Toyota GR Corolla (US) review: a successful evolution of an already good car Reviews 2025

What is it?

It’s the GR Corolla, currently the hottest hatch in the land. Though that would likely still be the case even if hatchbacks weren’t on the endangered species list.

Must be pretty fun, then.

It is, and it’s very much the darling of the Gazoo Racing garage, what with the Supra signing off and the GR86 coupe getting little attention outside of the occasional special edition.

GR likes the Toyota more than the BMW and the Subaru? Shocking. 

Oh, stop, that’s… well, probably true. Regardless, the GR Corolla remains a superb plaything, made better by incremental changes that further refine the formula.

What’s new this time around?

Toyota brought a handful of changes to the GR Corolla only just last year, including a new performance automatic transmission option, so for this version, the upgrades are minor.

To start, body rigidity has been increased thanks to an extra slathering of structural adhesive. An additional air duct increases engine cooling for longer stints and air flow to the gearbox has been further optimized. This and a number of other small tweaks evolve the car into a slightly better version than the last, with the goal to make it a car worthy of tackling the most challenging conditions, such as the Nürburgring.

Power from the turbocharged 1.6-liter three-cylinder engine remains a flat 300hp, but torque sees a slight bump from 273lb ft to 295lb ft. It’s managed by either the six-speed manual or the aforementioned eight-speed ‘Direct Automatic Transmission’ and sent to all four wheels, though how it’s split is determined by the drive modes. 

Does all of that really make a difference?

Any automaker with a connection to motorsport is quick to mention how development in competition trickles down into its production vehicles, and Toyota is no different, though the Gazoo Racing engineers come off as particularly dedicated to the through line between the racing GR Corolla and the one you bought.

The GR Corolla’s first refresh brought palpable changes to the car’s performance and overall feel, and while not as significant as the jump from Scion FR-S to GR86, they’re still substantial. These new changes are more subtle, but they are perceptible, particularly if you drive the different versions back to back.

They make just enough of a difference to matter, eking out extra fractions of seconds here and there, with a bit more stability and a dollop of extra torque to get up to speed a touch faster. If you’ve been keeping track, the specs of the new GR Corolla match that of the limited-run Morizo Edition that debuted with the car.

The special edition version had a character distinct from the rest of the lineup, exemplified by how it got through gears quicker. You might get well up into fourth before a turn when the regular GR would just be pinging third, for example. The new one’s tweaks effectively bring all GR Corollas up to Morizo-spec. The gearing on the manual ‘box isn’t one-to-one, it’s a bit heavier and the Morizo-specific styling is absent, but if you had regrets for not snagging one, now’s your chance to make yourself feel better about that.

How is it on the track?

It’s as solid as ever. Power is sent to all four wheels, the distribution of which is dictated by the drive mode dial. Track used to give the power an even 50:50 split but this is now the ‘gravel’ setting, and track mode now varies between the normal 60:40 split and 30:70 based on what it predicts you’ll need. What it means is you’ll find the confidence to push more boundaries than you would in something more tail-happy. To those who like a bit of rotation, we’re sorry if that sounds dull, but those more concerned with effective, consistent methods of chipping down lap times will not be disappointed.

If we had to pick nits, we’d start with the manual gearbox. It’s… fine. Again, we’re splitting hairs, as it’s not as bad as the nebulously slotting stick of the GR Supra, but it’s also not as good as the one found on the Honda Civic Type R, though that’d be a tall order. It’s serviceable, particularly with the rev-matching to avoid any whoopsies, but it isn’t ‘good’ per se. If you want consistency, the performance-oriented automatic is your friend. Purists will scoff, but it’s quite effective and lets you get away with almost anything that isn’t going to directly shatter it.

So. ‘Gravel’ mode.

Oh yes. While the smaller GR Yaris has logged some serious World Rally Championship miles, the GR Corolla is more ‘rally-inspired’ though we’re compelled to say we wouldn’t mind taking it through a stage or two. It turns out the pebbly service roads around Sonoma Raceway make for a decent testing ground for a would-be rally racer.

This Toyota understands the assignment: it’s very easy to control when sideways on the dirt, simple to recover and frighteningly encouraging. Weight might keep it out of real rally engagements, but if you were looking for something to drive on dirt, ice or snow, this would be a very good place to start. 

What’s the final takeaway?

The GR Corolla was right to be as celebrated as it was when it debuted. It filled the hatchback-shaped void in the hearts of enthusiasts across the country and justified its coveted nature by being pretty amazing right out of the gate. 

Since then, the changes have been evolving on that successful package without messing with what actually works. As of now, this is the best version of the GR Corolla, which is to say the already fun, capable and versatile five-door is just that much better thanks to a collection of minor improvements. If you’ve been waiting to join the GR family or felt like you’ve missed the Morizo boat, this is your sign to make moves.