Background

“Yaris”—a combination of the German affirmative “Ja” and Charis, a Greek goddess of beauty—isn’t a name that many American motorists will recognize. Or, in all likelihood, pronounce correctly.

But as fresh and funky as Toyota's new Yaris may seem, odds are good that you’re already familiar with much of this vehicle. Mechanically, it’s a fraternal twin of the Scion xA and xB, sharing a common platform and other major components. Those vehicles made their debut in 2004, and have been strong sellers ever since.

This begs the question: with two successful variations of this product already on the market, what does Toyota hope to accomplish by introducing a third one? Are they simply courting older, more conservative buyers who wouldn’t be seen in the jellybean xA or boxy xB? Or does the Yaris offer unique talents beyond its looks? To find out, I test-drove two S sedans at a local dealership.


Under the Hood

Like its Scion siblings, the Yaris doesn’t spoil you for powertrain choice: the only engine offered is a 1.5-liter, 106-horsepower Four. This is the same engine that powers the xA and xB, and as in those applications, it endows the Yaris with an admirable blend of pep and thrift.

How much pep? Well, the Yaris isn’t a powerful car, but it’s no dog, either. After dragging its feet a bit off the line, the engine responds dutifully, revving cleanly and evenly to its 6,500 rpm redline. Routine traffic poses no particular challenge, and though the Yaris can feel labored on freeway on-ramps, merging is usually accomplished without worry.

Still, if those remarks sound a bit sterile, it’s because the Yaris’ shared engine doesn’t whip up the same enthusiasm that it does in the small Scions. Likely due to different throttle tuning, the Yaris’ pedal feels duller underfoot, the revs rising and falling to a slower tempo.

The xA and xB also seem a tad quieter, with less engine boom in the upper half of the tach, but the Yaris’ mild droning is easy to accept at this price point. Plus, as a consolation prize, the Yaris will let you skip a fill-up or two along the way. As thrifty as the Scions are, they can’t match the Yaris’ EPA-estimated 34/40 MPG with the standard manual transmission.


Changing Gears

Before you commit to that manual transmission, though, it’s time for a priority check. Do you stick-shift for economy, or for fun? If it’s the latter, you’ll find that, unlike the crisp-shifting manuals in the xA and xB, the Yaris’ five-speed lacks tactile quality. Is the lever stirring cogs, or cottage cheese? Its numb engagements offer little clue.

Clutch feel, too, is a less enjoyable than in either Scion. Learners may appreciate the pedal’s slow, slushy take-up, which makes avoiding stalls a no-brainer, but enthusiastic drivers will bemoan the lack of precision.

The alternative, of course, is to go with the four-speed automatic transmission, a $725 option on Yaris sedans. As in most cars this size, the automatic takes a fair amount of wind out of the Yaris’ sails, and its econo-minded programming resists downshifts with irritating resolve. But under most circumstances, it’s a smooth operator.


Twists and Turns

The theme of diminished control feel continues in the handling department, with an accusatory finger pointing to the Yaris’ electric power steering. Unlike the conventional hydraulic systems in the Scions, the Yaris’ steering feels inert, with an unnaturally light touch that’s most pronounced at low speeds. Accuracy is generally okay, but the wheel feels floaty when you try to fine-tune your path with small inputs.

The nagging feeling of imprecision persists on the freeway, where the Yaris’ sensitivity to wind gusts gives it a so-so sense of straight ahead. This is an issue for the xA and xB, too; Kia’s redesigned Rio feels much more planted on the Interstate.

In other respects, though, the Yaris’ handling is competitive in its class. There’s no fun factor to speak of, but tire grip is more than adequate, and body motions are fairly well suppressed. It’s only in frenzied driving that the car begins to feel tall and wobbly.

Braking, meanwhile, is very impressive, with lots of reserve stopping power. Too bad the pedal feels remarkably similar to stepping on a wedge of pound cake. Stale pound cake, at that.


Easy Rider?

There’s no question that the Yaris handles less athletically than its Scion relatives; on the flip side, however, it rides more comfortably than either. In fact, the Yaris may boast the best ride quality in its class. It bobbles softly over most disturbances, transmitting little more impact harshness than a Corolla.

Noise levels aren’t bad, either, but here the Yaris begs less comparison to its larger stablemate. Besides the pronounced hum of its engine, the Yaris’ cabin admits some mild tire roar and wind rush at freeway speeds.


Inside Story

While the Yaris’ over-the-road behavior may do little to pique buyers’ interest, its interior should have no problem grabbing attention. For a vehicle priced well under $15,000, the Yaris’ cabin is remarkably well-finished, with Toyota’s usual finely-grained plastics, snug panel fits, and slick, buttony switchgear. Many surfaces feel hard and thinnish, but none come off as cheap.

Nor can the Yaris’ interior be accused of lacking style. The audio and climate controls are creatively arranged in a flowing, triangular center stack, the gauges are lit in soft blue, and numerous silver plastic accents create a trendy ambiance.

The only thing keeping the Yaris from feeling more substantial is the fishbowl view out. As in many small cars, this is a product of the broad windshield, low beltline, and tall driver’s perch. The center-mounted gauge pod doesn’t help, leaving a flat expanse of dash far below your line of sight. You can’t help but suspect you look a little goofy behind the wheel.

Goofy or not, though, you’ll be comfortable. The Yaris’ simple fabric seats look uninviting at first, but their pocketed contouring offers surprisingly good support. Space is abundant, too, with only a bit of tightness around the elbows. Unfortunately, tall drivers face the usual Toyota driving-position dilemma: adjust the seat to the steering wheel, and the pedals feel too close; slide it back, and the wheel is too far away. Shorter folks tell me that this setup fits them just fine.

Rear accommodations are merely serviceable. At six feet, I was able to sit “behind myself” with a bit of spare knee clearance, but two adults will feel crowded on the narrow bench.

Other complaints center around the control layout, which isn't as clever as it looks. The optional MP3 radio’s faceplate is busy, with a digital display that washes out in bright sunlight. The climate knobs’ gray-on-silver markings lack contrast. And the cupholders, which retract from either end of the dashboard, are too small and shallow for fans of the Big Gulp.


Fill ‘Er Up

Fans of healthier pursuits, meanwhile, will find the Yaris’ smallish notchback trunk ill-suited to outdoor gear and other bulky items. It’s not that the cargo area isn’t useful; it'll accept a week’s worth of groceries with minimal squeezing. But unlike the hatchback xA, xB, Fit, Rio5, Aveo, and Versa, the Yaris won’t let you smile smugly at SUV drivers while your fuel-sipper totes IKEA furniture home.

But wait. Isn’t the Yaris available as a hatchback, too? Well, yes, but only as a three-door, which means awkward rear-bench access and reduced interior volume. In addition, the hatchback’s interior design differs slightly from the sedan’s, and with no tachometer, no center armrest, and a simpler dashboard, it comes off as the “poverty” model of the Yaris family.


In Sum

Taken as a whole, the Yaris strikes me as the Camry of the subcompact class: comfortable, traditional, well-made, and, yes, boring. In spite of the youthful, zesty ad campaign that Toyota has chosen for this car, the Yaris is essentially a Scion for old folks.

Okay, that’s a bit unfair. Let’s call it a Scion for people who prefer big-car maturity to edgy exuberance, people who might otherwise buy Chevrolet Aveos or Hyundai Accents. Against those rivals, the Yaris makes a good case for itself, with better fuel economy than the Hyundai, nicer interior materials than the Chevy, and higher resale value than either.

Does this make Toyota’s decision to market three subcompacts on the same basic platform a sensible one? I think so. Like Lexus’ IS and ES lines, the xA, xB, and Yaris allow Toyota to cater to multiple personalities within the same price bracket, with palpable, meaningful differences between its three products.

Which should you choose? Well, unless you like your cars vanilla-flavored and middle-of-the-road, don’t jump on the Yaris without test-driving the Scions first. Then the Kia Rio5, and then the Honda Fit. The bottom line is that, while the Yaris is a respectable choice, today’s subcompact segment isn’t the no-man’s-land you might expect in terms of quality and driving enjoyment. You can afford to shop around for the vehicle that best fits your tastes.

Amount Paid (US$): N/A