![]() | "Toyota GR Yaris: pros, cons, costs and common fixes" by Al222 (21080 pt) | 2025-May-20 19:03 |
Toyota GR Yaris (Facelift MY 2025)
Conceived as a homologation special for WRC-2, the GR Yaris is built on a hybrid platform: GA-B front (Yaris) and GA-C rear (Corolla), clothed in a bespoke three-door shell with carbon-fibre roof and aluminium bonnet, doors and tailgate. The 2025 facelift brings power, rigidity and ergonomics upgrades while keeping the car’s footprint tiny—just 3 995 × 1 805 mm on a 2 560 mm wheelbase—yet the roof now sits 10 mm lower for a sleeker stance.
Spec | Pre-facelift | 2025 Facelift |
---|---|---|
Engine | 1.6 L G16E-GTS turbo triple | Strengthened valvetrain, higher 27 MPa injection, lighter pistons |
Output (EU/JPN)* | 261 hp / 360 Nm | 280 hp / 390 Nm |
0-100 km/h | 5.5 s (6-MT) | 5.2 s (6-MT) |
Top speed | 230 km/h (lim.) | 230 km/h (lim.) |
*Japanese RZ “High performance” adds 300 PS.
Transmissions
6-speed iMT: revised synchros, 15 % shorter throw, cooling fins on the casing.
GR-DAT 8-speed (new): wet clutch, auto blips, launch control, paddle shifts in 200 ms.
An electronically controlled multi-plate clutch splits torque in three presets—Normal 60/40, Sport 30/70, Track 50/50—while optional Torsen LSDs front & rear tame wheelspin. A beefier prop-shaft and 120 mm-wider rear track let the car rotate under throttle without destabilising bumps.
+13 % torsional rigidity via 20 m extra structural adhesive and 13 % more spot welds.
New cast-alloy steering knuckles, stiffer sub-frame bushes, hollow anti-roll bars.
Suspension: MacPherson strut / double-wishbone, spring rates +15 % front, +20 % rear; monotube dampers retuned for rebound control.
Brakes: 356 mm two-piece vented front discs with 4-pot callipers; 297 mm rear two-pots; brake-by-wire with GR-specific pedal curve.
Kerb mass: 1 280–1 310 kg (auto adds ≃20 kg).
Re-profiled front bumper feeds twin brake-cooling ducts; a larger intercooler and 10-row oil cooler sit behind the asym-mesh grille. The carbon roof’s new crush-rib lay-up cuts 600 g while raising crush strength 15 %. Drag coefficient remains Cd 0.36, but lift at 200 km/h drops 5 %.
The dashboard pivots 15° towards the driver; the centre screen (now 8.0″ HD) sits 50 mm lower to clear helmets on track. A 12.3″ digital cluster offers configurable boost, torque and brake-balance widgets. Seat mounts drop 25 mm; the steering wheel gains 10 mm telescopic range. Wireless CarPlay/AA, GR telemetry logger and a head-up shift light are standard; JBL audio is a cost option. Rear seats remain token 60/40 backs—folded they reveal a flat load bay sized for four semi-slicks.
Test | 6-MT | GR-DAT |
---|---|---|
0-60 mph | 5.1 s | 5.3 s (launch mode) |
100-0 km/h | 33.8 m | 34.1 m |
Hockenheim Short | 1:14.9 | 1:15.2 |
Nordschleife BTG | 7:56 | 7:58 |
The auto’s closer ratios (8th = 0.591) keep the engine in the 3 000-5 500 rpm sweet-spot, trimming lap times by exit speed rather than outright bursts.
Item | Interval | Parts (€) | Labour (€) |
---|---|---|---|
Oil (0W-20 + filter) | 10 000 km | 95 | 80 |
Gearbox oil (6-MT) | 40 000 km | 60 | 90 |
GR-DAT fluids | 60 000 km | 180 | 150 |
Front pads (track-light) | 20 000 km | 180 | 90 |
Michelin Pilot Sport 4S (225/40 R18) | 15 000 km (mixed) | 920 / set | – |
Spark plugs (iridium) | 60 000 km | 110 | 70 |
Annual insurance slots into hot-hatch Group 35; fuel averages 9,5 l/100 km fast road, 12 l/100 km on circuit.
Thermal fade on track days → larger intercooler and ducting added factory-wide; retro-kit available for 2020-23 cars.
Rear diff oil aeration during sustained high-G lefts; MY 25 adopts a baffled cover—bolt-on to earlier cars.
Clutch-pedal assist spring fracture on hard launches; superseded spring since mid-2024.
No repeat head-gasket or fuel-pipe recalls have surfaced post-facelift.
Region | Base | High Performance | GR-DAT add-on |
---|---|---|---|
Italy (on-road) | €49 900 | €54 500 (front+rear LSD, forged 18″, pilot seats) | +€2 000 |
UK (OTR) | £44 200 | £48 800 | +£1 800 |
Japan (RZ) | ¥4 480 000 | ¥4 980 000 | +¥350 000 |
Residuals average 78 % at 24 months; early limited First Editions still command MSRP or higher.
The facelifted GR Yaris doubles down on its rally-rep roots: more grunt, stiffer shell, smarter cockpit—and now an eight-speed auto that broadens its appeal without diluting the hardcore flavour. It remains uncompromising: tyre roar, a hard clutch bite (manual) and next-to-no rear passenger room are the price of homologation purity. Yet on a wet mountain B-road or tight circuit there is nothing at this money that feels as immediate, mechanical and bomb-proof.
Drivers seeking a daily-friendly hot hatch may lean toward a Civic Type R or i20 N; purists who prize AWD traction, bulletproof engineering and rally pedigree will regard the GR Yaris as the modern benchmark—and likely keep it forever.
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