Toyota GR Yaris VS Audi S3
Toyota GR Yaris
Likes
- Brilliant powertrain
- Superb dynamics
- Relative refinement
Dislikes
- Some hard plastics in cabin
- Oversize interior mirror
- Audio exhaust noise enhancement
Audi S3
Likes
- Crisp interior and clever dash display
- Sharp, fizzy driving experience
- Sedan version looks superb
Dislikes
- Sedan’s price premium over hatch
- RS3 will technically trump it when it arrives
- Looks alarmingly similar to old model
Summary
Toyota GR Yaris
It's a rally rocket for the road. A lightweight, pocket-sized, all-wheel drive, three-cylinder turbo screamer with enough grunt to blow the doors off performance cars twice its size.
Yes, it's the much-anticipated Toyota GR Yaris, the basis for homologation of Toyota's 2021 World Rally Championship contender. And remember, Toyota won the manufacturer's title in 2018, the driver's championship last year, and is leading the WRC pack in 2020. So, it's a significant arrival, packing a huge amount of tech into a compact, entertainingly racy package.
Toyota invited us to a local launch program, including open and closed road driving opportunities, so we could see what all the fuss is about.
| Safety rating | |
|---|---|
| Engine Type | 1.6L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.6L/100km |
| Seating | 4 seats |
Audi S3
The moment Audi slaps an 'S' badge on any of its cars, you know you could well be looking at something a bit special. That single S has usually inferred a big jump in performance and an overall much sportier flavour than the Audi 'A' car on it's based on.
And now there’s an all-new Audi A3 coming to showrooms about now, the chance to take a deep dive into the equally new S3 was a no-brainer.
Describing the S3 as an A3 with more of everything sounds a bit trite, but it’s also accurate. And this is not new; Audi is as good as any other carmaker (and better than most) at taking a volume seller, piling on the good gear and letting it loose to appeal to a cashed-up buyer profile.
Available in both Audi’s usual Sedan and Sportback (that’s Audi-speak for a five-door hatch) the new S3 boasts more of everything from engine output, to handling, to luxury and connectivity. No surprises there, it’s pretty rare to hear of a car going backwards in any of those departments. But compared with the A3 – and this is the important bit – the S3 offers more of the attributes that appeal to buyers with more cash to splash.
While much of the car might be new, Audi fans will recognise the 2.0-litre turbocharged engine. It’s been tweaked this time around for more power and, significantly, Australia gets the full-fat, Euro-spec engine, rather than the slightly detuned 'hot-weather' specification we’ve seen in this model in the past.
Other changes over the new A3 include the usual S touches including lower, firmer suspension, bigger wheels and tyres and a more industrial braking package.
Inside, there’s more connectivity and multimedia potential than ever before, and safety has been given a leg-up with the latest driver aids.
The other significant thing about the S3, of course, is that until the even hotter RS3 turns up in showrooms sometime later this year, this car will represent peak A3-platform performance.
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| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.3L/100km |
| Seating | 5 seats |
Verdict
Toyota GR Yaris8.3/10
In late 2020, Toyota Australia offered the first 1000 examples of the GR Yaris at a discount to help establish the car and the GR brand. The first 250 were accounted for in 30min. That grew to 560 in 24 hours, and all 1000 were spoken for in seven days. Another hundred, at a slightly higher price, were snapped up in only a few weeks.
There'll be fresh supply in 2021, although it's not yet known how many or exactly when. But we do know they'll be at full retail price. Even at $50K, I'd say, if you're thinking about it, don't hesitate. This is an instant classic.
Audi S38/10
There are plenty of historical instances where a particular model within a broader range manages to hit the absolute sweet spot even though it’s not the fastest or most expensive variant. Porsche’s GTS specification across various models is a great example of this.
And at the risk of being proven wrong when the all-new RS3 comes along later this year, this car, the S3, might just pull off that feat.
Yes, the new RS3 will be more powerful and will offer even more grip and sporty flavour, but it will also be more expensive. And we defy anybody to drive the S3 and say that it lacks dynamism in any single area.
It’s also a magnificently balanced car with the right amount of attention paid to every aspect of its trim and performance. That, in essence, is where that `balanced’ label originates and even though it’s felt most in the actual driving experience, it permeates throughout the entire vehicle.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
Design
Toyota GR Yaris8/10
First thing you'll notice is that this is a three-door body that's waaay lower and waaay wider than the standard five-door Yaris.
That's because World Rally Championship regulations for 2021 demand a competition car's bodywork must be close to the road car it's based on.
| (mm) | Yaris five-door | GR Yaris | +/- |
| Length | 3940 | 3995 | +55 |
| Width | 1695 | 1805 | +110 |
| Height | 1505 | 1455 | -50 |
| Wheelbase | 2550 | 2558 | +8 |
| Track (fr) | 1480 | 1535 | +55 |
| Track (rr) | 1475 | 1565 | +90 |
The GR's roof tapers steeply at the rear, being 50mm shorter than the standard five-door overall, but 90mm closer to the ground at the trailing edge of the roof. Combine that with frameless doors and you have a close to coupe look.
It's offered in the Gazoo Racing colours of black, red and white, specifically, 'Tarmac Black' (metallic), 'Feverish Red' (mica-metallic), and 'Glacier White' (solid).
The GR sits on a new, dedicated TNGA platform, essentially combining the front end of the Yaris (GA-B platform), with the rear of the Corolla (GA-C), and you'll understand why a bit later.
It shares just three exterior components with the Yaris hatch – headlights, tail-lights and mirrors. And the car stands apart thanks to its more aggressive grille with huge front air intakes.
There's also a rear spoiler, side skirts, and fat fenders, with 18-inch Enkei forged alloy rims sitting under them. They're shod with high-performance Dunlop SP Sport Maxx rubber (225/40).
The wider tracks, greater overall width, fat rubber, and pumped guards give the car an aggressive stance and tough look. Like a muscular terrier ready to chase down whatever you throw at it.
The headlights, taillights and front and rear fog lights are LED. And there's tricky aero everywhere, from spats in front of each tyre, to multiple underbody covers, and steps built into the inside of the rear bumper.
Weight has been carved off all around the car, but the highlights are a carbon roof, aluminium bonnet, doors and tailgate, and the body uses lots of lightweight, high-tensile steel.
Inside the sports front seats feature suede inserts and leather accents, there's a small-diameter, leather-trimmed steering wheel, and a short-throw gear shift and handbrake.
The dash is a neat, two-tier design, with the 7.0-inch media screen standing proud at the centre of the upper level. The top part is covered in a soft-touch layer, but the plastics used on the lower dash section and doors are unforgivingly hard.
A simple instrument binnacle houses a large speedo and tacho dials sitting either side of a 4.2-inch multi information display, offering an array of details including turbo pressure and gear-shift indicators.
Audi S39/10
Perhaps the most striking thing about the styling of the new Audi is just how similar it looks to the old model. Okay, this is not a new thing with Audi which has made a point of not throwing a handsome design into the dumpster in pursuit of new for new’s sake.
As such, the exterior lines are taut and typically Audi clean and, with the latest LED headlights and a refinement of the Audi trapezoidal grille, the look is fresh and crisp without being a novelty act.
Inside, the virtual dash display and large, relatively flat centre console almost amount to anti-styling. Or it would if the rest of the deal wasn’t so sharply angled towards a philosophy of less is more.
Again, this is classic modern-era Audi where the game is to make a complex layout look as simple as possible. The face-level air vents also seem to have borrowed a little Lamborghini (part of the Audi family) DNA.
I particularly like the new shift-by-wire gear selector which is a nifty looking switch but works just as intuitively as a conventional shift lever. New tech meets old muscle memory, I’m calling it.
It's worth mentioning (again) just how good Audi’s customisable dashboard display is. With sharp, clear graphics and the ability for the driver to prioritise the information on display at the time, the S3’s display is still about the best in the business.
Overall, ergonomics have always been a long-suit of this brand and there’s been a clear intention to follow that tradition this time around.
Practicality
Toyota GR Yaris7/10
Not only does the GR have two fewer doors than the standard Yaris, as a strict four-seater, it also has one less seating position.
Although this car is focused on driver engagement, day-to-day practicality isn't forgotten with storage comprising elongated trays on the lower level of the two-tier dash, a modest glove box, a storage compartment/armrest between the front seats, front door bins with (500ml) bottle holders, and a pair of cupholders in the centre console.
The rear seats are nicely sculpted, but despite a marginally longer wheelbase, it's tight back there. Sitting behind the driver's seat set for my 183cm (6'0") driving position I was cramped for headspace and legroom. Great for a couple of pre-teen kids, but very much a short trips only proposition for grown-ups.
No fold-down centre armrest, cupholders or storage back there either, although outer armrests are recessed into the interior panels behind the B-pillars. Connectivity runs to a single USB-A socket and 12V outlet in the front.
Boot capacity with the 60/40-split fold rear seat up is 141 litres (VDA), which is tiny, but expands to a claimed 737 litres with it folded down. Enough, Toyota says, to load in four spare wheels/tyres for track days.
On the subject of spare tyres, don't bother looking for even a space saver as standard fit. An inflator/repair kit is your only option.
Audi S38/10
While SUV owners are often quick to tell you that they bought their car for its interior space, the truth is sometimes different. And without the huge wheel-wells and suspension towers of a high-riding SUV, the conventional hatch or sedan often has an advantage.
Certainly, there’s no lack of room in the S3 and the hatchback version has a wide hatch opening to make loading easier. The sedan, however, is a full 150mm longer than the hatch and that extra is all behind the rear seat.
So the boot is actually very useable with a capacity of 325 litres. Audi claims the same 325 litres for the Sportback, but that figure jumps to 1145 litres with the rear seat folded flat.
The rear seat in either variant is handily split 40/20/40 and there are storage nets on the back of each front seat, luggage nets in the cargo area and 12-volt outlets in both the centre-rear and luggage compartment. Even floor mats are standard.
Price and features
Toyota GR Yaris8/10
First up, let's get the price on the table. At $49,500, before on-road costs, the GR Yaris is not a budget-focused shopping trolley. But you'll want to take the long way home on the grocery run.
At that around $50K mark an interesting range of cross-shopping options emerge. Audi's S1 ($50,400) is super cool and AWD, but gives ground on grunt at 170kW. The Mercedes-Benz A250 ($51,500) also looks sharp, but you have to pay $57,800 for the AWD '4Matic' version to match the GR's drivetrain.
Renault's Megane R.S. Cup Trophy ($53,490) is a three-pedal sporting thoroughbred, but it's FWD only. And then there's the VW Golf. Soon to be updated in eighth-generation guise, the current GTI manual ($47,190) undercuts the Yaris but is FWD only. Step up to the AWD Golf R and you have 213kW to play with, but cost-of-entry is $55,990.
So, the GR Yaris hits the Goldilocks zone on price and dynamic performance, but what about spec? Aside from the safety and driver-focused tech, as well as the exotic materials baked into the car's design, the standard equipment list includes, heated sports front seats with suede and leather accents, a small-diameter leather-trimmed and heated steering wheel, plus leather on the short-throw gear shift and (manual) handbrake.
There's also a 7.0-inch colour media touchscreen (including voice recognition) with Apple CarPlay and Android Auto, and eight-speaker JBL audio (including digital radio and active noise control), satellite navigation, adaptive cruise control, dual-zone climate control air, plus keyless entry and start. A 4.2-inch multi information display sits between the main dials in the instrument display.
Not a premium fit-out, but far from spartan, with the majority of those features enhancing the central focus on driving enjoyment.
Audi S37/10
There’s only one trim level across the S3 range, so it doesn’t matter whether you choose the sedan or hatch, the level of standard kit remains the same. And extensive.
As with many performance variants of a platform, what you’re paying for in the S3 is the hardware that allows it to be a more aggressive, more involving drive. So, compared with the A3, the S3 gets much more engine performance, bigger brakes and improved suspension.
Inside, the S3 runs to S-specific trim and presentation (instrument display, steering wheel) standard heated, powered, four-way lumbar-adjustable sports seats, a black headliner and the 15-speaker Bang & Olufsen stereo that’s a $1500 option on some variants of the A3.
The interior is also home to a 10.1-inch info screen, dual-zone climate-control, an auto-dimming mirror, keyless entry and push-button start, wireless phone charging, rain-sensing wipers, park-assistance and acts as a Wi-Fi hotspot. Connectivity runs to Android Auto, Apple CarPlay and sat-nav.
Helping the image match the performance, the S3 also gets dark aluminium accents, alloy pedals, ambient lighting and gloss-red brake calipers to give it the visual punch the price-tag suggests.
Speaking of price, the new S3 represents a fair hike over the outgoing S3, and a sticker of $70,700 for the Sportback and $73,200 for the sedan means the new model will be tickling the $80,000-mark as a drive-away proposition.
Compared with the old model, those prices represent a leap of around $6000, not to mention a spike of around $23,000 or $24,000 over the entry-level versions of the new A3 on which it’s based.
But perhaps a more meaningful comparison is with the 40 TFSI variants of the new A3 which also feature Audi’s famous Quattro all-wheel drive system.
In that case, the price difference between the A3 and S3 is closer to $17,000; closer, but still a big tweak to the monthly lease repayment.
Given you’re starting with a premium-priced product to begin with in the A3, the extra performance and dynamics offered up by the S3 seems to be reasonably priced given the scope of their influence.
Again, you need to see it through the prism of high-end motoring, but when you do, you can see where the money has gone.
And if you have even more to outlay, there’s always the 'Premium Plus' package for the S3. That gets you a panoramic glass sunroof, head-up instrument display, 360-degree cameras, a memory function for the driver’s seat (which should be standard at this end of the market) and a memory function for the exterior mirrors. Yours for an extra $3990, which, given some makers charge that just for the sunroof, seems a pretty reasonably proposition.
Under the bonnet
Toyota GR Yaris9/10
Under the GR Yaris' bonnet is an all-new (G16E-GTS), single-turbo, 1.6-litre three-cylinder engine, making 200kW at 6500rpm and 370Nm from 3000-4600rpm.
That's nearly 270hp from a 1.6-litre triple! And Toyota claims it's the world's most powerful, mass-produced, three-cylinder powerplant.
It features heaps of competition-focused elements, including multi oil-jet piston cooling, machined intake ports and large-diameter exhaust valves, as well as an aluminium oil cooler and high-capacity water pump.
The single-scroll turbo uses ball-bearing internals for rapid spool up, and the intercooler is a large crossflow type. The pistons are pent-roof for more efficient combustion (with minimal heat loss), while shot-peening of surfaces and a resin coating for the piston skirt are claimed to reduce friction and improve durability.
The battery sits under the boot floor (rather than in the engine bay), which leaves room for a high-volume (10.8-litre) air cleaner (with compound filter).
Drive goes to all four wheels through a (EA67F) six-speed manual gearbox, and Toyota's latest 'GR-Four' permanent all-wheel drive system.
The mechanical, electronically-controlled system is built around a lightweight high-response coupling, and a rear diff featuring an integrated, electronically-controlled, multi-plate clutch.
It uses a slightly different gear ratio for each axle which delivers a theoretical torque split of up to 100 per cent to the front or rear wheels, with multiple pre-set modes available.
'Normal' is 60:40 front to rear. 'Sport' is 30:70 for your favourite B-road, and 'Track' is 50:50 for a quick, balanced circuit set-up.
Audi S39/10
Here’s where a lot of the extra currency demanded for the S3 goes. Forget the 1.5-litre engine in the base-model A3, and instead move to the two-litre four-cylinder as seen in the A4 40 TFSI. Then, add extra turbo-boost (up to 1.8 bar thanks to an efficient intercooler) different variable valve timing protocols, and a direct fuel-injection system with a specific calibration and the potential to create injector pressures of up to 350 bar, and you have the S3’s powerplant.
Maximum power is 228kW at anywhere from 5450 to 6500rpm, and maximum torque of 400Nm produced in a broad range between 2000 and 5450rpm.
Transmission is a seven-speed dual-clutch unit driving through all four wheels as per Audi’s Quattro mantra, although it’s important to note this version of Quattro is the simpler, arguably less pure, on-demand system where the car behaves as a front-drive platform until the all-wheel-drive system is required to step in.
That said, with 228kW under its wheels, that’s a fair bit of the time. And compared with previous systems, this one takes more notice of driver inputs and wheel-speed to be less reactive and more active.
Efficiency
Toyota GR Yaris8/10
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.6L/100km, the GR Yaris emitting 172g/km of CO2 in the process
Stop-start.is standard, but you'll be heading for the priciest bowser because minimum fuel requirement is 98 RON premium unleaded. You'll need 50 litres of it to fill the tank.
With track time in mind, a 2.1-litre sub-tank is designed to ensure consistent fuel delivery, even with the fuel-warning light on and lateral forces reaching up to 1.2G during hard cornering.
Audi S36/10
Audi quotes an official combined cycle fuel consumption figure of 7.4L/100km for the A3 Sportback and 7.3 litres for the sedan.
That difference is a bit of a mystery given the sedan is heavier (by just five kilograms) until you consider that the combined figure includes freeway running, at which point the sedan’s extra 150mm of length and different rear diffuser may be the aerodynamic deal-breaker.
The Sportback emits 170 grams of CO2 per kilometre (166 for the sedan) and with the 55-litre tank fitted, both variants should have a range of around 750km between fill-ups.
Driving
Toyota GR Yaris10/10
This is unlike any Yaris you've ever known. Tommi Mäkinen Racing partners with Toyota in the WRC, and had big input into this car's development, as did a bunch of pro racing drivers. And it definitely feels like a road-ified competition car.
Claimed 0-100km/h acceleration is 5.2sec, although four-time Australian rally champion and long-time Toyota collaborator, Neil Bates, showed us data he'd been sent by an early-adopting Aussie customer, lowering that number to 4.7sec.
Similar times have been recorded independently overseas, and the car feels every bit that quick, surging forward with pure, linear, thrust.
Peak torque of 370Nm is a gigantic number for a 1280kg hatch, and it's available across a broad plateau from 3000-4600rpm.
The high-performance exhaust incorporates dual mufflers and circular sound baffles wrapped around its twin tailpipes. The result is typically guttural three-cylinder engine noise combined with a raucous, growly, exhaust note.
But beware, Toyota has played around with "engine sound enhancement" through the audio system, "integrated with throttle action and vehicle speed." Boo.
Aside from its rapid acceleration one of the strongest initial impressions behind the wheel of the GR Yaris is how well it rides.Â
he reason the Corolla's rear end was grafted onto the front of the Yaris to make this car's platform is that while the strut front suspension remains (albeit re-tuned with newly developed knuckles, stiffer bushes, and beefier struts), the rear swaps out the standard car's puny torsion bar set-up, for a wider track, trailing-arm, multi-link arrangement.
I was expecting harshness in line with the GR's performance focus, but not so. Aside from some rumble on coarse roads from the 225/40 Dunlop SP Sport Maxx tyres, this powerhouse Yaris is surprisingly civilised. For mine, a great balance between ride quality and dynamic response is the hallmark of a thoroughly well-tuned suspension.
The sports front seat is a fantastic combination of location and comfort, the short-throw shift for the six-speed manual gearbox is sublime, while clutch weight and action are spot-on. Save the manuals!
There's a little button on the console to fire up a 'iMT' rev-matching function, but I preferred the old-school 'heel and toe' for braking and down-changing into corners, and the relationship of the pedals is made for it. Huge fun, and very satisfying.
Then there's the steering. The absolutely superb steering. It's electrically-assisted, yet road feel is brilliant, thanks in part to the column's tricky (mainly aluminium) construction, there's next to no shock feeding back through the wheel. A direct connection with the front treads, with no NVH penalty is mega-impressive.
And the brakes are professional grade, with 356mm x 28mm two-piece ventilated and grooved front discs clamped by four-piston alloy calipers, 297mm x 18mm vented rotors at the rear with two-piston calipers, and high friction pads all around.
Put it all together and you have a 'please don't let it end' hot-hatch experience. Set to Sport on the open road, the GR-Four AWD system quietly does its thing.
Irrespective of the selected mode, torque balance shifts in response to driver inputs (steering angle, throttle and brake) and vehicle behaviour (acceleration, yaw rate, etc), as well as surface conditions. It's amazing, and turns go-fast wannabes into neat and tidy heroes.
The GR Yaris puts its power down firmly, and grips hard, but at the limit, the system also co-operates with the stability and traction controls, and ABS to keep things on an even keel.
The car is balanced, communicative, and super responsive. You somehow sense, rather than consciously feel, the smart AWD system buttoning things down behind the scenes.
The brakes, complete with short-stroke pedal, are flawless, washing off speed powerfully but progressively, with zero fade, even after a solid hammering on closed road exercises during the launch program.
Scratching my head for something to pick on, the best I can come up with is the size of the interior rear-view mirror. It's big, and the windscreen's short, so sighting the apex in left-hand corners can be tricky. That's it.
Audi S39/10
Some cars take a few minutes at the wheel before they start to get chatty. Not so the S3. From the moment you grab the lovely leather tiller, haul it into gear and give the perky little turbo-motor a squeeze on the throttle, the Audi is making all the right noises and giving clear, precise feedback on its every move.
Sometimes, cars with lots of tyre, lots of all-wheel drive grip and the sort of sharp steering fitted here, can start to feed back so many responses that it becomes difficult to know which one to respond to.
Not the S3, which seems tuned to a keener driver’s priorities (as it should be, of course). As a result, the steering feedback is distinct from what the rest of the front end is doing and everything else going on is clear, quantifiable and designed to improve the experience.
That even extends to the soundtrack which, Audi told us does not use any electronics to improve it beyond amplifying the engine-bay harmonics which use the windscreen and scuttle as their 'speaker.'
Combined with the active exhaust system, this car honestly sounds like a five-cylinder engine (I opened the bonnet to count the spark plugs to make sure it wasn’t. It isn’t.)
If you’ve ever driven a five-cylinder Audi or a V10-powered R8 (two in-line fives, really) the tune will be a familiar one. Lovely, and – again - such amazing attention to detail.
The 2.0-litre engine runs fairly high boost levels, but that doesn’t seem to have affected the way it storms off the mark. Neither does the dual-clutch transmission contribute any delay, provided you haven’t managed to stand on the brake and throttle at the same time (as many left-foot brakers might).
At that point, the driveline goes into sulk mode and will force you to wait a heartbeat or two before full power is restored. This can be an issue when trying to dart across a busy intersection or merge into a traffic flow.
It’s not a new thing to Audis, but remains an annoyance to those of us who equate having two pedals with having two feet.
The driver-selectable drive modes fitted to the S3 are interesting inasmuch as they actually make a meaningful difference to the way the car operates. They alter the transmission shift points, the throttle sensitivity, steering weight and damper settings.
'Comfort' mode will be the default for most owners, and while 'Dynamic' does sharpen up the dampers ever-so-slightly beyond an acceptable day-to-day level of firmness, it also adds weight to the steering feedback.
Frankly, I don’t think it needs it and simply adding resistance feels like a token gesture. And since the steering has a (non-negotiable) variable rate in the first place, bigger inputs equal a bigger proportionate change of direction anyway.
The damping control is now the more sophisticated magnetic-hydraulic type where hydraulic pressure varies the valving rather than the simpler, previous system of energising an electro-magnet to alter the viscosity of the damping fluid.
This more finite control system has allowed more 'bandwidth' as Audi puts it, between Comfort and Dynamic damper settings.
While the auto mode is almost prescient, it’s not actually pre-emptive but rather takes into account suspension deflection, wheel-speed and driver inputs to come up with a combination of settings to make the most of the situation.
And if you really want to fiddle, you can choose 'Individual' and create an overall setting that combines bits of Comfort and Dynamic with a smattering of 'Efficiency' thrown in.
Toggle down to Dynamic and throw the S3 at some bends and it soon emerges as a pretty gripped-up piece of equipment. The front-drive bias is not really noticeable, but then neither is the transition where the computer begins to engage the rear multi-plate clutch to turn the rear axle into an active participant.
There’s certainly no lack of grip at any stage of a typical corner, and even the odd unexpected damp patch poses no awkward questions. Perhaps the biggest grumble would be the tyre roar at highway speeds, but that’s often the price of performance rubber.
Safety
Toyota GR Yaris8/10
Although the standard five-door Yaris scores a maximum five ANCAP stars for all variants, this completely different, low-volume beast won't be assessed, and can't claim the same status. But that's not to say it's lacking in active and passive safety tech.
The GR Yaris features Toyota's 'pre-collision safety system' incorporating autonomous emergency braking (AEB), able to detect pedestrians day and night, and cyclists during the day.Â
It also includes emergency steering assist and intersection assistance (able to detect oncoming cars when turning right, and pedestrians crossing the street, when turning right or left), as well as high-speed adaptive cruise control (above approximately 30km/h), lane trace assist, lane departure alert (with steering assistance), road-sign assist (speed signs only), auto high beam, blind spot monitoring, a head-up display, and a reversing camera (with guidelines).
If all that isn't enough to avoid an impact the GR Yaris features six airbags (front, front side, and curtain) as well as two top tether points and ISOFIX child restraint anchors in the rear.
Audi S39/10
No surprises for guessing that Audi has this angle absolutely covered.
Some driver-assistance technologies have now filtered down from larger more expensive Audi models, and are standard fitment on the S3. Those include collision-avoidance assistance, lane-departure warning, rear cross-traffic assistance and parking assistance programs.
There’s also adaptive cruise-control, hands-on detection, traffic-jam assist, exit warning, a rear-view camera and a tyre-pressure monitoring system.
You also get the usual six air-bags including side-front bags and curtain air-bags at head height for rear-seat passengers. The S3 also gets a centre-front air-bag; a move that is likely to become a lot more widespread in the not-too-distant future and is designed to avoid head clashes between the front-seat passengers in a side impact.
Autonomous emergency braking is fitted and can also detect pedestrians and cyclists; a first for the S3.
The S3 scored a maximum five stars for safety in ANCAP testing.
Ownership
Toyota GR Yaris8/10
The GR Yaris is covered by Toyota's five-year/unlimited kilometre warranty, the 'Toyota Warranty Advantage' program also covering the engine and driveline for seven years.
Capped-price servicing is available with scheduled maintenance intervals set at 12-months/15,000km, and $205 (each) for the first five services.
Audi S37/10
Audi has finally had to cave in and extend its warranty to match its competition. So, any new Audi sold after January 1 this year moves up to a five-year/unlimited kilometre factory warranty; a big step up from the previous three years of cover.
S3 buyers can also opt for Audi’s five-year service plan which costs $2580. Servicing is set down for every 15,000km or 12 months.