Improved driving dynamics

Reinforcing Toyota's commitment to improving the dynamic ability of its vehicles, the new Auris range has been designed to offer drivers a more engaging experience. At the same time, comfort has been improved thanks to the fundamental change in approach to the car's design.

Lower, Lighter and More Rigid

Reduced by 55 mm, the overall height of 1,460 mm makes the new Auris one of the lowest cars in the C-segment. The extensive use of high tensile steel in the bodyshell construction, especially in the upper part of the body, has helped to reduce the overall weight of the new Auris by 50 kg on average, whilst contributing to the lowering of the centre of gravity. In addition, the use of high tensile steel lead to the optimisation of the structure of the rear door opening - helping to improve body rigidity, which is also enhanced through the implementation of new bracing and reinforcements to the underbody and to the front and rear structures.

Lower Centre of Gravity

By using lighter, higher strength materials for the upper part of the body structure and by taking advantage of a driving position lowered by up to 40 mm, the new Auris has a centre of gravity significantly lower compared to the first generation model. This is a key element for handling, stability at high speed and for ride comfort.

A car with a lower centre of gravity is less exposed to body roll. Less body roll in the new Auris meant the engineers could direct more of the suspension behaviour to ride comfort and dynamic performance, instead of correcting negative body movements.

Revised Suspension for Enhanced Ride Comfort

The fundamental change of approach in terms of vehicle architecture lead the engineers to totally reconsider the different elements of the chassis.

Numerous components of the front MacPherson strut suspension have been revised, including the design of the upper support, bound stopper, coil spring and shock absorber. The spring rate has been reduced and the shock absorbers fine-tuned to combine enhanced ride comfort with better handling.

A new suspension support has been developed to reduce high frequency vibrations and road noise, whilst a new polyurethane bound stopper enhances body control and ride comfort.

The new Auris features either a double wishbone or torsion beam rear suspension system. Compared to the first generation, the availability of the double wishbone system has now been expanded to include all 1.6 litre petrol, 2.0 litre diesel and full hybrid models. 1.33 litre petrol and 1.4 litre diesel engine models feature torsion beam rear suspension.

The double wishbone system has been revised to incorporate optimised trailing arm bush characteristics and, as with the front suspension, newly developed coil springs and shock absorbers featuring reduced spring rates and enhanced damping. In combination these measures have improved ride comfort, stability and handling.

Improved Electric Power Steering (EPS)

To be consistent, the steering had to be adapted to the improved performance of the platform. Better control of body movements allowed the engineers to implement a more direct steering ration (14.8 instead of 16.0) - a key factor in improving driving precision and delivering a more engaging driving experience. At the same time, the steering column benefited from structural changes, minimising vibration and ensuring a more linear steering feel.

The new EPS control logic also suppresses steering force fluctuations caused by road imperfections to provide better steering control for the driver. The steering control unit also manages the amount of self-aligning torque according to the vehicle speed for a more refined steering operation.

Enhanced NVH measures

Extensive improvements to the new Auris' NVH measures ensure that the new Toyota not only offers a more comfortable ride, but is also noticeably quieter. Extensive soundproofing within the engine bay, front wheel arches and dashboard has reduced both engine and road noise within the cabin.

The transmission of engine noise to the cabin has been minimised through the adoption of both bonnet and cowl insulators, and a dashboard panel outer silencer.

Road noise is absorbed through the addition of sound absorption wheel arch lining material, and an expansion of both the thickness and surface area of the floor silencer. The intrusion of noise into the cabin is further reduced through the use of wheel arch side covers and side protectors.