Toyota GR Yaris vs Suzuki Fronx

What's the difference?

You already could have argued the GR Yaris was the best car Toyota made even before its update.

The GR Yaris’ refreshed interior and its slight bump in performance are the result of plenty of feedback from owners and even racing drivers that Toyota took on board, and the result is an even better sports car.

It helps that it’s not prohibitively expensive in the grand scheme of the new-car market these days.

Now, I reckon even fans of the rear-drive Toyota GR86 might start to doubt their preferences after a stint behind the wheel.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

If you’re considering a small car, particularly if an SUV is the goal, a Suzuki should in most cases be on the shopping list. Back-to-basics motoring is key to the brand’s identity. Its most popular model is a tiny ladder-frame 4X4, for example. Hi Jimny.

The Fronx doesn’t break new ground in any practical sense, but it does come in with a decent price and list of features that should sway plenty of small-car fans in the showroom.

It’s decent to look at, comfortable for the segment, and easy to get used to and drive. The numerical rating on this review betrays just how likeable the car is.

It’s not extremely refined and it starts to lose its dynamic shine on rough roads, but in an urban setting the Fronx should excel.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The GR Yaris isn’t just a regular Yaris with sports bits stuck on, and because of that it looks fantastic. 

It’s properly aggressive, sculpted to look more like a rally car than other Yarises (I’m not calling them ‘Yarii’), even down to the fact it’s a two-door design.

A carbon-fibre roof, aluminium bonnet, doors and tailgate, plus a series of functional aerodynamic and cooling features prove the Yaris doesn’t just look like this for show, though.

The redesigned front bumper directs air to more radiators for extra cooling but also through to the front wheel arches to cool the brakes.

Another change is the tail-light bar, which spans the rear and does away with the light integrated into the rear spoiler, which is now also body coloured. Down below that, larger exhaust tips reflect a more powerful engine.

There’s also significant change inside. The repositioning of some elements for better ergonomics make the GR Yaris a much more driver-oriented space inside, and despite some soft-touch materials it has a race car vibe to it.

The interior centre stack no longer looks like a standard Toyota interior, and the fact Toyota went to the effort and cost to do this purely because of driver feedback shows how serious it is about its GR division’s future.

‘Fronx’ as a name doesn’t exactly scream ‘cute’, but the little SUV has a pretty classically Suzuki design. This is not a complaint at all.

The Fronx is 3995mm long, 1765mm wide and 1550mm tall, but despite its diminutive dimensions the brand has opted to lean into a ‘coupe’ style with a sloping roofline that creates a relatively sporty look, especially for something with a two-digit power figure.

So while some of Suzuki’s designs have been divisive in Australia (Ignis, anyone?) the Fronx takes a slightly more conservative approach by leaning into more design trends than just the coupe-back SUV shape. 

For example, its tail-lights span the width of the tailgate rather than simply flanking the boot as was standard for decades.

The LED daytime running lights at the front are also arranged in a slim, high-up position with a set of headlights below.

Inside is arguably more conservative than out, as the Fronx goes with a fairly standard formula in terms of its layout, with few premium materials (the synthetic leather on the seats feels cheap for example) or adventurous design elements to be found.

But that’s not such a bad thing.

The changes to the GR Yaris interior come down to useability as a sports car.

Thanks to the update, some pre-update complaints about ergonomics like the driver’s seat being too high or impeded visibility have been addressed.

The seat is now 25mm lower and feels much more natural in terms of eye-level and body positioning, but also allows more space above to fit a helmet on your bonce.

The pedals have also moved for easier heel-toeing, while the steering column angle has been adjusted to feel more natural. 

Additionally, the dash panel is now tilted towards the driver by 15 degrees more and there’s better visibility between the dash and rear-view mirror with the multimedia screen now integrated into the centre stack.

Essentially, the Yaris has undergone a generation-level update in the interior and is much better for it.

Everything falls to hand without the driver needing to move their shoulders, but at the same time it doesn’t feel cramped.

While the second row is near unusable for adults - plus only seating two - the 174-litre boot is only 39L less than the GR Corolla. It’s not much space at all, really, but fold the seats down and there’s space for track day gear, maybe even a spare tyre or two. Not that there’s a standard space-saver spare with the car. Just a repair kit.

Because for all the conservative, even outdated, styling in the cabin, the fact is it’ll be refreshingly familiar to someone who’s getting out of a car from perhaps even before the year 2000.

Suzuki’s place at the budget end of the new-car market means its customers are likely either quite young and buying their first new car, or relatively old and looking for a cheap, rarely used runabout as the ‘last car’.

For the former, a lack of techy distractions is paramount. For the latter, ease of use wins over cutting-edge tech in most cases. Which is why it’s probably okay that the Fronx’s multimedia touchscreen and software wouldn’t feel out of place almost a decade ago.

It can be a tad fiddly to use at speed, but it’s still more straightforward than the ‘iPad-like’ systems Tesla has made popular, and there are physical controls for important functions like climate control.

There’s also a row of ever-present haptic buttons for volume controls and navigation shortcuts.

The ergonomics of the interior are quite basic, but there are no red flags in terms of visibility, reach, or placement. 

The head-up display is a bonus, but the physical dials on the dash rather than a digital driver display are clear enough, despite again feeling nabbed from a time before head-up displays even existed. 

Space for the front passengers is decent, it’s not cavernous but it’s far from cramped. Elbow rests and seating positions allow for a relaxed ride.

The back seat is a slightly less comfortable place, but at 178cm I can sit behind my own seating position without my knees touching the seat in front, and my head has just enough space above to accommodate the top of a mullet.

Behind that, luggage capacity in the boot is 304 litres, or 605 litres with the rear 60/40 split seats folded.

There’s also no space-saver spare tyre, just a repair kit as standard.

There’s only one variant of the Fronx, and it lands at $28,990 before on-road costs. It’s also relatively stacked when it comes to features, and Suzuki is even working on a sub-$30K drive-away offer for its on-sale date in September this year. We’d expect that means about $29,990 DA, though that’s to be confirmed down the track.

For something at that price point, features aren’t lacking. While things like wireless phone charging and wireless Android Auto and Apple CarPlay have become almost expected for even entry-level cars in Australia, the Fronx also features heated synthetic leather seats and a leather steering wheel.

It’s the first Suzuki in Australia to feature a head-up display, and there’s also a standard surround-view parking display thanks to a set of cameras.

The Fronx’s 9.0-inch multimedia touchscreen is joined by a small 4.2-inch driver display nestled between physical dials for the speedometer and tachometer. Exterior lighting is LED front and rear, with auto headlights and manual levelling.

The only extra-cost option for the Fronx is a choice of ‘premium’ single- or two-tone paint - Arctic White Pearl is the standard no-cost colour. Single-tone paint is $745 extra, while two-tone options are $1345, which is a lot pricier than many premium paint options in the market.

The Fronx comes in at the same price as a mid-to-high spec Hyundai Venue, Kia Stonic or Chery Tiggo 4, but some rivals like the Mazda CX-3 or Toyota Yaris Cross (with its Hybrid drivetrain) are more expensive even in their lower variants.

The GR Yaris now makes 221kW (at 6500rpm) and 400Nm (between 3250 and 4600rpm) from its 1.6-litre three-cylinder turbocharged petrol engine, dubbed G16E-GTS in Toyota code.

Outputs are up 21kW and 30Nm from before, and both the six-speed manual and eight-speed torque converter automatic have matching figures.

Normal, Track and Gravel modes for the AWD system can distribute torque either 60:40 (front/rear) in Normal, 53:47 in Gravel or variably as needed in Track.

Toyota says, weirdly, both versions can hit 100km/h in 5.1 seconds and max out at 230km/h. We expect you’d need to be fairly handy to match the auto’s acceleration in a manual.

The Fronx is powered by a 1.5-litre four-cylinder engine with mild-hybrid assistance, driving the front wheels via a six-speed automatic transmission. 

Its outputs are quoted at 76kW and 137Nm, not exactly high-grade stuff and part of the reason the Fronx feels like it takes more than 10 seconds to hit 100km/h.

Toyota claims the GR Yaris sips 8.2L/100km of fuel (which needs to be 98 RON by the way) in manual, or 9.1L/100km as an auto.

Its 50-litre tank means you should be able to get more than 500km out of a tank of fuel if driving frugally, but let’s be honest, are you going to do that in a tiny all-wheel-drive hot hatch with a 0-100kmh time that would embarrass a great number of Aussie V8s?

Suzuki claims fuel consumption at 4.9L/100km. With its 37-litre fuel tank, the Fronx should be able to manage more than 600km on a single tank, though theoretically its maximum range given its claimed fuel efficiency is 755km.

To get straight to the point, the GR Yaris might be the best car Toyota builds if you’re a keen driver.

Most who’ve driven it in the past will know it’s extremely fun with a manual gearbox, but after the update it’s impressive how capable the new auto makes it, too.

For a start, while its GR Corolla sibling feels as it is - a hot hatch based on the Corolla - the GR Yaris feels bespoke.

From behind the wheel, as a performance car, there isn’t really anything that jumps out as a red flag.

Now that it’s got more power and torque, it’s also an even more convincing choice in Toyota’s hot hatch duo in terms of power-to-weight ratio.

Of course, it still holds up well as a car for day-to-day duties, if looking a little brash while doing so. In Normal drive mode with the diff set to front-bias, the GR Yaris feels ready to take on the suburbs.

But knock it into Sport and set the diff to Track, and you’ll find the rear wheels working harder out of corners as the Yaris sends torque backwards to avoid the front wheels spinning.

The Yaris’ suspension is definitely on the stiffer side of things, but it’s compliant considering the focused nature of the GR, and even sharp bumps you might expect to rattle the car don’t feel harsh.

At the same time, the GR doesn’t feel like it’s dulling any useful feedback from the suspension or steering, the latter being very direct but not too heavy.

It’s altogether very confidence-inspiring, and combined with the fact the GR Yaris is actually very capable, it makes for a rather quick car point-to-point. It means even if you make a small mistake, say coming into a corner on track, you don’t feel as punished on the way out because there’s a mix of power and composure to get you out of it.

Some of the best things about the Yaris though, are the things that speak to your heart a little more than your head. The sound of the exhaust itself but also the turbo flutter when you lift off after boost - even just the way it looks inside and out.

How you plan to use the Fronx will make a big difference in whether what you’re about to read is a good thing or not. 

The Fronx is a light SUV for a start, so expecting brilliant handling, effortless acceleration and a dead-quiet cabin is going to mean you’re disappointed.

But if you want something easy, engaging and fun, the Fronx might work for you.

Our brief test loop wasn’t entirely indicative of what the Fronx is likely to face day-to-day. With limited time and no preset drive program, the roads within a 20-or-so minute drive of Nagambie, Victoria had to suffice.

The Fronx fared well on the average road, it turned out, with the 1064kg Suzuki managing to feel planted enough to hurl along 100km/h back-roads without complaints. It rides on the same platform used recently by the Suzuki Baleno, something I’ll admit to not having driven.

The rougher roads didn’t faze the light SUV too much, though consistently uneven surfaces made it feel unsettled in some cornering.

Its steering and suspension give enough feedback to make the right inputs easily, though the nature of its light weight and minimal accoutrement in terms of driver assistance make the Fronx feel very rudimentary from the driver’s seat.

At low speeds around the centre of town, the Fronx manages the state’s terrible roads well, though taking off from intersections can be laborious. Much like overtaking, the drivetrain will complain.

And don’t expect its mild hybrid system to do a lot in the way of hard work - or any work at all, really. You could take the hybrid badge off the car, let someone have a drive, and they’d be none the wiser.

From the limited observations on the launch, the Fronx would feel best at home in suburbia or a metropolitan centre more so than on the Hume Highway or the towns dotted alongside it.

Essentially, this is not a refined road trip car for the highway, but its no-fuss approach to getting around means you shouldn’t be surprised if you start seeing them in the car parks at universities or bowls clubs.

A big part of many buyers’ decisions about a new car is safety, and the Fronx is pretty basic on this front.

Six airbags cover front and sides for the front passengers, and there are curtains down the sides of the car, but there’s no front centre airbag and no ANCAP rating has been applied to the Fronx as yet.

In terms of active safety, the Fronx has listed among its standard features auto emergency braking (AEB), ABS and brake assist, lane departure warning, hill hold control, weaving alert, blind spot monitoring, traffic sign recognition, rear cross traffic alert and a surround-view parking camera with front and rear sensors.

There are also outboard ISOFIX seat fastenings in the second row.

The only safety system that activated during the test was a lane departure warning, but only when (under normal conditions) it would have been necessary as the car approached the road’s centre line.

Toyota’s five-year/unlimited kilometre warranty covers the GR Yaris, with an extra two-year warranty on the engine and driveline.

Toyota also offers a capped price of $310 on the first six services, though intervals of six months or 10,000km (whichever comes first) mean that capped price will only get you through three years of ownership.

Suzuki has a five-year, unlimited kilometre warranty for its new cars, which is a little behind the curve compared to many budget-friendly brands these days. 

Suzuki does have a five-year servicing schedule, with intervals every 12 months or 15,000km, whichever comes first. Total cost is $2005 over the five years, with services averaging $401, which is not particularly cheap.