Toyota Aygo X: casting error

More and more manufacturers are abandoning the small city car segment. Not very profitable, they also have the fault of being content with small engines with often basic technology. Although low in absolute terms, their CO emissions₂ are therefore slightly above the critical threshold of 95 g/km imposed by the European Union on manufacturers. In addition to making almost no profit, they are more likely to penalize the brands on this point, with the key risk of a fine in the event of overrun! Only very advanced manufacturers of electrified models (hybrid or 100% electric) can therefore afford to continue in this direction. This is the case with Toyota.

In pictures: Toyota Aygo X review

For the smallest of its city cars, the Aygo, Toyota had so far established a partnership with PSA. The Japanese girl was the cousin of the Citroën C1 and Peugeot 108, models that the French manufacturer has decided not to renew. Now, therefore, the Japanese manufacturer finds itself alone: ​​it has taken over the Czech factory in Kolin, which produced the three chips. Then he started from scratch to develop a completely new generation. The transition from the Aygo to the Aygo X does not result in the simple addition of a letter to the name of this city car. Now it shares its TNGA-B platform with its big sister, the Yaris.

The Toyota Aygo X wants to be as big as beef

This is felt on the dimensions, increasing sharply : 3.70 m long, the Aygo X measures up to its 23 cm predecessor. In width, it is 12 cm that the dimension increases, to reach 1.74 m. Finally, the height climbs to 1.52 m (6 cm more than before), ideal for giving this city car the air of an SUV. High-legged silhouette, rocker panels and wheel arches in raw plastic and large wheels (up to 18 inches) are on the program. With its bulldog’s scowling nose, its original two-tone exterior (on the Design and Collection finishes) and its sculpted curved sides, the Toyota Aygo X does not lack allure… It is difficult to find a smaller car on the market today. seductive. This is a successful first bet!

More and more manufacturers are abandoning the small city car segment. Not very profitable, they also have the fault of being content with small engines with often basic technology. Although low in absolute terms, their CO emissions₂ are therefore slightly above the critical threshold of 95 g/km imposed by the European Union on manufacturers. In addition to generating almost no profit, they risk penalizing the brands on this point, with the key risk of a fine in the event of overrun! Only very advanced manufacturers of electrified models (hybrid or 100% electric) can therefore afford to continue in this direction. This is the case with Toyota.

For the smallest of its city cars, the Aygo, Toyota had so far established a partnership with PSA. The Japanese girl was the cousin of the Citroën C1 and Peugeot 108, models that the French manufacturer has decided not to renew. Now, therefore, the Japanese manufacturer finds itself alone: ​​it has taken over the Czech factory in Kolin, which produced the three chips. Then he started from scratch to develop a completely new generation. The transition from the Aygo to the Aygo X does not result in the simple addition of a letter to the name of this city car. Now it shares its TNGA-B platform with its big sister, the Yaris.

The Toyota Aygo X wants to be as big as beef

This is felt on the dimensions, increasing sharply: 3.70 m long, the Aygo X measures up to its 23 cm predecessor. In width, it is 12 cm that the dimension increases, to reach 1.74 m. Finally, the height climbs to 1.52 m (6 cm more than before), ideal for giving this city car the air of an SUV. High-legged silhouette, rocker panels and wheel arches in raw plastic and large wheels (up to 18 inches) are on the program. With its bulldog’s scowling nose, its original two-tone exterior (on the Design and Collection finishes) and its sculpted curved sides, the Toyota Aygo X does not lack allure… It is difficult to find a smaller car on the market today. seductive. This is a successful first bet.

If the dimensions are up, unfortunately they do not benefit the habitability. Admittedly, in width, the occupants are now much more comfortable. But unlike the Korean Hyundai i10 and Kia Picanto, or the Fiat Panda, the Toyota Aygo X remains a strict four-seater. Above all, access to the rear seats is acrobatic, through the fault of a narrow door, with an insufficient opening angle, and a cumbersome wheel arch. If Toyota boasts of a wheelbase increased by 9 cm, it would seem that these additional centimeters have benefited the front compartment… Without benefit therefore for the space allocated to the occupants. Consolation: the trunk is significantly more spacious. With 231 litres, it ranks among the most generous in the category and gains 60 liters compared to the old Aygo.

If the interior volume is limited, at least the presentation is dapper on board. A true signature of the model for three generations, the sheet metal door panels generously let the color of the bodywork into the passenger compartment. Numerous assorted reminders (topstitching on the upholstery, around the air vents and the screen, the gear lever, etc.) brighten up a chubby dashboard with well-thought-out ergonomics. The plastics are tough, but that’s the category standard. On the equipment side, nothing is missing provided you put your hand in the wallet: hands-free access and starting, adaptive cruise control, heated seats, large 8-inch screen with GPS and smartphone connection… Rare are the models in the category to have such a comprehensive list of extras.

A sober engine, but lacking in nerve

Under the hood, we find ourselves on familiar ground. Since its first generation launched in 2005, the Toyota Aygo has remained faithful to the same small three-cylinder petrol (code name 1 KR-FE), designed by Daihatsu, a Toyota galaxy brand specializing in light cars. This block with a displacement of 1.0 liter, developing 72 hp, has been refined to gain in sobriety, which was already one of its virtues. Indeed, in real conditions, we observed on the road a average of 4.8 l/100 km with the manual gearbox and 5.0 l/100 km with the automatic gearbox… These are the values ​​announced on the WLTP cycle! On the highway, the appetite climbs to a figure of 6.5 l/100 km which remains very reasonable.

If this three-cylinder convinces by its sobriety, it does not seduce by its pleasantness. Certainly, we do not expect sports performance with such a modest block. But we hoped at least that it drives the light Toyota Aygo X with a sympathetic vivacity. Unfortunately, it requires constant whipping, with slower acceleration than a Renault Clio Sce 65… Heavier and less powerful. The ransom of large wheels that impose inertia? The five-speed manual gearbox version at least benefits from firm and well-guided control. But the lack of engine resource, as well as its non-linear response (there is a loss of liveliness around 4,000 rpm, then a second wind around 5,500 rpm) do not plead in favor of approval. Especially since this block happily transmits its vibrations into the cabin.

A fairly automatic transmission convincing

The option automatic, in the form of a continuously variable transmission, compensates for the lack of liveliness with increased comfort. This type of box is indeed usually known for its softness. This clearly improves the pleasure in the city, thanks to a rather relevant management, which eliminates the jolts in a satisfactory manner. Still, the engine vibrations are not eliminated and the times do not impress. Our measurements of 14.1 seconds to go from 0 to 100 km/h and 12.7 seconds from 80 to 120 km/h are in the category average, however. But during the raises, the three-cylinder, pushed into the towers by the transmission, shouts its disapproval. We finally learn to adopt a very quiet driving, to moderately press the accelerator, which keeps the engine under 2,000 rev / min and relieves the ears of the passengers. It is better to avoid long journeys: the times are insufficient and the aerodynamic noises are intrusive like motorways.

Driving the Toyota Aygo X is not a punishment. In its preferred environment, the city, it is distinguished by its maneuverability, with a contained turning radius at 4.7m. On the road, where the modest performances are still acceptable, we even manage to take a certain pleasure, thanks to an incisive front axle and a particularly successful management. At the same time precise, informative, and equipped with a precisely calibrated assistance, it proves to be of a rare quality for the category. Too bad, this lively side has some negative repercussions, with a rear axle that tends to weave during heavy braking or evasive maneuvers. The fault lies with a slightly too loose rear damping, which tends to relieve the axle. The comfort simply appears correct: the small irregularities of the asphalt are far too faithfully transmitted at low speed and the sensitive percussions. But the big speed bumps are swallowed up rather convincingly.

The Toyota Aygo X is too basic for its high price

After reading this review, can we say that the Toyota Aygo X is a bad car? It would be overkill. A disappointment, more surely: its road services are barely progressing, when we expected a lot from this new generation based on the successful platform of its big sister. She let us imagine a refinement at the top of the category, but this Japanese does less well than the Korean Hyundai i10 and Kia Picanto. And when you look at the rates, that’s where the rub is: by being pretentious on the bill, Toyota is targeting a chic clientele. The one who cracks for Mini or Fiat 500. Or had been convinced, fifteen years ago, by the intelligence of the small Toyota iQ. The base price of €15,990 is nothing cheap: the Fiat Panda starts at €11,190. At this price, you don’t even have the right to a radio! However, this is the price of a fairly generously equipped Hyundai i10 Creative. Admittedly, Toyota offers a host of driving aids as standard: sign recognition, lane departure warning and adaptive cruise control. Inoperative under 30 km / h therefore unusable in traffic jams, this last device is therefore only really relevant on the motorway, where the mediocre reminders of the Aygo X and its light soundproofing transform it into punishment. Might as well give skis to a dromedary…

Our comparison of the old Toyota Aygo against the Renault Twingo, carried out three years ago, reveals the extent of inflation: the mid-range versions of these two cars contained their prices below the 14,000 € mark. Today, the Aygo X Design, intermediate finish, is offered at €17,990 and the top-of-the-range Air Limited with automatic gearbox climbs to €22,900. Delusional, to the point that Toyota concedes a systematic discount of €2,000, while the car is in the full launch phase. Without the latter, the difference with the larger Yaris would be limited to around a thousand euros, with similar finish. In short, one wonders who this charming city car is for. Those who can afford a second or third car will seek less rustic services, even if it means turning to an electric model such as the Fiat 500e. Those looking for a practical and affordable model will prefer a Fiat Panda or a Dacia Sandero. If it does not revise its claims downwards, the Toyota Aygo X may not meet its audience. This is not the first time that the Japanese manufacturer has run into failure: the Urban Cruiser and iQ, although excellent cars, have seen their careers ruined by excessive prices.