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The xA is a smaller,
less expensive, and more conventional version of the 7th-place xB.
It doesn’t offer that vehicle’s vast interior space, but there is still
sufficient space for adults in the front and rear, and its lighter weight
improves acceleration and fuel economy over the xB. Also, it offers the side
airbags that the xB does not. Unless you need the plus-size people space and
more than the minimal cargo space included behind the rear seat here, the xA
makes more sense than its relative. But with its stiff ride and lacking cargo
capacity, it too comes up a bit short as an overall package.
The xA’s ride quality
(or lack thereof) is similar to the xB’s: jittery on smooth pavement and not
absorbent. It handles well at least, more nimbly than the taller, heavier Xb,
and the steering, though light, responds quickly and offers acceptable levels
of feedback by the low standards of this group. It’s more enjoyable to drive
than the xB, but hardly sporty. The xA is peppier than the heavier xB, but
like most of the others here, barely adequate for high-speed acceleration. The
engine is acceptably quiet during acceleration, but doesn’t get much quieter
at cruise. Wind noise is more subdued here than in the brick-shaped xB, but is
still noticeable. None of the others in the group gets better gas mileage.
Inside, the xA’s front
seats are mounted high and offer good lateral support. There isn’t the same
level of head clearance as in the xB, but more than adequate nonetheless. In
the same vein, the rear is mounted high and acceptably comfortable for adults,
but isn’t stretch-out spacious like the xB.
 The interior plastics are
nicer to look at than to touch, but most fit together reasonably well. Like
the xB, the xA’s gauges are mounted off-center instead of directly behind the
steering wheel, but they are larger and clearer here. The instruments are
generally logical, but some audio controls are too small. Entry/exit is easy
enough to the front and rear. Rearward visibility isn’t quite as good as from
the large, rectangular windows of the xB, but it’s still clear enough overall.
Like the xB, the xA sacrifices cargo space behind the rear seat for rear seat
comfort, so expect to fold the rear seat often.
The xA reviewed here
came in at $14,810 (its sticker price; Scions are sold no-haggle at their
MSRPs), which is $600 less than the side airbag-lacking xB. (Going without
side airbags would increase the price difference to around $1,200.) As in the
xB, the levels of standard equipment are generous at this price point,
including the expected power accessories and antilock brakes, but cruise
control isn’t offered, and the xA lacks the traction and stability control
found in its sibling.
Overall, the xA is a
good choice as an inexpensive, passenger-friendly, agile, and fuel-efficient
subcompact hatchback. It doesn’t ride as comfortably as the competition and
has very little cargo space, and doesn’t exceed the group’s low standards for
power, interior quality, and refinement, but it’s a no-frills budget car
that’s good at what it should be.
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