Driven: 2026 Toyota GR Yaris GTS + Aero Pack
Occasionally, you come across a vehicle that really speaks to you. You become a blubbering hyperbolic mess whenever anyone asks you about it. You push yourself to drive it every chance you get; and you always, always end up smiling.
The 2026 GR Yaris GTS is one such car. I should’ve known it’d be the case. It’s been around for a while and enjoys a huge and loyal fanbase. And that is rightly so, because this is a ridgey-didge WRC Homologation vehicle.
I’ve had time in the Corolla GR in the past, albeit in automatic guise. Whilst tremendously impressive dynamically, ultimately, I felt the convertor automatic was sapping the joy from the equation.
The Feverish Red metallic finish on this example really helps contextualise the peptide cycle the humble Yaris been treated too. In fact, its 60mm wider all up; a number that’s only further punctuated by the optional aero kit.
For a very worthwhile $4500 spend, you get a large adjustable plane rear spoiler, venting across the bonnet and guards, along with aero treatments underneath and across the front and rear lips.
I’m sure if I asked Toyota they would say it’s functional, and I’ve got no reason to doubt that; but it just looks so horn that it doesn’t even matter.
Much of the optional bits are gloss black, which works with both the body colour and against the 18-inch forged alloy wheels. They’re wrapped in 225-section 40-profile Bridgestone Potenza “Race” rubber; a notable shift from Michelin Pilot’s for the 2026 models. Its semi-slick design is a notable lead indicator of the performance on offer.
What the GR Yaris GTS isn’t is spacious. When you consider the roots and the 2-door architecture it makes sense. But this model certainly won’t be the choice of Uber delivery drivers – although it would ensure the food will be warm when it lands on the doorstep.
The interior is a master play of function. That’s not to say it lacks form, because the GR emblazoned suede-and-leather covered seats take care of that. They now sit 25mm lower in the cabin than earlier versions and truly dominate the interior.
Adjustments are manual, which is fine by me, I’d rather save weight while my hands still work perfectly. They also hug you in all the right ways without being overly tight; the dad bod approved.
Up ahead you get a cockpit-style dash, which was completely unexpected. It’s reminiscent of an early Supra in its flat nature, which curves toward the driver at the centre console.
Here you’ll find an appropriately-sized 8-inch infotainment screen, running the typical easy-to-use Toyota operating system. It features wireless and wired Apple CarPlay and Android Auto via USBC ports.
I got a kick when I didn’t find a wireless charger – who uses those things anyway!
Up ahead the driver gets his/her own 12.3-inch screen for vitals while hanging onto a very nice 360mm leather covered steering wheel. The latter is an improvement over what felt like a base model wheel in the last iteration.
It houses plenty of buttons, and they’re dramatic too, with what looked like rotary dials you’d expect to see on a race wheel.
It falls to had perfectly, along with the gear shifter. I’ve never driven a base model to compare, but the controls were all perfectly placed for spirited driving. Both driver and passenger will sit comfortably here – with sound ergonomics and more space than one would imagine in a platform this small.
A quick comment on the rear row – they’re small and who cares. I only carried a daughter back there once out of necessity, and it was fine for a short trip.
Static aesthetics are one thing, but it’s when you hit the dash-mounted starter that things get exciting, bringing the 221kw/400Nm turbocharged 3-pot to life. These numbers still feel odd to talk about – I remember a time when a flagship HSV with almost 3 times the cylinder count bragged about similar numbers.
The truth is this is one tough block too, because the aftermarket has seen power outputs that triple the factory number – the wonders of forced induction.
It’s connected to a rifle-bolt-sharp 6-speed manual; a sad rarity nowadays and a beautiful unit to work regardless of intent.
And that’s an important point. Because despite a rowdy state of tune, this Yaris GTS was a more than obliging daily driver. Yes, Sydney traffic isn’t the best place to be operating a manual vehicle, and there were resulting bunny hops, but doddling around was never an issue.
But the muted throb from under the bonnet and out the twin exhaust tips never really let you forget that there is more to this vehicle than school bags in the boot.
Flicking over to Sport mode loosens the grip of ESC, firms up the adaptive dampers and livens up the exhaust a little too. That’s before you even consider the GR-FOUR modes which adjust drive proportion between the front and rear axles.
I was surprised but also delighted to find that launch control doesn’t exist in the manual GR Yaris GTS. It’s a deliciously old school matter of picking your revs, then using your own faculties to balance left and right feet to get off the line as cleanly as possible.
Unlike a vehicle that sends driven to one of the front or rear axles, you don’t have wheelspin to contend with; instead, you face either cooking the clutch or bogging down.
Getting it right will see the rear dip and the front axle scrabble for traction before catapulting the GR Yaris GTS into the distance. First gear ends quickly, so be ready to grab second to keep things boiling on the way to a claimed 5.1 second 0-100km/h sprint.
What struck me with this vehicle in comparison to automatic Corolla GR was just how much livelier it feels. Yes, the reduced weight that comes from the a smaller overall chassis is obvious, but I suspect that direct drive without the burden of the torque convertor is just as big a contributor.
But as surprisingly swift as it is, the GR Yaris GTS isn’t about straight-line performance. Because that lower weight is also seemingly perfectly distributed in this chassis. Couple this attribute with its diminutive wheelbase and chunky track, and this car is simply incredibly through bends.
Even without Sport mode engaged, it is always ready to be thrown around. From its crispy turn in bite, incredible mid-corner balance which is uncannily devoid of any push understeer (even without adjusting power bias), right through to nailing the throttle on exit, complete with a stupid grin ear to ear.
Cars like this are very rare in an overwhelmingly digital age in motoring. To be clear, it’s got all the electronic wizardry available. But the masterstroke is the ability to deploy these features to the drivers advantage, or choice, while delivering an analogous feel.
Simply put, the 2026 Toyota GR Yaris GTS is one of the most engaging cars I’ve ever driven.
Like: Unrivalled driving engagement, its got all the tech but drives analogue, beautifully balanced
Dislike: I don’t have on in the driveway
Car Guy Rating: 9.5
You’d be hard pressed to find a vehicle like this ever again. The GR Yaris was one of the models that saw Toyota turn away from decades of vanilla motoring, and what a way to do it. For me, the best new cars feature all of the tech wizardry but still rely on the driver to get the best out of them, and this little rocket is exactly that. Unashamedly for the passionate driver. WOULD BUY!
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