Engine choice
Things couldn’t be simpler when it comes to the engine. The Aygo (as well as the C1 and 107) was powered by the all-aluminium 1KR-FE 998cc three-cylinder unit producing 67bhp at a buzzing 6000rpm and 69lb ft of torque. Weighing 67kg, it was claimed to be the lightest internal combustion engine on sale at the time. While outright performance was modest – 0-60mph was despatched in around 14 seconds and the limited torque was evident on faster roads – the real benefit was efficiency. VVTI variable valve timing and low friction internals contributed to a claimed 61.4mpg and CO2 emissions of 109g/km, figures that would improve in 2009 when the emissions dropped down to 106g/km, and then again after a facelift in 2012 when the Aygo was rated at 65.7mpg and 99g/km.
There was little performance or economy penalties for those opting for the automatic transmission – actually a robotised manual ’box – although it wasn’t very pleasant to use. The only other engine offered during production was a Psa-sourced 1.4-litre diesel with 54bhp. Added to the range in 2006, it only lasted until May 2007 as the 68.9mpg claimed economy was deemed little compensation for the sluggish performance and £1500 price premium.
All of which is good news if you’re on a tight budget, but given that a decade has passed since the car was launched you’ll want to be sure that regular maintenance hasn’t been neglected.
There’s nothing under the bonnet that would pose a problem for a local garage or a home mechanic, and with so many on the market there’s no reason to get lumbered with an example that’s not been regularly fettled. Which is all an Aygo should really need.
The chain-driven cam means there’s nothing to worry about there, but it is worth checking for signs of a leaking water pump. Some original owners also complained of rear exhaust boxes that rotted through earlier than expected, so budget accordingly if a replacement system is on the cards.
The oil-burner could suffer from injector-related issues, but you’re better off with the petrol engine anyway. And despite becoming a popular fixture on daily rental fleets, the inherently robust engines mean they shouldn’t have suffered any long-term consequences.
Transmission
Manual transmissions were fivespeed units which were quite capable of covering high mileages without problem, although the shift was never that precise even when new, so don’t be surprised if used examples feel a little baggy or notchy. Noticeable whines or weak synchromesh are a sign of abuse, so you should walk away. The clutch can suffer on town-bound examples, so make sure there are no signs of slip or a noticeably high biting point which signals imminent replacement; quality replacement kits cost around £110 from aftermarket suppliers.
It’s also worth noting that complaints from owners regarding clutch slip and excessive noise were addressed in a Technical Service Bulletin (TSB) from Toyota which recommended replacing the original 180mm diameter item with a 190mm unit (this became standard from early 2009.) However, this came without automatic adjustment of free play, so a further TSB recommended this be checked and adjusted at every service.
More problematic is the self-shifter
or Multimode transmission (M/M), which is best avoided unless you really must have just two pedals. Drivers could select the fully automatic ‘E’ mode or ‘M’ for manual shifts, and Toyota boasted of advanced Delta Throttle Acceleration which tuned the electronics for sharper responses. In reality, a lack of smoothness and a dullwitted feel spoiled an otherwise nippy driving experience, and the system can suffer from costly problems and is prone to over-revving. Listen for a warning beep that signifies overheating, and bear in mind that a new clutch needs to be programmed to the car’s ECU. The clutch actuator can play up, too, and replacing it can cost upwards of £500.
Body, cabin & electrics
With a choice of three- or five-door body styles, all Aygos benefited from Toyota’s aim of making their new small car one that was robust, yet cheap to make and run. Boasting a bodyshell constructed from 50% high-tensile steel, some clever design touches such as a simple, one-piece glass tailgate reduced cost and complexity, while the 12-year anticorrosion warranty provided peace of mind. This warranty shouldn’t have been troubled, even on the earliest examples, so instead buyers should focus on checking the overall condition.
Although the Aygo was reasonably capable on longer journeys, it was inevitable that most would spend their life in urban environments, so it’s worth scrutinising the panels and bumpers for the usual dings, scuffs and other signs of uncaring previous owners. Paint could peel off bumpers, too, so look for evidence of hasty repainting.
Head inside and you’ll discover a cabin that was incredibly simple. Although the materials used were far from plush – there’s plenty of painted metal and hard plastics on display – it’s generally proved to be long-lasting. That said, some of the switchgear, such as the glowing heater controls, feel flimsy and low-rent, so check that everything is present and correct, and keep an eye out for broken interior door handles. Watch for stained and damaged seat trim, too, as it may have taken a battering as prices descended into bargain territory.
While we’re on the subject of the cabin, it’s worth ensuring you can live with the small dimensions. Although passenger space is decent enough, anyone broader of beam is going to find things somewhat cramped, while the 139-litre boot is quickly filled with a few shopping bags (although Toyota promised a further 25 litres of interior stowage space).
The Aygo proves sound when it comes to electrical bits and bobs, so you’ll just need to ensure that items such as electric windows and remote locking aren’t ailing. Some examples suffered from substandard door and boot seals, so check for signs of damp or mustiness inside.