Used 2017 Toyota Yaris iA

Sometimes it seems like the automotive world is mashing into one giant sameness. Take the 2017 Toyota Yaris iA sedan, a handsome and feature-rich subcompact formerly known as the Scion iA, which itself was just a rebadged Mazda2. Confused? Don’t be. The Mazda2 is sold worldwide but not in the U.S., so Toyota and Mazda saw a way to make a deal that was beneficial to both. In the Yaris iA, Toyota now has a subcompact car capable of challenging the sportier Ford Fiesta, quirky Chevy Sonic and well-equipped Kia Rio and Hyundai Accent. Toyota’s Yaris iA for 2017 brings the company back to its small-car roots, building the kind of car that helped establish Toyota as a force to be reckoned with.

With the exception of a proper center armrest, the 2017 Toyota Yaris iA’s interior is a rather comfy place to spend time. A somewhat snug driver’s seat with 10 inches of travel and an accommodating adjustable steering column provide Yaris iA owners a comfortable driving position. The large rotary climate-controls knobs are easy to reach, and the Mazda-sourced infotainment system is one of the least distracting and simplest systems in any car at any price. Our praise for the Yaris iA comes to an end, however, once the car leaves the driveway. On the road, we found the steering feel to be vague and disconnected, acceleration and merging power to be woefully inadequate and a body that sways like a Kansas wheat field on a breezy day. Once away from twisting roads, the Yaris iA’s ride is quite comfortable, the cabin fairly quiet and its maneuverability quite good.

Except for the budget-grade headliner, the Toyota Yaris iA’s cabin looks and feels more sophisticated than its entry-level status would suggest. Although the average American might find them a bit restrictive, the front seats are supportive. Rear legroom is plentiful for this class, and the trunk is roomier than that of a Toyota Corolla. Complaints? Sun visors don’t slide to block the sun, and the push-button ignition system lacks a passive-entry function. This results in a worst-of-both-worlds situation, where you remove the key fob from your pocket or bag only to put it right back in once the doors are unlocked.

The iA’s cleanly styled exterior is highlighted by a bold front fascia treatment set off with Toyota’s now-signature piano-black accenting, prominent character lines, and standard 16-inch alloy wheels. We also found nighttime visibility to be quite good for a car fitted with traditional multi-reflector headlights in lieu of more modern projector-beam units.

TOUCH OR REMOTE CONTROLLED INFOTAINMENT
Borrowed from Mazda’s school of infotainment design, the 2017 Toyota Yaris iA’s menu-driven infotainment system is made up of a 7-inch touch-screen display, dual USB ports, mobile apps and a rotary push controller that makes it easy to operate the system without removing your eyes from the road.

LOW-SPEED PRE-COLLISION SYSTEM
Unique to this class of car, Toyota’s Yaris iA includes as standard a pre-collision warning system that operates at speeds up to 18 mph. The laser-based system scans the road ahead and will alert the driver of potential hazards and can even activate the brakes should the driver fail to do so.

Every Yaris iA comes standard with cruise control, a 6-way-adjustable driver’s seat, LED turn-signal indicators, alloy wheels, Bluetooth, and a 6-speaker audio system linked to a 7-inch display and two USB ports. On the safety side of the ledger you’ll find six airbags, the aforementioned low-speed pre-collision system, and a rearview camera.

True to its Scion roots, the 2017 Toyota Yaris iA adheres to a mono-spec packaging structure. This means that beyond the transmission and exterior color, your options are limited to dealer-installed options like a center armrest ($195), front doorsill appliqués ($150), a rear spoiler ($365) and a plug-and-play navigation upgrade ($399).

The lone engine offered is a Mazda-sourced 1.5-liter, direct-injected 4-cylinder that makes 106 horsepower and 103 lb-ft of torque. It drives the front wheels through a standard 6-speed manual or an optional 6-speed automatic transmission that’ll set you back an extra $1,100 or so. Fuel economy is predictably impressive, scoring EPA combined figures in the mid- to high-30-mpg range regardless of which transmission you choose.

1.5-liter inline-4
106 horsepower @ 6,000 rpm
103 lb-ft of torque @ 4,000 rpm
EPA city/highway fuel economy: 30/39 mpg (manual), 32/40 mpg (automatic)

Note: Due to changes in EPA testing to more effectively reflect real-world conditions, some 2017 models show slightly lower fuel-economy scores than their 2016 versions.