Yaris gr mpg

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Toyota GR Yaris review - MPG, CO2 and running costs

It’s probably fair to say that most buyers looking towards the GR Yaris are not going to be too concerned with fuel economy and overall efficiency. Customers are more likely to be enthusiasts with a stronger interest in lap times than mpg figures.

But, the GR Yaris shouldn’t be too costly to run as it’s capable of around 34mpg on the combined cycle, which is comparable to the Ford Focus ST and Honda Civic Type R. It’s worth remembering, however, that if you’re intent on exploiting the car’s full performance then you’ll see a marked drop-off in this economy figure. CO2 emissions of 186g/km also mean you’re unlikely to see many company car fleets taking on a GR Yaris.

Part of the tech that Toyota has engineered into the GR includes a revised direct fuel-injection system that helps to maintain economy and keeps emissions down, while a stop-start function is standard on all cars.


Insurance groups of 35-36 reflect the high performance nature and desirability of the GR Yaris. The ratings are at a similar level to those of the Fiesta ST Performance Edition in group 30 and the Civic Type R in group 38.


The bespoke nature of the GR Yaris and how well it has been received, particularly in the UK, means that residual values should remain buoyant. Current data suggests that after a typical three-year/36,000-mile ownership period, the three-door hot hatch should keep around 55% of its original list price.

Sours: https://www.autoexpress.co.uk/toyota/yaris/gr-yaris/mpg

Toyota GR Yaris Review

Is the Toyota GR Yaris any good?

Despite sharing a name with the five-door Toyota Yaris hatchback, the GR (Gazoo Racing) performance model should be viewed as a separate car entirely. Built on a unique platform and sharing just four exterior body parts, the GR Yaris was built to satisfy WRC (World Rally Championship) regulations stipulating that any competition car must share a certain number of components with its road-going counterpart.

The end result is something really rather special. Developing 261hp and 360Nm of torque, it sends power to the road via a six-speed manual gearbox and Toyota’s own GR-Four all-wheel drive system, heady numbers for a car that’s similar in size (it’s three-door only) to a Ford Fiesta ST. In fact, it’s closer on performance (and thrills) to larger and more powerful hot hatches such as the Renault Megane RS, Hyundai i30 N and Honda Civic Type R.

How much space is there?

Since the GR Yaris is strictly a three-door model - the regular version is strictly a five-door - you'd expect rear seat space to have taken a hit. Access to those rear seats are limited, and while it's managed to retain a good amount of legroom for adults with plenty of feet space under those high-set front seats, the lack of headroom is the most limiting factor. Thanks to that sloping roof, you'll struggle to fit anyone taller than 5ft 8inches, so this is best reserved for children and smaller teenagers.

Boot space and storage

Boot space has also taken a hit compared with the regular Yaris, and that's even with Toyota generously quoting up to the roof, at 207 litres. The typical figure measuring up to the window line, with all seats up, is 174 litres and you won't find much space underneath the floor either, as that's where the battery sits.

With the dash being the same structure as the regular Yaris, storage space up front is almost identical with just the absence of a front centre cubby box that doubles as an armrest.

Read more about the regular Toyota Yaris' practicality

Is it easy to park?

Thanks to its small footprint, the GR Yaris remains easy to manoeuvre. The turning circle hasn't been compromised by much and despite the smaller rear windows, visibility isn't a big issue. The large door mirrors help, but taller drivers may find the positioning of the rear view mirror a little awkward – it’s so close in proximity it’s almost obstructing your left eye's peripheral vision, hiding cars and pedestrians enough that you find yourself peering around it.

The absence of a rear windscreen wiper might prove a little tricky in heavier rain, while the flimsy parcel shelf can be an annoyance when it gets stuck in windy conditions and ends up blocking your rear view out.

What’s it like to drive?

The engine in the GR Yaris is a 1.6-litre three-cylinder turbocharged unit producing 261hp and 360Nm of torque. Like the rest of the car, it was specifically designed to be competitive in the WRC and thus features a level of pedigree seldom found in small hot hatches.

The 0-62mph time is just 5.5 seconds, while top speed is limited to 143mph, yet the figures only tell part of the story. This is a wonderfully flexible engine, with maximum pulling power available between 3,000-4,600rpm delivering a brawny, urgent feel that leaves you questioning how much slower it is than a 320hp Honda Civic Type R. Not much, is the answer.

And yet, there’s still enough to make you want to rev the engine hard and go beyond the 6,500rpm peak power point. It’s addictive and slightly raw (it sounds like a diesel minicab on startup), yet it’s all the better for it.

Some may be disappointed that it doesn't produce the most sonorous sound – the Active Noise Control (where engine noise is piped in through the speakers) is a little OTT and there is absolutely no exhaust note coming out of those twin pipes – but the feeling it engenders in the drive makes you want to work it hard through the gears.

The six-speed manual gearbox, meanwhile, feels like an evolution of what you got on the Toyota GT86 sports car. There’s still the same level of tactility and involvement, yet the gearstick movement through that narrow gate is slicker and more precise – even if the overall throw could be shorter.

What's its handling like?

Needless to say, the GR Yaris doesn’t handle like a regular Yaris. Power is distributed by Toyota’s own GR-Four all-wheel drive system and as a result the level of traction on offer is prodigious. Even on wet, leafy country roads the GR Yaris sticks to the tarmac like few other cars on sale today. Three different drive modes means you can choose what ratio of the car’s drive is sent to the front and rear axle, with Normal delivering a 60:40 (front/rear) split, Sport 30:70 and Track 50:50.

Unlike the front-wheel drive Ford Fiesta ST and Honda Civic Type R, it’s harder to adjust the car’s line mid-corner with a lift off the throttle, yet you do get the benefit (especially in the Sport drive mode), of being able to drift it (where the rear of the car breaks traction and steps out of line), but that does require quite a lot of space. Yet, because of the all-wheel drive safety net, such antics are very easy to control and enjoy.

What’s especially appealing about the way the GR Yaris drives, however, is its diminutive size out on the road. Many modern high-performance cars are difficult to thread down narrow country lanes at any real speed, yet the GR Yaris solves this with a short wheelbase and width. It’s also super-stiff and responsive, so – although the ride is undoubtedly firm – it makes up for this with electric agility and responses.

Is it comfortable?

The GR Yaris does compromise on everyday comfort in certain areas, but it's not a big enough deterrent for daily use - even less so if you only intend to drive one occasionally.

We'll start with the positives. The front seats are grippy and provide plenty of support thanks to generous bolstering. Keen drivers will likely find themselves perched a little high, but thankfully the seating position is comfortable with the pedals, gearshift and steering all having a good feel and weight to them. What’s more, for those who aren’t yet comfortable with heel-and-toe gearchanges, the GR Yaris has a rev-matching system that can blip the engine for you on down changes.

The ride quality, although firm around town, is never as busy as a Ford Fiesta ST's. The long-travel suspension allows the GR Yaris to flow and breathe over bumps, especially as speeds increase. Combine all this with standard-fit adaptive cruise control and the GR Yaris is quite well-equipped to tackle a long-distance journey.

What you may find a constant companion is road noise. Even at 30mph you'll notice a high level of resonance in the cabin compared with most hatchbacks on sale. Combine this with the occasional clunks from the transmission and vibrations sent into the cabin and the GR Yaris feels a little old-school.

The six-speaker stereo struggles to drown it all out on the motorway (the eight speakers on the Convenience Pack may fare a little better, or even consider upgrading to aftermarket ones), but in a car that feels this special, the compromises don't seem to matter as much.

What models and trims are available?

There are three versions of the GR Yaris to choose from: standard, Convenience Pack and Circuit Pack. Engine performance remains the same on all three, with the Convenience Pack coming with kit to make everyday life easier - such as a head-up display, sat-nav, eight-speaker JBL sound system, all round parking sensors and blindspot monitor.

The Circuit pack focusses on handling performance, offering tuned suspension, Torsen limited-slip differentials on both the front and rear axles, lighter BBS wheels wrapped in stickier Michelin Pilot Sport 4S tyres (standard tyres are Dunlop SP Sport), and red brake calipers.

We’ve only driven cars with this fitted, so can’t comment on the standard setup. However, given how sure-footed the GR Yaris feels with the Circuit Pack, we’d be keen to experience how it behaves without – especially as it represents a £3k+ saving.

How much does it cost to run?

As you’d expect, the GR Yaris hot hatch will cost more to run than regular models. For starters, claimed fuel economy comes in at 34.3mpg on the combined cycle – significantly less than any other version. We saw an indicated 30.7mpg during our time of testing, and despite the larger 50-litre tank compared with a regular Yaris, the range seems to drop quite quickly when you make use of the performance.

The insurance rating will also be considerably higher, with CO2 emissions of 186g/km, plus you'll have to factor in replacing those performance tyres. It’s worth noting however, that the five-year, 100,000-mile warranty still applies.

Read on to see whether we think the Toyota GR Yaris is worth buying.


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Other Toyota Yaris models:

Sours: https://www.parkers.co.uk/toyota/yaris/gr-yaris/review/
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Sours: https://www.whatcar.com/toyota/gr-yaris/hatchback/review/n22315/buying-owning
KUPIŁEM Toyote GR YARIS! *test na śniegu!* - odbiór z salonu

Toyota Yaris (XP21) GR Specs

Toyota Yaris (XP21) GR image

With a fuel consumption of 8.3 litres/100km - 34 mpg UK - 28 mpg US (Average), 0 to 100 km/h (62mph) in 5.5 seconds, a maximum top speed of 143 mph (230 km/h), a curb weight of 2822 lbs (1280 kgs), the Yaris (XP21) GR has a turbocharged Inline 3 cylinder engine, Petrol motor, with the engine code G16E-GTS.
This engine produces a maximum power of 261 PS (257 bhp - 192 kW) at rpm and a maximum torque of 360 Nm (265 lb.ft) at rpm. The power is transmitted to the road by the all wheel drive (AWD) with a 6 speed Manual gearbox.
On the topic of chassis details responsible for road holding, handling behavior and ride comfort, the Yaris (XP21) has Independent McPherson front suspension and Double wishbone rear suspension. Stock tire sizes are 225 / 40 on 18 inch rims at the front, and 225 / 40 on 18 inch rims at the rear. For stopping power, the Yaris (XP21) GR braking system includes Vented Discs at the front and Vented Discs at the rear.
The Yaris (XP21) model is a Hatchback car manufactured by Toyota, with 3 doors and 5 seats, sold new from year 2020.

Toyota Yaris (XP21) GR Engine Technical DataToyota Yaris (XP21) GR Engine Technical Data

Engine type - Number of cylinders : Inline 3
Engine Code : G16E-GTS
Fuel type : Petrol
Fuel System : direct injection
Lubrication :
Coolant :
Engine Alignment : Transverse
Engine Position : Front
Engine size - Displacement - Engine capacity : 1618 cm3 or 98.7 cu-in
Bore x Stroke : 87.5 x 89.7 mm
3.43 x 3.5 inches
Aspiration : Turbo Intercooler
Compression Ratio : 10.5
Maximum power - Output - Horsepower : 261 PS or 257 bhp or 192 kW @ - rpm
Maximum torque : 360 Nm or 265 lb.ft @ - rpm
Drive wheels - Traction - Drivetrain : AWD
Transmission Gearbox - Number of speeds :

Toyota Yaris (XP21) GR Fuel Consumption (Economy), Emissions and Range Toyota Yaris (XP21) GR Fuel Consumption (Economy), Emissions and Range

Fuel Consumption - Economy - Combined: 8.3 L/100km
34 mpg UK / 28 mpg US
Range : 602 Km or 374 miles
Fuel Tank Capacity : 50 L
11 UK gallons
13.2 US gallons
CO2 emissions : 184 g/Km (Toyota)

Toyota Yaris (XP21) GR Performance Toyota Yaris (XP21) GR Performance

Top Speed : 230 km/h or 143 Mph
Acceleration 0 to 100 km/h (0 to 62 mph) : 5.5 s

Toyota Yaris (XP21) GR Size, Dimensions, Aerodynamics and Weight Toyota Yaris (XP21) GR Size, Dimensions, Aerodynamics and Weight

Body : Hatchback
Num. of Doors : 3
Wheelbase : 255.8 cm or 100.71 inches
Length : 399.5 cm or 157.28 inches
Width : 180.6 cm or 71.1 inches
Height : 146.1 cm or 57.52 inches
Front Axle : 152.9 cm or 60.2 inches
Rear Axle : 156 cm or 61.42 inches
Num. of Seats : 5
Aerodynamic drag coefficient - Cx : -
Front Brakes - Disc dimensions : Vented Discs (- mm)
Rear Brakes - Dics dimensions : Vented Discs (- mm)
Front Tyres - Rims dimensions : 225/40 R18
Rear Tyres - Rims dimensions : 225/40 R18
Curb Weight : 1280 kg OR 2822 lbs
Weight-Power Output Ratio : 4.9 kg/hp
Trunk / Boot capacity : 141 L
Front Suspension : Independent McPherson
Rear Suspension : Double wishbone

What engine is in Toyota Yaris (XP21) GR?
The Toyota Yaris (XP21) GR has a Inline 3, Petrol engine with 1618 cm3 / 98.7 cu-in capacity.

How many horsepower (hp) does a 2020 Toyota Yaris (XP21) GR have?
The 2020 Toyota Yaris (XP21) GR has 261 PS / 257 bhp / 192 kW.

How much does a Toyota Yaris (XP21) GR weighs?
The Toyota Yaris (XP21) GR weighs 1280 Kg / 2822 lbs.

What is the top speed of a Toyota Yaris (XP21) GR?
The Toyota Yaris (XP21) GR top speed is 230 Km/h / 143 mph.

Is Toyota Yaris (XP21) GR All Wheel Drive (AWD)?
Yes, the Toyota Yaris (XP21) GR is All Wheel Drive (AWD).

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Sours: https://www.ultimatespecs.com/car-specs/Toyota/119544/Toyota-Yaris-(XP21)-GR.html

Gr mpg yaris

Toyota GR Yaris

A Toyota hot hatch, if you want to hugely downplay it. Because it’s actually far more significant and exciting than that. And very much not a Yaris as you know it. Here’s the score: the regulations that govern top line rallying dictate that your car has to be based on an existing road car. This is called homologation and although your rally car can deviate from the road formula in many areas, in some key ones it can’t.

In the past, firms have been able to get round this because the regs didn’t insist on too many road-going versions. Sometimes a few hundred, sometimes less. Firms could handle that, find an audience for a limited number of specials. But the latest regs say you have to build 25,000 road cars. Ouch. So everyone sends out their standard supermini, crosses their fingers and hopes for the best. Because you can’t compromise the rear headroom in Aunt Mabel’s happy shopper because some fast Finn wants a better aero package. The two are just too far apart. So build something from scratch? Not only have you got to find homes for 25,000 of them, but just think of the investment required. So no-one ever does this. Look at all the years Peugeot, VW and Citroen dominated WRC and the best we got was a C4 ‘By Loeb’ edition.

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Until now?

Until now. Because what Toyota has done is design a rally car from the ground up. OK, it’s still a compromise, but the compromise here isn’t happy shopper meets WRC, it’s hot hatch meets WRC. And when your starting point is hot hatch, you’re already pitching the car at an audience that is willing to accept compromise.

So how much of it is shared with the standard Yaris?

Let’s use the roofline as an example. It’s high in the standard Yaris so people can sit in the back, but the rally car wants it as low as possible so it doesn’t block air from the rear wing. Tommi Makinen, Toyota’s WRC boss, apparently wanted it even lower, but Toyota insisted the rear seats stayed. Similarly WRC regs say you can’t fit aero devices to the rear doors. So the GR Yaris simply does away with the rear doors. The roof is carbon fibre saving 3.5kg, the door skins, bonnet and tailgate are aluminium, removing another 24kg. It’s not even a Yaris chassis underneath. The front half is, but the rear is adapted from the Corolla and CH-R. There are 4,175 weld points, 259 more than a Yaris, plus 35.4 metres of ‘structural adhesive’. The rigidity of a safe, in other words.

It has the Yaris’ 2,560mm wheelbase, its light clusters, door mirrors and roof fin. But that’s it. It’s 55mm longer, 60mm wider and 45mm lower (actually closer to 100mm lower at the rear). Under the bonnet is the world’s most powerful production three cylinder, a 1.6-litre with 257bhp and 266lb ft. Its single turbo spins on ball bearings, while the engine itself is hydraulically mounted on one side to reduce vibration and unwanted movement. The sort of tech that front line supercar firms like to bang on about.

No paddleshifts here. The only choice is a six-speed manual, and the 4WD system is claimed to be the lightest on the market. Lightest, but not most basic. There’s an aluminium central transfer case and in Normal mode the torque is split 60:40 front to rear. That alters depending on the mode you choose. Sport is 30:70 and Track 50:50. Skids or grip, you decide. At the rear there’s an electronically controlled clutch pack to divide torque between the wheels.

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Alternatively you can tick the £3,500 Circuit Pack box. As well as lightweight 18in BBS forged alloys, retuned suspension, Michelin Pilot 4S tyres and red brake calipers, you get mechanical front and rear Torsen diffs. Same torque split control, but more grit and guts in the system. More rally. Too much? Have the standard one and add the Convenience Pack (JBL premium audio system, ambient lighting, head-up display and more) for £2,180. It’s an either/or thing, you can’t have both packs.

It sounds properly quick.

The whole thing weighs 1,280kg, is good for 0-62mph in 5.5secs and a 143mph top end. In other words, it’s small, light and fast, eschewing the typical trend of gaining size and weight. Good.

Toyota aimed to sell 750 when it launched in the UK in 2020 and has upped that target to 1,000 for 2021. Prices start at £30,020, and as you can read in the Owning section, the lease deals are very tempting.

It’s a genuinely exciting car this, a hot hatch with a real purpose in life. After all, when was the last time we had a proper rally homologation special, something we can all aspire to? Not since the Imprezas and Evos of the 90s. This, then, is a once in a generation special. And the best news of all is that Toyota has smashed it out of the park.

Our choice from the range


1.6 3dr AWD [Circuit Pack]


What's the verdict?

“The GR Yaris is superb - the best Toyota we've ever driven”

Two things stand out. That Toyota has created this car at all, and that it’s done an outstanding job of it. Cars like the GR Yaris simply don’t happen these days when everyone spins countless bodystyles, often across several brands, off one platform. Toyota has been as guilty of that as anyone – look at the BMW-based Supra.

This is Toyota’s riposte. And it’s superb. It proves what we’ve long suspected – that a pukka road-going rally car is the best thing for tackling a modern B-road: small and light, with punchy dynamics and a gutsy motor, it’s a deeply compelling machine. And if the WRC version of this is as well engineered and executed, Toyota’s rivals should be downright terrified.

It hasn’t got the Civic Type R’s pedigree, but its more rugged approach is arguably better at delivering driver entertainment on any road, in any weather. It’s a hoot to drive from start to finish, the playfulness of the Ford Fiesta ST combined with the sort of composure and eagerness that Subaru Imprezas used to do so well. And for the performance and experience, it’s not over-priced at all. The best Toyota we've ever driven.

Next: Driving

Sours: https://www.topgear.com/car-reviews/toyota/gr-yaris
Toyota GR Yaris, czyli wariat na kółkach

It’s easier to get it out of the way up front: the Toyota GR Yaris is brilliant. It is easily one of the best cars, hell, things, to come out of 2020, and will almost certainly rank highly in ‘best hot hatches’ lists for years to come. And, sorry, America can’t have it (for now at least—perhaps Tweet Toyota USA and ask really nicely?).

The world hasn’t seen a proper homologation special for a while—a road car designed and built specifically to make a better race car. More recently, away from the glory days of the Eighties and Nineties, standard road cars were tweaked for the World Rally Championship because automakers felt a true homologation special would be too hard to sell in enough numbers. Here though, Toyota decided to build a hot hatch specifically so its rally car would be better off on the stages. Well, it could have been if Toyota hadn’t scrapped plans for the WRC car. It didn’t scrap the road car though. A good thing.

Toyota UK

Only the wheelbase, lights, roof fin, and door mirrors are carried over from the regular Yaris—the rest is all bespoke for the GR. As such, its platform is a mix of Yaris and Corolla, it’s three-door only, and it’s packing a 1.6-liter three-cylinder motor mated to a six-speed stick and the world’s lightest four-wheel drive system. The whole thing weighs 2888 lbs at its heaviest (depending on spec), which is in Lotus Evora territory. It’s even got a carbon-polymer roof to keep the center of gravity down. Toyota, to put it bluntly, was not mucking around when it decided to build the GR.

Over the $39,665 standard car, there are a couple of options packs to go for—the $4630 Circuit Pack, which gives you lightweight forged 18-inch BBS wheels, retuned suspension, red brake calipers, front and rear Torsen diffs, and Michelin Pilot Sport 4S rubber; or the $2,000 Convenience pack, which gives you… convenient things. You can only choose one, and Toyota UK’s car came with the Circuit Pack. Excellent.

You can’t miss the GR from afar. You know how there are small people that look tall, and tall people who look small? It’s the former. It stands proud, poking its various extremities out to catch your eye. You’ll swear you see the nearest 3-Series flinch when you open the door. Inside it’s like any small hatch, really. Though a few things mark it out from the Yaris your mom might drive: A six-speed stick, some dedicated GR badging, and a speedo that goes up to 180 mph. Now, that 1.6-liter three-cylinder kicks out 257 hp and 265 lb-ft, meaning it’ll crack 0-62 mph in 5.5 seconds and go up to 143 mph. A way off the 180-mph high score, but still a three-pot cracking out that kind of performance is something else. Oh, and Toyota says it’ll average 28.6 mpg in mixed driving. It has a 6.1-cubic-foot trunk and seats in the back (albeit ones not suitable for tall people) as well, which makes it almost sensible for families. If you do the right math.

Now usually, it takes a few miles to get a sense of whether a car’s going to excite you or not. It took less than 100 yards in the GR Yaris. At startup, it sounds a little subdued and turbo-y, but that’s a modern hot hatch for you. The clutch is light, and slotting it in to first with its gloriously chunky stick is a short, sharp, pleasing move. Lifting the clutch and giving it some beans fires the car forward at an unexpected pace. The nose rises, the engine fires noise into the cabin, and all of a sudden you’re far further ahead of yourself than you really should be. “Jesus f^*k,” you mutter, “this thing is f^&king EPIC,” as you fire yourself down the road again. And again.

From there, it’s a matter of finding the right road and pressing the right buttons to make it behave as you want it to. In town, Normal mode is just fine. It keeps the car quiet and the four-wheel drive sends 60 percent of the torque forwards. It’s still brisk enough to make you laugh like a loon in its most docile setting. Twist the mode-select knob to Sport and the wick is turned up while the torque split goes 30:70 front-to-rear. Track mode keeps the angry going, and the power evenly split 50:50 for less hooliganism and more time-attack fun. But no matter which way the grunt flows, not a drop of power is wasted through its Michelin Pilot Sport 4S tires. Nasty damp roads have to be attacked with vigor to unstick it, though it’s more fun than scary if you do.

Toyota UK

In town, the damping can feel a bit harsh, and it’s noisy on the highway. You can use it as a daily, but you’ll have gone in knowing that there are compromises to be made. Its happy place is a country lane. The tighter and twistier the better. Its steering is pointy, responding quickly to inputs and providing enough feedback to give you utmost confidence. Throttle response is sharp, the engine needing to be revved hard and high to keep the turbo firing you ever forward. Braking is, again, strong, scrubbing speed off at a moment’s notice. The act of putting it on the right empty road and letting it do its thing is overwhelming. Every straight is dealt with in no time at all, each apex found and hit with ease. The car feels planted, its chassis capable of taking careless punishment from the inexperienced and being expertly manipulated by the talented. You feel truly involved with the car, that it’s been designed to be driven like an absolute animal all the time. The springs aren’t overly stiff, which means you get a touch of that rally car ‘bob’ when you lean on the gas or brakes hard enough.

Much like its front-wheel-drive predecessor, the Yaris GRMN, the GR Yaris is not a car that sits happily at the speed limit. It’s an angry, yappy, prickly thing that enjoys being exercised for as long and hard as possible. It is a very easy car to lose your license in.

Thing is, most people, given the choice between a spicy Yaris and some zillion horsepower V-8 thing will go for the big power and glamour. And they’ll be scared to play with it on anything other than a highway straight. The person who picks the Yaris will be faster point to point than 99-percent of anyone else out there. It’s that kind of car—you can drive the doors off it with confidence and you’ll be laughing like a loon the whole time.

Toyota didn’t just make ‘a’ hot hatch. It made ‘the’ hot hatch.

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Sours: https://www.roadandtrack.com/reviews/a34962786/the-toyota-gr-yaris-is-one-of-the-best-cars-of-2020/

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