Man of Honour
Looks great in red with white wheels.
Toyota Yaris GR4 4x4 Rally going into production.....
Caporegime
For me red or white with Castrol decals 
Soldato
That red variant looks epic! Love the Oz racing wheels in white also. A nice little package. If I were to order, I probably wouldn’t get the track pack but the tech pack instead. Shame (and odd) you can’t have both together.
I'm with you, I love the look and the ethos of the GRY but the engine choice is probably going to leave you with a laggy beast and no throttle response like most small turbos, hope I am wrong but 260bhp with 1.6 and single scroll turbo, when has that ever been a recipe for success. Sure many cars run it and sell well but its not the best option.
circuit pack sounds great but once you stiffen it up for track work wouldn't you want better diffs than a torsen? great when you leave a lot of suspension travel and always have traction but once stiff and you are cocking your wheels due to short wide platform what will that torsen be doing, probably not a lot?
It would be the modern evo impreza if it was actually being rallied and had some pedigree like those car, right now its just someone's rally wet dream.
My post sounds negative, I really like it, I love how it looks and intend to try it to see if it would be good fun for my average driving routes, I current drive a little hatch, it is my thing but I'd want it to feel really good just used normally for that dough, that it can be enjoyed at anything other than maximum attack, if I was to go for one I'm not sure circuit pack would be the way, I'd be interested in what the aftermarket is like for future competition usage.
red with white wheels works well.
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Caporegime
There is no such thing as a laggy turbo these days. What you are referring too is boost threshold. Most cars have turbos that come in early but are out of breath when they reach 6k rpm. I for one would love to see more cars which have power higher up in the power band. It makes them far more fun to drive.
Also anything after the Evo 6 has no rally pedigree either as after that Mitsubishi went to the WRC standard for their cars.
Also Torsen is more than good enough for track work. Unless you are riding kerbs you are not going to be getting air in most scenario's. Locking plated diffs will obviously be better if you are doing gravel but that is not the aim for Toyota as privateer rally cars will more than likely be built by TTE anyway. There is not many cars short of exotic that offer true front and rear locking diffs on a full time AWD system either. I think the Focus RS had an option but is 400KG's heavier!
Also anything after the Evo 6 has no rally pedigree either as after that Mitsubishi went to the WRC standard for their cars.
Also Torsen is more than good enough for track work. Unless you are riding kerbs you are not going to be getting air in most scenario's. Locking plated diffs will obviously be better if you are doing gravel but that is not the aim for Toyota as privateer rally cars will more than likely be built by TTE anyway. There is not many cars short of exotic that offer true front and rear locking diffs on a full time AWD system either. I think the Focus RS had an option but is 400KG's heavier!
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I don't disagree that modern turbos are better but having driven a lot of new cars the lack of throttle response compared to an NA is still a thing and you do still sit waiting for the boom, this has its charms in an old school way and not even noticeable when driven quickly more so on the mundane stuff when you are off boost.
As for wheels off the ground you see it all the time of little hatchbacks blimey even see the rear off the ground on my mx5 don't have to be near a kerb, I don't disagree GR is an amazing package to come from a manufacturer just more of a discussion point really as someone who might buy it to use as a daily for a few years before putting it to use in club level motor sport as to whether the circuit pack makes sense.
Not had 4wd used in anger, so it may be an non issue but certainly both my cars had torsen and were great but clutched certainly better on the 5 on the hills. I guess with 4wd, even if you loose the rear you still have the front.
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Caporegime
Hatchbacks with wheels off the ground is because they don't have fully independent suspension (Beam or torsion bar). This is a non issue on the Yaris as it is fully independent at the rear. The only time I have gotten air in my GT-Four which is similar weight and Torsen rear diff was on the mountain at Cadwell park but that's a extreme situation. Even running over big kerbs has been a non issue.
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The lack of throttle response is down to electronic throttles on many cars 
You have to ask permission from the ECU, it does some processing and then if it agrees, you get some throttle. There is also a limit to how fast it can open. Where as on a cable throttle you can wang it open instantly and off you go.
You have to ask permission from the ECU, it does some processing and then if it agrees, you get some throttle. There is also a limit to how fast it can open. Where as on a cable throttle you can wang it open instantly and off you go.
Soldato
They can actually be quicker, in terms of response, than cable-operated systems – which sounds counter-intuitive but makes sense when you think about it; an electronic system can actually get the throttle blade open and the engine working towards producing maximum torque quicker, as you start to input a hefty accelerator pedal application, than the time taken for your foot to hit the floor in a cable-driven system and the electronics to .
A predictive advantage – it looks at what's going on, the rate of change of command inputs, and works towards meeting the upcoming demands.
Electronically controlled throttles have so many other benefits, too (which is why everything uses them these days). Most modern powertrains would drive abysmally with cable-actuated throttles, which is what I think leads to people thinking the accelerator pedal system is the issue; engines today produce so much torque, often in such an uneven fashion, and refinement requirements have gone through the roof. The net result is that the electronics have to work overboard to keep things smooth and tractable, as you suggest.
Without 'em, even in a fairly boggo hatch, it'd be easy to end up kangarooing down the road in an uncomfortable fashion and keeping everything in check would be difficult. Otherwise, when permitted, the response is just as quick – if not quicker. You don't hear people complaining about accelerator pedal response in Ferrari 458s, for example, after all; it takes no time at all for an electronically controlled throttle to go from 0 per cent to 100.
The earliest iterations could be odd, though, and there are some out there that are poorly calibrated – but the tech's been around for at least 33 years now, in production cars, so it's rarely problematic these days.
Then there are all the safety and convenience functions they enable (or allow for far easier integration of), which is why they've been effectively standard on everything for so long now.
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Personally the whole turbo lag argument doesn't hold up to me. The only time it really matters is on circuit and you'll be well aware of where your peak torque & peak power are and staying in between (as you would in NA). It's not like NA don't have power bands either, not a lot happens in a 911 until over 5/6k!
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Soldato
They can actually be quicker, in terms of response, than cable-operated systems – which sounds counter-intuitive but makes sense when you think about it; an electronic system can actually get the throttle blade open and the engine working towards producing maximum torque quicker, as you start to input a hefty accelerator pedal application, than the time taken for your foot to hit the floor in a cable-driven system and the electronics to .
A predictive advantage – it looks at what's going on, the rate of change of command inputs, and works towards meeting the upcoming demands.
Electronically controlled throttles have so many other benefits, too (which is why everything uses them these days). Most modern powertrains would drive abysmally with cable-actuated throttles, which is what I think leads to people thinking the accelerator pedal system is the issue; engines today produce so much torque, often in such an uneven fashion, and refinement requirements have gone through the roof. The net result is that the electronics have to work overboard to keep things smooth and tractable, as you suggest.
Without 'em, even in a fairly boggo hatch, it'd be easy to end up kangarooing down the road in an uncomfortable fashion and keeping everything in check would be difficult. Otherwise, when permitted, the response is just as quick – if not quicker. You don't hear people complaining about accelerator pedal response in Ferrari 458s, for example, after all; it takes no time at all for an electronically controlled throttle to go from 0 per cent to 100.
The earliest iterations could be odd, though, and there are some out there that are poorly calibrated – but the tech's been around for at least 33 years now, in production cars, so it's rarely problematic these days.
Then there are all the safety and convenience functions they enable (or allow for far easier integration of), which is why they've been effectively standard on everything for so long now.
Always good to get a knowledgeable response.
Don
Nothing an HKS exhaust doesn't solve, and BOV
Should be on there as standard though - rather than piping sounds through the speakers.
Man of Honour
They can actually be quicker, in terms of response, than cable-operated systems – which sounds counter-intuitive but makes sense when you think about it; an electronic system can actually get the throttle blade open and the engine working towards producing maximum torque quicker, as you start to input a hefty accelerator pedal application, than the time taken for your foot to hit the floor in a cable-driven system and the electronics to .
A predictive advantage – it looks at what's going on, the rate of change of command inputs, and works towards meeting the upcoming demands.
Electronically controlled throttles have so many other benefits, too (which is why everything uses them these days). Most modern powertrains would drive abysmally with cable-actuated throttles, which is what I think leads to people thinking the accelerator pedal system is the issue; engines today produce so much torque, often in such an uneven fashion, and refinement requirements have gone through the roof. The net result is that the electronics have to work overboard to keep things smooth and tractable, as you suggest.
Without 'em, even in a fairly boggo hatch, it'd be easy to end up kangarooing down the road in an uncomfortable fashion and keeping everything in check would be difficult. Otherwise, when permitted, the response is just as quick – if not quicker. You don't hear people complaining about accelerator pedal response in Ferrari 458s, for example, after all; it takes no time at all for an electronically controlled throttle to go from 0 per cent to 100.
The earliest iterations could be odd, though, and there are some out there that are poorly calibrated – but the tech's been around for at least 33 years now, in production cars, so it's rarely problematic these days.
Then there are all the safety and convenience functions they enable (or allow for far easier integration of), which is why they've been effectively standard on everything for so long now.
Not to mention that electronic throttles allow you to run a positive pressure ratio across the throttle blade at lighter loads, so when you do suddenly demand more the turbo is often pre-spooled to some degree and there's a reserve of boost to be used when the throttle plate is fully open.
IIRC, DBW response was talked about recently in a Facebook group recently, response had been measured with a scope. It was typically <100ms from Driver input to the throttle plate reaching the commanded position.
Soldato
Ah the fabled real enthusiasts
They generally seem to be second hand car buyers complaining that those who buy new buy the wrong cars or don't pay for the correct options
If these real enthusiasts actually put there money where there mouth was there would be far more cars that they love and far fewer for them to complain about
Its a funny world eh
They generally seem to be second hand car buyers complaining that those who buy new buy the wrong cars or don't pay for the correct options
If these real enthusiasts actually put there money where there mouth was there would be far more cars that they love and far fewer for them to complain about
Its a funny world eh
Soldato
Red would be my choice if I could justify one. Red cars are the fastest!
Soldato
The lack of throttle response is down to electronic throttles on many cars
You have to ask permission from the ECU, it does some processing and then if it agrees, you get some throttle. There is also a limit to how fast it can open. Where as on a cable throttle you can wang it open instantly and off you go.
Its more of a torque request device that the ECU can manage proactively rather than an air valve that the ECU has to react to. No point that swell of air arriving if the ECU has to read sensors to deal with it AFTER the event.
Don't forget that weird time of throttle delay valves to manage the speed the throttle closed, made changing gear smoothly on some cars a right game.
Brilliant
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Soldato
- Joined
- 22 Aug 2004
- Posts
- 7,607
I'll stick with a cable and a pair SU's
Caporegime
All the real car enthusiasts are in Morris Itals, throttle cable and no ECU, living the dream.