Toyota GR Yaris VS Mini 5D Hatch

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. 

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.

Yes, this is the most powerful Mini to have landed in Australia. And even better, it’ll remain so, or at least equal first, when the Mini GP arrives next year. That car gets this same thumping engine, and the outputs are the same, though the smaller, lighter hatch will no doubt be faster. 

It means Clubman JCW shoppers aren't about to lose their street credit, with this engine likely to remain the king of the castle for some time yet. 

The Clubman It might tip the scales at 1550kg, but the kilos don’t hurt its straight line speed much. Whack it in sport mode, which also adds this deep bass to the exhaust, plant your right foot and the Clubman positively pounces forward.

Better still, it feels - and sounds - quick, too, There’s this angry snap and crackle on the overrun, and the exhaust genuinely booms in the cabin when you really bury your foot. 

You’ve heard the cliches before, of course, about Minis feeling like they’re on rails, and we won’t waste your time with those here. Suffice to say we have pushed Clubman around some pretty tight corners at some pretty decent speeds, and while it doesn’t feel like a featherweight, it also picks and sticks to a line with absolutely no nonsense from the tyres and very little in the way of body roll.

That’s the good, now the not so good. The impressive handling feels like it’s been achieved by hardening up the suspension as much as possible, and the downside of that is that it can feel plenty sharp and bouncy over big bumps. On the right road, it kind of adds to the experience, but I'd imagine the daily commute would start to fray your patience fairly quickly.

There’s also a kind of skittishness to the way it drives fast too, which I actually don’t mind, but others might say isn’t as natural and flowing as others in the segment.

But this is the hardest, fastest clubman you can buy, and so you’re going into it knowing there’s going to be some comfort compromises. And if you’re looking a loud and rorty hot-hatch experience, this thing delivers in spades.

And on the right stretch of road, it’s an absolute hoot.