Toyota GR Yaris VS Kia Stinger
Toyota GR Yaris
Likes
- Brilliant powertrain
- Superb dynamics
- Relative refinement
Dislikes
- Some hard plastics in cabin
- Oversize interior mirror
- Audio exhaust noise enhancement
Kia Stinger
Likes
- Great looks
- Great chassis
- Excellent spec
Dislikes
- Servicing costs
- Tight rear accommodation
- A bit pricey for a Kia
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 |
Kia Stinger
There is nothing quite like a car company occasionally building a car that could be considered a risk. And there are all kinds of risks in the car business - the market isn't ready for that car, people don't identify your brand with this or that type of vehicle, the list goes on. And it's long. It's very easy for me to sit on the sidelines and say, "Pft, what were they thinking?" Few cars land on your driveway without years of thinking having already gone into their development.
The Kia Stinger is the kind of car that would have caused lots of thinking and plenty of hand-wringing at Kia HQ in Korea. Not because it was a bad idea - it wasn't. Not because it's a bad car - it is, in fact, the opposite. And not because SUVs have already changed the way we look at cars - Kia has done well out of that.
It's just that Kia has never produced a car like the Stinger. A five-door coupe-sedan, rear-wheel drive and with a focus on driver dynamics. Most of us know very well how the Stinger GT burst on to the scene in a blaze of well-deserved glory. It's not all about the GT, though. There's a whole range of Stingers and just below that very accomplished sports sedan is the Stinger GT-Line.
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Regular Unleaded Petrol |
| Fuel Efficiency | 8.8L/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.
Kia Stinger7.6/10
The Stinger GT-Line is a great machine. It looks good, feels good to drive and while it's not the cheapest large sedan, it's also not a Camry. With a strong European vibe, it's a nice bridge between boring-dependable and out-of-reach European. Boasting a strong link to Europe in its chassis DNA, it has it all apart, maybe, from the badge.
But Kia has a habit of doing unexpected things and the Stinger was a bold move worth making just for the halo effect of having such a cool car in the range. It has done good things for the company's reputation, as though the rest of the range isn't proof already.
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.
Kia Stinger
The Stinger looks fantastic. I know the car has its detractors, but there's a massive Euro influence here that sits well in my visual cortex. It's maybe not as ooh-aah as the A5 or the outgoing BMW 4 Series Gran Coupe, but the Stinger can and should be mentioned in the same breath. It looks terrific, even if it is a bit fussier in the details.
From the signature grille, the low beltline, big wheels and sports coupe roofline, it looks sleek and sophisticated.Â
Inside is a bit more conventional, with some real classic touches such as circular air vents, conventional-looking gear selector and a flat-bottomed steering wheel. It's cool, clean and, with the big new screen, a bit more techy-looking than before. There are lots of nice materials and the odd rogue one, but it's a good cabin that feels well put-together.
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.
Kia Stinger
This is really a four-seater car. While there is good legroom in the rear, the falling roofline, small door aperture and huge transmission tunnel box you in a bit, almost rendering the middle seat useless for all but the shortest of folks. You do get your own air vents, though, which is generous.
The low roof also means limited headroom, made a little worse by the standard sunroof. I had room but taller people might brush the headlining. There are two cupholders front and rear for a total of four and each door has a bottle holder.
The boot is a modest-for-this-size 406 litres, rising to 1114 litres with the seats down. Access to the boot is good if not spectacular; the hatch opens wide but a slightly narrow aperture means loading and stowing flat packs and things like that could be a struggle.
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.
Kia Stinger
As is the custom at this time of the year, the Stinger scored a mild update for that minty-fresh taste at the dealer. Not much has changed in the looks department (good) and the most obvious tweak is the brand-spanking new media system already seen in the brilliant new Sorento.
The GT-Line is one of two four-cylinder variants of the Stinger, priced at $57,230 or $60,690 driveaway, a solid $7000 more than the 200S and it's $730 more than the MY20. It's also uncomfortably close to the 330S, which has the delicious twin-turbo V6, but obviously a lower equipment level.
For your money you get 19-inch alloy wheels, a 15-speaker stereo, dual-zone climate control, camera package that includes a reversing camera, side cameras and front camera, keyless entry and start, front and rear parking sensors, active cruise control, powered heated and ventilated front seats, sat nav, automatic LED headlights, head up display, leather seats and wheel and even more besides. It's a lot, which is fair given the price.
The 15-speaker stereo is run by the excellent new media system on the excellent new 10.25-inch touchscreen. It's great to look at, has some really cool ideas in it (including the hilarious soundscapes list which includes, for some reason, a noisy cafe environment), DAB and Apple CarPlay and Android Auto.
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.
Kia Stinger
Under the GT-Line's bonnet is Kia's Theta II 2.0-litre four-cylinder turbocharged engine. It's the same as before, with a stout 182kW and 353Nm. Driving the rear wheels is an eight-speed automatic from the Hyundai-Kia empire.
It's pretty rapid, knocking out the 0-100km/h spring in just six seconds, a mere 1.1 seconds slower than its faster sibling's 4.9 for the benchmark.
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.
Kia Stinger
Kia's claimed combined cycle figure is 8.8L/100km. As the Stinger goes without trickery like stop-start or mild hybridness, it's no surprise that my week with it yielded an indicated 10.4L/100km, which isn't bad for a 1750kg sports sedan that was not molly-coddled and also spent some time in a resurgent case of crap traffic in Sydney.
It also drinks standard unleaded, which is a nice touch.
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.
Kia Stinger
I have driven and loved the Stinger GT. It's tremendous fun, goes like a rat running away from a cut snake, which itself is being chased by a mongoose with its bottom on fire, and it handles like a proper sports sedan.
The GT-Line is obviously not that quick, but it's not slow, either. But it does take a bit of the GT's DNA and delivers a driving experience eerily reminiscent of an E90 BMW 3 Series. That seems like an out-of-date reference, but it was a beautiful car to drive with a lovely balance of ride and handling.
The steering has good feel and you know what's going on underneath the front wheels. You sit towards the centre of the car, also a BMW trademark. Turn the wheel and the car goes with you, despite its bulk, and it's happy to dance a bit with its limited-slip diff.
The 2.0-litre turbo does a good job in most conditions but you feel it coming up short when you're hustling it. It's never breathless, but the torque deficit to the turbo six is clear. If you've not driven the faster Stinger, you may not notice, but there's a touch of lag in the 2.0 that contributes to the idea it's working hard to move the big sedan.
But back off a little and it becomes a fluid, fun drive. In town it's firm but very comfortable, gently bumping rather than crashing into potholes. The rear suspension is a complicated five-link set-up that costs money and eats into boot space but delivers the goods.
Given its length the Stinger is a bit tough to manoeuvre in tight spaces and its 11.2m turning circle isn't too flash either, but you soon get used to it.
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.
Kia Stinger
The Stinger ships with an impressive safety package that includes seven airbags, ABS, stability and traction controls, high- and low-speed forward AEB with pedestrian and cyclist detection, intersection assist, lane-keep assist, steering assist, driver attention alert, high- and low-speed forward collision warning, front cross traffic alert and rear cross traffic alert.
You get two ISOFIX points and three top-tether anchors.
The Stinger scored five ANCAP stars in 2017.
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.
Kia Stinger
Kia's ground-breaking seven year/unlimited kilometre warranty along with roadside assist for the first 12 months. Each time you service your car at Kia, you get an extension on your roadside assist for up to eight years.
Perhaps the only thing that makes you go, "Oh, what?" about the Stinger is the 12 months (Good)/10,000km (Oh...) service intervals. That's pretty common with Kia's turbo engines but is a little inconvenient. Then there's the cost - prices range from $312 to $685, which adds up to $3459 over the first seven services. If you stay under 10,000km/year, that's not bad going at under $500 per year for servicing, but if you're a high-miler, it will add up.
The servicing isn't outrageous - and the prices are capped - but it's not cheap, either.