Toyota Yaris

	Toyota Yaris
	Debut: 2020 Maker: Toyota Predecessor: Yaris / Vitz Mk3

Published on 25 Feb 2021

Sharp looking and well engineered Yaris is back on form.

Launched in 1999, Toyota Yaris was the first Japanese supermini successfully taking the European market. In Japan, where it was called Vitz instead, it was usually the top or one of the top selling cars of the country. Somehow, the Mk2 and Mk3 generations fell off gradually. They did not look as funky as the original car, nor they broke any new grounds in terms of packaging or driving dynamics. Meanwhile, European superminis took a giant step forward in packaging and build quality, putting the Yaris into shade. Nevertheless, benefited by solid reliability and in particular the fuel-saving hybrid technology, the last Yaris still sold pretty well in Europe, capturing 224,000 sales in 2019. That’s about the same as Ford Fiesta, unbelievably.

What if the Yaris rediscovers its lost mojo? Can it beat the heavy hitters like Renault Clio, Peugeot 208, Ford Fiesta and VW Polo in both sales and reputation? The 4th generation Yaris – now the name is used across the globe – has a fair chance to do so. It has the funkiest look since the Mk1, an all-new platform and new engines as well. Most important, it seems to be engineered with some driver appeal in mind, something you cannot say for the last car.

Styling first. Doesn’t it look very sporty and aggressive? Toyota’s styling has taken a giant leap lately, sometimes even more imaginative than its European rivals. The new Yaris has a complex shape. Its front grille is just as huge as the old car’s, but a lot better integrated into the nose of the car. The sporty perception is contributed by also the flared fenders, which stretch the body width by 50mm accompanied with wider tracks (the Japanese version, due to tax regulation reasons, remains at 1695mm wide). The new car keeps the same overall length, but has its wheelbase extended by 50mm, so the four wheels are pushed right to the corners, enhancing looks and stability. Meanwhile, the roof is lowered by 10mm, though still taller than most rivals. At the back, the taillight arrangement is quite creative. In addition to the optional two-tone paint job, the new Yaris looks cool, if not as tasteful as Peugeot 208.

What’s really surprising this time around is, when you up the pace, its ride and handling don’t get out of shape too much.

The new car is derived from the GA-B platform, which is adapted from the GA-C platform of Corolla. Its body is 37 percent stiffer torsionally yet 50kg lighter. The tracks of European car are 60mm wider, while center of gravity is lowered by 15mm. Moreover, the driver seat is mounted 21mm lower and 60mm further back, closer to the center of the car, so driver appeal is guaranteed to be improved.

Suspensions are predictably MacPerson struts up front and torsion beam at the back, although 4WD models employ a 2-link double-wishbone setup for the rear axle. There are 2 kinds of 4WD, a conventional one for petrol models or an electric rear axle for Hybrid models. However, save the GR Yaris, 4WD is available only in its home market, which is considered necessary in Northern Japan during winter.

3 powertrains can be selected in Japan, all are 3-cylinder naturally aspirated. The first one is a lightly improved version of the existing 1.0-liter unit. The second is an all-new, long-stroke 1.5-liter 3-cylinder with balance shaft. It belongs to the same "Dynamic Force" family of the 2.0-liter four-cylinder seen on Corolla, featuring the same low-friction, high-tumble flow and high EGR arrangement to achieve the same thermal efficiency of 40 percent, which is good enough to abandon diesel engines. This motor produces a remarkable 120hp in Japan or 125hp in Europe, although torque output is no match for turbocharged rivals. It can be mated with either 6-speed manual gearbox or Direct Shift CVT. The former should be good fun.

Unfortunately, Toyota believes 80 percent buyers want the Hybrid powertrain instead, so some European countries (like the UK) are offered solely with the Hybrid model. Toyota’s latest 4th generation hybrid system combines an Atkinson-cycle version of the 1.5-liter motor with an electric CVT transaxle. Battery has been upgraded from NiMH to Li-ion, reducing weight and boosting output at the same time. The propulsion electric motor gets significantly more powerful, lifting horsepower from the previous 61 to 80. This means the car can run on battery power in more situations, boosting refinement while cutting emission and fuel consumption by 20 percent. The combined output of 116 horsepower enables the Yaris Hybrid to go from 0-60 in 9 seconds, a respectable kind of performance considering its class-leading fuel economy – a true 60 mpg could be achieved in real-world driving.

Perceived quality is definitely an improvement from the old car and meet the expectation of the class norm, although you will feel more premium in Peugeot or VW.

The Yaris offers plenty of room for the driver and a good driving position. Space at the back is average, not quite as generous as Renault Clio or VW Polo, but not bad in the context of B-segment. However, rear passengers feel claustrophobic due to the high waistline and small windows. Luggage space and cabin storage is a little bit below class standard.

The cabin’s perceived quality is definitely an improvement from the old car and meet the expectation of the class norm, although you will feel more premium in Peugeot or VW. Most plastics are hard but nicely grained so that not to feel cheap. Interior design is not quite as imaginative as the exterior, but neither is it as dull as the old car. You use an 8- or 9-inch touchscreen to control the infotainment, whose menus design is awkward to use and response is a little slow.

To drive, the new Yaris is again a big improvement from the old car. Its chassis feels more rigid, delivering a quieter and smoother ride. Refinement is not up there with the best of the class though, as there are more wind and road noise entering the cabin at motorway speed. When working hard at high speed or when overtaking at the fast lane, the Atkinson-cycle motor is the weakest link, working hard and noisily to deliver the motive force you ask for. This is especially annoying when it switches from the silent-running electric power to gasoline power, and the planetary CVT tends to wind the engine hard on acceleration, although this “rubberband effect” is already reduced considreably from its predecessor.

However, when driven in city, the Yaris Hybrid feels remarkably refined and competent. The electric motor works quietly and provides plenty of torque at low speed, masking the lack of turbocharging, so it feels a tad quicker than its performance numbers suggested.

Likewise, the chassis is perfect for inner city driving. Light steering and short turning circle make it handy to slip through narrow streets and parking space. What’s really surprising this time around is, when you up the pace, its ride and handling don’t get out of shape too much. The new Yaris offers decent body control and grip, yet it doesn’t understeer much. It is not as agile as Ford Fiesta or Mazda 2, of course, and its steering is not as sharp either. On the other hand, its ride is firmer than the likes of Clio, Polo or Ibiza. Opt for 17-inch wheels, which comes with stiffer suspension setup, will make the ride harsher still, so it is best to be avoided.

Overall speaking, the Mk4 Yaris is back on form. Even compared with its European rivals, it is competitive enough. Sure, it is not the most fun to drive, especially with hybrid power and CVT spoiling the fun. It is not the most comfortable or refined. Neither is it the most upmarket feeling. However, the small Toyota is stylish, practical, reliable and outstandingly frugal, delivering all the core values of the brand, yet without falling too much behind others in terms of dynamics or perceived quality. That is good enough to guarantee market success.

Verdict:

Published on 26 Feb 2021

GR Yaris

Toyota has built a rally special that is set to be a modern classic.

This car reminds us the golden era of rally homologation specials like Impreza WRX, Mitsubishi Lancer Evo, Lancia Delta Integrale or Ford Escort RS Cosworth. The new Toyota Yaris is not a poor basis for building a rally car, but Tommi Makinen Racing, the team that ran Toyota's WRC program, demanded more. Akio Toyoda supported the idea and greenlighted the development of a bespoke Yaris under the Gazoo Racing label.

Although WRC regulations are quite loose, allowing a high level of modifications, some basics cannot be changed from the production car. One of those is the number of doors. Tommi Makinen Racing insists to have 2 instead of 4 doors in order to cut weight and add strength to the body shell. It also demands to have a lower and faster roof line to improve aerodynamics - after all, rear headroom is not an issue in a rally car. That in turn requires not only a bespoke windscreen and a pair of doors with frameless windows but also a significantly different body. In fact, the chassis of GR Yaris is virtually all-new. Body width is extended by 60mm to 1805mm, allowing the use of wider tires and 36mm wider rear track. Body rigidity is enhanced further with 259 spot welds and an additional 15 meters of structural adhesives. To cut weight, the roof is made of molded carbon-fiber polymer, while bonnet, doors and tailgate are pressed aluminum. Steel panels and polymer rear bumper are thinner. Kerb weight is 1280kg, sounds a lot for a B-segment hot hatch, but keep listening to the ingredients it offers...

The body, the chassis and the powertrain are all bespoke, thanks to Tommi Makinen.

The wider rear track accommodates a new double-wishbone suspension, which is adapted from the C-segment Corolla hatchback. The 18-inch wheels are larger, as are the 356mm front brake discs with 4-pot calipers. Most important, the rally special runs a 4WD system with variable torque split. Called GR-Four system, it uses a multi-plate clutch mounted near the rear axle to vary the torque split between front and rear. This is made possible by using slightly faster gearing on the rear axle, hence a speed difference of which a multi-plate clutch can make use to transfer power rearward. In other words, the same principles as the PSK device of Porsche 959. The torque split is variable automatically according to driver input and traction, but the driver can select different modes to alter the base distribution, i.e. 60:40 at Normal mode, 50:50 at Track mode or 30:70 at Sport mode. In extreme conditions, this can be adjusted to fully front-drive or rear-drive. Furthermore, an optional "Circuit" package adds a Torsen LSD to each axle, stiffer suspension setup, lighter BBS forged alloy wheels and Michelin Pilot Sport 4S tires.

As WRC cars may use an engine different from the road cars, Toyota skips the rally car format of 1.6-liter 4-cylinder turbo and opts for a bespoke 3-cylinder turbo motor with codename G16E-GTS. It displaces 1618 c.c., even larger than the 1.5-liter Ecoboost unit of Ford Fiesta ST. It has twin-variable valve timing, of course, and Toyota's D4S direct and port injection. A relatively large turbocharger with ball bearing and large intercooler, whose heat exchanger dominates the front bumper, produces 261hp and 265 lbft of torque, easily becomes the most powerful 3-cylinder engine in production. To withstand the high output, it uses multiple oil jets to cool the pistons. Gearbox is a 6-speed manual. Performance claim is 143mph and 0-60 in under 5.2 seconds. That's not quite the level of Evo or STi, but easily trumps your classic Escort RS Cosworth.

It is a very compact car but packs a lot of power, a good AWD system and matched with a chassis that is absorbent yet well balanced.

This is easily the fastest and most capable B-segment hot hatch on sale. Price starting at £30,000 or £33,500 with circuit pack, the GR Yaris is obviously sold at a loss, just like any homologation specials. It takes a really enthusiastic boss like Akio Toyoda to make such a dream happen.

On the Road

The GR might be less stylish than the standard Yaris, but it looks far more purposeful from outside, thanks to that blocky front bumper with huge cooling area – so large that you might suspect a much bigger engine mounted behind. The extra-wide rear wheel arches give an impression of Group B special – a sense of occasion we haven’t seen since the days of Renault R5 Turbo and Peugeot 205 T16.

Inside, it doesn’t depart a lot from the lesser Yaris. The dashboard, the infotainment system and the overall build quality and the slightly dull ambience are carried over, although metal pedals and some Alcantara trims are welcomed additions. What it has changed are good to the driver – the gearshifter is mounted higher and closer to the driver, the bucket seats are more supportive yet still comfortable over long trips. Being a supermini, you inevitably sit higher than, say, a Civic Type R, but that is necessary to overcome the higher waistline and give you a good view on the road ahead, which is extremely important for a rally car. Unfortunately, visibility is slightly hampered by the thick A-pillars, and the rearview mirror suspended from the lowered carbon-fiber roof could come in the way of your sight on the road. While headroom is still aplenty for the driver, the same can’t be said to the rear seat, which is cramped in both head and leg room. A more prominent transmission tunnel robs further legroom. Likewise, luggage space falls victim to the double-wishbone rear axle and rear-mounted battery (the large airbox up front has its space occupied), resulting in a dismal 174 liters. It is not as usable as a normal hot hatch, let alone the larger Volkswagen Golf GTI or a Civic Type R, with which the GR Yaris could compete on prices.

At higher speeds you are immersed in plenty of wind and tire roar.

Even if you could live with the tiny boot and rear seat, the GR Yaris is barely usable as a daily driver. You won’t want to take it to a long journey, because it lacks the long-distance refinement of the aforementioned cars. Yes, the body is stiff and free of creaks and rattles, but the ride is a bit too stiff, and noise insulation is obviously not the No. 1 job in its development program, so at higher speeds you are immersed in plenty of wind and tire roar. But that is to be expected for a rally special, isn’t it?

What the GR Yaris excels is in pure performance terms and how it engages its driver. Toyota built a few great driving cars in the past, such as the original MR2, the Celica GT-Four and the current GT86, but the GR Yaris is even more intoxicating to drive hard. It is a very compact car but packs a lot of power, a good all-wheel-drive system and matched with a chassis that is relatively absorbent yet well balanced. In terms of driving, it has no obvious weakness, as you will see.

You might doubt if a triple-cylinder motor could satisfy the task of powering such a performance machine. Once you can overcome the diesel-like clatter on startup and a slightly soft response at the lower end, its torque comes on stream from 3000 rpm, pulling strongly until 6000 rpm and freely towards the 7200 rpm redline. It is an enthusiastic motor, whose sporty vocal is augmented with electronic synthesizer through speakers, which is at least true enough to fool you.

The quick-revving engine pairs with a light clutch and a manual gearbox whose shift is precise and satisfyingly mechanical. As a result, the GR begs you to drive fast, and it feels as quick as a Civic Type R.

In an increasingly digital world, the GR’s predictable, analogue handling is a revelation.

However, what makes the GR really special is not the powertrain but the chassis. It employs no adaptive dampers, but that doesn’t matter, because its suspension setup is expertly judged. The low-speed ride in town is a little hard, but once it finds a mountain road it flies with a composure only a rally car with good suspension travel can excel. Bumps and crests are absorbed and overcome cleanly. Small surface irregularities that would constantly trouble regular hot hatches are either filtered by its damping or absorbed by its stiff structure. It rolls in corner more than a track-ready Civic Type R or Megane RS for sure, but this rarely unsettles its balance and huge reserves of grip and traction afforded by its 4WD and Torsen differentials. Road camber, mid-corner bumps, brake suddenly, a flick of steering and back on power… no matter what you throw at it, its chassis just absorbs and overcomes, keeping the car planted and stable, very much like an old Subaru STi or Mitsubishi Evo.

The brake is powerful. The steering might not be as quick as many modern hot hatches or as feelsome as the best rivals, but it is weighty and linear enough to feel reassuring. The balance of the chassis is close to neutral. In Sport or Track mode it doesn’t understeer at all. There is so much traction front and rear that it doesn’t oversteer either. It just grips and grips, keeping you on rails. Give it a push mid-corner will tuck its nose into the bend a little bit, but the tail stays planted. It is therefore an incredibly quick car to attack the twisty, especially when the road gets wet or greasy. Benefited further by its relatively lightweight and compact dimensions, few cars can be driven as quickly as the GR Yaris on B-roads.

If we have to be picky, we must say a little more oversteer could make the car more playful. Even in Sport mode, it doesn’t feel like 70-percent rear-biased. You can push it to oversteer mid-corner with throttle, steering and braking, but it will regain stability quickly, so there is no way to hold the slide as if you can in an AMG E63 at Drift mode. In other words, it feels more Subaru than Evo. If there is anything separating it from the legendary Evo, it is this lack of the final edge.

However, in an increasingly digital world, the GR’s predictable, analogue handling is a revelation. It brings back our fond memory of the 1990s, when rally specials became incredibly fast yet still felt mechanical, transparent and truly engaging. Toyota has created another modern classic.

Verdict:

Published on 9 Aug 2024

GR Yaris update 2024

Updated GR Yaris trades some old-school fun for serious speed...

GR Yaris receives a mid-life update this year. Headline improvement is the 1.6-liter 3-cylinder turbo engine, which gets higher boost pressure, higher fuel injection pressure, strengthened valvetrain, more heat-resisting exhaust valves, lighter pistons, more durable piston rings and intercooler water spray, among others, to lift output from 261 to 280 hp and peak torque from 265 to 288 lbft. That's just the European version. For Japanese domestic version, it improves even more, from 272 to 304 hp (now matching GR Corolla) and torque from 273 to 295 lbft. Moreover, the torque curve is no peakier, as it is unchanged from idle until 3000 rpm where the old engine peaked, then rises further to the new peak 250 rpm later and maintains the gap until 7000 rpm redline.

To cope with increased torque, the 6-speed manual gearbox is strengthened, but more surprising is the introduction of an automatic gearbox option. It is an 8-speed torque converter auto, but Toyota guarantees sportier shift program and quick shift times, accompanied with more gears hence closer ratios. It is 0.3s quicker than the 6-speed manual to go from rest to 60 mph, while lap time on track will be quicker as well. The auto box adds 20 kg though.

The GT-Four all-wheel drive system keeps its hardware of a multi-plate clutch for torque split and a Torsen LSD at each axle like the previous Circuit pack setup, which is now the only option. However, the center torque split program has been revised. While Normal mode remains 60:40, Sport mode is scaled back from 30:70 to 53:47 (probably to improve durability of the multi-plate clutch). Meanwhile the previous 50:50 Track mode is now variable between 60:40 and 30:70, depending on ECU calculation. It sounds a setback for playfulness, but it is hard to doubt Gazoo Racing's experience gained in WRC and track racing.

As for chassis, the body is strengthened with additional spot welds and adhesives. The front struts are fixed more rigidly with additional bolts so that camber changes under load are minimalized. All suspension springs are stiffer, while front anti-roll bar is slightly thicker. There are no changes for wheels, tires or brakes though.

No-nonsense cabin focuses on function and improved driving position.

Outside, alteration to the sheet metal is limited. The front intakes get larger to improve cooling to radiators and brakes. The front grille is changed from plastic to mesh steel to keep stones from damaging the radiators. Inside, the best news is that the driver seat is now mounted 25mm lower in response to criticisms. Likewise, the dashboard's highest point is lowered by 50mm to avoid blocking forward view. Less amusing is the new dashboard design, which looks as if inspired by buses or trucks, even though the new LCD instrument (finally replacing analogue one) and driver-oriented infotainment screen are more user-friendly.

On the road, the engine feels noticeably stronger from the mid-range. The manual gearshift swifter. It is still a better option than the automatic, whose gearchange delays at times.

The stiffer suspension means the ride is not quite as supple as before on B-roads, which might be seen as a regress for a rally special. On the flipside, the car does offer tighter body control, rolls less in corner. The steering feels heavier and sharper, too. With the revised 4WD setup, immense traction and grip let you push through corners at huge speeds. In fact, it is now so grippy that the car feels more serious and less playful. On public roads it is difficult to push beyond its limit of adhesion and rotate the car. Part of the old-school driving fun has been traded for outright speed, sadly.

When the GR Yaris went on sale 3 years ago, it was sold at a bargain £30K, or £33,500 for Circuit pack. Having established a good reputation, Toyota no longer wants to build the car at a loss. Price surges to £44K, or £46K for automatic, placing it uncomfortably close to a Civic Type R. However, there is still nothing else on the market that provides similar level of performance, rally car-like handling and agility, except a used GR Yaris.

Verdict: