Yaris is now available in three trim levels, with the SE model being the
sporty version. The SE gets unique features like a rear spoiler, a
distinctive front fascia with fog lamps, and attractive 16” alloy
wheels. I like what they’ve done with the looks. It’s sporty and edgy
without looking like it’s adorned with a bunch of bolt-on additions. I
like the car from most angles, although I’m not a huge fan of the rear
end, but it isn’t a deal breaker. You can still see hints of the
last-gen Yaris in the ’12, but the overall look is more mature, less
bubble-like. Also, the SE is only available as a five-door model. The
three-door is reserved for the more basic trim levels.
The new Yaris’ interior gets a big upgrade. Gone are the hard plastic
accoutrements, instead replaced by attractive styling, a soft-touch
dash, and a fat, racy steering wheel. Also gone: the old Yaris' useful
upper passenger glovebox, and the often loathed center-mounted gauges.
The new three-dial cluster with red illumination is much better. The
front sport seats are fantastic with good bolstering, but they’re still
comfortable for long hauls. The climate control is the basic three-dial
control system. The rear seats are surprisingly roomy. The cargo area
remains fairly small, as it was in the previous Yaris, but the rear
seats fold flat for extra cargo carrying ability. One thing I don’t like
is the radio. I don’t find it attractive or user-friendly. Ditto that
for the Bluetooth connectivity. Sound quality is respectable, though.
The steering wheel has cruise- and audio controls, too.
Speaking of steering, it is one of the Yaris’ best attributes. Where the old Yaris featured an over-boosted system with little feel, the SE has great feel, and is extremely quick and agile. In fact, the steering ratio on the SE is quicker than the non-SE Yaris models. Add the SE’s sport suspension, and you’ve got a very tossible canyon carver that loves the corners. Amazingly, the ride doesn’t suffer, either. We put more than 450 miles on the car and never felt uncomfortable, even on the long trips. A nice blend of handling and ride.
Speaking of steering, it is one of the Yaris’ best attributes. Where the old Yaris featured an over-boosted system with little feel, the SE has great feel, and is extremely quick and agile. In fact, the steering ratio on the SE is quicker than the non-SE Yaris models. Add the SE’s sport suspension, and you’ve got a very tossible canyon carver that loves the corners. Amazingly, the ride doesn’t suffer, either. We put more than 450 miles on the car and never felt uncomfortable, even on the long trips. A nice blend of handling and ride.
Although the steering, suspension tuning, and interior are all new, the
engine is from the Toyota parts bin. Yaris is still powered by the same
1.5-liter 1NZ-FE engine found in the older Yaris as well as the Scion xB
and xA, and the 2000+ Echo. Yes, this is essentially a 12-year old
engine reentering service, likely for another four-plus years. The
five-speed manual is also a carryover. But hey, if it ain’t broke ...
Even though this is the sporty version, it only makes 106 horsepower and 103 ft./lbs. of torque—the same as all Yaris models. But the Yaris is also the featherweight of the class weighing just 2,375 lbs. (For comparison’s sake, the Chevrolet Sonic turbo weighs more than 2,800 lbs. but makes 138 hp.) The driving experience is quite fun. The quick steering, light curb weight , well-defined shifter, and four-wheel disc brakes make the car more entertaining to drive that you might expect. We did notice a fair amount of road noise and engine racket during acceleration, though.
Our five-speed Yaris SE tester retails for $17,340 including $760 in destination and $150 for carpeted floor mats—a very reasonable price. The Yaris has certainly grown up, become more sophisticated, and improved over the previous generation. It’s true that the powertrain isn’t the newest, and its chassis is very similar to the last model. But it’s very much improved in all respects, and it deserves a look for those shopping for a great combination of fuel efficiency, sporty handling, and what is likely to be legendary Toyota reliability.
Even though this is the sporty version, it only makes 106 horsepower and 103 ft./lbs. of torque—the same as all Yaris models. But the Yaris is also the featherweight of the class weighing just 2,375 lbs. (For comparison’s sake, the Chevrolet Sonic turbo weighs more than 2,800 lbs. but makes 138 hp.) The driving experience is quite fun. The quick steering, light curb weight , well-defined shifter, and four-wheel disc brakes make the car more entertaining to drive that you might expect. We did notice a fair amount of road noise and engine racket during acceleration, though.
Our five-speed Yaris SE tester retails for $17,340 including $760 in destination and $150 for carpeted floor mats—a very reasonable price. The Yaris has certainly grown up, become more sophisticated, and improved over the previous generation. It’s true that the powertrain isn’t the newest, and its chassis is very similar to the last model. But it’s very much improved in all respects, and it deserves a look for those shopping for a great combination of fuel efficiency, sporty handling, and what is likely to be legendary Toyota reliability.
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