Toyota Yaris Cross vs Nissan Z

What's the difference?

Going from dorky to dishy thanks to some clever detail changes, the GR Sport Hybrid certainly earns its place in the high-flying Yaris Cross range. For many buyers, that it also offers enough athleticism to match its newfound style seals the deal.

But not all the changes are welcome, especially as they upset the fine balance that the GX and GXL grades in particular possess in spades. The firmer suspension and bigger wheels have a harder time soaking up the rough stuff. Yet Toyota hasn't gone far enough, by failing to provide the extra go to match the extra show.

If none of these matter, then choose the GR Sport Hybrid and enjoy its many virtues, for the Yaris Cross' time is now and you won't really lose regardless.

The Nismo turns up the wick just enough to justify its $20K premium over the brilliant regular Z.

Visual changes inside and out are one thing, but with tangible boosts in performance, handling and braking – with no detriment to ride quality or comfort – as a result of properly engineered upgrades, the RZ34 version deserves its place in Nissan’s sports car hall of fame.

Note, though, that good as it is, the Nismo is also a potent reminder of how solid a foundation the standard Z also is… especially in manual gearbox guise.

Back in October 2020 when the Yaris Cross landed in Australia, Toyota put interesting stats in the press kit showing how the original RAV4 5-door of 1995 compared with the newcomer.

Height-aside (by a substantial 70mm), the Yaris Cross is longer (by 55mm) and wider (+70mm), while its wheelbase and tracks are a whopping 150mm and 60mm more generous.

It's the last point that has us puzzled, because the Yaris Cross still seems a little tippy-toed in proportion, though the GR Sport does at least look better resolved with its larger alloys and lowered chassis.

And the smoked headlights and sad blacked-out grille still seem a bit dead-eyed and gormless. Not Toyota's prettiest styling effort, then.

That all said, the chunky shape and box-ticking crossover styling accoutrements seem to keep bringing people to showrooms in droves.

Finally, how Yaris is this, anyway? To refresh, compared to its supermini sibling namesake that uses the same GA-B 'Toyota New Global Architecture', the Yaris Cross sits higher off the ground and is longer and wider, as well as taller.

All in the name of a roomier body.

Reinterpreting a classic via retro styling isn’t always successful – hello, 2001 Ford Thunderbird ­– but what Nissan has achieved with the RZ34, given it’s a pastiche of several Z greatest hits from the ‘70s, ‘80s, ‘90s and today, is truly masterful design.

Take the cab-backward silhouette, long nose and short wheelbase; it somehow manages to deftly capture the spirit of previous Z generations, without looking like a bad caricature.

Points especially go to the stunning nose and tail treatments that evoke both the ‘70s 240/260/280 as well as the sadly long-forgotten Mid-4 II concept car of 1987.

Slightly longer than the regular model, the Nismo’s nose is meant to evoke the early ‘70s Japan domestic market Fairlady ZG, with the G denoting “Grand Nose”. Fun fact: Fairlady first appeared on the 1960 Datsun roadster as deference to the Broadway musical (and later Audrey Hepburn film, presumably) ‘My Fair Lady’.

Anyway, besides scraping speed humps and driveways, the Nismo’s elongated front bumper promotes improved engine cooling and better aero flow, as do the side sills, larger wraparound three-piece spoiler and redesigned rear bumper/diffuser. The wider-yet-lighter back wheels are 10mm wider. And a glossy red stripe runs along the underside like Anna Nicole Smith’s lipstick.

Does it all look better than the simpler, purer regular Z? No. But they perform better. And isn’t that the point of a Nismo?

Very. As with all Yaris Cross models, the GR Sport Hybrid is designed to be easy to live with, with ample roof height, large doors and hip-level seating to aid entry/egress. No kneeling down to sit inside or hauling yourself up exiting this small SUV.

Comfy and embracing, the sporty front bucket seats seem to offer better support and location than the regular seats, and – as with the rest of the cabin's finish and ambience – are great to behold. It's smart and sassy in there.

Once settled in, the Japanese giant's smallest SUV continues to impress with its sense of space and pleasing all-round vision, making this seem larger than its city-slicker badge implies.

Nothing cramped or tight to report here – unless you're a basketballer perched high on the front passenger seat. Please, Toyota, provide the option of a lowering lever.

Aided by an amenable driving position, simplicity remains the name of the game, as demonstrated the tactile three-spoke wheel, wide adjustability of seating and steering column, unobstructed views of the attractive dash and effortless access to switchgear. If you run a driving school then here's a great lesson in elementary vehicle operation.

That said, the big digital speedo is not up high in the driver's direct sightline; you'll need to do a switcheroo with an Urban grade and its head-up display to remedy that, while the centre screen's layout can be a bit fiddly at first to figure out, though all necessary info is present.

With no shortage of storage, including 1.5-litre bottle-ready door bins and lots of areas to leave stuff in or on securely, effective ventilation and a sense of hardy quality, it's easy to imagine the Yaris Cross appealing to a broad array of buyers, whether singles, families or Empty Nesters.

It's that sort of do-it-all for less packaging that makes you question spending more for a larger SUV.

Downsides? As well as denying us front passenger seat height adjustment, Toyota seems to see no reason to provide its up-spec crossover with a front centre armrest, driver's seat lumbar support and wireless smartphone charger.

Maybe that's why the centre screen's graphics are so Nokia-esque. Plus, rear vision is hindered by fixed tombstone-style headrests out back. Remember when carmakers used to hollow them out to avoid such blind spots?

The Yaris Cross' rear-seat area benefits from lofty seating, a high ceiling to clear scalps, reasonable kneeroom and space beneath the front seats for big boots to tuck in under. But we'd think twice about squeezing three larger people abreast as shoulders and thighs would likely rub.

Still, outboard-sited passengers should rate the well-angled backrests and shapely cushion offering sufficient thigh support. Note that nothing slides or reclines back there.

Other observations? The 40/20/40 backrest's middle portion folds to reveal a pair of cupholders, like in a BMW. Useful, too, are more bottle-friendly door storage (up to 600ml), reading lights, a single map pocket, two coat hooks and auto up/down electric windows.

Some might miss the lack of face-level air vents, though nobody complained about it being stuffy back there.

Moving to the luggage compartment, a flimsy, fiddly, foldable fabric mesh cover is your only defence from prying eyes, and this is a poor substitute for a parcel shelf; Toyota, if you must, please check out how Honda's Civic does it.

Otherwise, the news is positive, due to a sizeable loading cavity, long flat floor and VDA-rated luggage capacity of up to 390L with rear seatbacks up in situ.

Check out the novel 60/40-split false floor, which provides some degree of extra out-of-sight security as well as loading versatility.

As with all Yaris Cross 2WDs, there's a space-saver spare below that. Going AWD means you'll have to put up with a tyre-repair kit – something we'd not inflict on anybody - as well as a substantially smaller cargo capacity (down to just 314L VDA).

Overall, with its subtle yet effective sporty accents and tasteful trim choices, the GR Sport Hybrid enhances an already generally thoughtfully presented and executed Yaris Cross interior.

So, just as the exterior is an anthology of past Z car stylings, the same also applies inside.

A mishmash of new and old as well, they also marry together harmoniously – after you’ve bent and contorted yourself inside nice and snug, on the racy yet not-too-unforgiving set of Recaro bucket seats.

The Z’s signature sloping roof and rising window line; a trio of dials that have been a hallmark of the series since the 240Z, a thin three-spoke steering wheel; a physical hand brake and a pair of old-school seat base angle adjuster knobs just like in sports cars from 20 years ago betray the Nissan’s ageing DNA.

But they set the mood, like hearing a favourite old track, though one remixed by a contemporary DJ to a modern beat.

Which means that you’ll be able to view whichever artist you like through the 8.0-inch touchscreen, either via Bluetooth audio streaming, Spotify or some such app.

Easy to decipher and simple to navigate (though no imbedded GPS is fitted), the Z’s dashboard also offers the essential surround-view parking camera (given how limited vision is as you’re sat so low with not much glass to peer out through), amongst a host of vehicle functions. You’re also privy to extremely useful blind-spot alert thoughtfully placed inside the car by the mirror mounts, four cupholders if you count the door-sited ones and surprisingly generous storage. Practicality, thy name is Fairlady.

For lightness and sensible packaging, we understand why Nissan’s sports coupe is strictly a two-seater proposition – and certainly a roomy enough one for the lucky pair at that.

However, it’s a shame Nissan doesn’t offer a 2+2-seater option in the form of a pair of occasional jump seats behind, as per the old Datsun days, as there seems to be just enough space for smaller folk – though as a pair of shelves, that area did prove very useful during our week with the Nismo.

Issues? Along with a sheer lack of grace entering and exiting the Z, poor overall vision and 350Z-era switchgear that are now old enough to drive themselves, finding the right driving position eluded this particular 178cm tester. The seats do a great job keeping you firmly fixed in place, and of course the wheel tilts and telescopes, but those pair of knobs were forever being twirled and fiddled with.

Oh, and simultaneously unlocking and opening the doors was also confounding, due to exterior door handles and pressure sensor not designed for Homo Sapien hands.

Further back, and as in the two previous generations Zeds, a brace bisects the luggage area. Rated at 241 litres VDA, it is wide and flat but a wee bit shallow. At least it adds another level of practicality and is big enough for those weekends away.

There’s no cover (though seeing what’s inside isn’t easy) and no spare wheel of any size is fitted.

Meanwhile, on the other side of the Nismo…

Nismo is short for Nissan Motorsport. It’s like what AMG means to Mercedes or HSV was to Holden. Which means, of course, that Australians love this sort of thing.

Last year, as limited editions, the first 100 Z Nismos sold out in under an hour, according to Nissan. Now it’s back more permanently, still from $94,000 before on-road costs, but without quite the exclusivity.

But, don’t worry. You still get the Nismo body kit and leather/Alcantara-clad cabin treatments, stronger performance and track-focused chassis upgrades, which include extra bracing, sharper steering, beefier suspension, bigger brakes and GT-R-spec wider wheels, compared to the regular Z. More on the engineering changes later on.

There are also Recaro sports seats, Nismo-branded digital instrumentation and steering wheel, additional drive modes and red trim highlights.

These come above the regular Z items like keyless entry/start, an 8.0-inch touchscreen, surround-view reverse camera, (wired-only) Apple CarPlay/Android Auto, Bluetooth connectivity, an eight-speaker Bose premium audio, active noise cancellation tech, dual-zone climate control, artificially amplified exhaust note and wider-yet-lighter 19-inch alloy wheels.

Note, however, that going Recaros means ditching the regular Z’s seat heating and electric adjustment including lumbar support. And there’s no spare wheel in either grade… just a tyre-repair kit. Boo.

For your $100K-driveaway, from an equipment perspective anyway, the Nismo does stretch the value argument almost to breaking point, so it’s a good thing that the Z still looks so good. And there’s lots of beautiful engineering underneath that pretty skin too.

Just as with the regular Yaris Cross as well as all Toyota hybrids sold in Australia since 2001, the GR Sport Hybrid is a series-parallel set-up.

It features a 1.5-litre, three-cylinder, naturally-aspirated petrol engine dubbed 'M15A-FXE', making 67kW of power at 5500rpm and 120Nm of torque between 3800rpm and 4800rpm.

That's backed up by an 85kW permanent magnet synchronous motor, producing 59kW of power and 141Nm of torque, with electricity stored in a 4.3Ah lithium-ion battery pack.

Charging is via the petrol engine and recuperated energy from braking. There's no plug-in facility, while pure-electric drive is only offered during low-speed light-throttle driving for short bursts, or during off-throttle coasting where conditions are right.

Drive is sent to the front wheels via an electronic continuously variable transmission (CVT) offering a 10-speed manual sequential mode as well as a mechanical first gear for a more natural torque-converter automatic gearbox experience. Less prone to engine droning that way.

Weighing in at around 1235kg (kerb), the GR Sport Hybrid has a power-to-weight ratio of 68.8kW per tonne, which is okay.

Supporting this Yaris Cross' sporty aspirations, the MacPherson-style strut-front and torsion beam rear suspension tune sees a 10mm drop, resulting in a ride height of 160mm and a lower centre of gravity.

This, along with revised suspension components and additional underfloor bracing for increased stiffness and rigidity, are claimed to benefit steering, handling, body control and ride comfort capabilities.

But we're unsure whether the benefits are felt in equal measures – or at all, in some cases.

Nissan sure knows how to make a great six-cylinder engine.

The Nismo’s internal combustion engine in question is the VR30DDTT – a twin-turbo V6 making four per cent more power and around 10 per cent more torque compared to the one found in the regular Z.

Power jumps 11kW and torque a handier 45Nm to 309kW @ 6400rpm and 520Nm between 2000rpm and 5200rpm respectively, providing extra punch as well as a slightly superior power-to-weight ratio of around 184kW per tonne.

That’s up 2kW/tonne, despite the Nismo gaining around 50 kilos, to 1680kg.

This has been possible thanks to extra turbo boost, revised ignition timing, improved cooling systems and updated engine management software.

Driving the rear wheels is a Mercedes-Benz based nine-speed torque-converter auto. Upgraded and retuned for track use, it includes a Sport+ mode providing speedier shift responses. Aided by the new launch control function, we managed a tidy 4.5 seconds from standstill to 100km/h.

Sadly, though, there’s no manual option as per the regular Z.

What else is unique here? Underneath, the platform might date all the way back to the 350Z of 2003, but Nismo has really worked some of its magic.

Along with the retuned dampers, everything else has been stiffened up – including the anti-roll bars, springs, bushes and even the steering rack mounts – to help deliver more controlled and linear steering. There’s extra underfloor bracing at the front, centre and rear of the car, thicker brake rotors and model-specific Dunlop SP Sport Maxx GT600 tyres that are wider at the back, on gloss-black RAYS alloys.

Continuing to use a double-wishbone front and multi-link rear suspension set-up, the Z’s front/rear weight distribution is 56/44 front/rear.

Now, the Nismo was our favourite version of the previous 370Z by some margin. How does it all square up in RZ34 guise?

Like all Yaris Cross hybrids, the GR Sport officially averages just 3.8 litres per 100km on the combined cycle. That translates to 86 grams per kilometre of carbon-dioxide emissions. There's another reason why this Toyota is such a smash hit.

We didn't quite manage that, predictably, but the 4.7L/100km we did achieve beat the in-car trip computer. That's a rarity. And unlike some larger Toyota hybrids, this one can run on standard 91 RON unleaded as well as 94 RON E10 ethanol-mix petrol.

Using the official fuel consumption average, expect to achieve nearly 950km of range between refills of the 36L fuel tank. Note there is practically no pure-EV range available in this system of hybrid.

Whichever way you look at it, the Yaris Cross is about as economical as petrol-powered small SUVs get.

Not surprisingly, the Z Nismo needs to drink from the 98 RON premium unleaded petrol fountain.

Nissan reckons owners should expect to average 10.4L/100km (for 242 grams per kilometre of carbon dioxide emissions) on the combined cycle (and 15.0 and 7.7 L/100km for the urban and extra-urban ratings respectively.

This figure is almost half a litre worse than the non-Nismo Z’s 9.8L/100km result, but still substantially better than the six-speed manual base grade’s 10.8L, despite the latter being some 33kg lighter.

With a sizeable 62L tank, you might be able to average just under 600km between refills.

For the record, we achieved 11.9 litres per 100km in a mix of urban, freeway and performance driving which is not too bad at all given how often we fanged this thing.

We've driven every version of the Yaris Cross since its late 2020 launch in Australia, and without hesitation, the GR Sport is the least impressive of an otherwise great range of small SUVs.

And nowhere is that more evident than in the way it behaves around town.

As its creators intended, the Yaris Cross was born to be an urbanite. Lofty seating, good visibility, zippy acceleration, strong brakes, a tight turning circle and – in the base GX and mid-spec GXL on 16-inch wheels and tyres – a decent level of isolation from road bumps are key and very desirable attributes for city and suburban commuting.

Tick the hybrid box and the added electrical oomph and occasional silent running that electrification brings just add to the Toyota SUV's appeal in these circumstances.

Now, what you gain in style, stance and better tyre grip in the Urban, wearing the 18-inch wheels, you lose in ride comfort over bad roads due to an underlying firmness, and increased road noise intrusion over some coarse surfaces.

However, with its 10mm lower ride height and sports-tuned suspension, the GR Sport is firmer and louder again, and that detracts from its comfort and refinement.

Not to the degree that it's a deal-breaker, because the basics are still there and the Yaris Cross DNA remains, but there are marked differences between the grades.

If most of your driving is urban, you might want to rethink the GR Sport as a result unless the roads you commute on are smooth, because you'll barely notice the improved handling and body control at lower speeds that this grade specialises in.

Driving away onto rural roads, however, reveals a slightly more solid and focused handling machine, with quite direct (if not very tactile) steering through fast tight turns, accompanied by a flat and neutral attitude.

In other words, you can point and shoot a GR Sport up a mountain road with the confidence that it will steer and hold the road calmly and in control, even at speed.

So composed is this version of the Yaris Cross that, on a couple of occasions, we were surprised at how high our corner exit speeds were. Dynamically this is a warm-hatch-like crossover.

Which makes the lack of any power or torque increase over regular hybrid grades all the more disappointing and a missed opportunity. The chassis is clearly up for more muscle.

Yes, as per all Yaris Cross hybrids, the GR Sport is quick off the mark, smooth in its seamless delivery of power, regardless of whether it's petrol or electricity sourced, and eager to respond to throttle inputs.

This is rapid around town and speedy on the motorway. But we'd like a bit more punch to go with the added sporty visual panache.

On our final day of testing, rain washed away weeks of dry, dust and humidity, and the roads became treacherously slick, testing the mettle of many.

Despite being front-drive, the GR Sport continued to be in total command with its grip and braking abilities, but the added surety of AWD that the identically-priced GXL would have brought cannot be denied.

In other words, the GR Sport is best where it can be enjoyed – out away from the city and on good roads. Otherwise, there are better choices within the Yaris Cross range.

Nissan does plenty of things really well, and the Nismo is no exception.

Firing up the VR30DDTT 3.0-litre twin-turbo V6 is also a reminder of how brilliant the brand’s six-cylinder engines are. They tingle all the right sensory areas, starting with the baritone rumble at idle.

What a portent of what’s to come!

Nismo’s massaging of the engine, combined with upgraded clutch packs and a retune of the nine-speed auto’s software, results in stronger, hungrier and angrier acceleration, no matter which of the three driving modes you’ve selected. Even in Normal, the Nissan leaps off the line. In Sport, its appetite for speed is palpable. In Sport+, this thing is eating up the tarmac. Somehow, in an EV era where 4.5s to 100 is ho-hum, the (electronically enhanced but who cares) guttural exhaust bellow seems to amplify the action and thrills.

And spills. For five of our seven days together, the heavens poured. Now, in Normal mode, the Nismo was as benign and controlled as you’d hope in wet conditions, the driver-assist tech metering out just enough torque and braking to seamlessly keep the car humming along. Ever-present but always nuanced, they’ll help make your commute a safer and more relaxing one.

Selecting Sport loosened things up markedly, with the driver needing to be ready to counteract with steering, seating and throttle, though still with a safety net to keep the car from going totally out of whack; Sport+, meanwhile, is not for amateurs or the distracted. This is serious, tail-wagging waywardness that should only be fully explored with experience and care.

Later in the week, Launch Mode in Sport+ on cold but dry bitumen also requires super concentration, as we discovered attempting to extract the fastest acceleration time. Sideways in a straight line at 100km/h-plus is not for the faint hearted.

Beyond all-out performance and drama, the Nismo soars with weighty yet linear and precise steering, resulting in satisfying, hunkered-down handling that is the hallmark of a great sports car. Really tight turns can be taken at impressive speeds, but there’s about 1.7 tonne of muscle to manipulate, so the real fun can be found blasting along a snaking set of more open corners, where the Z’s inherent thrust, poise and grip come into play, all to the symphony of that bi-turbo V6.

That the suspension can feel both firm and supple at the same time is another arrow in the Nismo’s bow.

Nissan isn’t pretending this is anything but a rousing and rapid grand tourer with track aspirations, so the fact there’s also comfort and sophistication to be enjoyed just shows the sheer bandwidth of this particular Z.

Downsides? There’s always a wall of sound, be it mechanical or noise intrusion from the rubber and/or bitumen. The Nismo is rarely quiet. The extended front spoiler seems to summon up speed humps and bumps you never knew existed. The adaptive cruise control’s inability to resume in heavy stop/start traffic betrays this car’s 350Z-era tech. And the lack of a manual transmission, we reckon, is a missed opportunity for an even greater degree of interactive sports car driving.

Still, the Nismo delivers exactly what the brand promises, and continues to improve a firm favourite for speed and drama.

But the gap between Nismo and regular model is smaller than the one that existed in the preceding 370Z, which means that – if $100K driveaway is too steep – you’re already driving something elevated in the standard Z. Particularly if you yearn for a manual.

It’s all good.

There is no Euro NCAP or ANCAP crash-test rating for the Nissan Z Nismo

Standard safety features include AEB with pedestrian detection (though no operating parameters could be found about this system), 'Predictive Forward Collision Warning', lane departure warning, blind spot warning, rear cross-traffic alert, high beam assist, tyre pressure monitoring sensor, traffic sign recognition and adaptive cruise control with full-stop (but no resume) functionality.

What’s missing? There is no active lane-keep assist tech to nudge you into line, and you won't find parking sensors nor a front-centre airbag.

But the Z does have dual frontal, side chest and head-protecting airbags, a surround-view camera, anti-lock brakes with electronic brake-force distribution and brake assist, stability control, traction control, hill-start assist, front and rear parking sensors, LED headlights with light sensitivity and rain-detecting wipers.

There is also a child seat tether point on the passenger seat, but the Nismo ditches the other Z’s ISOFIX alternative.

Toyota offers a five-year/unlimited kilometre warranty – with the option of extending that to seven years – as well as roadside assistance.

Service intervals are at 12 months or 15,000km. The first five scheduled services are capped at $250 each, with the work carried out detailed online.

The engine and transmission are under a seven-year warranty, while the hybrid battery pack is up to 10 years as long as the owner undertakes an annual inspection "... as part of routine maintenance according to the vehicle logbook."

Your wallet’s pretty secure as well.

Like all Zs, the Nismo is subject to a warranty period of five years with unlimited kilometres, while service intervals are fixed at every 12 months or 10,000km – whichever occurs first. There is also five years of roadside assistance.

Nissan also provides pre-paid maintenance plans that can save up to $245 over three years, as well as capped-price servicing. At the time of publishing, the capped-price service appointments cost between $347 and $950 depending on the year of ownership.