For months, the only news has been the Mini GP, but now look, there should be as many new vaccines as announced. A brand new Audi S3, an updated Hyundai i30N and a Honda Civic Type R, a new version of the Ford Fiesta ST and something called the Toyota GR Yaris.
I know that Hyundai there is only an additional 5 hp, Civic - a redesigned shift knob, the Fiesta Performance Edition has some new wheels and flashy suspension pieces, and the S3 will do the same job as the old one. But at least the firms took care of updating these cars. The business exists for them.
But let's start with what is categorically not just an update or a facelift. Toyota created the GR Yaris for rallying. To participate in the World Rally Championship, 25,000 road versions must be built. So everyone else sends in their standard superminis, fingers crossed and hopes for the best. Because you can't compromise rear height in your little subcompact because some fast Finn wants a better body kit.
But you can, if you're smart, have very deep pockets and Toyota boss Akio Toyoda's passion for motorsports, throw everything to the wind, inflate your investment budget and build something from scratch. The only standard Yaris parts that have been carried over are the lighting units, exterior mirrors and roof fin. Beneath it is a Frankenstein platform monster: Yaris front half, C-HR rear half. The body panels are made of aluminum, saving 24 kg, while the carbon fiber roof saves another 3.5 kg.
Like Fiesta ST, it uses a small three-cylinder turbo, but manages to get an extra 60 hp out of it. Like the Mercedes-AMG A45 (not new in the last couple of months or even this year, but allowed back because it says interesting things about the high end hot hatch market), it's 4WD and has a computer-controlled rear end. differential. But this is not the version of Yaris you want. You want the one you see here, with a board with mechanical diffs front and rear, plus lighter BBS wheels, retuned suspension, Michelin Pilot 4S tires, and red brake calipers. Should be called Stage Pack.
It's unique. How long have we motorists wanted this - a small (less than four meters long), light (1280 kg), energetic rally representative on the road? And the best news possible is that it's amazing to drive. Yes, with the Circuit Pack, that's the same money as a Golf GTI, and even without it, more than an i30N. It is no cleaner or more economical than the Audi, which is 300 kg heavier and 50 hp. more powerful. It also lacks passenger-friendly cabins, and the cargo hold is literally half the size. The GR Yaris compromise is already clear. Does it matter? Answer yourself. If so, ignore the others and head towards the Civic. Giant trunk.
But let's consider GR Yaris more closely by comparing it to other 4WD vehicles, the Mercedes-AMG A45 S and the Audi S3, because each treats its 4WD system very differently. Merc really wants to show you what this technology is capable of, so he electronically improves all the performance and ends up feeling a bit artificial. Don't get me wrong - it makes a big impression, and its incendiary engine is something to see at full speed. The hottest of the hot hatchbacks, but far from being the most outspoken in his responses. It interprets what you want from an angle and then gives it special meaning. Literally, if you use the Drift mode.
Meanwhile, Audi goes to great lengths to convince you that this is not 4WD at all. This is a meek drive, designed only to throw off your head on a slippery winter road and do it unnoticed. There is no torque, little feedback; it's just fast and efficient. Nice way to get around.
And then Yaris. And, like bear cub porridge, just right. So we'll leave Audi and Merc squabbling over the gendered image of mom and dad bear, while we marvel at an all-wheel drive system that feels mechanical, responds proportionately, and follows your orders. You feel a connection with him, instantly believe in him. Leave the system alone and 60% of the torque goes to the front wheels. Dial frontmanual transmission lever - no, nothing more is possible– turns for sports (30:70) or running (50:50). Everyone raves about the Sport with its rear-bias due to its attempts at oversteer. Yes it works. But oddly enough, on a greasy country road, you need a track. The Yaris, like every other car here except the Fiesta, has a little natural understeer. More torque through the front axle helps you get out of corners better. If that's how you feel, you can try slowing down a bit with your left foot. The Yaris responds to this better than any car I've driven since the Lancer Evo VI. Coincidence? I doubt it.
Excuse me, I'm a little crazy about the hat here. Maybe something easier to do in the car. Find an icy parking lot and pull the handbrake. There's one worth noting first, but the Fiesta has it too, and pulling it at 30 km/h is like tearing wet cardboard. But in the Grrr-Yaris, pushing the lever momentarily disengages rear-wheel drive, instantly locking them up for maximum hoon mode. Beware of this. Given the short wheelbase, it turns on its side very quickly.
The Fiesta doesn't need a handbrake because pulling away from a corner causes basically the same reaction. The inner rear wheel lifts up and very soon the rear end flexes. That's the definition of playfulness - more throttle adjustment and weight transfer than anything else. And now you can see if you can make it even more comfortable - the Performance Edition comes with manually adjustable dampers to lower the ride height. What an amazing car this is. Sure, you can poke holes in it – the steering wheel is too chunky and overly responsive, the ride is confident – but it does two things very well. He loves to get into corners and loves to get out of corners. It hits the brakes hard, feeling alive and bouncy, the front end is grippy (it usually has the optional Quaife diff as standard), and the engine is snappy and bouncy. It immediately pulls you into an experience that also pairs well with the dreary cockpit.
Not that others were doing better. The Hyundai still looks cheap, the VW has a clean design but isn't annoying to use, the Audi does a better job but has surprisingly cheap plastic in obvious places. Two cabins that deserve a positive review are Honda and Merc: Civic for how it feels, A45 for how it looks. Particularly good at night with illuminated vents, wide screens and beautiful materials. But if you care about driving, the Civic is the one you'll love the most. Perfect fit, best seats, tactile controls. Inside the Toyota, it's mostly the GR-Yaris, but it feels like a part because it has just enough sporty touches to keep you interested and distract you from the scratchy plastic. High? Rear visibility will be a problem as the seat is set high.
Thisinteresting contrast between Yaris and Civic . One has a rally background, the other has a hippodrome. The high chair fits the Yaris, looking forward while the Civic tucks you in, safe and snug. Both have very precise control - firm brakes, slack-free steering, stiff gearboxes. They understand that accurate communication is vital, that the operation of the governing bodies is satisfactory in itself.The disadvantages of the Yaris can only be seen next to the Honda. Its brakes are effective but not felt, and the steering lacks natural feedback. No hot hatch does this better than the Civic. It's super professional, meticulously polished, and useful.
You don't need this Limited Edition, which cuts 47kg by ditching the air conditioning, noise cancellation and infotainment system. In fact, what you're probably really after now is the Sport Line, which swaps the Transformer's rear fender for a more stealthy approach - though it's worth bearing in mind that without that distraction, you'll be more aware of just how unappealing the standard shape is. Civic. .
But like a car Civic bordering on hypnotism. There's a bit of torque in slow corners, but the traction is just great, and thanks to the fast moves, the car is absolutely flawless: clean, smooth, fast, full of detail. The A45 may have more power, but for cornering speed and composure, the Civic has it for breakfast. Nothing else compares to precision control. Because of its chassis, you tend to overlook the engine - Hondas were only good when they were naturally aspirated. Wrong. Not only does this 2.0-litre engine have minimal lag and great low-end reception, it also boosts power throughout the rev range - there's always a reason to stay in every gear. Only no, because what you really want is to use the gearbox as often as possible. There is no better manual gearshift.
Yaris is a really fast little thing. From this small trio grows a big (albeit artificially increased) noise, reminiscent of forests and pathetic five-cylinder Audi Quattros. It's light and light, but simple, low-slung, eager when the needle goes over 3000 rpm, does its best, meatiest, coolest job at 4000-6000 rpm, and spins great above. It's short and responsive and hits harder than you'd expect.
What to do with the newly tuned Hyundai i30N? A little behind. It's still a terrific car, but its engine is flat and ordinary by comparison, and while the new dual-clutch gearbox does a reasonable job, it doesn't require a shift. Take a guide. You will have to do without the N Grin Shift mode. You will survive - all it does is a momentary increase in torque for 20 seconds. It's still a terrific car to drive, and small adjustments seem to have smoothed out the harsh edges of the ride. He may not be as talented as the Civic and not as extroverted as the Yaris, but his reserved nature makes him a pleasure to live with.
The same, of course, could be said about the Golf GTI, but if I had made the right choice, I would have chosen the i30N. You want to have some fun in your life, and this latest GTI doesn't provide enough of that. A Clubsport version is coming soon, as is the R, but the base GTI should suffice. Instead, it looks like a ticker box. It has everything but magic. However, driving it close to the S3 makes the GTI a little brighter and livelier, the damping is more interactive, and there's more weight and interaction in the steering. I'm grateful to Audi for the S3's improved chassis balance - it works more evenly on both sides, and less ruthless button cleaning means it's easier to control on the go than the Golf.
It's natural to think of the S3 as a Golf GTI with two more drive wheels and an extra 50bhp. But it's a lot less than that - despite the power and speed, it's actually more of a warm hatchback than a hot one in a class where attitude is so important. He finishes last, Golf right in front of him. Neither is exciting enough. German cars close the top three. The A45 is a complex machine, but it hides its dazzling mechanics behind a thick electrical cape. It's too difficult. Then we have the Hyundai i30N. In terms of dynamic ability, it's right there, but it just doesn't quite have the charisma of the last three cars.
Civic, Yaris, Fiesta. Choose one. You won't be disappointed.
So far, we have applied the order, let's not retreat. In third place is the updated Fiesta, in second place is the tactile Civic, in secondplace - the fearless GR Yaris, our best hatchback of the year . It goes back to an era when rallies ruled the world and gave birth to superb road cars. Two decades later, this pattern is still relevant.
