Overview

IN ITS five-year lifespan, Toyota’s GR Yaris has forged a reputation as a force to be reckoned with thanks in part to its international and local rally success and overall attention grabbing performance.

The chunky little three-door hatch (frameless fronts) has become a ‘fave’ among circuit racers too offering up an intoxicating mix of excellent AWD grip, big strong brakes, quick acceleration and sharp reflexes.

A significant upgrade arrived early this year (2025) bringing a power bump, a model realignment and available eight-speed automatic transmission complementing the six-speed manual.

Two variants are available, the GT and GTS, both with a choice of close ratio six-speed manual or close ratio eight-speed auto transmissions the latter with a wider spread of ratios.

The range topping GTS (equating to the previous Rallye model) with eight-speed auto is what we tested over a week and about 1500km of mixed driving but sadly no track driving. It sells from $62,990 excluding on-road costs.

Toyota says the new slush-box underwent extensive testing throughout the world in a range of driving scenarios to ensured it is able to handle heavy usage scenarios with minimal shift lag and excellent heat resistance.

It offers manual mode and launch control for more driver engagement further enhanced by Drive Mode Select allows owners to choose between Sport, Normal, and Eco modes regardless of powertrain.

The system adapts electric power steering, throttle and air conditioning parameters and, on automatics, the transmission shift points, to suit driver behaviour and conditions. Custom mode can also configure the powertrain, steering and power steering as desired.

On top of that, three modes are available for the AWD system – Normal, Track and Gravel mode – which allow the driver to distribute front and rear torque either 60:40 (Normal), 53:47 (Gravel) or variably (Track).

Plenty of interest was on the eight-speed auto which would suggest a slight diminution of driveability and a dip in performance, neither of which was apparent on our test drive.

Adequate cooling for the auto is provided by a redesigned front end with a new, wider lower grille design which houses a transmission cooler and on GTS grades, a sub radiator and intercooler spray system.

Toyota says the new grille design is engineered to help to channel airflow through the side ducts placed in front of the front wheels and features a split construction to make replacement of damaged bumper parts easier.

The rear look has been tweaked for a “more unified appearance” with a body-coloured rear spoiler, new wider taillights and larger twin exhaust tips.

With the MY25 upgrades came an additional 21kW to 221kW at 6500rpm and 30Nm to 400Nm from 3250-4600rpm output from the turbocharged 1.6-litre three-cylinder engine also used in the GR Corolla.

Toyota redesigned the latest GR Yaris based on feedback from rally drivers around the world with a more driver-focused dash that now tilts 15 degrees towards the driver.

Changes include a driver’s seat hip point lowered by 25mm, clutch and footrest positions and steering column angle have been revised for a more natural feel. The lower driver’s seat hip point has also created an extra 37.5mm of headroom, making it easier for helmeted drivers.

And the centre console rocks a new 8.0-inch multimedia touchscreen display with the upgraded system supporting wireless Apple CarPlay and Android Auto.

Extensive driver info’ is via a 12.3-inch digital instrument cluster that offers multiple readouts with three configurable sections allowing owners to customise the display to their liking.

Other new interior kit includes two new USB-C ports while the Toyota Safety Sense active safety technology suite is expanded to include more ADAS features.

The automatic scores parking support brake with object and vehicle detection, and full-speed functionality for the adaptive cruise control system.

The GTS stands out with BBS forged alloy wheels and Michelin Pilot Sport 4S tyres, high-performance suspension, a Torsen limited-slip differential, red GR brake callipers, an intercooler spray system, and sub radiator.

Driving Impressions

Full disclosure here… there’s a GR Yaris in the family – an early one and we love driving it plus the owner has fitted a loud grumbling exhaust that adds to its allure especially when coupled with brutal off-the-line urge (redoubled in launch mode).

Unexpectedly, we, and he were rocked a touch by the new (torque converter) eight-speed automatic GTS model on a number of scores not the least its rollicking performance and corner grip that seems enhanced over the older manual.

This may be for two reasons, the front and rear Torsen diffs and because the larger number and a wider spread of ratios succinctly capture the punchy engine’s increased available output at any given speed… accentuated when you select Sport and Track modes together.

The little bugger fairly leaps from corner to corner, zips around and then blasts off into the distance readying for the next incursion.

Suitably stunned, the driver then has to stay on point, flicking the paddle shift (or not) bracing for the next G-force assault from every direction no doubt aided by the GR’s sticky Michelin rubber.

If you enjoy driving or engage in any form of motorsport, the GR’s drive feel is totally addictive beckoning you take it trackside for some real driving and best of all, it makes mug drivers look good.

But it’s not all about fanging as the compact hatch is adept at many normal driving applications, heck, we even picked up a new set of semi-slick tyres and after folding the rear pew packed them into the GR without a problem.

We tootled around town doing shopping duties, commuted to work, went out for random errands and used the GR Yaris as a general hack. It makes a good fist of this although the suspension and short wheelbase conspire to give it a jiggly ride exacerbated by the pitiful roads around here.

Speaking of the rear pew, it’s adequate for smaller adults at a pinch making the GR a genuine four-seater although the load space behind is small and relatively high due to the battery located underneath.

All this performance comes at a price… the engine loves a drink. The best we could manage was 9.6 litres per 100km when taking it easy. That quickly jumped into the 13s with more enthusiastic driving. With 50 litres in the tank, it means range of about 500km driven normally.

We like the generous level of equipment provided, the punchy audio, grippy seats with big side bolsters, chunky multi-function wheel, easy gear selector and minimal ADAS intrusion with lane keep assist the only real switch off annoyance every time you fire up the GR.

Visibility out the small rear window is compromised on rainy or misty mornings because there’s no rear wiper and the lack of a spare could cause concern in remote locations.

The test car was in Liquid Mercury metallic (dark silver) duco that suits it perfectly and is set off by multi-spoke BBS forged alloys in a similar hue.

It’s fairly obvious from all of the above that we like this car… a lot, because it is really fast (and quick), engaging, tactile, communicative, corners like it’s on rails, brakes like a race car and even sounds evocative heightened by turbo swoosh when you’re “on it”.

The price is creeping up given the first one to arrive here five years ago was under $40K… That seems like a bargain today.

But this latest iteration is a different (wilder) animal on many fronts you just have to fork out more for it.