Toyota find the hatch “G” spot
Response – it is more important than outright power. We’re talking cars here, but it applies to many sport disciplines too. Sometimes in life as well.
I loved the Yaris GRMN for that more than anything else – the immediacy of its response. A 1.8-litre that feels twice that size when you punch the throttle in second or third, and heads straight for where you want to go.
Within a couple of hundred metres you realise that Toyota has worked hard to get their hot little Yaris sizzling and it is such a shame they won’t bring the car here. This despite having a media launch and then dropping a few of these into their press test fleet.
The objective is that: “…it will serve as a demonstration of Toyota’s sporting direction and signify the evolution of performance-minded Toyota products...”
Only 400 will be built globally so I should be grateful to be in a driver’s seat with more curves than the Nurburgring and on William Nicol in a quiet spell. Which nowadays is between 11 pm and 4 am.
At that time of the morning the car is a lot more alert than I am. It’s supercharged, so there’s none of this “wake me up before you go-go business” either. Freshly compressed air needs no encouragement to arrive at the inlet valves and into the heart of the beast. This is materially different from a turbocharger, which no matter what anyone says, takes time to get air moving. Even with all the clever anti-lag tech in the world, physics dictates that a forced induction system working straight off the engine is going to respond quicker than one that uses exhaust gas pressure to make something turn.
Those who live at sea level do not always appreciate just what an impact the air up here has. But assuming the lag issue is overcome (and thin Highveld in 35-degree plus ambient brings out lag in the very best), there will be a cost and complexity penalty somewhere.
I’m awake now, and the Yaris is making me grin: it is worth going out at some ungodly hour to drive a car that is designed with sensory pleasure in mind. So rather than being distracted by the traffic and the peripheral issues that come with it, you can use the opportunity to indulge your senses.
Those first acquaintances confirm the clutch is moderately heavy, the gearlever short and pleasingly mechanical in action, the throttle sharp. These are things you want in a car like this.
Drive it a bit more and you’ll appreciate the directness of the steering and the way the car seems to shrink around you. It feels lithe and nimble and you can place either front wheel where you want it with confidence. It weighs in at 1 135 kilos compared to a Polo GTI at just over 1 300…that’s a big difference.
The ride is firm in terms of compression damping and – comparatively speaking – less well controlled in rebound. But I didn’t do the mileage their test team did so maybe I’m a bit picky. Or just plain wrong.
The Nurburgring was mentioned earlier and needless to say, some of the development work was done there. It must be like rush hour on the Nordschleife, because every manufacturer on the planet seems to be there all the time! In fact, the little car’s name spelt out is “Gazoo Racing” tuned by the “Meister” of the “Nurburgring”. And that folks, has to be among the most unusual ways in which a car company arrived at a nomenclature…
Never mind amusing badging, for me this car is about the 2ZR-FE engine and you’ll want to play tunes on it all day. You’ll want to press it to the seven-thousand redline (peak power is as 6 800) and enjoy the sensation of the urgency not tapering off from about 5 000 – instead of a sense of it being all over prematurely, there’s just an ongoing rush until the limiter call time. It’s wonderfully progressive and the raspy exhaust note is delightful. Again, nothing like what you get from a turbo.
The need for another gear is something you wait for keenly: watching the red tacho needle out the corner of your eye and getting left foot and arm ready for a swift motion to the next cog. Bam! The revs drop but the momentum continues. Expect a decent chirp from the front rubber first to second, which is a bit of a naughty treat nowadays.
The GRMN has a limited slip diff and it is worth mentioning that there’s some torque steer when piling it on in the low gears. The tugging is well masked, but it’s there. Four-pot front brake calipers are clearly visible through the slender wheel and being painted in Toyota Gazoo Racing white, good luck to anyone tasked with keeping them clean! The stoppers are seriously good though with an action which gels with the rest of the changes to turn a humble family hatch into something memorable.
If, but, maybe…how much would it cost to buy one in SA if you could?
Natural rivals would be the R375K Polo GTI (a 2.0-litre DSG only package) and the R450K Clio RS 18F1 (a 1.6-turbo). With 156kW the Toyota falls between them power-wise but its 250Nm is well shy of either. Toyota claim a 6.3 second zero to 100 km/h and South Africa CAR tested the GTI at 6.65 and estimate 6.7 for the Renault – with its weight advantage Toyota may be fastest but we’ll never know. Of course, VW could always do a Clubsport version of a Polo GTI, but it’ll still be turbocharged.
Bottom line? Personally, I think what the world needs is more superchargers and fewer turbochargers: in this instance it is key to the car’s character. Response…you don’t know you haven’t got it - until you haven’t got it…