The second of two new cars coming from Toyota’s entry-level Scion division this fall is the iM, a compact five-door hatchback that has the likes of the Ford Focus and Volkswagen Golf in its sights. For those that pay attention to Toyota’s European lineup, the iM will be familiar since it’s essentially a rebadged Auris. The iM effectively replaces Scion’s now defunct cube car the xB in the lineup, but the question is can it move the needle on the segment?
The second-generation xB had a surprisingly long production run, staying largely unchanged for eight years. That xB had grown substantially from the original, moving up to the compact Corolla platform from the subcompact Yaris. The iM is also Corolla-derived, but this is a whole different animal. Aside from the eight-inch reduction in height, most other dimensions between the xB and iM are actually pretty similar including an identical 102.4-inch wheelbase. At 3,031-pounds the iM is about 50-pounds lighter than the outgoing model.
The boxy shape of the xB gives way to a sleek, modern shape that would like right at home on the autobahn which is fitting since that’s where it originated. The only notable change that Scion has made from the Auris is the lower front fascia which gets sculpted scoops around the foglights. Subtle rocker panel are rear bumper extensions expand this slightly more ground-hugging look all the way around the car. Thankfully, Toyota opted not to try and replicate the massive trapezoidal grille from the smaller iA. Scion group vice president Doug Murtha explained before the drive that Scion vehicles have always come from throughout the extended Toyota family and never had a distinct look and they have no intention of changing that strategy. As long as they don’t extend the face of the Camry and iA to other models, I’m fine with that.
Compare the iM to the xB, Corolla and Focus
The iM retains the same 102.4-inch wheelbase from the xB rather than adopting the 4-inch longer span from the latest Corolla. However, while the Corolla still uses a twist-beam rear axle like the xB, the iM and Auris uses the same double-wishbone rear setup as the tC coupe. This more sophisticated layout pays huge dividends on the road. The iM tracks cleanly through curves with minimal understeer and even when the pavement gets uneven the body remains stable as the suspension tracks the road. While there is nothing particularly high-tech about the MacPherson strut front suspension, it’s been well executed and provides surprisingly good steering feel, especially when sport mode is engaged.
All iMs ride on a sharp-looking 17-inch alloy wheel wrapped in 225/45R17 tires. While that’s not a lot of sidewall to absorb road imperfections, the all independent suspension and stiff structure enable the wheel/tire combination to move enough to keep occupants from getting punished.
When I first got in the car, I didn’t notice the sport mode button hidden on the center console which was unfortunate when I got stuck behind a large tractor and a semi on a rural road. As soon there was a clear, sufficiently long straight stretch, I got past both, but the acceleration was not particularly exhilarating. A few minutes later when I looked down and saw the switch, the car was transformed. The steering was noticeably tightened up, throttle response improved and the transmission control was much more engaging.
As with all Scions, the iM only gets one trim level along with a bunch of dealer-installed options for personalization. All iMs get a direct-injected 1.8-liter four-cylinder producing 136-horsepower, 126 lb.-ft. of torque and a choice of six-speed manual or Toyota’s CVTi-S automatic. Thankfully, the CVTi-S I drove never really felt like a CVT. Toyota has programmed this unit to provide seven stepped ratios and in sport mode will hold a gear up to almost 6,000 rpm before shifting when accelerating hard. The transmission control in sport also factors in lateral acceleration to minimize shifts while cornering. The result is a surprisingly fun hatchback that isn’t going win any drag races, but it feels much more like a Golf than a Corolla or xB.
In the cabin, the iM has a sensibly laid out control structure with decent materials. Unlike the iA with it’s tablet-like display perched atop the dash, the iM screen is down below in the typical radio position. The seven-inch Pioneer touchscreen audio system is supported by six speakers. While the system was reasonably responsive, I’m increasingly favoring remote physical controls like the rotary knob in the iA. The interface for the navigation system was not particularly intuitive, nor did it scroll quickly enough to show the upcoming road labels as we tried to follow the route book. Like the iA, the screen and GPS hardware come standard but you have to pay extra to get the maps and software on an SD card.
The seats in the iM were excellent, providing good comfort while cruising and more than adequate lateral support when carving through the rural curves. The shorter wheelbase means you get significantly less rear seat legroom than a Corolla but head and shoulder room are plentiful. There is 20.8 cubic feet of cargo space between the seats and the hatch and the rear seats fold flat for longer objects.
With the Scion mono-spec strategy, the only choice to make besides the transmission is color. That means you’ll pay either $19,255 or $19,995 plus whatever accessories you get from your dealer. The EPA hasn’t published fuel economy estimates for the iM yet, but expect it to fall in somewhere close to the 29 mpg city, 37 mpg highway and 32 mpg combined numbers of the Corolla. While I never would have recommended the xB, the iM is surprisingly lively on the road, offers some impressive value and looks good so it’s definitely worth consideration if you’re looking for a compact car.
Click here for full specs of the 2016 Scion iM
