Toyota Yaris Cross review

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Toyota's efficient petrol-electric entry to the compact crossover class goes under the knife for some midlife updates

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There are few greater automotive bandwagons on which to jump than launching a compact crossover. Toyota was late to the game with its Toyota Yaris Cross, which didn't join the brand's line-up until 2021. 

Riding on the coat-tails of the Toyota Yaris supermini, it at least had solid foundations, and over the past few years it has proved to be a capable and extremely efficient addition to Toyota's line-up, not to mention one of its biggest sellers.

Now Toyota has treated the high-riding supermini to a bit of a mid-life refresh – although the changes are relatively minor.

Perhaps the biggest news is the addition of a more powerful 129bhp version of the car's tried-and-tested petrol-electric hybrid powertrain, which is now available alongside the standard 114bhp version.

Toyota has also claimed to have made some changes under the skin aimed at improving refinement (and so, presumably, further distancing it from the regular Yaris).

Other changes include the addition of some extra driver safety aids, plus the temporary addition of a Premiere Edition that celebrates the arrival of the updated model with some extra kit and a natty two-tone paint job.

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DESIGN & STYLING

2 Toyota Yaris Cross 2021 UK FD hero rear

The Yaris Cross is underpinned by the same TGNA-B platform and 1.5-litre petrol hybrid powertrain as the Yaris but adds a heavy dollop of Toyota RAV4 styling with a gaping front grille and some angular wheelarches that are clad in tough-looking plastic.

There's no increase in wheelbase over the standard car, but a 30mm elevation in suspension gives the Yaris Cross a suitably SUV-style stance.

Unlike many rivals, the Toyota isn't all off-road mouth and no trousers (waterproof with plenty of pockets, natch), because you can actually specify a four-wheel drive version. The intelligent 4WD set-up (dubbed AWD-i) is similar to that seen in other hybrid Toyota and Lexus models and uses an electric motor to drive the rear axle at lower speeds, doing away with the need for a propshaft and transfer case. It doesn't make the Yaris Cross a full-on mud-plugger, but it means you're unlikely to be left stranded by a flurry of snow or trapped in a muddy festival car park.

As with the standard Yaris, the Yaris Cross is hybrid-only. Under its snub nose is a 1.5-litre three-cylinder petrol engine that uses a clean-burning Atkinson-cycle and is hooked up to a pair of electric motors, all driving through the brand's familiar epiycylic power-splitting transmission (the one that's often mislabelled as a CVT).

The motors are powered by a compact 178V lithium ion battery that has enough energy to carry the Yars Cross in EV mode for a mile or so (although it tends to cut in for shortish periods only on light throttle openings to increase overall fuel efficiency).

In standard guise, this system delivers a combined output of 114bhp, while for 2024 the GR Sport and Premiere Edition get 129bhp, which is achieved through a combination of engine and motor tweaks. 

Previous criticisms of the car's refinement mean that all 2024 models have been treated to extra soundproofing the front bulkhead, some hydraulic engine mounts, a revised induction tract and acoustic glass for the windscreen and side windows. Combined, these changes aim to make the Yaris Cross a quieter companion.

Given that it's essentially a Yaris on stilts, it's no surprise to find that the Yaris Cross uses the same suspension set-up as the supermini, with MacPherson struts at the front and a torsion-beam arrangement at the rear.

The entry-level Icon car gets 16in alloys and Design trim adds larger 17in rims, while Excel, GR Sport and Premiere Edition feature 18in wheels of varying styles.

There's also a special paint option and natty two-tone finish for the Premiere Edition, while the GR Sport gets a mesh grille for some sporty visual appeal.

INTERIOR

Given that the Yaris Cross is no bigger than its supermini sibling, it's no surprise to find it offers little in the way of extra interior space. On the plus side, that means those up front get a decent amount of room, while the driver benefits from plenty of wheel and seat adjustment. Finding a comfortable driving position is the work of moment.

Those sitting in the back are less well catered for, with taller adults struggling for both head and leg room. And at 360 litres, the boot is only average compared with class rivals', although it is at least well-shaped.

Still, the interior of the Yaris Cross is smart and functional and has good-quality materials, while the infotainment system is considerably improved on those of recent Toyotas, with an intuitive set-up controlled through a bright 9.0in touchscreen.

Better still, as part of the 2024 update, all models get the much slicker and easier to use Touch 3 software and interface, while Design models and above feature a larger 10.5in screen. This larger display benefits from better graphics, a shortcut menu on the right-hand side for easy access to various functions and wireless smartphone mirroring.

Even better, there are still physical knobs for the climate control and buttons for major controls, meaning you spend more time with your eyes on the road when performing simple task such as adjusting the temperature or tweaking the audio volume. 

That said, while material quality is good and overall fit and finish seem tight, our test car suffered from an irritating intermittant vibration from somewhere behind the dashboard (a Toyota bZ4x we sampled at the same time was similarly afflicated). 

ENGINES & PERFORMANCE

After nearly three decades of experience, it's no surprise to find that Toyota has got a handle on hybrid powertrains. This latest iteration of its petrol-electric system is more capable than ever, even if it remains thoroughly unexciting. The interplay between the different power sources is smooth enough that you barely feel it – although despite the extra soundproofing, the gruff engine's efforts can still be heard.

Careful calibration of the driveline means that the Yaris Cross suffers less of the rubber-band effect that can afflict some CVTs, its judicious use of its motors' torque allowing it to keep engine revs low unless you're really aggressive with the throttle pedal.

This is particularly true of the more powerful 129bhp version, which has even greater reserves of low-down twist, meaning the revs don't need to be sent skyrocketing when you want to get a wriggle on.

Even so, the performance gains over the 114bhp version are marginal, with the 0-62mph sprint taking just 0.5sec less, at 10.7sec (although that means it still feels brisk around town and is perfectly capable out on the road).

In fact, the Yaris Cross is at it's best when being driven smoothly. Keep your inputs progressive and gentle and you can make more use of the motors to make reasonably swift and efficient progress.

The transmission's smoothness lends the car a pleasant, easygoing vibe for most daily driving duties. This isn't a hot hatch, after all. And while there are no 'manuaSl' stepped ratios, a B function adds extra engine braking and energy regeneration for the battery.

 

RIDE & HANDLING

On the road, the Cross is pleasingly reverent to its Yaris roots. That makes it surprisingly fun on faster roads but also well suited to urban scenarios, where this car is most likely to make its living. It can’t match the Ford Puma dynamically, but it has an edge over most of the compact crossover competition.

Ever since Toyota launched its TNGA family of platforms with the previous generation of Prius in 2016, it has garned a reputation for delivering cars that deliver a rather sweet ride and handling balance - and the Yaris Cross is no different. Yes, you feel the extra mass and height compared with the standard Yaris, but it's not overbearing, and the Yaris Cross is actually surprisingly engaging when threading together a series of corners.

The steering is accurate and has a well-judged rate of response, while there's a pleasing neutrality to the car's balance that allows you to slice through bends with confidence. Despite the extra height, body movements are well-checked, while upping the pace reveals surprisingly strong front end grip and sense that car is rotating around you, with the front and rear axles are sharing the loads equally.

No it's not quite as entertaining the Puma, (its transmission has a part to play here), but there's greater depth of talent than you would expect, and it can be driven with sort devil-may-care abandon that few of its likely end users will ever indulge in.

Those sorts if customers will instead revel in the car's light and precise controls, which combine with its compact external dimensions to make it a confidence-inspiring city slicker.

Overall, the Yaris Cross combines this agility with a reasonably cushioned and quiet ride. Unsurprisingly, entry-level cars in the 16in wheels serve up the most relaxed gait, dealing deftly with most bumps and potholes. The GR Sport and Premiere Edition get larger 18in rims that introduce a bit of jiggling and jostling at low speeds as the suspension struggles to control their extra mass during sudden changes in topography.

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MPG & RUNNING COSTS

1 Toyota Yaris Cross 2021 UK FD hero front

Whichever model you choose, you will get the same impressive efficiency, with the 114bhp model claiming a WLTP combined fuel economy of between 54.6 and 62.8mpg and the 129bhp version promising between 56.8 and 58.8mpg.

Yet what's impressive about the Toyota is that these numbers are actually achieveable in the real world, with our FWD Premiere Edition recording just under 55mpg without even trying (when tackling the test route with less vigour, we saw 65.1mpg on the trip computer).

In terms of CO2 emissions, the Yaris is rated at as little as 101g/km for the skinny-tyred entry-level Icon and up to 115g/km for the 4WD GR Sport and Premiere Edition models. Either way, you won't be spending a fortune on tax.

VERDICT

In a very fiercely fought corner of the market, the Yaris Cross does enough to make a case for itself as a serious contender. It's not quite as fun and fluid to drive as the Ford Puma, but it's one of the more accomplished offerings in the class.

The mild 2024 updates have helped boost refinement, while the more powerful engine adds as useful boost of real-world pace with any significant shortfall in efficiency. Speaking of which, few rivals have such an abstemious appetite for unleaded, Toyota's finely honed hybrid helping deliver remarkable fuel economy figures.

And while as many drivers will love the Yaris Cross's drivetrain and transmission as those that loath it, there's no denying that it's effective and makes for a very user-friendly driving experience for the target market.

Factor in plenty of standard kit, a nicely finished cabin and just enough family-friendly practicality and the Yaris Cross deserves the consideration of those seeking a sensible and hassle-free runaround that does just enough to entertain when you're in the mood.

James Disdale

James Disdale
Title: Special correspondent

James is a special correspondent for Autocar, which means he turns his hand to pretty much anything, including delivering first drive verdicts, gathering together group tests, formulating features and keeping Autocar.co.uk topped-up with the latest news and reviews. He also co-hosts the odd podcast and occasional video with Autocar’s esteemed Editor-at-large, Matt Prior.

For more than a decade and a half James has been writing about cars, in which time he has driven pretty much everything from humble hatchbacks to the highest of high performance machines. Having started his automotive career on, ahem, another weekly automotive magazine, he rose through the ranks and spent many years running that title’s road test desk. This was followed by a stint doing the same job for monthly title, evo, before starting a freelance career in 2019. The less said about his wilderness, post-university years selling mobile phones and insurance, the better.

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