The Avensis is often overlooked in Toyota's comprehensive new car line but, David Thomson explains, it is worthy of serious consideration.
"Is the Avensis better than the Holden Viva?" was a question that came my way the other day.
While the two vehicles are quite different in size and layout - and so not truly comparable - my response to what I found a quite startling question, was an unequivocal "yes."
The question, rather than the answer, provided a reminder of how Toyota's prominence in the mid-sized segment of the new-car market has diminished since the demise of the Corona more than a decade ago.
Sure, the Corolla has grown since then, and the Camry, which was touted as the Corona's original replacement, has done well enough on the sales charts, but neither is a true mid-sized car in the Corona mould.
In Europe, the Corona (called Carina there) was replaced by a genuine mid-sized successor, the Avensis, back in 1998.
The first-generation Avensis never made it here; the first we saw of the car was in second-generation form, when the wagon version was launched as a replacement for the discontinued Camry wagon.
Built only at Toyota's Burnaston plant in Britain, the third-generation model followed last year.
With just 52 of the vehicles registered here in 2009, sales have been modest.
It's likely that many buyers looking for a wagon in the medium segment head straight for the likes of a Mazda 6, Ford Mondeo or Subaru Legacy because - without a hatch or saloon version to raise its profile - the wagon-only Avensis is simply overlooked.
Those who do consider the Avensis will note that it is not especially cheap, with the six-speed manual model listing at $50,990 and the seven-stage CVT at $52,990.
A little negotiation with the local dealer should, though, get you down into the 40s, where the Avensis starts to become a more competitive package.
Though no visual superstar, it is now one of the better looking cars in the current Toyota range, with a wrap-around nose, slab sides, and a rising waistline that imparts a certain dynamism.
It is lower, by 45mm, than the second-generation version, but wider as well, and more spacious inside.
The boot can swallow 543 litres of luggage with the rear seats up (a 23-litre gain), and 1609 litres with them folded down.
It is practically packaged for load-lugging too, with cargo rails and adjustable tie-down points fitted as standard in the boot, under-floor cubbies, a load-through ski-flap, and one-touch folding for the rear seats.
While the cabin does not quite match the exterior for flair, it is roomy and comfortable.
Standard features include dual-zone climate control air-conditioning, cruise control, Bluetooth with voice control, a single-disc six-speaker MP3/WMA CD player with audio input jack, an engine immobiliser and alarm system, rear parking sensors and rain-sensing wipers.
The car's safety credentials are first rate: equipped with nine airbags (including a driver's knee bag) and active headrests, it has scored the maximum five-star occupant protection rating in European NCAP crash testing.
Toyota's latest electronic stability control system, VSC+, is also standard, along with traction control and anti-lock brakes.
As well as touting its safety standing, Toyota has been pushing the fuel-efficiency theme.
That's hardly surprising given that the standard cycle fuel consumption figure of the new CVT version (as tested) is 25% better than that of its automatic predecessor.
A new 112kW/196Nm 2-litre engine joins the seven-stage CVT transmission as an essential ingredient in this economy recipe.
In this form, the Avensis manages a class-leading 7 litres per 100km on the standard cycle, compared to 6.9 litres per 100km for the cheaper but less convenient manual.
Trouble is, the 2-litre CVT combo leaves the new Avensis feeling a little underpowered compared to its like-sized rivals; this is not a problem that is likely to annoy drivers tootling round town, but enthusiastic drivers who load the vehicle up for some heavy-duty holiday hauling will soon recognise the problem.
Initial thoughts that the Avensis is more of a comfortable motorist's car than a keen driver's dream are reinforced by other aspects of its dynamics.
Most obviously, the chassis and suspension set-up prioritise ride and refinement ahead of agile handling responses.
This makes for an easy-going everyday motoring experience - high-quality ride and low road noise were two towering strengths of the test car - but it is somewhat disappointing when one seeks a greater degree of involvement in the driving experience.
It would be nice, too, to commend the Avensis on the basis of Toyota's legendary record for superior build quality and customer satisfaction.
Certainly in the past it has rated very highly in JD Power's influential customer satisfaction surveys, though its rating dropped in the latest 2009 round, after which it also became one of the models affected by Toyota's accelerator-fault recall.
Though generally solid and nicely assembled, the test car let Toyota's reputation down with some creaks and wind roar around one of the front-door seals.
This last fault, though minor, and doubtless fixable under warranty, cost the Avensis the final points needed in this test to lift it beyond a three-star rating in what is an extremely competitive medium-sized wagon class.
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