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Toyota is set to build its first-ever AWD sports car and its first rally homologation model since 1999.
GR Yaris key statistics
Model
Engine
Power
Torque
Body styles
Rating
Driveaway price
Toyota GR Yaris
1.6-litre, three-cylinder turbocharged petrol
200kW
370Nm
Hatch
Not yet rated
Not published
Quick Toyota GR Yaris facts
GR is short for Gazoo Racing.
Toyota describes this special edition Yaris as a "rally car for the road". The reason for this is the car is a homologation model. Essentially, World Rally Championship RC1 rules require production-based models, so it's a common practice to create a production model that is a little closer to a racing car than it is a conventional commuter.
What to consider when buying a 2021 Toyota GR Yaris
Wanting to buy a GR Yaris? Here are some of the key things to take note of.
This little car has an AWD drivetrain. Torque can be shifted front and rear, thanks to clever gearing up to 100:0 (operating as a FWD) or 0:100 (all power to rear). Toyota says this has many advantages over traditional full-time AWD layouts. It's also supposedly lighter, offering improved responsiveness.
There's a dial the driver can use to adjust the AWD bias. The GR Yaris defaults to a conventional 60:40 split, but Toyota says shifting to 30:70 makes the car a hoot to drive. Track mode splits drive equally, for an ideal balance. The system can also adjust on the fly to match the road surface and other conditions.
Naturally, there are two performance limited-slip diffs from renowned diff builders, Torsen.
Power comes from a punchy, three-cylinder, 1.6-litre turbocharged petrol. Toyota states it has built around motorsport tech, like multi-oil jet piston cooling, enlarged diameter exhaust valves and a partly machined intake port.
Power measures an eyebrow-raising 200kW. Per tonne, the car has 156kW of power. By comparison, the Fiesta ST has 121kW, while the Fiat Abarth 595 Competizione has 126kW. Neither of those rivals have AWD though.
Petrolheads will be pleased, with Toyota mating the plucky engine with a six-speed manual gearbox, designed to handle the high torque output.
0–100km/h is swiftly dealt within just 5.5 seconds. The company places an electronic speed restrictor, which kicks in at 230km/h! Yes, you read that correctly.
The GR Yaris is a bit of a crossbreed. At the front end, Toyota engineers have used the next-generation Yaris platform (GA-B), with the rear sitting atop GA-C architecture, borrowed from the Toyota CH-R and Lexus UX.
A standard Yaris uses a torsion beam for the rear suspension, which is perfectly fine for most owners. For the GR model though, boffins grafted on a double-wishbone set-up, which helps improve handling and composure of the small car. It's also a wider track, again helping the Yaris change directions in a rapid and controlled manner.
Weight distribution was a huge concern when the specialists were designing the GR Yaris. First, the engine was shoved aft to improve balance. Even the battery gets relocated to the boot, in the quest for tightening up the car's composure and agility.
It's no good having a strapping engine, an inflexible chassis and taut suspension if speed can't be scrubbed off quickly and in a predictable manner. Toyota has installed a performance brakes package, with jumbo 365mm grooved front discs and four-piston callipers. Rear anchors are dual-piston types, with the vented discs measuring 297mm. These should help shed heat and keep the brakes working at their optimum for longer, even in competitive events. 18-inch multi-spoke, motorsport-inspired rims complete the GR Yaris.
As you'd expect for a model derived from a rally car, it's not what you'd call heavy. Toyota uses a variety of exotic featherweight materials like a carbon-fibre polymer to construct the roof; while the doors, tailgate and bonnet are pressed from aluminium.
The GR Yaris has a resulting kerb weight of 1,280kg. Toyota explains that makes the GR Yaris as powerful as the next size up hot hatch class, in a small compact car package.
The body shell didn't escape the attention of the team of WRC mechanics Toyota gave the car to. First, they opted to use a three-door model, helping shave down weight compared to a longer five-door. The team lowered the roof by 91mm to aid airflow. It also has the added advantage of making the GR Yaris look mean.
Doors are frameless, it has a jumbo-size front grille and a neat built-in spoiler. Furthering the car's rallying penchant, the side sills have been strengthened to eke out every bit of performance and level up the handling.
The GR Yaris is set to be assembled at Motomachi, in Yokohama, Japan. It won't be rolling off a conveyer belt assembly line in mass quantities. Toyota describes the production process as very labour-intensive and each car is instead built in a pod, a process not unfamiliar to motorsport enthusiasts.
Of course, when you're building a public-road-going version of a competition car, you have to have race and rally drivers get behind the wheel for testing. It's a good job Toyota did this, because apparently during early development and prototyping, even professional rally drivers found the car a handful.
Underlining the true intentions of this car are a set of Dunlop SP Sport MAXX050, which the well-known tyre brand describes as "ultra-performance" rubber.
There's mention online of probable add-on packs for the GR Yaris, which will swap the tyres for treads from Michelin and tweak the set-up for paved circuit use.
2021 Toyota GR Yaris Pricing
There's no definite price for Australia announced as yet, though speculation seems to suggest that'll sit slightly higher than if this were from a competitor like Ford. For reference, Ford prices the Fiesta ST from $35,887 while the VW Polo GTI costs from $34,990. But neither of those vehicles give the option of AWD or can match the outright performance and power of the GR Yaris.
Trims
Toyota is offering three trim grades in its debut market of Japan. Those are RZ, RZ First Edition and RZ High Performance First Edition. The latter has BBS forged alloy wheels and an increased performance envelope.
What's it like to drive?
A few fortunate motoring journalists have managed to get behind the wheel and needless to say, it sounds like a fun car to take a whirl in. Apparently, it's surprisingly calm and serene inside the passenger compartment. But unsurprisingly, it's nimble and eager to move off the mark and changes direction with predictable brevity, while still delivering a composed ride. Even when driving away from a circuit, motoring writers described it as decently comfortable and not cumbersome.
Ben Gribbin is an automotive writer at Finder. He is a life-long car enthusiast, bringing many years of experience working with and writing about cars. During his time, Ben has been a freelance writer, editor and reviewer for a number of leading publications across the UK. He was voted the Guild of Motoring Writers Breakthrough Blogger in 2015.
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