Introduction

Mildly redesigned for 2015, the subcompact Yaris is Toyota's smallest and least expensive car at U.S. dealerships. For the 2017 model year, Toyota has added a trio of Safety Sense advanced features to hatchback models, including lane departure warning, forward collision warning, and automatic high beams. Otherwise, little has changed on the three- and five-door hatchbacks. 

However, a new model, the Yaris iA sedan, joined the lineup for 2017. Formerly known as the Scion iA, the Yaris iA sedan is based upon the Mazda2 (no longer sold in the U.S.). Just one version of the iA sedan is offered, and it is more aggressively designed than Yaris hatchbacks and is more refined. 

Designed and built in France, the Yaris hatchbacks come in L, LE, and SE trim levels. Yaris L and LE versions come in three- and five-door form; Yaris SE is five-door only. 

Engines are similar for the two body styles, but transmission choices differ sharply. Hatchbacks hold a 106-horsepower, 1.5-liter four-cylinder engine that provides 103 pound-feet of torque. It's mated to either a 5-speed manual gearbox or an ancient, outmoded 4-speed automatic transmission. Sedans contain a similarly rated 1.5-liter four, paired with a 6-speed manual or 6-speed automatic. Yaris LE hatchbacks come with 6-speed automatics. 

In hatchback form, the Yaris is a traditional subcompact, delivering budget-priced transportation and good gas mileage, but little else. Performance, as expected, ranks as modest, though what Toyota claims is a 'class-leading'? 31.5-foot turning circle helps with agility. Base L models retain rear drum brakes, but others get four-wheel discs. 

Significantly more refined, the Yaris iA sedan is more enjoyable to drive than any hatchback. Gas mileage is reasonably good either way, though not top-of-the-class for subcompacts. 

The new trio of standard driver-assistance features improves the Yaris hatchback's safety stance, though crash-test scores aren't unblemished. The National Highway Traffic Safety Administration gave the hatchback four stars overall. Hatchbacks also earned Good scores from the Insurance Institute for Highway Safety, except for Marginal in the small-overlap frontal crash. Sedans got Good scores from IIHS, but Poor in the new headlight test; the iA was declared a Top Safety Pick. 

Hatchbacks do not include a rearview camera, but the iA sedan does. Lane-departure alert and automatic high beams are not included in the sedan, and its automatic braking operates only at lower road speeds. 

A redesigned Yaris hatchback will arrive as a 2018 model. The Toyota Sequoia is a full-size SUV with three rows of seating, with rear-wheel drive or four-wheel drive. It's traditional in that it's based on a pickup truck, in this case the Tundra; its structure is body-on-frame, in no way a crossover. 

Sequoia was a star when it came out in 2007, but it's been a decade with few changes, which makes the 2017 Sequoia very dated compared to the competition, namely the redesigned GM models: Chevy Tahoe and Suburban, and GMC Yukon and Yukon XL. 

It's the cabin where the Sequoia feels most behind the times, with leftover plastic materials and lack of features like pushbutton start and USB ports. However only the Sequoia has a power rear window in the liftgate, a nice convenience. 

The Sequoia uses the Tundra platform, but its ride is smoother and handling a bit better. There is just one engine, the trusty GM 5.7-liter, here making 381 horsepower 401 pound-feet of torque, mated to an old-school six-speed automatic. The Sequoia doesn't offer any rugged offroad equipment, because the Toyota 4Runner and Land Cruiser cover that so well, and also have three rows of seating available. 

With fuel mileage of 15 miles per gallon combined (14 mpg with 4wd), the Sequoia lags even farther behind the times. Its six-speed automatic is fine for transmission duties, maybe even better than some high-tech trannies like the Ford 10-speed, however the main reason for more gears nowadays is fuel mileage. The Sequoia may be bombproof simple, but it pays at the pump. The EPA rates it 13 mpg city and 17 mpg highway for 15 combined. 

The 4WD Chevy Tahoe gets 18 mpg combined, and uses a fuel tank of the same size, 26 gallons, so its range is about 468 miles compared to the Sequoia's 364 miles. 

The Sequoia hasn't been crash-tested by the feds or insurance people. However one good point is the many airbags: two-stage front bags, knee bags and side bags in front, and roll-sensing side curtains for all three rows. Rearview camera is standard, but auto emergency braking isn't available. 

The Sequoia can tow a big boat, but compared to the Toyota Highlander crossover, it's less people friendly. 

Lineup

Yaris L 3-Door ($15,250) and 5-Door ($16,375) come with 5-speed manual shift, 15-inch steel wheels, fabric upholstery, power windows/locks, single-arm wiper, air conditioning, a tilt steering column, 60/40 fold-down rear seat, and cargo cover. Six-speaker audio with a 6.1-inch touchscreen includes HD radio and Bluetooth connectivity. Four-speed automatic is available ($750). (Prices are MSRP and do not include $885 destination charge.)

Yaris LE 3-Door ($16,910) and 5-Door ($17,285) include the 4-speed automatic, chrome-accented black grille, remote keyless entry, cruise control, power mirrors, and 15-inch alloy wheels. 

Yaris SE 5-Door ($17,200) comes with manual shift or automatic ($800), a sport-tuned suspension, 16-inch alloy wheels, a leather-wrapped steering wheel, sport analog gauges, rear spoiler, all-disc brakes, and foglamps. 

Yaris iA 4-Door ($15,950) has a 6-speed manual transmission or 6-speed automatic ($1,100), rearview camera, 16-inch alloy wheels, chrome grille surround, power mirrors with turn-signal indicators, keyless entry, air conditioning, pushbutton start, and cruise control. Six-speaker audio includes a 7-inch touchscreen. There are three models: SR5 ($45,560), Limited ($54,350), and Platinum ($62,090). Four-wheel drive is optional ($3,225). 

Standard equipment on the Sequoia SR5 includes a 6.1-inch screen for infotainment, eight-way power driver seat, and Bluetooth streaming audio. The Limited adds leather, power liftgate, a power folding third-row seat, parking sensors, JBL audio system, and 20-inch wheels. The Platinum adds adaptive cruise control, navigation, Blu-Ray rear entertainment system with a 9.0-inch screen, and air-conditioned front seats. 

Walkaround

Minimally adorned compared to many rivals, the Yaris hatchback has a well-proportioned appearance. More restrained than such subcompacts as the Chevrolet Spark and Honda Fit, the hatchback looks flat and clean, if ordinary. More brightwork is evident up front, and the trapezoidal-shape grille features black mesh. 

Because the iA sedan evolves from a Mazda design, appearance differs. A huge grille, also trapezoidal, overpowers the front end. Reaching downward as well as outward, it creates one of the boldest noses in the subcompact category. Chrome body trim mimics the geometric design. It's a macho SUV, not gone smooth like the others. On the chunky Tundra platform, the Sequoia is rounded off but comes out muscle-bound, bulging with testosterone, almost cartoon-like, with ripped sheetmetal and flared fenders. It's the biggest Toyota made, and nearly as wide as a Chevy Suburban. 

The big chrome-plated plastic nose flaunts some tricky gravity to make it imposing. There's a high belt line and tall hood, then back to the chrome, in the mirrors and door handles. 

The SR5 looks plain and sane. The Limited and Platinum go hog wild with the chrome, including flashy wheels. 

Interior

In both hatchback and sedan body styles, front occupants can expect greater comfort than those consigned to the back seat, which is best occupied by youngsters. Adults are likely to feel cramped. 

Rear legroom near 33 inches falls below that of some rivals. It's 6 inches less than a Honda Fit provides. Back-seat access can be a challenge in three-door hatchbacks. 

Because the hatchback's steering column does not telescope, taller drivers might not feel entirely comfortable. Otherwise, front seats are reasonably satisfying, more comfortable than those in the bigger Nissan Versa, though adjustment range is somewhat restricted. 

Front-seat bottom cushions aren't annoyingly short, and are broad enough to suit American bodies. Seat contouring and side support are better in SE trim level. 

Along the shelf-like dashboard, controls are easy to use, with soft-touch surfaces evident. Overall, the cabin is logically laid-out and intuitive. Storage areas abound. 

Though not fully flat, the cargo floor is higher than in some subcompacts. Cargo volume in the five-door totals a respectable 15.6 cubic feet. 

Within the iA sedan's cabin, materials have an upscale look, belying the car's moderate price. Ergonomics beat those of the hatchback, yet rear legroom isn't much better. The Sequoia ranks last when it comes to cabin luxury among full-size SUVs. The front seat feels like you're in the pickup truck that you're in. The seats are wide and soft but it's a steep climb to get there. 

The instrument panel is functional but maybe overstyled, with big switchgear and displays designed to do work. Metallic matte trim runs from the dash to the center console. There are plenty of cupholders and there's good storage for small things. 

Toyota's Entune infotainment system relies heavily on a connected smartphone. It's easy to use and its navigation is intuitive. 

The second row is a standard bench with six inches of travel, to make more legroom or cargo room. It folds flat, along with the third row, to make a vast cargo space. The optional dual captain's chairs are more comfortable, more about people than cargo. 

The third row is roomier than some, but still cramped, so basically just for kids. Power folding is optional. The driver can press a button to roll down the rear window, like a station wagon from back in the '60s. 

The cabin materials might not be luxury, but the silence is. It's as quiet as a Lexus, with road and wind noise seemingly miles away. 

Driving Impression

Economy-car buyers don't usually put performance near the top of their preferences. That's wise, because with either engine, the Yaris trails many rivals in friskiness. 

Eking out satisfactory acceleration is possible only by keeping the hatchback's engine revving fast. But past 3,000 rpm, that engine feels loud and strained. Noise is aggravated by the outmoded 4-speed automatic transmission. Higher-speed downshifts are both blaring and dramatic. 

Overall, Yaris drivers get an old-fashioned driving experience. Performance does improve with the manual gearbox. 

Two pluses: Ride comfort is comparatively good for a subcompact, while handling is better than might be expected. Well-tuned, if rather soft, springs limit the effect of bumps and ripply pavement. Roadholding improves with the SE's stiffer suspension, without losing much ride quality. 

Driving qualities are more appealing with the iA sedan, which feels perkier than the hatchback. Though the iA's Mazda-built engine is identical to the hatchback's in size, it's entirely different, employing direct injection. With manual shift, an iA can feel almost like a low-budget sport sedan. Unlike the hatchback's transmissions, both of the iA's 6-speed units are excellent. Precise steering is well-weighted, and the taut iA suspension absorbs many trouble spots. 

Fuel-efficiency could be better. Hatchbacks with 4-speed automatic are EPA-rated at only 30/35 mpg City/Highway, or 32 mpg Combined. With 5-speed manual, it's 30/36/33 mpg. Gas mileage rises with the iA, EPA-rated with automatic at 32/40 mpg City/Highway, or 35 mpg Combined (30/39/34 mpg with manual). The Sequoia's rumbling 5.7-liter V8 shows off its 381 horsepower by taking the truck's massive weight and hurling it down the road fast: zero to sixty in just 6.7 seconds. Ninety percent of the engine's 401 pound-feet of torque comes on at a low 2200 rpm, so it doesn't waste a moment off the line–and that torque makes towing 7400 pounds easy. The Platinum comes with the load-leveling rear suspension, so it's the best for towing. 

Thanks to the stability of the car-like four-wheel independent suspension, the ride is good for a body-on-frame SUV, although it loses some composure on an undulating highway, and there is some head-toss on rough roads. The ride is even better with the active variable air suspension system on the Platinum. 

Make no mistake, it maneuvers like a bus in parking lots, but its turning circle of 38 feet is fairly slim, which helps a lot. 

The four-wheel-drive versions use A-TRAC traction control, to help in mud, snow and sand. The electronic two-speed transfer case uses a lockable Torsen limited-slip differential that splits power front and rear. 

Summary

Yaris hatchbacks provide a traditional subcompact experience at a modest price, marred by sluggish performance and noise. Not only is the new iA sedan more satisfying to drive, it's better-equipped and thriftier on gas ? with a starting price comparable to that of the hatchback. 

Driving impressions by Aaron Cole, The Car Connection. James M. Flammang contributed to this report. Sequoia brings off-road capability in a big, three-row SUV, as well as acceleration and torque for towing. Fuel mileage is not its strong point, and it's a dated design. 

Sam Moses contributed to this report.