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Toyota Yaris HSD review
September 4, 2012
I’M STARTING A petition. It’s not to save a seal, the world or even my local library. It’s for a ban on all CVT transmissions. My word they are terrible, and in the case of Toyota’s latest Yaris Hybrid HSD, sadly it’s the only transmission option available. As with all CVTs, under hard acceleration the HSD too displays a mournful, asthmatic whine that is comparable to listening to a crying toddler with a belly ache … for 36 hours.
The secret to a happier life in the HSD (which stands for Hybrid Synergy Drive) and a lowly fuel consumption that helps saves the planet, let alone a seal, is not to accelerate hard. Yes, the only way to stay calm, induce a grin and enjoy the HSD is to forget about the last two-thirds of the accelerator pedal’s travel and coax the eco appliance along under gradual acceleration, building momentum through its eerily quiet electric mode before the petrol engine eventually kicks in and gets you moving at a fair speed. Accelerate too briskly, or try to overtake, and it’s that whine that drives you to distraction, let alone a petition. Toyota insists that CVT is still the best option as manual hybrids (think Honda Jazz Hybrid and Insight) would only increase the HSD’s claimed 3.5ℓ/100km fuel consumption and 79g/km CO2 emissions rating.
Despite the transmission debate, the HSD is a well built, dynamic package and is easily the most visually appealing iteration of Yaris line-up to date, and boasts an aerodynamic drag coefficient of just 0.266Cd. Most of the HSD’s aesthetic appeal stems from its longer front overhang and gaping front air dam, reminiscent of the new Ford Focus. While the Japanese feel that our Africa specification vehicles should only get the smaller 16-inch alloys (17-inchers are available in Europe), they have felt that we are worthy for features such as dual-zone climate control, ABS with EBD, VSC and daytime running lights to be included as standard fare.
On the open road the HSD feels very agile, having a lower centre of gravity and revised spring and damper rates over the regular Yaris due to the extra weight of the HSD engine, which is 42kg lighter than the equivalent Prius/Auris HSD. Toyota has also reduced the number of battery cells from 168 to 120 in the Nickel Hydride pack. An Eco mode softens throttle response, optimises the air conditioning unit and other ancillary systems for greater efficiency.
The Toyota Yaris range is now the only vehicle within the B-segment to offer petrol, diesel and hybrid options. At R245900 (In VR trim), the Yaris HSD’s closest opposition will be from the likes of Honda’s Jazz Hybrid (R252000) and the Volkswagen Polo 1.2 TDI BlueMotion priced at R183500. At the time of the Yaris’ global launch in Europe, the World Health Organisation released a report that centred around the health concerns associated with diesel-powered vehicles. Toyota’s staff was quick to allude to these findings, keeping in mind that Volkswagen is rumoured to be releasing a Golf diesel hybrid at the Paris Motor Show later this month.
Regardless, of what will transpire or how the Euro VI emissions regulations will shape future sales, Toyota feels that petrol hybrid systems like HSD will be at the core of the world’s market in time to come with sales increasing in Europe every year. Toyota also feels that plug-in EVs will grow in major cities and fuel cell vehicles will be tits next future powertrain by 2015. I just hope they can find a better aural solution to the CVT.
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