. There is plenty of low-end torque to make town driving a breeze and the steering is light and responsive. Visibility is good all round, except for the large ‘A’ pillars which you have to peer around on tight bends. The Yaris 1.4-litre D-4D makes for a strong contender in the very competitive diesel supermini sector. Its pug-like looks may not be to everyone’s taste but its build quality, specification and Toyota’s legendary reliability should ensure that this Yaris is soon back at the top of the heap.

FACTS AT A GLANCE CAR: Toyota Yaris 1.4-litre D-4D range PRICES: £10,260 - £12,795 – on the road INSURANCE GROUPS: 1E-7E CO2 EMISSIONS: 119g/km PERFORMANCE: 0-60mph 10.7s / Max Speed 109mph FUEL CONSUMPTION: (Urban) 52.3mpg (Extra Urban) 70.6mpg (combined) 62.8mpg STANDARD SAFETY FEATURES: ABS with brake assist, twin front and side airbags WILL IT FIT IN YOUR GARAGE?: [standard 5dr] Length/Width/Height mm 3750/1695/1530

SLIGHTLY SPORTY
The Yaris has never forged a reputation as a warm hatch of note but the latest SR model aims to change that. Andy Enright reports

When it comes to ‘warm’ hatch GTi models, motoring journalists tend to be a bit dismissive. If you’ve a sub-£15,000 budget for such a car, they’ll tell you either to spend a little more and get a properly quick ‘hot’ hatch or alternatively, opt for a lightly used ‘hot’ GTi for the same money. Yet an increasing number of people ignore such well meaning advice. For them, something relatively brisk, relatively affordable and, most importantly, something that still smells new and comes with a full warranty is the way forward. Into this particular breech steps the Toyota Yaris SR.

Stop me if this sounds familiar. Didn’t we have a slightly sporty Yaris before, badged the T Sport? Indeed we did, and the SR moniker sounds like the sort of thing that image consultants are paid millions to come up with. If you’re the sort of person who still refers to ‘Cif’ kitchen cleaner as ‘Jif’ and ‘Snickers’ chocolate bars as ‘Marathons’, you probably won’t have a lot of truck with the SR badge and will – rightly – concentrate on what it’s attached to. The most significant change, in the flagship version we look at here at least, is the installation of a 1.8-litre engine. This follows a trend of putting large, relatively unstressed engines into hatches that’s been popularised latterly by cars like the Fiesta ST and the Volkswagen Polo GTI. Fitted with dual VVT-i (variable valve timing), the unit plumbed into the pointy end of this Yaris SR is good for 131bhp at 6,000rpm and a peak torque output of 173Nm, in this instance chiming in at 4,400rpm. Channelling drive through a five-speed manual gearbox, this translates to acceleration from zero to sixty in 9.3 seconds flat and a top speed of 121mph. So far, so unspectacular.

"As warm hatches go, the Yaris SR is barely above body temperature but it has other qualities that redeem it"

As noted before, inappropriate temptation can be the downfall of cars like these. Rather than dropping £13,000+ on a 1.8-litre Yaris SR, a sneaky browse of the classifieds brings all sorts of serious horsepower into the equation but buying used brings a different set of headaches and bigger bills. Rest assured, running this car isn’t going to break the bank but nor is it going to cost a pittance. A combined fuel economy figure of 39.2mpg is okay for a car with this sort of poke and the emissions figure of 178g/km isn’t bad either but neither of these figures are class leading, being almost exactly the same as those of a BMW 320i which has better performance and weighs a good deal more. Mind you, if you’re overly concerned about emissions and fuel consumption figures, you probably shouldn’t be looking at the 1.8-litre petrol version anyway. For you, Toyota has provided versions of the SR with the more budget-friendly D-4D 90 diesel and 1.3-litre VVT-i petrol engines. The Yaris’ chassis has been uprated to cope with the additional power with front suspension members that have been reinforced and a linking rod introduced between the rear members. The ride height has also been dropped by 8mm to give the SR a more sporting stance and to lower the centre of gravity. The springs and shock absorbers have also been retuned for a firmer ride and better body control, while a thicker anti-roll bar keeps things flatter through corners. Vehicle Stability Control (VSC) and Traction Control (TRC) are standard. The electric power steering has also been retuned from 3.0 turns lock-to-lock in a standard Yaris to a beefier 2.3 turns. The SR makes its presence felt with a black mesh grille featuring a clear SR badge, darkened headlight surrounds and a deeper front bumper with integrated fog lamps. The rear end also features a re-sculpted bumper assembly, plus a chrome-finished exhaust and LED-style rear light clusters. As well as more familiar Yaris colours, this SR also gets an exclusive paint finish, Alsace Granite. Indoors, there’s sports seats, alloy trim detailing, a leather-trimmed steering wheel and amber backlighting for the main instrument pod. Offered in both three and five door variants, the SR looks neat without being overly aggressive. As usual with Toyotas, the SR stacks up well both upon initial acquaintance in the showroom and on paper. On the inside, the sports seats and doors are trimmed in a fabric exclusive to the SR 1.8. The air vents have chrome highlights, the steering wheel is leather-covered and the main controls have amber backlighting. The instrument panel features hi-tech Optitron units with analogue speedometer and tachometer read-outs. The equipment specification marks out the model’s premium positioning, with features such as climate control air conditioning, six speaker audio system with CD player, Smart Entry and Start system and adjustable steering column. None of the SR 1.8’s main competitors provide traction control, stability control, a roof spoiler, side skirts, sports exhaust, driver’s knee airbag, Smart Entry and Start system and climate control air conditioning as standard. Nor can any match the Yaris’s 17-inch wheel size, or the 131bhp produced by its 1.8-litre VVT-i engine. Safety has become a lead requirement in this sector of the market, which may explain why cars are gradually getting bigger. In a crash, size really matters so it’s not surprising that there is some move towards larger vehicles. But not everyone wants or needs a large car so manufacturers like Toyota have used their technical skills and engineering excellence to create smaller vehicles that measure up to the strictest safety standards. This Yaris obtained the Five-Star Euro NCAP rating for occupant protection and offers a variety of safety features as standard such as multiple airbags, Brake Assist, a collapsible steering column and a retractable brake pedal. The Yaris SR isn’t going to set the motoring world ablaze, that’s for certain, but it nevertheless occupies a worthy place on the warm hatch continuum. If you’re looking for something at the dynamic end, you’ll probably be disappointed by this Toyota. If you place a bigger priority on everyday practicality but want something that looks the part and which can lift its skirts when necessary, you’ll probably find the Yaris SR more to your liking.

FACTS AT A GLANCE CAR: Toyota Yaris SR 1.8-litre Dual VVT-i PRICES: £13,075- £13,575 – on the road INSURANCE GROUP: 7E CO2 EMISSIONS: 170g/km PERFORMANCE: 0-62mph 9.3s / Max Speed 121mph FUEL CONSUMPTION: (combined) 37.7mpg STANDARD SAFETY FEATURES: ABS with brake assist, twin front and side airbags WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height mm 3750/1695/1450