2025
Toyota GR Corolla

The GR Corolla uses a version of the engine used in the GR Yaris in other markets, the turbocharged G16E-GTS. It is a small engine, with just 1.6 liters of displacement from a three-cylinder block, but motor-sports-honed techniques squeeze 300 hp from it. Consequently, this hot hatch is quite zippy, with good midrange power. We were hoping for more low-end punch. The torque is a bit soft at low rpm, but this isn’t surprising, given the tiny engine. From about 3,000 rpm to redline, the engine is quite responsive, making it easy to push on curvy roads or a track. It is interesting that the engine needs to warm up before full power is available, as indicated on the instrument panel. This measure helps protect the engine, which relies heavily on boost of pressure from its turbocharger…and the Toyota brand’s reliability record. 

That power is sent exclusively through a six-speed manual transmission, with rev-matching to help smooth downshifts (activated by pressing the i-MT button). There is no automatic transmission offered. The easy-to-reach shifter feels crisp, with short throws through well-defined gates. The clutch pedal is light and simple to modulate. Combined, the clutch and shifter are a breeze to operate with urgency. But it’s also easy to drive at slower speeds. Our team did say the pedal spacing felt off for heel-toe driving, a technique racers and skilled enthusiasts use to optimize downshifts, but the rev matching allows for rapid shifts without such tap dancing.

This made the car quite entertaining around CR’s track, but some drivers longed for more throttle-on oversteer for sliding shenanigans, as is the case with the VW Golf R and the departed Ford Focus RS. We appreciated the added traction when driving in the rain. 

The steering is sharp, body roll is limited, and grip is tenacious, even with stability control off. The AWD system and Michelin Pilot Sport 4 tires make for a grippy combination. The car is quite easy to push hard, being more forgiving than other sports cars at that price. For this reason, the GR Corolla has unique appeal for untrained drivers who would benefit from a greater margin of safety. The system, combined with the Circuit Edition’s standard limited-slip front and rear differentials, added a huge sense of confidence when driving quickly on our track in the rain.

It is a given that this type of car is going to have a stiff ride. During playtime, the ride is fine. But for commuting, the frequent, short, quick pitches and periodic thuds from traveling over a road seam or even an ant can be tiresome. Most of our drivers considered it a fair trade-off, but buyers should take note.

Inside, the basic cabin arrangement is similar to the regular Corolla hatchback’s. The most notable difference is that the analog gauges have been replaced with a 12.3-inch display. This is used to indicate boost levels for the turbocharger, gear position, tachometer, and the AWD mode. It sounds cooler than it looks. Like the displays in the GR86, this feels a bit low-resolution and, daresay, nostalgic. The 8-inch infotainment screen seems a bit small—an impression amplified by the recessed bezel that surrounds it, which appears to be designed for a larger display.

The base Core trim has cloth seats with gray stitching (boring!). The swankier Circuit Edition features suede-trimmed seats with red accents, and it adds red trim details to the door handles, center console, steering wheel, and side air vents. It comes with automatic climate control, one-touch up/down power windows, and heated seats and steering wheel. The embellishments on the Circuit Edition are tastefully executed, but there is no escaping that this is the interior from a $20,000 car and that storage is limited. (Pro tip: Travel light and wear cargo pants.)