If you live in the US and want a new all-wheel drive performance car with a six-speed manual transmission, the Toyota GR Corolla and Subaru WRX are the only options. And while the WRX still holds its ground, it’s no longer offered as a high-strung STI. That leaves the GR Corolla as the more focused choice for driving enthusiasts.
While that’s a shame, the GR Corolla has always been superb, and for 2025, it has been updated with a new design, additional power, and the availability of an eight-speed automatic transmission. After living with the new car for two weeks, with both the six-speed and eight-speed options, we’re happy to report it continues to stand apart from all other hot hatches.
However, for as good as it is, it cannot quite match the thrills and engagement of the smaller GR Yaris.
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Photos Brad Anderson / Carscoops
The Range
Just like before, the GR Corolla is sold with a highly strung 1.6-liter turbocharged three-cylinder engine that’s rated at an impressive 296 hp (221 kW) at 6,500 rpm and 296 lb-ft (400 Nm) of torque between 3,250 and 4,600 rpm. All-wheel drive is standard across the range.
In Australia, Toyota sells the model in a single, well-equipped version known as the GTS. Prices start at AU$67,990 ($43,600) plus on-road costs for the six-speed and AU$70,490 ($45,200) for the automatic. Factor in fees, and you’re looking at AU$73,827 ($47,300) and AU$76,428 ($49,000), respectively. In the US, Toyota sells the GR Corolla in Core, Premium, and Premium Plus guises, with prices starting at $38,860 for the Core and rising to $41,440 for the Premium and $45,515 for the Premium Plus. Australia’s GTS is the equivalent of America’s Premium Plus.
I never had an issue with how the “old” GR Corolla looked, but Toyota’s updates have made it look even better. The most obvious change is the new front bumper and overhauled grille, making the hatch look like an even more ferocious pit bull terrier. Most of the design remains familiar, including the intriguing three-tailpipes at the rear. All Aussie cars come standard with the forged carbon fiber roof, which used to be reserved for the Morizo Edition.
Photos Brad Anderson / Carscoops
A Good But Not Great Cabin
Stepping inside the car, it’s all very familiar, and it immediately feels more premium than the GR Yaris. Whereas virtually every single square inch of the Yaris’ interior is made from hard, black plastic, its bigger brother has soft-touch leather across the dashboard and door panels. However, while Toyota overhauled the cabin of the GR Yaris for its mid-life facelift, it hasn’t done the same with the Corolla, so it remains essentially unchanged from the older car.
Sitting atop the dash is an 8.0-inch infotainment system with wireless Apple CarPlay and Android Auto. The system works well enough when using smartphone mirroring, but the native software is very basic, particularly compared to what you’ll find in a Honda Civic Type R, Hyundai i30/Elantra N, or a VW Golf R. This system dates the overall cabin of the GR Corolla, which is a shame.
Elsewhere, everything is quite familiar. There are the same leather and Alcantara GR sports seats as the Yaris and an identical steering wheel. But, like the Corolla’s smaller sibling, the seats are still too high and the steering wheel sits too low. In a Civic Type R, it feels like you’re sitting in the car, but with the GR Corolla, it still feels like you’re sitting on top of it.
Other important features include an excellent 12.3-inch digital instrument cluster and a decent eight-speed JBL audio system.
Photo Credits: Brad Anderson/Carscoops
A Thrilling Hot Hatch
After taking the new GR Corolla out for the first time, I must admit to feeling a little disappointed. Compared to the GR Yaris I’d been living with before, it felt big and didn’t seem as special. However, after spending more time with it, I began to appreciate its breadth of abilities fully and would probably take it over any other hot hatch on the market, except for the Yaris.
As in its smaller sibling, the GR Corolla’s three-cylinder turbo is hilariously fun. It produces a lovely, throaty soundtrack accentuated by whistles on the overrun. For 2025, torque has jumped from 272 lb-ft (370 Nm) to 296 lb-ft (400 Nm), and the new car pulls well through the gears. But if you want the quickest car, opt for the manual, not the eight-speed.
Toyota claims the GR Corolla with the eight-speed can hit 100 km/h (62 mph) in 5.2 seconds, but we couldn’t match that, recording a best time of 5.39 seconds with launch control. As in the GR Yaris with the auto, the GR Corolla pulls away quite sedately before picking up speed, but it never feels particularly mighty.
At a roll between 60 – 120 km/h (37 – 75 mph), it also proved to be slower than expected, recording times of around 4.7-4.8 seconds, whereas cars like the i30/Elantra N and Civic Type R are in the 4.2-4.3 second range.
By comparison, the six-speed manual model pulls noticeably harder. You can launch the manual much harder off the line, and we also recorded consistent times of 5.4 seconds to 100 km/h (62 mph), and that includes two gear changes. At a roll, the six-speed also shaves off 0.4 of a second from the auto, matching its key rivals, but still about half a second off the GR Yaris.
Read: Toyota’s New GR Yaris Will Have You Rethinking Everything You Thought You Wanted In A Car
As far as torque converters go, the auto in the GR Corolla is good, but not great. There are quicker ZF boxes out there, and it’s obviously no match for shift speed with rival dual-clutches. But, at slow speeds, the ‘box is buttery smooth and does provide quick changes when you stamp on the throttle. It will definitely broaden the car’s appeal, but driving enthusiasts should go for the manual.
Equipped with a superb rev-matching function, the six-speed is notchy and well-weighted. It’s a joy to use, even if it can’t match a Type R for feel.
A superb all-wheel drive system makes Toyota’s latest GR product feel like a proper performance car hero. As in the Yaris, it includes three modes that vary the power split. In Normal, it is 60:40, in Gravel it is 53:47, and in Track it varies between 60:40 and 30:70.
The Gravel and Track models are particularly well-suited to getting sideways on gravel and dirt roads, making the Corolla feel like a proper rally car. Throw in a proper handbrake that disconnects the rear wheels, and it’s easy to get carried away thinking you’re a Gymkhana expert, performing handbrake turns and donuts with ease.
On the road, the Toyota handles superbly. Aussie models are fitted as standard with Yokohama Advan Apex V601 tires as opposed to the Michelin Pilot Sport 4S rubber used by the GR Yaris. However, these Yokohamas are excellent, providing excellent grip in the dry and good road-holding in the wet.
Photos Brad Anderson / Carscoops
The Not So Good
It’s disappointing that Toyota only sells the GR Corolla with fixed dampers. Make no mistake, it has done a good job of balancing comfort and performance to ensure the car is a decent daily, but at this price point, adaptive dampers should come standard. After all, most rivals have them.
The steering feel is good, but certainly not class-leading, and it can be a bit challenging to discern what the front wheels are doing. But it does offer three different settings for the weight, which is nice.
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While the GR Corolla only has three cylinders, it uses just as much fuel as its four-cylinder rivals. Toyota quotes 8.4 l/100 km (28 mpg) for the manual and 9.5 l/100 km (24.7 mpg) for the automatic. We saw figures closer to 10.0 l/100 km (23.5 mpg) and 11 l/100 km (21.3 mpg), respectively, and that includes a lot of highway driving.
Verdict
It’s a great relief that Toyota hasn’t messed with the winning recipe that was the first GR Corolla. The new model has a slight increase in power and retains the same boisterous character, ensuring it’s just as much fun to drive at 30 mph as it is at much higher speeds.
There are more refined, polished, and well-rounded rivals out there, but few can match the character of the Toyota. But, for as good as it is, it simply cannot match the GR Yaris. Sorry, America.
