DÜSSELDORF, GERMANY – Toyota didn’t try hard enough with the third-generation Yaris, and it knows it. Launched globally in 2010 and a year later in South Africa, the B-segment contender failed to find fans as easily as previous generations (lest we forget, the first version garnered a number of awards, including the title of European Car of the Year in 2000). In our nine-hatchback shootout in the November 2012 issue, the 1,3-litre version came a joint seventh, languishing behind all its competitors bar the Chevrolet Sonic. The 1,0-litre fared slightly better, but only because of its bargain pricing. The Hybrid model? Very frugal, yes, but also expensive, placing its poor interior finish and so-so dynamics under the spotlight.
Which is why it was unsurprising to find out Toyota had decided to completely revise the Yaris, redesigning the front, tweaking the rear, giving it a brand-new facia, reworking the suspension and cleaning up the entry-level engine.
Visually, the facelift has been an unquestionable success. Gone is the bland front-end, replaced with the X-shaped motif first seen on the new Aygo. Toyota clumsily dubs it Keen Look and Under Priority. At the rear, there’s a new, squarer bumper, diffuser-like panel and LED clusters. All models will now look the same (previously the Hybrid featured a different face; blue badging and darker trim stripes will now be the only distinguishing features), and there are new, more youthful colour choices.
The major changes, however, were kept for the area in which they were needed most. Customer clinics showed that buyers wanted the cabin improved in three ways: enhance the feeling of dynamism; improve the sensory quality; and visually simplify. It’s been an unqualified success. From the soft-touch strips running along the facia and doors to the new, matte-charcoal plastic on the dash top and the revised instrumentation with brightwork surrounds, the new Yaris looks a generation removed from the outgoing version.
All models in our market will boast the excellent Touch 2 infotainment system with Bluetooth as standard, while the Hybrid also gains a reverse-view camera. Under the stubby bonnet, the 1,0-litre triple has seen the biggest changes. The cylinder head and exhaust manifold have been lightened, the compression ratio increased to 11,5 from 10,5 in an effort to reduce consumption, and friction reduced. The 1,3-litre remains as is (although its exhaust system has been further insulated), while the Hybrid (which accounts for more than 30% of Yaris sales in Europe) has been left untouched.
Lastly, thanks mainly to a new, stiffer torsion beam and softer springs aft, as well as revised damping all-round and revisions to the electric power steering setup, Toyota promises a more dynamic, yet more comfortable car to drive.
It was difficult to judge the latter on the smooth roads in and around Dusseldorf, but manhole covers and ridges rarely disturbed the new-found peace in the cabin (many hours were spent identifying areas of noise intrusion and remedying them). The light steering system remains devoid of feel, but this is a city-bound vehicle so that can be forgiven.
Engine-wise, the 1,0-litre remains as charming in sound as ever, but it did feel stronger than previous examples I’ve tried, while the Hybrid makes city driving a doddle. However, the sweet spot remains the 1,3-litre, which picks up speed quickly from standstill and wasn’t disgraced on the autobahn.
Should Toyota have done more with the engines? Perhaps. Competitors are turning to downsizing and turbocharging with great results, and it remains to be seen whether carmakers eschewing this trend will be left behind. That said, tried-and-tested technology happens to be cheaper. At the indicative pricing (R170k for the 1,0, R198k for the 1,3 and R278k for the Hybrid), the Yaris models are cheaper than most of their direct competitors yet as well – if not better – equipped.
And, in other respects, they’re on par with the class best. The new cabin, especially, is a revelation in comparison with the old, and the design is thoroughly modern. Toyota should be applauded for admitting its mistake and fixing it.