Toyota GR Yaris engine and gearbox mounts red

THE GR YARIS PROBLEM - WHAT TOYOTA DIDN'T OPTIMIZE FROM THE FACTORY

The WAS-616-75 replaces the entire OEM mount assembly with a CNC billet structure and polyurethane bushings - engineered from FEA load data, not modified from a comfort part.

WHAT YOU GET: VERKLINE vs. INSERT-STYLE COMPETITORS

RECOMMENDATION: The GR Yaris powertrain uses three mount points - two side mounts (WAS-616-75) and one lower torque mount. For complete engine bay rigidity, we recommend adding the WAS-610 Lower Torque Mount [ View WAS-610 ] to eliminate all remaining rubber compliance in the powertrain mounting system.

Yes - slightly, and intentionally.

Polyurethane transmits more engine vibration than OEM rubber - that is the trade-off for faster throttle response and reduced engine movement. The G16E-GTS is a 3-cylinder engine, which has inherently more unbalanced vibration than a 4-cylinder. At idle you will notice a slight increase in vibration through the steering wheel and pedals - this is more pronounced than on 4-cylinder applications. At speed it becomes unnoticeable because road and wind noise dominate. Most owners describe it as "the car feels more connected" rather than uncomfortable. This is not a solid mount - the WAS-616-75 uses the largest possible polyurethane bushings the packaging allows, specifically to maximize damping while maintaining performance. If your priority is absolute NVH comfort, keep the OEM mounts. If your priority is driving precision, the WAS-616-75 is designed for you.

Because even factory rally cars don't use solid mounts.

The G16E-GTS is a 3-cylinder engine - and 3-cylinder engines produce significantly more vibration than 4-cylinder units due to inherent primary force imbalance. Bolting this engine to the chassis through solid mounts would transmit all of that vibration directly into the body structure. The result is accelerated fatigue on chassis mounting points, stress risers around bolt holes, and real risk of cracking the firewall or bulkhead on cars that see sustained track or rally use. Even the Toyota GR Yaris Rally2 uses rubber bushings rated at approximately 85 Shore A - not solid. Polyurethane gives you the overwhelming majority of the rigidity benefit while absorbing enough of the 3-cylinder vibration to protect both the chassis and the driver. It is the solution that engineering teams choose when the car needs to last, not just be fast for one session.

An insert only changes the bushing. The bracket is still the OEM stamped part.

Polyurethane insert products (such as those from Powerflex or Hardrace) replace only the rubber element inside the original equipment bracket. The OEM stamped steel housing - designed for comfort-oriented rubber compliance - remains. You get stiffer bushings working inside a structure that was never designed for the increased load transfer. The WAS-616-75 replaces everything: CNC billet brackets on both the engine side and chassis side, precision-machined sleeve, and polyurethane bushings. The entire load path is new, calculated, and validated as a system - not a stiffer element forced into a softer structure.

Faster power transfer - especially noticeable during gear changes.

With OEM rubber mounts, every time you change gear and reapply throttle, the engine first has to twist against the soft mounts. The rubber compresses, the engine rotates on its axis, and only after the mounts reach a new equilibrium does the full torque reaction path through the half-shafts become efficient. With stiffer polyurethane, this "wind-up" phase is dramatically shorter. The result is a more immediate connection between your right foot and the contact patches. Drivers consistently describe it as the single most noticeable improvement per euro spent on a GR Yaris.

Recommended but not required.

The GR Yaris G16E-GTS powertrain sits on three mount points: two side mounts (the WAS-616-75 set) and one lower torque mount. The WAS-616-75 addresses the primary load-bearing mounts that resist engine weight, braking forces, and cornering loads. The lower torque mount (WAS-610) primarily resists longitudinal rocking under acceleration and deceleration. Installing the WAS-616-75 alone will give you the majority of the improvement. Adding the WAS-610 completes the system and eliminates the last remaining rubber compliance in the powertrain mounting.

Included. A dedicated CNC bracket is part of the WAS-615 set.

The OEM coolant reserve tank is mounted to the factory engine mount bracket on the RH side. When you replace the stock bracket, you lose the tank mounting point. Many competitors ignore this - leaving you to improvise a solution. The WAS-615 (RH mount) ships with a dedicated CNC-machined reserve tank bracket (WAS-615-A1-10-B) that bolts directly to the new engine mount with an M5x8 fastener. The tank sits in its original position with no modification needed.

A stiffer polyurethane option for high-power and sequential gearbox applications.

For engines exceeding 350 HP or cars running sequential gearboxes (such as X-Shift), the standard polyurethane may not provide enough rigidity. The Black Race version uses a harder durometer polyurethane compound that reduces engine movement further under the increased torque loads. The trade-off is more NVH transmitted to the cabin - this version is recommended for dedicated track or rally cars where comfort is not a priority. Contact us to order the Black Race variant.

Yes - tested with both OEM and X-Shift sequential gearboxes.

The mounting geometry is validated for both the factory manual gearbox and aftermarket sequential units including X-Shift. Sequential gearboxes transmit higher shock loads during shifts, which is why we strongly recommend the Black Race polyurethane variant for these installations. The bolt pattern and clearances accommodate both gearbox types without modification.

Professional installation recommended. Always install one mount at a time.

The installation requires properly supporting the engine with a height-adjustable lift attachment before removing any mount. Never remove both mounts simultaneously. A torque wrench is mandatory - OEM bolt specifications range from 42 Nm to 72 Nm depending on location, and the main M14x1.5 polyurethane through-bolt torques to 127 Nm. All provided nuts are single-use distorted thread locknuts. After installation, recheck all fasteners after the first 100 km. Detailed fitting instructions with tightening sequences are included.