Why petrol and diesel are in for the long haul
We look under the skin of the GR Yaris – a far cry from the minicab-spec models that make up most of the Toyota range.
Does… not… compute. This is causing some serious mental short-circuiting. The supermini that I’m squealing happily around the Estoril racetrack near Lisbon is not just a Toyota but a Toyota Yaris, normally a byword for learner- and granny-friendly functional transport.
It’s a prototype of the GR Yaris, which goes on sale in late 2020 as a regular production model, not a limited edition like 2018’s Yaris GRMN. Prices and precise specification have not yet been announced, but expect to pay Honda Civic Type R money (£30k or more) rather than Ford Fiesta ST (starting below £20k).
It makes around 260bhp and 260lb ft of torque from its 1.6-litre turbocharged petrol triple, and drives all four wheels through a six-speed manual gearbox.
Based on about 50 on-road miles and 10 laps of the 2.6-mile former F1 track, plus a couple of laps of a gravel circuit in a different prototype, it feels like a very promising hot hatch. Although the outputs aren’t massive, the power-to-weight ratio feels very good. It’s agile, responsive, and the four-wheel-drive system is there to help you make the most of the engine. Usable torque comes in low down the rev range, and keeps on coming in a smooth, broad spread.
It was created in Japan by Toyota’s GR division, with input from test drivers in Europe, who drove prototypes on everything from snow to the Nürburgring, plus some feedback from Toyota’s own WRC team.
We were talked around the car by GR’s chief engineer, Naohiko Saito. He explained that it has three jobs to perform: homologating the 2021 WRC car (which will share its shape and dimensions, while being largely different mechanically); boosting Toyota’s image, traditionally light on emotional engagement; and inspiring Toyota’s engineers, some of whom will get to do a stint at GR.
He said the three-year project paid particular attention to keeping the weight down and driveability up, meaning good performance would be possible without a big engine. The 1.6-litre turbocharged triple is all new. Mating the engine to a fourwheel-drive system involved drawing on the vast experience of Toyota’s World Rally team, run by Tommi Mäkinen. All three of the 2019 drivers (all now departed) tested the GR Yaris and provided input, into the body as well as the drivetrain.
‘The WRC drivers all drove the prototype and told us many things to help make it a special car. Most of those requests were for a lightweight body and good aerodynamics. Also we changed the underbody based on their requests – it’s reshaped and reinforced,’ said Saito.
‘Ninety per cent of what they asked for has gone in. The 10 per cent is mostly about a more extreme shape at the back, for directional airflow.’ ⊲
To keep weight down, the roof is carbonfibre-reinforced plastic, while the doors and bonnet are aluminium. Opting for a three-door body, with a sloping roofline that would not be possible with a five-door, gave the engineers more scope for favourable airflow, and on the WRC version they will be able to employ a big rear wing.
Although Toyota has plenty of all-wheel-drive experience, it’s not been applied to compact high-performance road cars since the demise of the all-wheel-drive turbocharged Celica 20 years ago. So Saito’s team had an Audi S1 shipped to Japan so they could study its quattro system; they also drew inspiration from the Ford Focus RS, and older all-wheel-drive hatches including the Subaru Impreza.
The front suspension involves a retuned version of the MacPherson strut set-up used on the regular Yaris, but the rear end is all new. The torsion beam is replaced by a multi-link system, and the rear track is wider.
The fourth-generation 2020 Yaris is lower and wider than the third generation, and the GR is wider still, but manages to retain a nimble, easily-manoeuvrable feel.
The likely high price will keep sales volumes modest, but the knock-on effect could spread fresh flair and vitality through the Toyota range, which would be no bad thing.
Chief engineer Saito had an Audi S1 shipped to Japan so his team could study quattro all-wheel drive