Daihatsu Sirion; Review

 

One of the benefits of working for a company with a large car pool is that I occasionally get to drive modern cars on more of a routine basis.

That happened just recently when I drove one of the last Daihatsu Sirions from the previous generation, stepping out of it and almost straight into a new generation model, one which was scheduled through Toyota New Zealand for evaluation.

The contrast between the old and new is quite substantial, the new five-door model is bigger, prettier and has a higher level of fitment. It is also new age in terms of design, not only does its shape emphasise the size but space on board is generous.

The interior is functional and aesthetically pleasing. Take the fully integrated audio for example, it is logical and has large easy to decipher buttons which require little familiarisation. Below the audio are large rotary dials for the heating and ventilation system, once again they are easy to manipulate.

I also like the combined speedometer and digital fuel gauge which is simplistic, but large and easy to read. The Sirion is a no frills car, it doesn't have a rev counter nor any other gauges, a digital clock sits beside the fuel gauge, but that is the lot. Even engine water temperature is only indicated by a warning light.

However, there are many other aspects which highlight the new Sirion's interior. There is a good mixture of dark and light colours, the plastics are a combination of grey and beige, while the seat trim is coloured black with red flecks. Together there is good eye appeal.

Looks aside, the Sirion is still a model that fits into the small car category at just 3600mm in length and sitting on a 2430mm wheelbase. However, it does its best to cater for five, although it is a squeeze widthwise for three adults in the rear. However, each is contained in a full overshoulder seat belt, part of a good safety package which includes ABS and dual air bags up front.

Front seat occupants get to sit in well formed seats, they are comfortable and have good support, head and leg room front and rear is proportionally allocated.

Toyota have launched the new Sirion here in three versions, all receive a 1.3-litre engine. Put simply, the range consists of an entry-level model at $18,900 with a $1100 premium for automatic transmission, a GS specification model lists at $21,800 and it is an automatic gearbox model only, and I would suspect it will account for the majority of sales.

I'm scheduled to test the GS shortly, but this evaluation surrounds the manual gearbox variant, and even for its budget price it gets a healthy level of specification. Fitted as standard are air conditioning, electric windows, electric exterior mirror adjustment, tilt-adjustable steering column, rich-sounding single-CD audio and remote central locking which is a new addition to the Sirion range, and is an aspect one of the Christchurch Star's photographers would be grateful for because that isn't fitted to his old generation Sirion.

Up front is a twin-camshaft, multi-valve engine with power outputs of 64kW and 120Nm of torque. As you would expect from its small displacement, it is a zingy engine yet gets about its business with minimum fuss. Sound levels do intrude if the engine is worked really hard, but otherwise it doesn't sound overly gruff.

Both power outputs are realised high up the rev band at 6000rpm and 3200rpm; however, with variable valve timing it is an engine that doesn't need to be working hard, it will pull well from low revolutions, and thanks to some relatively short gearing it has adequate acceleration and doesn't have to be forced along.

Without a rev counter fitted (standard on GS), I didn't concentrate too much on acceleration testing, besides, the Sirion is not a car where performance will be a purchasing issue. However, I can report that it will keep up with both inner-city and highway traffic comfortably, it doesn't run out of puff on that open road overtake.

On that subject, the Sirion is relaxed at the legal limit.

I took the test car out to my mother's Kirwee property, returning home via a Darfield/Hororata loop, and enjoyed the subdued way it operates. Accelerator request will excite the engine and it will pull hard if necessary but it is also the type of engine that has good flexibility, so much so that it takes some concentration to keep it at the legal limit.

Sitting on front strut suspension and a coil spring-located rear beam axle, the Sirion affords a soft, compliant ride.

Slow speed bumps are dealt to with precision while the overall handling rating scores highly with me. Providing the grip are Japanese-made Dunlop tyres, and although they are small in stature at 175/65 x 14in, they do provide good steering feel and reasonable accuracy when placed into a corner. Given its height and high centre of gravity, body roll isn't a major consideration, there is some movement but it doesn't lurch the suspension.

Understeer generally wins out with front-drive cars, and the Sirion is no exception, although it is progressive and arrives well past the bounds of what would be considered normal motoring. During my test run over Queen's Birthday weekend, wet weather made the roads greasy, yet the Sirion felt controlled underneath, grip and handling behaviour well provided.

Toyota's target market will be well served by the Daihatsu Sirion, I guess demand for the automatic model will be high, and it's my hope to provide an evaluation on it soon.

However, I enjoyed the five-speeder, clutch action is light and progressive and the long gearshift lever glides though the gate with good accuracy.

The Sirion is also a light, easy-to-manoeuvre car, and for those not quite so agile it has easy access and panoramic vision. A good example of evolving technology.

Specifications:

Price: Daihatsu Sirion, $18,900.

Dimensions: Length, 3600mm; width, 1665mm; height, 1550mm.

Configuration: Four-cylinder transverse, front-wheel-drive, 1298cc, 64kW/6000rpm, 120Nm/3200rpm, five-speed manual; 940kg.

Performance: 0-100kmh, 11.8sec.