Scion

2012 Scion iQ

Vehicle: 2012 Scion iQ
Price as tested: CDN$16760

Performance: High iQ or low iQ? That’s the question begs to be asked on this review, as Scion iQ has squarely aimed at the Smart For2. Has the iQ really upped-the-ante in the microcar segment? We will have the answer after this test drive.

While the 1.3 liter DOHC 16-valve 3-cylinder with dual VVT-i certainly won’t make anyone drag race iQ versus a sports car, its the first low displacement application appeared on any Toyota products on our shore. This 1ZR-FE has 94 horses and 89 lb/ft of torque, which mated to a relatively lightweight 996kg, which should be considered as the lightest 4-seater vehicle in the business. While we will be discussing about whether iQ is a “proper” 4-seater in the latter part, this iQ has enough grunt to move its metal around. While you won’t use us use the word “powerful” and “breathtaking” on describing the iQ, its certainly has done what its worth as a city commuter. While this little mill certainly feels busy on the mid and upper range of the speedometer, it has decent enough torque to move in the city. That’s exactly what this car is designed for. The engine sounds a bit rough and noisy when mesh with the light electronic throttle. Unlike For2′s annoying sequential shifter, Toyota has smartly incorporated a CVT into iQ’s powertrain combination. What CVT can do for a small displacement is amazing. As it doesn’t have torque converter to taken out power from the gearbox. Instead, its seamless delivery of power provides utmost efficiency by weighting in both throttle input and weight. That set, its always in the engine’s sweetspot once it reaches driver’s desired speed. In iQ’s application, it also has engine braking applied when driver pushed into “B” mode.

Handling: Because of iQ’s city car status, one shouldn’t considered it to drive like a sports car except you are a complete moron. For what iQ’s worth, it handles surprisingly well given its tall center-of-gravity and a softly sprung suspension. The suspension has taken a set once you push the iQ into a corner, exhibits terminal understeer and get back on its line properly. It feels far more confidence-inspiring in an iQ than an equivalent For2, on the same bit of twisties roads. However, iQ is not a driver’s car. Far from it. The electric power steering feels typical Toyota detached and numb, although its responsive and precise. There are quite amount of body rolls when slightly pushed. The VSC has performed of what it should be, when its time to control both understeer and oversteer. That’s very important given iQ is most driven by new drivers and city commuters.

Brakes: With front discs, rear drums and standard ABS. iQ has stopped decently. The stopping distance is short, while pedal feels firm and solid. Include the ABS which doesn’t have much unwanted intervention. iQ has performed much better than expected.

Interior: iQ’s luggage space and back seat is pretty much an either/or proposition. If you have the very cramped backseat in place, the amount of luggage space is nil. If you fold down the rear seats completely, but you have to remove headrests first, while completely into the flat floor. The iQ has better than expected luggage space for two persons.

As for the backseat, which can we say “dog seat”? We can only say iQ’s backseat is the result of marketers based on consumer clinic. When the engineers and designers said “We don’t need a backseat in a tiny car!”, those marketers say “We do because For2 doesn’t have it. We have a marketing advantage.” One say “We do”, another one say “We don’t”. Since we no longer live in an engineering-driven world. Instead, its a marketing-driven business controlled by beancounters. Beancounters agreed with marketers on iQ “needs” two more seats for better sales. Let me tell us. iQ DOESN’T NEED a backseat because its a plain tortune at the back.

On the front, its all simple instrumentation gauges of what we expect from Toyota. The use of materials and workmanship are certainly good given its city car status. The well-foamed cloth seats are relatively comfortable for a daily trip to Safeway.

Conclusion: Despite of my criticisms, I have to give credit to Toyota engineers for having the guts to better a For2 with the iQ. Its a more civilized and refined package than its most direct rival. The question remains to ask on whether you are low or high iQ when buying an iQ. If you are buying an iQ based on value, which its price suggests it has to compete with some much more refined and versatile competitions. Then your iQ might needs to be re-evaluate. If you are buying an iQ based on emotional value, then its a different story altogether.

Competitions:
Smart For2
Fiat 500
Mazda2
Ford Fiesta
Scion Xd

OVERALL VERDICT FOR 2012 Scion iQ
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2.5/5
Interior/ergonomics/user-friendliness: 2.5/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 1/5
Value-for-money: 2/5

Overall rating: 2.25/5

2011 Scion Xd

Vehicle: 2011 Scion Xd with automatic
Price as tested: CDN$18100

Performance: Has the Xd past its “prime”, or is it still a worthy subcompact to consider in a sea of great cars? We will have the answer at the end of this review.

Although Xd rides on the same architecture as Yaris, it comes in the form of a 1.8 liter instead of a 1.5 liter in its Toyota silibing. The Xd is basically a JDM Ist wraps with Toyota sub-brand’s hippy badge. This 1.8 liter DOHC 16-valve 4-cylinder comes with both dual VVT-i variable valve timing and electronic throttle. In terms of automotive technologies, this powertrain is true to Toyota’s tried-and-true philosophy. However, this powertrain has shown a sign of age when pushed. While 128 hp and 125 lb/ft of torque are certainly up to daily needs, it feels rather noisy and rough in both middle and upper range of the rpm. To add insult to the injury is the optional 4-speed automatic. With the 1st and 2nd gear ratios aren’t low enough for healthy acceleration off-the-line while 4th just isn’t tall enough, it makes the transmission hunting for gears all the time when ratios are as wide as a hole. When the whole industry has moved from 4-speed into 5 or 6-speed even CVT, Toyota’s stubborn on insisting the “proven” 4-speed automatic in their products are completely unforgivable. Add to the lack of refinement and poor NVH, you get the whole picture. If you are deeply in love with Xd, its highly recommended to go with the 5-speed manual instead of this 4-speed automatic. Not only the gear ratios are much better proportioned, its light and progressive clutch would certainly help for a better use of this engine.

Handling: Thanks to Xd’s Yaris architecture, Xd handles surprisingly well given the age of this chassis. While you still would find the usual Toyota dynamic characteristics, right from a detached chassis to numb steering. Its road manners are surprisingly sure-footness without the usual softly sprung personality one associates with Toyota products. In fact, its quite rightly damped to suit Scion’s hippy image. Although its hard to describe Xd as anything sporty, even the sportiest Scion tC can only be describe as sporting in a sea of Golf GTI and Mazdaspeed3. The Xd is confidence enough to push through twisties without any signs of hestitation. There are plenty of body rolls when pushed, even if the body motions are well-controlled. Terminal understeer is guaranteed, given the target audience’s age group. What is most impressed is the standard VSC, or what Toyota language of ESC. This system acts as a guardian angel to eliminate understeer and oversteer, whenever a driver has reared Xd’s ugly heads. Considering Xd starting at somewhere below 20 grand, having Electronic Stability Control standard certainly worth an applause.

Brakes: Along with the VSC, ABS has come standard across the board. That’s a huge bonus because an inexpensive car doesn’t have to sacifice when it comes to active safety. The front discs with rear drums have stopped the Xd accordingly. The stopping distance is short, while pedal feel and feedback are much better than expected. Although the ABS tends to intervene a bit too early for my liking, it remains a very good braking system as a whole.

Interior: Fold down Xd’s rear seats, it got more than enough luggage space given its physical dimensions. The low liftover and minimal side instrusions actually make it a rather boxy place for loading luggages.

Everything else is well-placed with stereo above HVAC. The cloth seats have nice foam, which provide decent back and thigh support. However, the use of plastic materials are something I am not fond with. While it isn’t particularly cheap, it doesn’t feel expensive at all. As for the instrumentation gauges, I don’t fond of its 3-pod layout. The lack of a temperature gauge is the sign of corner cutting.

Conclusion: Its not only the Xd has past its “prime”, its Scion has past it at the same time. Until the Smart For2 rival, iQ, comes along, Scion has to soldier on with those aged products. Its a pity because Xd has brought nothing new to the table.

Competitions:
Chevrolet Sonic
Ford Fiesta
Mazda2
Honda Fit
Hyundai Accent
Kia Soul

OVERALL VERDICT FOR 2011 Scion Xd
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 2.5/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 2/5

2011 Scion Xb

Vehicle: 2011 Scion Xb with 4-speed automatic
Price as tested: CDN$19920

Performance: While the original Xb wasn’t available in Canada, it was hailed as one of the quirkest small cars around. Will the 2nd iteration fare as well? We will have the answer after this test drive.

Since its universially known that Xb is based loosely on the JDM Corolla Rumion architecture, it doesn’t come as a surprise many of those underpinnings are from its sedate Corolla silibings. While the 5-speed manual has decently set ratios for both cruising and acceleration, the optional automatic has to come with a 4-speed. The latter has gear ratios as far spaced as a spaceship with very low 1st for acceleration while having tried hard enough for a very tall 4th gear for relaxed cruising. That’s for the most parts, primarily because it revs extremely high with 100 km/h @ a high 3k rpm. Since its basically a Remion, it comes with Camry’s proven 2.4 liter 4-cylinder instead of Corolla’s usual suspects of 1.8 liter form. With both DOHC 16-valve and variable valve timing, it has a decent 158 ponies and 162 lb/ft of torque. In terms of refinement, this 2.4 liter is good enough for Camry’s application while far exceeding the standard in Corolla class. Its generally quiet, refined and a smooth operator. If you have to choose an Xb as your next ride, take 5-speed manual instead of 4-speed automatic for god’s sake.

Handling: With its breadbox looks, one would expect Xb would not be quite a handler. That’s quite a bit of a surprise given Xb is based on Corolla’s humble underpinnings. While it continues Toyota’s tradition by offering detached chassis with featherweight steering, it comes out with a rather decently driven dynamic package. The ride quality is rated very highly, as it absorbs all those bumps and roughness with ease. Pushed the Xb through the paces, there are expected terminal understeer and body rolls are pronounced. That’s mainly due to the fact that you tend to sit “on top” instead of “inside” of Xb. The steering feel and feedback are more than acceptable, given its a Toyota Corolla anyway. However, the lack of any ESC standard or as any available option surely have been an oversight by Toyota beancounters. Given Xb is marketed toward the youth market, ESC is the best active safety feature.

Brakes: With front discs, rear drums and standard ABS; Xb has performed as acceptably when it comes to braking performance. The stopping distance and pedal feel are both lived up to what Toyota have known for. A very competent package. That’s despite ABS has stepped a bit too early for my liking.

Interior: The Xb has pretty good luggage space. With 10.9 cubic feet of cargo space when it rear seats up already pretty decent. The best things are those back seats are able to fold completely flat into floor without much side instrustions, with low liftover.

Its pretty comfortable to sit at the back of Xb, thanks to its boxy looks. There are plenty of head and legroom given its physical dimensions.

While I am not too fond of Xb’s instrumentation gauge placed in the middle of the center console, while having the gearlever placed so high on top of the center console. Most of its controls are very initutive and easy to use. I am also not crazy about digital instrumentation which flies around 80 and 100 km/h instead of having a needle telling me, as well as the use of low-rent plastic materials in the cabin.

Conclusion: The Xb has transformed itself from a rather quirky looking roundabout into a more practical compact hatchback. The main reason original Xb was mainly because its based on Bb, which was one of the most trendy “box car” at its time. While the new Xb has finally got a more powerful engine and space that it lacks in the original car, it has lost much of its perishable character which made original Xb so appealing. In fact, its was so quirky which there were many grey imported Xb into Canada.

Competitions:
Nissan Cube
Kia Soul
Toyota Yaris
Honda Fit
Mazda2

OVERALL VERDICT FOR 2011 Scion Xb
=====================================
Performance: 2.5/5
Handling and ride/fun-to-drive: 2.5/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 2.5/5

2011 Scion tC

Vehicle: 2011 Scion tC Manual
Price as tested: CDN$25048

Performance: tC has to be the sportiest offering within the Scion product portfolio. Does it have what it takes to bring young buyers into the Toyota showroom with this new Scion sub-brand, especially with this tC. We will tell you the answer after this test drive.

The tC is powered by the same powertrain as the Camry. Which means its the same 2.5 liter DOHC 4-cylinder 16-valve with VVT-i variable valve timing. As one expects from Toyota powertrain. Its both a smooth and refined operator at any rpm, especially in the engine’s sweet spots. Thanks to 180hp and, more importantly, 173 lb/ft of torque. This proven powerplant’s sweet spots have to be at the bottom and mid-range, while felt short of breathing when pushed. Latter is acceptable in a Camry but not quite make it in a so-called sports coupe. The throttle response is linear, which is typical of any Toyota product. On the other hand, the 6-speed manual gearbox provides decent throw. The gates are well-defined with nicely done gear ratios, then mated with a progressive clutch which is another Toyota hallmark.

Handling: After the powertrain, tC’s chassis is another copy-and-paste from Toyota parts bin. tC shares the same platform as the European Avensis mid-size sedan, that means its also share with the unremarkable Lexus HS hybrid. Avensis chassis has served as an excellent base for tC’s sporty character, as its European heritage shines through the chassis rigidty and stiffness. Apart from its nice chassis, tC’s sports suspension is comfortably compliant which means it absorbs all the bumps and roughness relatively well. Given its Toyota origin, tC’s electric power steering’s feel and feedback are much better than expected. While the off-center still has vagueness which is typical of Toyota products. The level of precision and responsiveness are quite a delightful surprise. The body motions are well controlled. Given its Toyota origin, tC’s Vehicle Stability Control is surprisingly uninstrusive even when pushed hard into a corner.

Brakes: With 4-wheel discs and standard ABS, tC’s brake pedal feels surprisingly good. The stopping distance is short, while pedal feels firm and solid. ABS won’t step in unnecessarily is yet another delightful surprise.

Interior: Inside the tC, its instrumentation gauges are clear and analog. With stereo placed above HVAC, which have done wonders when it comes to interior ergonomics. The HVAC knobs have a tactical, high-quality feel to it. The cut-bottom sports steering wheel has added a some kind of sportiness to the rather blend interior. The front bucket seats provide good thigh and back support. However, I would like to see more side support given its sports seat purpose. What makes the whole tC’s interior down is the use of the low-grade, cheap and hard plastic all around the dashboard and door panels.

In terms of cargo space, tC is considered as better than average. It got split fold down rear seats to provide larger luggage space. The low liftover added extra versatility to the fold down rear seats.

Conclusion: Does the Scion tC have what it take to bring young buyers into the Toyota showroom? tC certainly looks fresh from all those bland-looking Toyota sharing the same showroom floor with “different” Scion. However, its performance and dynamic might not be enough to convince those who are cross-shopping anything from a Golf to Mini Cooper. There is always a silver lining behind every story been told. The silver lining of the tC is Toyota finally have a sports coupe in their Canadian showroom, which have long been forgotten for as long as I can remember. Perhaps a 2004 Celica GT-S?

OVERALL VERDICT FOR 2011 Scion tC
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3.25/5