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William Maley

Review: 2016 Scion iM

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A few days before I got the 2016 Scion iM to do a week-long evaluation, news came out that Toyota would be closing the brand this fall. Most of the lineup, including the iM, would move over to Toyota. It feels somewhat weird to do a review on a brand that is essentially a dead man walking. But with the iM moving to the Corolla family, it would give us an idea of whether or not we recommend it.

 

The Scion iM is a rebadged Toyota Auris that is sold in Europe and Japan. There isn’t a lot of differences between two models aside from new mesh inserts for the front and 17-inch alloy wheels. The overall design is polarizing. The front is long and low, with a narrow grille and bumper that looks like it has fangs. Around back is an interesting shape for the tailgate.

 


2016 Scion IM 8


Moving inside, the roots of Corolla show up. For example, the iM’s dashboard and certain equipment such as the steering wheel come from the Corolla. Many of the materials are hard plastics, while the door panels have some fabric covering certain parts. Considering the price tag of the iM, this isn’t a big deal. Scion should be given some credit for making the iM’s interior have some style such as a strip of faux leather running along the glove box and contrast stitching on the seats.

 

In terms of comfort, the iM is mixed. On short trips, the front seats provide decent support. Longer trips reveals the lack of thigh support. The back seat is small with limited head and legroom. Cargo space is towards the small side with only 20.8 cubic feet, trailing the Volkswagen Golf (22.8 cubic feet) and Ford Focus hatchback (23.3 cubic feet).

 

Standard on the iM is a seven-inch touchscreen radio. It is your standard Toyota touchscreen system with a simple, if somewhat dated interface. The system is quick to respond when going between the various functions. Navigation is available as an option.

 

Power for the iM comes from the Corolla LE Eco, a 1.8L four-cylinder producing 137 horsepower and 126 pound-feet of torque. This can either be paired with either a six-speed manual or a CVT like our tester. Power delivery is not impressive as the engine can’t keep up with traffic and produces more sound than speed. Your foot will be near the floor if you want to try and get up to speed at a somewhat decent rate. The CVT seems to mesh with the engine better than the six-speed manual we drove last year. It is smart to know when it needs to increase or decrease engine rpm for various driving situations.

 


2016 Scion IM 7


 

In terms of fuel economy, the iM equipped with a CVT is rated at 28 City/37 Highway/32 Combined. We didn’t get close to any of those numbers as we only recorded 25.3 MPG for the week. A lot of this can be attributed to the iM coming during one of the coldest weeks in Detroit where temperatures were between -10’ to 20’ Fahrenheit. Before I would go anywhere, I would start up the vehicle to let it warm up for a few moments. If it was a bit warmer, I wouldn’t be surprised I could get the EPA numbers.

 

One item I couldn’t fully report on during the iM first drive was how it rode. The particular vehicle I drove was fitted with some TRD suspension parts, giving me some different impressions from other folks that drove the standard model Now I can report on the iM’s ride and say it is pretty good. The iM provides a very forgiving ride on rough surfaces. This is partly due to the iM using an independent rear suspension and not the solid-axle setup found in the Corolla. We do wish Scion had put some sound deadening material in the iM as road noise comes in clear. Around corners, the iM doesn’t embarrass itself. There is little body roll and it feels composed. Steering is the weak point as it has rubbery feeling.

 

The one place where Scion iM comes out on top is price. The 2016 iM starts at $19,255 for the manual and $19,995 for the CVT. Our tester with a few accessories came to an as-tested price of $20,334. That includes the touchscreen radio, dual-zone climate control, alloy wheels, LED taillights, keyless entry, and a backup camera. No other car in the class comes close.

 

At the moment, we wouldn’t recommend the Scion iM. The engine is the big weakness as it can’t keep up with traffic and produces more sound than actual power. We also wished there was a little bit more cargo room. The low price does make it tempting, but a slightly used compact would be a better choice. As Scion drives off into the sunset and the iM heads over to Toyota, the automaker has its work cut out. There is a good car in the iM, but it needs a fair amount of changes. Whether Toyota does them or not remains to be seen.

 

Cheers: Price, Ride Quality, Out There Styling
Jeers: Lethargic Engine, Steering, Interior Space

 

 

Disclaimer: Scion Provided the iM, Insurance, and One Tank of Gas

 

Year: 2016
Make: Scion
Model: iM
Trim: N/A
Engine: 1.8L DOHC 16-Valve, Valvematic Four-Cylinder
Driveline: Front-Wheel Drive, CVT
Horsepower @ RPM: 137 @ 6,100
Torque @ RPM: 126 @ 4,000
Fuel Economy: City/Highway/Combined - 28/37/32
Curb Weight: 3,031 lbs
Location of Manufacture:
Base Price: $19,200
As Tested Price: $20,334 (Includes $795.00 Destination Charge)

 

Options:
Carpeted Floormats and Cargo Mat - $185.00
Rear Bumper Protector - $89.00
Wheel Locks - $65.00


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      The 2018 Kia Rio kicks off at $13,900 for the LX sedan and climbs to $18,700 for the EX hatchback. The EX sedan tester came to an as-tested price of $19,425 with carpeted floor mats and destination. It is a bit hard to stomach the price tag when you can into some decently equipped compact sedans such as the Hyundai Elantra and Chevrolet Cruze for similar money. Even after you factor in the EX getting forward collision warning and automatic emergency braking, it’s still a tough sell.
      Verdict
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      Both models are towards the top in the subcompact class. But in this comparison, the base Accent SE nips the top-line Rio EX by a hair.
      Disclaimer: Hyundai and Kia Provided the Vehicles, Insurance, and One Tank of Gas
      Year: 2018
      Make: Hyundai
      Model: Accent
      Trim: SE
      Engine: 1.6L DOHC 16-valve GDI Inline-Four
      Driveline: Six-Speed Manual, Front-wheel Drive
      Horsepower @ RPM: 130 @ 6,300
      Torque @ RPM: 119 @ 4,850
      Fuel Economy: City/Highway/Combined - 28/37/31
      Curb Weight: 2,502 lbs
      Location of Manufacture: Nuevo Leon, Mexico
      Base Price: $14,995
      As Tested Price: $16,005 (Includes $885.00 Destination Charge)
      Options:
      Carpeted Floor Mats: $125.00
      Year: 2018
      Make: Kia
      Model: Rio
      Trim: EX
      Engine: 1.6L 16-valve GDI Inline-Four
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 130 @ 6,300
      Torque @ RPM: 119 @ 4,850
      Fuel Economy: City/Highway/Combined - 28/37/32
      Curb Weight: 2,714 lbs
      Location of Manufacture: Pesqueria, NL, Mexico
      Base Price: $18,400
      As Tested Price: $19,425 (Includes $895.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $130.00
    • By William Maley
      Sport is one of the most misused terms in the automotive segment. It could mean that a vehicle has been given a once-over in terms of the engine and suspension to give it an edge. But it could also mean that a vehicle has been gifted a body kit to make it look sporty. This brings us to the 2018 Genesis G80 Sport. Which version of sport did they decide to go with?
      Exterior changes on the G80 Sport are small with a copper grille surround, mesh grille, a more aggressive front bumper, 19-inch multi-spoke wheels, quad-exhaust tips, and exclusive colors like the Polar Ice on this vehicle. The small changes really transform the G80 into something a bit sinister. Inside, the G80 Sport swaps the standard steering wheel for a three-spoke sport version, new transmission selector, aluminum pedals, and carbon-fiber accents. The rest of the interior is standard G80 with a clean dash, controls within easy reach, and plenty of rear legroom. Headroom is at a premium due to the standard sunroof. Passengers in the front get a set of sport seats with increased bolstering. It makes a huge difference as you don’t feel like you’re going to fall out on a twisty road. The seats also retain the long road-trip comfort that I have praised previously in the G80 3.8. Sport models come with a 9.2-inch touchscreen infotainment system and controller knob. This system is towards the top of the class with an intuitive interface and fast processing for various functions. One of biggest complaints with the last G80 I reviewed was the lack of Apple CarPlay and Android Auto compatibility. This has been addressed in 2018 model as both come standard. Genesis has also added a second USB port for those sitting in the front which means you’re not fighting with your passenger as to who gets to charge their phone. Now, they just need to add some for those in the back seat. Power comes from a new 3.3L twin-turbo V6 engine producing 365 horsepower and 376 pound-feet of torque. This is paired up with an eight-speed automatic and in my test car, Genesis’ HTRAC all-wheel drive system. Rear-wheel drive is standard. When you step on the accelerator, you might not think that a turbo engine resides under the hood as there is no turbo lag or a deaden throttle response. The engine just gets up and goes on its merry way. It would have been nice if there was some sort of exhaust note to go with the new engine. No complaints about the eight-speed automatic. It delivers smooth and quick shifts. Fuel economy is still a weak point for Genesis. The Sport with AWD is rated by the EPA at 17 City/24 Highway/20 Combined. My average for the week landed around 19.8 mpg with a 60/40 mix of city and highway driving. Opting for RWD only boosts the highway figure to 25. For the suspension, Genesis retuned the Continuous Damping Control (CDC) system to help minimize body motions. It makes some difference when the car is put into Sport mode and dampers firm up to reduce body motion. But it cannot fully overcome the biggest problem with the G80, weight. The Sport AWD tester tips the scales 4,674 pounds. Sticking with RWD only drops overall weight by 155 pounds. It is noticeable around corners as the G80 doesn’t glide, but lumbers. The steering would have benefited greatly from having a bit more weight and feel. On the upside, the G80 Sport’s ride is surprisingly smooth. Despite the larger wheels and altered CDC system, most bumps and imperfections were turned into mere ripples.  The Sport sits between the 3.8L and 5.0L in the G80 lineup. Pricing begins at $55,250 for the RWD model and $57,750 for the HTRAC AWD model. This particular test car came to an as-tested price of $58,725 after destination. This is an impressive value when you take into consideration the long list of standard equipment - heated and ventilated front seats, 17-speaker Lexicon audio system, color heads-up display, LED head and taillights, sunshades for the rear passengers, multi-view camera system, and adaptive cruise control. Plus, all Genesis models have a 3 year/36,000 mile complimentary maintenance plan and service valet which pickups your vehicle to be serviced. For the most part, the 2018 Genesis G80 Sport delivers on ‘sport’ with an aggressive exterior and punchy twin-turbo V6. Ultimately, the handling is where the G80 Sport falters somewhat. I think if Genesis was able to put the G80 on a bit of a diet, it would do wonders. But that doesn’t look like that will happen until the next-generation model that is expected to arrive in the next few years. Disclaimer: Genesis Provided the G80 Sport, Insurance, and One Tank of Gas
      Year: 2018
      Make: Genesis
      Model: G80
      Trim: Sport AWD
      Engine: 3.3L Twin Turbo DOHC 24-Valve V6 with D-CVVT
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 365 @ 6,000
      Torque @ RPM: 376 @ 1,300-4,500
      Fuel Economy: City/Highway/Combined - 17/24/20
      Curb Weight: 4,674 lbs
      Location of Manufacture: Ulsan, South Korea
      Base Price: $57,750
      As Tested Price: $58,725 (Includes $875.00 Destination Charge)
      Options: N/A

      View full article
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