Subaru WRX STI v Toyota GR Yaris 2021 Comparison

Since its debut in the naughty ’90s, the Subaru WRX STI has built a reputation of boy-racer badness and world rally goodness. It’s a combination that has made the STI a hit with the masses and a sales success for Subaru.

Back then, there was no rival quite like it – certainly not one from the trusted stable of Toyota vehicles, despite their equally lauded credentials on the gravel circuit.

The fourth-generation Subaru WRX STI continues to let this story evolve and is in the twilight of its current lifecycle – an all-new model is due in 2022 – while the Toyota GR Yaris Rallye is just getting started. 

Yes, these two are not identical rivals: one is a three-door light hatchback and the other a one-size-larger four-door small sedan.

But they both offer turbo-petrol performance, all-wheel drive fun and are only separated by around $3000. And they’ll likely appeal to a similar, niche buyer chasing quarter-mile smiles.

The 2021 Subaru WRX STI is not only the larger and more powerful vehicle, it’s also the more expensive, priced from $57,390 plus on-road costs for the WRX STI Premium AWD model on test.

The hot-ticket 2021 Toyota GR Yaris Rallye is priced from $54,500 plus ORCs.

Equipment levels are of a similar standard, neither of which dish up an exhaustive suite but between them bring more of a tit-for-tat list of inclusions.

Common to both are proper all-wheel drive systems with clever differentials.

The GR Yaris Rallye uses a Torsen limited-slip diff front and rear. Ahead of the rear diff in the Yaris is an electronically controlled multiplate clutch that allows the driver to alter the torque split by switching between three modes: Normal, Sport and Track. What is a 60:40 front-to-rear ratio in Normal mode moves to 30:70 in Sport and 50:50 in Track.

The WRX STI employs a helical front and Torsen rear LSD, plus a Multi-mode Driver’s Control Centre Differential. DCCD alters torque from the default 41:59 front/rear split based on the prevailing conditions in Auto Mode – which can be adjusted via the more front-biased Auto [+] and rear-biased Auto [-] – while a six-step Manual Mode allows the driver to finetune the settings, which is a little more fiddly to figure out.

The GR Yaris rides on 18-inch forged BBS alloy wheels wrapped in Michelin Pilot Sport 4S rubber and max stopping power comes from four-pot callipers up front clamping onto 356mm ventilated discs. At the rear there’s two-piston callipers gripping 297mm discs.

The STI’s 19-inch alloys pair Yokohama Advan Sport V105 rubber with Brembo-sourced six-piston callipers and 340mm discs up front, and two-pot callipers and 326mm rotors out back.

The Subaru has self-levelling and steering-responsive LED headlights, daytime running lights and rear LED brake lights. The GR Yaris has front LEDs with auto high beam, LED daytime running lights, and front and rear fog lights.

Infotainment and convenience technology common to both includes Apple CarPlay/Android Auto connectivity, AM/FM/digital radio, Bluetooth, satellite navigation, voice recognition, USB charge points, heated front seats, keyless entry and push-button start.

The Yaris has a 7.0-inch colour touch-screen and 4.2-inch colour instrument panel while the Subaru’s information is split across three screens – a 7.0-inch touch-screen is the visual anchor accompanied by a smaller 5.9-inch touch-screen and a 3.5-inch instrumentation panel.

The Subaru adds dual-zone climate control and a CD player to its checklist as well as an eight-speaker Harman Kardon sound system with subwoofer and amplifier that outdoes the Yaris’ JBL unit.

The Yaris adds a head-up display and heated steering wheel to its equipment list.

The Subaru comes with a space-saver spare tyre and the Toyota a repair kit.

Both vehicles are covered by a five-year/unlimited-kilometre warranty and service intervals are set at six months or 10,000km for the Yaris and six months/12,500km for the Subaru.

Service costs for the Yaris will set you back $1500 in the first three years compared to $2300 for the Subaru.

The Subaru WRX has seven no-cost paint options whereas the GR Yaris Rallye is available in white only.

Safety technology is solid on both vehicles and includes blind spot monitoring, high beam assist, lane departure warning and lane change assist, front parking sensors, rear-view cameras – with dynamic guides for the Toyota and multiple camera viewpoints for the Subaru – and rear cross traffic alert for the Subaru.  

The 2021 Toyota GR Yaris Rallye adds the all-important autonomous emergency braking (AEB) with cyclist and pedestrian detection as well as traffic sign recognition and intersection turn assist and active cruise control.

AEB and active cruise control are part of Subaru’s advanced EyeSight Driver Assist tech which is not available on the WRX STI. 

The WRX carries a maximum five-star safety rating from ANCAP, however this dates back to testing conducted in 2014. All variants of the Yaris are rated at five stars too, but under the far more rigorous testing protocols introduced in 2020.

The 2021 Toyota GR Yaris Rallye is powered by a 1.6-litre three-cylinder turbo-petrol engine that delivers 200kW and 370Nm via a six-speed manual transmission and will sprint from 0-100km/h in 5.2sec.

It boasts the world’s most powerful three-cylinder production engine, and with such bragging come great expectations – and the GR Yaris Rallye does not disappoint.

Its lively engine is responsive and, better still, easily accessible. It’s likely to appeal to a variety of drivers, not just the eager enthusiasts among us. But they’re the ones that’ll wring the most joy out of this hyped hot hatch.

The short-shifting six-speed manual transmission’s ratios are set for swift shifts. You will tire before this engine does – it never runs out of puff, and the iMT (intelligent manual transmission) button adjusts torque for optimal revs between shifts (should you not be on your A-game). There’s no lag to speak of, just an eager and immediate response to input.

The aforementioned drive modes and clever diff set-up make the GR Yaris versatile, too – both willing and able to handle the town or track.

The clutch is light under foot and launching is easy in the Yaris, which again makes it a fun and approachable little belter! A synthesised soundtrack fills the cabin, but it feels underplayed for such heady credentials. 

The MacPherson strut front and trailing double-wishbone rear set-up adds high-performance suspension tweaks in the Rallye. Despite a mere 1280kg kerb weight, its balanced chassis delivers surefooted and playful handling, with loads of corner grip and stability.

Steering feel is crisp and light and offers good feedback.

In contrast with the GR Yaris, the 2021 Subaru WRX STI is powered by a more powerful 2.5-litre four-cylinder turbo-petrol boxer engine that delivers 221kW and 407Nm and moves from 0-100km/h in 4.9sec.

It wins where outright numbers are concerned. However, the Subaru’s larger dimensions and 250kg weight gain over the Yaris limit its on-road playfulness. 

The Subaru demands a honed approach in order to find this car’s sweet spot. In complete contrast to the Yaris, the Subaru suffers turbo lag from standstill. You’ve got to be high in the revs to master a neat launch. And we can attest that practice does not necessarily make perfect.

On the roll, the WRX STI is happiest when it’s revving hard.

The STI’s gearbox is great but changes themselves feel a little notchy through motions, again requiring a more considered approach to drive well, let alone hard. Its shifts are not as short and tight as the Yaris’.

Despite its heavier mass and larger proportions, the STI relishes the tight corners and challenging bends on our test drive. It feels and behaves like a smaller vehicle.

The Subie also rides on MacPherson front and double-wishbone rear suspension but its ride and handling feel more tightly wound, stiffer.

It’s less forgiving on rough surfaces and over bumps, with feedback coming through via the steering wheel and base of the seat. Steering is noticeably heavier and there’s a mechanical rawness to the Subaru that’s not evident in the GR Yaris.

Its soundtrack is meaty but, like the GR Yaris, we’re still left wanting.

The track-fit chassis upgrades for the 2021 Toyota GR Yaris Rallye do not render the hot hatch too rigid for everyday use; it remains surprisingly supple and comfortable no matter what the task at hand.

Ergonomics, however, are the Achilles’ heel of the GR Yaris Rallye. A high seating position, low roofline and clunky manual-adjust seats favour both the short and somewhat patient driver.

The high-set infotainment screen obstructs forward vision while small windows all round limit side and rearward vision.

The 2021 Subaru WRX STI, on the other hand, brings the joy of space and ease of electric-adjust seats to the game. It’s easier to get comfortable and will better suit a broader set of driver shape and sizes.

Both vehicles bring a performance character to their cabins with form-fitting seats, contrast colour coding and fancy badging. Hard plastic surfaces are also common to both, but overall fit and finish is of a good quality.

It’s no surprise that the four-door Subaru also offers greater second-row space than the three-door, four-seater, light-sized Yaris. The Subaru is the obvious choice if you’re regularly using the second row.  

Likewise, the Subaru’s 460-litre boot capacity feels cavernous compared to just 141L in the Yaris.

Two ISOFIX seating positions and top tether anchor points are there should you be loading young children in need of child seats.

Combined fuel consumption claims sit at 11.2L/100km for the Subaru and 7.6L/100km for the GR Yaris Rallye – a huge difference in favour of the Toyota. But after some energetic real-world testing in identical conditions, the Subaru recorded 13.2L/100km and the thirsty little Yaris an even 13.0L/100km.

They say winners are grinners and our smiles held strongest and longest in the 2021 Toyota GR Yaris Rallye.

The nostalgia and deep-seeded sensibility that comes from Subaru’s meaty performance car is not lost on us – we love it. It’s merely been upstaged on this occasion.

The ease with which you can exploit the GR Yaris Rallye’s potent performance credentials, coupled with comfortable ride and handling is a winning combination for drivers young and old, the nimble and the not-so.

It beats the 2021 Subaru WRX STI for safety equipment, feel at the wheel and price and packaging, too.

Given the GR Yaris is a sell-out success in Australia, would-be owners will, however, have to wait until 2022 for the privilege. Patience is a virtue.

How much does the 2021 Subaru WRX STI Premium cost?
Price: $57,390 (plus on-road costs)
Available: Now
Engine: 2.5-litre four-cylinder turbo-petrol
Output: 221kW/407Nm
Transmission: Six-speed manual
Fuel: 11.2L/100km (ADR Combined)
CO2: 259g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2014)

How much does the 2021 Toyota GR Yaris Rallye cost?
Price: $54,500 (plus on-road costs)
Available: Now
Engine: 1.6-litre three-cylinder turbo-petrol
Output: 200kW/370Nm
Transmission: Six-speed manual
Fuel: 7.6L/100km (ADR Combined)
CO2: 172g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2020)