Toyota Aygo (2015-2020) Buyer’s Guide
Keen on a Euro-built small hatchback featuring bold exterior styling? Let’s examine the 2nd-gen Toyota Aygo. Should you consider a used version of this Czech-made model?
South Africa’s A-segment – the local category for small city cars, such as the Toyota Aygo – has changed drastically over the past decade. As our market has become increasingly price sensitive, European-built models have fallen by the wayside, with most mainstream brands pivoting to Indian-made (and decidedly “budget-oriented”) alternatives.
In addition, local buyers in this space now favour the crossover body style over the more traditional hatchback shape. As a result, the Aygo nameplate, as well as those of the C1 and 108, have disappeared from our new-vehicle market. But what if you still want a relatively sophisticated European-built city car?
Well, we’d suggest considering some options on the used-vehicle market. We’ve already examined the utterly compelling Volkswagen Up, so now it’s time to turn our attention to the 2nd-generation Toyota Aygo, which was available locally in 5-door hatchback guise.
The Japanese firm’s AB40-series Aygo was manufactured in the Czech Republic alongside the (likewise 2nd-gen) Citroen C1 and the Peugeot 108. At the time, Toyota had a 50:50 joint venture with what was then known as the PSA Group (now falling under Stellantis), resulting in a trio of vehicles that shared everything from platform to powertrain.
In South Africa, the 2nd-gen Aygo faced competition from its Gallic cousins (and, of course, the VW Up), but also from within its own stable. Yes, the sub-B-segment Toyota Etios, which offered oodles more room than the Aygo, but was more obviously built to a budget, was very similarly priced.
For the record, Toyota SA Motors replaced the Aygo with the Agya, which was based on the Daihatsu Ayla, towards the end of 2020. However, by May 2023, the awkwardly styled Agya quietly disappeared and was replaced by the Toyota Vitz (effectively a rebadged version of the Indian-built Suzuki Celerio).
Meanwhile, the Aygo entered its 3rd gen overseas late in 2021, though it switched to a Toyota-only platform, morphed from a hatchback into a crossover and gained the “X” suffix. At that point, Indian-built cars were already dominating the budget end of the market, so this model didn’t make it to South Africa.
Toyota Aygo model line-up in South Africa
With the original Aygo – which was, just like its successor, a Franco-Japanese creation built in the Czech Republic – having been on the global market for nearly a decade (but in Mzansi for only 3 years), Toyota revealed the 2nd-gen model at the Geneva International Motor Show in March 2014.
However, we had to wait until October 2015 for the AB40-series Aygo to make local landfall. Backed by a cheeky “Go Fun Yourself” campaign, the 2nd-gen model launched with just a single powertrain option: a naturally aspirated 1.0-litre, 3-cylinder petrol engine driving the front axle via a 5-speed manual gearbox.
In South Africa, this generation of Aygo was only ever offered with a manual ‘box; we didn’t receive the automated manual transmission (AMT) available in certain overseas markets. Initially, the local range comprised a base derivative and a pair of bi-tone variants:
- Aygo 1.0 5MT (51 kW/95 Nm)
- Aygo 1.0 X-Play Black 5MT (51 kW/95 Nm)
- Aygo 1.0 X-Play Silver 5MT (51 kW/95 Nm)
Then, in July 2017, Toyota SA Motors introduced the open-top Aygo 1.0 X-Cite, which was set apart by its electrically operated, full-length retractable canvas roof (but ditched its space-saver spare wheel for a tyre-repair kit). At this point, the X-Play Silver fell away, meaning the Aygo portfolio remained 3 strong.
The facelifted Aygo touched down in August 2018, gaining not only revised exterior styling but also extra safety features and an updated 3-pot engine. The changes to this chain-driven motor were substantial enough for Toyota to hand it a standalone designation, switching from the “1KR-FE” code to “1KR-B52”.
The latter unit was developed specifically to meet Euro 6.2 emissions standards, scoring a dual fuel-injector system, a higher compression ratio, various new low-friction components, a cooled exhaust-gas recirculation system and an improved balancer shaft. Peak power increased slightly to 53 kW, though maximum torque dipped marginally to 93 Nm.
Interestingly, the X-Play Silver (featuring an “Onyx Black” body and a silver roof) returned to the line-up at the mid-cycle update, offered alongside the base derivative, the X-Play Black (with a “Cherry Red” body and a black roof) and the open-air X-Cite.
- Aygo 1.0 5MT (53 kW/93 Nm)
- Aygo 1.0 X-Play Black 5MT (53 kW/93 Nm)
- Aygo 1.0 X-Play Silver 5MT (53 kW/93 Nm)
- Aygo 1.0 X-Cite 5MT (53 kW/93 Nm)
However, the X-Play Silver’s stay was again brief, with Toyota’s Prospecton-based subsidiary shaking up the Aygo range once more in April 2019. The Aygo X-Clusiv effectively replaced this derivative, though it was likewise offered only in black (with a silver A-pillar and silver roof). Meanwhile, the X-Cite became available with the option of an orange-hued canvas roof as opposed to the standard black version.
The Aygo technically exited Toyota’s local range in November 2020, when it was replaced by the made-in-Indonesia Agya (though it remained on official price lists for a few more months). The latter measured 200 mm longer than the Aygo, yet was a little more affordable than its Czech-built sibling.
What are the Toyota Aygo’s strengths?
Impressive fuel economy: Most small city cars are capable of returning wallet-friendly fuel-consumption figures, and the 2nd-gen Aygo was no different – in fact, Toyota claimed it was “class-leading” in this regard. Benefitting from a claimed kerb weight of just 855 kg, the pre-facelift model’s Daihatsu-developed engine (carried over from the original Aygo, with a few choice tweaks) was said to have an average fuel consumption of just 4.4 L/100 km.
The revised version of this thermally efficient 12-valve DOHC motor, meanwhile, sipped at a claimed 4.3 L/100 km, with a corresponding CO2 emissions figure of only 97 g/km (well under the taxable threshold of the time). The flip side, of course, was that the Aygo took a leisurely 14.2 seconds to progress from zero to 100 kph, though its performance improved slightly to 13.8 seconds at the facelift.
Ride-and-handling balance: Despite its relatively basic underpinnings, the AB40-series Aygo was endowed with both a pliant ride and composed handling. The suspension was very effective at isolating occupants from minor road-surface imperfections, while the plump 165/65 R14 tyres (worn by most derivatives) played a part here, too.
The steering felt well weighted and the handling was reassuringly predictable, while excellent low-speed manoeuvrability (helped by compact dimensions) made the Aygo a cinch to park. Rolling refinement levels were high, too, though the 3-cylinder engine became perhaps a little too vocal at higher revs.
Bold exterior styling: While the original Aygo featured the same mid-body section as its French relatives, the 2nd-gen version didn’t share any panels with its Czech-built platform siblings. That meant Toyota could really differentiate the Aygo from the C1 and 108 in the styling department.
Said to have been inspired by Japanese “Manga” culture, the bold exterior design was dominated by an “X” motif splashed across the Aygo’s front end, with the graphic’s upper diagonals running through the headlamps and extending to the A-pillars.
The “double-bubble” roof was another design highlight. Meanwhile, the Aygo’s beltline kicked up dramatically towards the rear, where the hatch featured a large black glass panel flanked by boomerang-shaped taillamps.
Of course, certain of these daring design decisions had a negative impact on outward visibility, while all derivatives bar the X-Cite curiously made do with steel wheels and plastic covers (we can’t help but feel that a set of eye-catching alloys would have neatly rounded off the styling package).
What are the Toyota Aygo’s weaknesses?
Lack of low-down grunt: Since peak torque arrived late in the rev range, the Aygo’s thrummy engine lacked low-end shove. In the pre-facelift motor (1KR-FE) maximum twisting force of 95 Nm became available only at 4 300 rpm, while the revised powerplant (1KR-B52) reached its slightly lower peak of 93 Nm at an even loftier 4 400 rpm.
In practice, this meant the Aygo’s otherwise eager little 3-pot did its best work when revved hard, a driving approach that obviously had an undesirable effect on both fuel consumption and refinement levels. Moreover, steep hills and overtaking manoeuvres required plenty of forethought.
Tight rear quarters: While it may seem a trifle harsh to criticise a tiddly city car for its cramped rear quarters, there was no denying several other vehicles in the segment featured both roomier rear benches and larger luggage compartments (for the record, Toyota claimed the Aygo’s load bay could swallow 168 litres). In addition, rear-sited passengers were saddled with pop-out rear windows.
Interestingly, Toyota SA Motors’ official spec sheet for the pre-facelift model suggested the 50:50-split-folding rear bench could accommodate a trio of passengers (presumably an oversight, as only a pair of 3-point seatbelts was present back there), but this was corrected to 2 at the mid-cycle refresh.
Miscellaneous potential issues: What else should you look out for when shopping for a 2nd-gen Aygo? Well, Toyota SA Motors never offered this model with a standard service plan, so it’s especially important to look for evidence that the vehicle has been regularly serviced (the manufacturer’s recommended intervals were 1 year or every 15 000 km).
In addition, our research unearthed a few local instances of premature wear and/or corrosion on the front brake discs, often as early as 20 000 km. So, be sure to inspect the front discs, if possible, and take note of any unusual sounds or vibrations under braking during your test drive.
Finally, a brief comment on interior quality: while the Aygo certainly looked distinct from its French cousins from the outside, its cabin shared plenty with C1 and 108. Perceived build quality was around par for the segment, though there were loads of hard plastics and some unsubstantial-feeling switchgear. In short, the VW Up and Kia Picanto had the Aygo licked in this department.
How much is a used Toyota Aygo in SA?
The Toyota Aygo shipped standard with a 3-year/100 000 km warranty, though (as mentioned above) a service plan was optional. Dealer-fitted accessories, meanwhile, included basic items such as mudflaps and safety film for the windows.
At the time of writing, we found just 33 examples of the AB40-series Toyota Aygo listed on Cars.co.za. Accounting for nearly half of all listings, the X-Play derivatives were the most common, followed by the base variants (36%). We discovered just 4 open-top X-Cite variants and only a single X-Clusiv example.
Representing a 3rd of all listings, the most prevalent model year was 2016, while indicated mileages varied from 28 000 km to 307 000 km! The latter, achieved by a 2016 base derivative, is particularly impressive considering the Aygo’s positioning as a city car rather than an out-and-out mile-muncher.
- Below R125 000: We found just 5 units listed for below R125 000 (including the high-mileage example mentioned above), each with more than 100 000 km on its clock. Only base and X-Play derivatives were on offer here.
- R125 000 to R150 000: At the time of writing, some 19 listings were positioned between these pricing points. All model years bar 2020 were represented, while several examples showed under 100 000 km on their respective odometers.
- R150 000 and up: This final pricing bracket housed the remaining 9 listings (most from the 2019 model year), including a trio of X-Cite derivatives and the only X-Clusiv example on offer. The most expensive Aygo we discovered was a 2018 X-Cite (on 68 000 km), priced at R169 990.
Which Toyota Aygo derivative should I pick?
So, which AB40-series Toyota Aygo should be at the top of your shopping list? Well, we’ll leave you to decide whether you prefer the pre-facelift styling or the design of the updated model. However, keep in mind the slight engine differences detailed earlier.
In addition, it’s pertinent to touch on safety here. At launch, the Aygo came standard with ABS, brake assist, ISOfix child-seat anchors and 4 airbags (dual front and side). Meanwhile, the X-Cite introduced in 2017 gained curtain airbags, electronic stability control and hill-assist control, with the latter 2 features rolled out across the range at the facelift.
On that basis, we’d lean towards a facelifted example, since one of the key benefits of a Euro-built small car is arguably its safety credentials. As specification differences between the base derivative and the 2-tone X-Play variants were negligible (particularly after the refresh), pick whichever you think looks best. The canvas-topped X-Cite, of course, is somewhat more of a niche proposition.
Is the Toyota Aygo a smart used purchase?
We’d point to the Volkswagen Up – arguably the most sophisticated offering in the segment at the time – as the 2nd-gen Toyota Aygo’s chief rival in South Africa, though note this little German hatchback was available locally in 5-door guise only from May 2016 (it launched in 3-door form in February 2015).
Other competitors included the South Korean-built Kia Picanto (both the TA-series version and the current generation) and the BA-series Hyundai Grand i10, as well as a raft of other Indian-made budget hatches, such as the Honda Brio and Suzuki’s FE-series Celerio. Then, of course, there were the Citroen C1 and Peugeot 108, though these both sold locally in exceedingly modest numbers.
The Aygo technically also faced several so-called sub-B-segment contenders, including the Toyota Etios, the A2L-series Suzuki Swift, the B52-series Renault Sandero and the locally built Volkswagen Polo Vivo. These models, of course, offered more space for a similar sum of money.
But the typical Aygo buyer would likely have been more concerned with their new purchase’s character and charm than its outright practicality. As a matter of fact, Toyota SA Motors suggested this city car was designed for “expressive customers”, claiming it would appeal to “the young and young at heart”.
Marketing speak or not, that statement seems to hold plenty of truth. Be they first-time car buyers or indeed older motorists looking to scale down, those seeking a fuel-efficient, boldly styled city car – built in Europe rather than India – would do well to consider a used version of the AB40-series Toyota Aygo. But we’d nevertheless urge them to test-drive a 5-door Volkswagen Up, too…
Looking for a used Toyota Aygo to buy?
Looking to sell your car? You can sell it to our dealer network here
