It may not be Toyota’s favourite child, but the GR Corolla has a quietly confident way of going about its hot hatch business.
For this 2025 upgrade, the updates aren’t quite as significant as those applied to the smaller GR Yaris, but they didn’t really need to be. It already had loads of power and an all-wheel drive system, making it a great performance hatchback.
As such, it’s one of the only models of its kind. The GR Yaris may also be manual and all-wheel drive, but the GRolla’s most direct external competitor is the Subaru WRX – and even that is a shadow of its former self these days.
Of course, there are others like the Volkswagen Golf R or Hyundai i30 N, but they’re either automatic-only or front-wheel drive. The GR Corolla even holds the advantage of being a five-door model, unlike the three-door GR Yaris, which means it has the potential to be an ideal hotted-up daily driver.
But there’s been a big change here. Where it was previously manual-only and better geared towards enthusiasts, Toyota has developed a new eight-speed automatic gearbox to broaden the car’s reach, as with the GR Yaris.
Even the manual has been tweaked and revised, while there’s now better suspension and a meaner front-end design. All that, and it’s still not that much more expensive than it used to be – and nearly identical to a top-spec automatic GR Yaris GTS.
Pre-facelift model shown
As such, Toyota expects the GR Corolla to be the more versatile model with a perfect 50:50 sales split between automatic and manual variants.
The GR Yaris, meanwhile, is expected to attract a 35:65 split in favour of the stick shift. But while it’s now more approachable to a wider range of buyers, the GR Corolla still has to contend with a healthy pool of rivals.
Apart from the Golf R, i30 N and WRX mentioned above, there’s also the Honda Civic Type R and Cupra Leon VZx – and each brings a different combination of transmissions, drivetrains and engines to the table.
That means there’s a lot to play for in the fight for the top small hot hatch, and Toyota has given its GR Corolla the best shot it can with its latest updates.
However, does the MY25 version have what it takes to push it past the loveable GR Yaris as the enthusiast’s pick?
How much does the Toyota GR Corolla cost?
The GR Corolla GTS manual is $3800 more expensive than it used to be, at $67,990 before on-roads, while the automatic is $2500 dearer than that.
| Model | Price before on-roads |
|---|---|
| 2025 Toyota GR Corolla GTS manual | $67,990 |
| 2025 Toyota GR Corolla GTS automatic | $70,490 |
In contrast to its GR Yaris sibling, the GRolla has several rivals. Most obvious is the i30 N, which is available with both manual and dual-clutch automatic transmissions but is front-wheel drive only and costs a maximum of $53,500 before on-roads.
The Civic Type R is front-drive, manual-only and costs $74,100 drive-away.
Also from Japan is the WRX, which is no longer a through-and-through performance model like the others, but is still all-wheel drive and available with either a manual or continuously variable transmission (CVT), priced anywhere between $47,490 to $59,790 before on-roads.
From Europe is the all-wheel drive, dual-clutch auto-only Golf R for $70,990 before on-roads, or the Golf R Black Edition for $72,490 before on-roads, and the front-drive, dual-clutch auto Cupra Leon VZx for $65,690 drive-away.
For context, the two-variant GR Yaris range costs between $55,490 and $62,990 before on-roads.
To see how the Toyota GR Corolla stacks up against its rivals, use our comparison tool
What is the Toyota GR Corolla like on the inside?
Virtually unchanged from last year, aside from an auto gear selector.
While the GR Corolla was already quite a well-put-together car, there’s still something lacking here. All the materials feel of a high quality and are mostly soft to the touch, and it generally presents much more like a circa-$70,000 car should, in contrast to the fairly brutal – albeit cool – $60,000 GR Yaris.
You could complain and say it looks the same as a standard Corolla, with not much from the GR parts bin immediately obvious. The main difference is a manual handbrake, but everything else is elevated by being finished in either leather or suede.
Another subtle change is the steering wheel, which seems marginally smaller in diameter in the GR Corolla. A car like this calls for a similarly sporty steering wheel that lends itself to being thrown around, so it’s nice to see Toyota has continued to make deliberate changes to the things that matter.
We don’t love the way the shifter is surrounded by gloss-black plastic, especially because there are buttons and knobs to be fiddled with nearby.
If you’re out giving your GR Corolla a hard time, chances are sweaty hands will leave all sorts of smudges on the glossy bezels. Additionally, this area houses some of the more crucial driving functions: the drive mode selector, stability control button, and GR-Four controller.
Some harder-wearing plastic would’ve suited better. Still, we like the approach to materials mentioned elsewhere, like the steering wheel.
Being leather-wrapped seems almost non-negotiable in a car like this, but that doesn’t mean there aren’t some different performance-oriented options. The Type R, for example, has an Alcantara-clad wheel instead, as did the now-defunct Morizo Edition.
While that’s a nice, grippy and somewhat unique feature, the fake-suede material can wear out and fray more quickly than leather over time. And the leather-trimmed tiller feels excellent in the hands when piloting the GR Corolla.
Something else that hasn’t changed are the front seats, which are GR specials and perfect for the job they’ve been assigned.
They’re draped in suede centres and trimmed with leather bolsters, which means they look and feel high-quality. While certainly firmer than your standard passenger car, they remain soft enough to be comfortable while offering strong side bolstering for solid support during hard cornering.
A downside is that adjustment is still manual-only, but there’s enough range to get comfortable. Being a larger car than the GR Yaris, the GRolla offers more leeway for head space with a helmet, though taller drivers may still be bumping the ceiling.
More leather is found on the gear shifter. Manual versions are unchanged here, while the new automatics gain a shifter that looks a lot like the standard Corolla’s – albeit a little more upmarket-looking.
We’ll delve into its functionality more in the driving section below, but rest assured its addition hasn’t really changed the feeling of the interior at all. If anything, it’s helped to improve it as you now get paddle shifters behind the wheel.
That means it’s identical to what you get in the GR Yaris, which is good. Behind it is the same digital instrument cluster as before: a 12.3-inch unit with absolutely nothing unnecessary to distract you on the move.
Like the GR Yaris, it’s about as simple as you can get for an instrument display, but that doesn’t mean you can’t have it the way you like. You can make it show a circular tachometer as standard or a horizontal race-inspired rev counter by selecting Sport mode.
Apart from the small GR logo, this display has been designed purely for function. It’s all the better for it too, and every sub-menu – including auxiliary gauges and information – is found using buttons on the steering wheel, as is typical in Toyota products.
The other screen in the GR Corolla is the infotainment display, which looks physically dated and relatively small at eight inches. Still, it’s perfectly functional and presents well graphically, plus you get wireless Apple CarPlay and Android Auto as standard.
We experienced no issues with wireless smartphone mirroring on our drive program, though other Toyota cars have been known to struggle when passing under Melbourne’s toll booths.
The only physical control you get on the display itself is a singular volume/power knob, but the touchscreen remains functional when on the move. Just bear in mind that you won’t be able to mess with any of Toyota’s native settings unless you’re stopped.
You can plug your phone in using the single USB-C outlet under the dash. Ahead of the shifter is also a wireless charging pad, as in the standard Corolla, along with the switches for seat heating.
Front and centre is the Corolla’s climate control interface, which is again shared between the GR and its more boring counterpart. It comprises an array of buttons and knobs, which all interact with a simple digital interface above.
We find this setup to be easy to operate and intuitive, especially when you’re on the move. That’s a common theme across Toyota’s portfolio, and the last thing you want when you travelling at speed is to be fiddling with a screen or haptic slider.
Moving to the back reveals an expectedly barebones space, much the same as it was before. There are, of course, rear doors here, which means that compared to the GR Yaris it’s much easier for passengers to climb in – and there’s a middle seatbelt for three-person capacity.
You still get the suede and leather upholstery too, though headroom is slightly compromised as a result of the Corolla body. Similarly, legroom is fine so long as the front seats aren’t too far back. Passengers in the middle will also have to contend with a driveline tunnel.
Amenities are otherwise sparse, though there’s still a fold-down armrest with cupholders and bottle holders in the doors, and a phone-sized tray surrounded by gloss-black plastic on the centre console. Connectivity options include a USB-C port and 12V outlet.
The GR Corolla’s boot space continues to be somewhat compromised. It’s a fairly narrow area, but the floor is long enough to be able to fit several bags, depending on your packing skills. Its load floor remains quite high too.
Vertical room is virtually non-existent on account of the Corolla’s sharply sloped rear window, much like in the GR Yaris. There’s still a sturdy cargo cover, and the rear seats can split 60:40 and fold down for additional space.
Toyota quotes a single VDA “luggage volume” of 503 litres for the GR Corolla, which is difficult to compare against its rivals. For example, Cupra boot space figures of 380 to 1301 litres for the Leon VZx, while Hyundai quotes 381 and 1287 litres for the i30 N.
Regardless, you’ll have to make do with only a tyre repair kit in the GR Corolla, while the i30 N gets a space-saver spare. This is likely due to the packaging required for rear differential in the otherwise front-wheel drive Corolla body.
| Dimensions | Toyota GR Corolla |
|---|---|
| Length | 4408mm |
| Width | 1851mm |
| Height | 1479mm |
| Wheelbase | 2640mm |
| Cargo capacity (VDA) | 503L |
To see how the Toyota GR Corolla stacks up against its rivals, use our comparison tool
What’s under the bonnet?
There’s still a 1.6-litre turbocharged three-cylinder petrol engine, though it’s received the tune of the now-defunct Morizo Edition for a torque increase of 30Nm, while power is unchanged. Like the GR Yaris, a new eight-speed torque converter automatic is now available alongside the six-speed manual.
| Specifications | Toyota GR Corolla |
|---|---|
| Engine | 1.6L turbocharged 3cyl petrol |
| Power | 221kW @ 6500rpm |
| Torque | 400Nm @ 3250–4600rpm |
| Transmission | 6-speed manual 8-speed torque converter auto |
| Drive type | All-wheel drive |
| Kerb weight | 1490kg (manual) 1510kg (auto) |
| Fuel economy (claimed) | 8.4L/100km (manual) 9.5L/100km (auto) |
| Fuel tank capacity | 50L |
| Fuel requirement | 98 octane premium unleaded |
| CO2 emissions | 191g/km (manual) 215g/km (auto) |
| Emissions standard | Euro 6b |
Though we weren’t able to record a representative real-world economy figure, we saw numbers between 10 and 11L/100km after a handful of spirited mountain stints.
To see how the Toyota GR Corolla stacks up against its rivals, use our comparison tool
How does the Toyota GR Corolla drive?
Like a heavier and more mature GR Yaris, which is exactly what it should be.
Engine outputs are unchanged apart from the slight torque increase from the Morizo Edition, so we’ll focus on the big changes to the GR Corolla and address the elephant in the room first.
The new eight-speed automatic transmission is identical to the one that will soon be available in the GR Yaris, and Toyota is rolling it out here first. The Japanese brand is keen to point out it’s a motorsport-oriented gearbox, developed with countless hours of high-stress driving at several racetracks.
The result is a torque converter auto that feels like a near-perfect fit for a hot hatch like the GR Corolla. Pulling away from a standstill brings none of the low-speed grumbles of a dual-clutch transmission, and it shifts at all the right points as you get up to speed.
Lay into the throttle and it responds quickly, exposing the full potential of that beastly three-cylinder. If you’re already moving it’ll kick down appropriately, and the pick-up from standstill is as impressive as it gets for an all-wheel drive hot hatch.
You can shift manually by pushing the gear selector to the right, giving you control via either the paddles on the wheel or the stick itself. As with the GR Yaris, Toyota has flipped the shift direction of the latter (push forward to downshift, back to upshift) to emulate the configuration in its rally cars, and the gearbox is sharp in its response.
If it feels you’re spending too much time near the rev-limiter in manual mode, it will still shift up automatically. Fortunately, you can lock it in manual mode by engaging ‘Sport’ and then ‘Expert’ modes, via the labelled switch and then holding the stability control button.
That also disables a lot of the car’s safety nets, which is ideal for on-track action. You can, of course, engage Sport mode without going the whole nine yards, so we like that Toyota has provided the option for experienced drivers.
Both modes are also accessible in manual GR Corolla variants, as was the case before. And the reason we describe the auto as a ‘near-perfect fit’ is because the manual is still the ideal option for this car and its engine.
It may not have the same childish charm as the GR Yaris, but Toyota’s manual gearboxes – especially in its GR cars – strike a good balance between performance snappiness and daily driveability while also harnessing the engine’s potential and releasing it only when you call for it.
As such, the manual in the GR Corolla remains a quality unit. The clutch is light without feeling flimsy, and it’s easy to adjust to its bite point if you’re new to the car.
The shifter also acts with a short, crisp throw, and while it’s nowhere near the extremes of what a true short-throw shifter can be, it’s easy to tell it’s designed for performance applications.
That makes it easy to shift when you’re hustling the car. If you’re a recreational track goer with little or no racing experience, the GR Corolla is as beginner-friendly as possible with its Intelligent Manual Transmission (iMT) function.
Like in the GR Yaris, its headline feature is its ability to automatically rev-match on downshifts. It also makes the car harder to stall if you run into trouble on the road.
That eliminates the need for heel-toe shifting, which is one less thing to think about, though drivers wanting to do it themselves will find the pedals are spaced nicely.
Toggling the iMT function is done via a button to the right of the steering wheel. Naturally, in the automatic there’s no need for the function.
Pushing its limits reveals loads of grip, generated in part by the surprisingly strong Corolla chassis and well-tuned suspension. It’s firm in normal driving, but that’s a trade-off we’re willing to make for a daily driver that has no problems carving up the bends.
One of the other changes the GR Corolla has received is retuned suspension, which is said to improve handling under acceleration through corners. Toyota says the focus here was to eliminate ‘squatting’ under acceleration, and the upgrade is noticeable.
Mashing the throttle while turning will still induce understeer as the car’s weight transfers to the rear, but it won’t punish you quite as much as it used to.
Unfortunately, the GR Corolla still doesn’t get adaptive suspension, which is a shame given its Civic Type R rival does. That means you’ll have to accept that firmer ride at all times, but it isn’t the end of the world.
Even so, its greater heft and more solid feel over the GR Yaris makes its handling dynamics feel incredibly mature, much like the Civic. Not only is its steering more direct now, but it also has an uncanny ability to simply grip up and go where it’s told at seemingly any speed.
The small steering wheel makes it easy to throw around tight roads, and it responds to changes in direction in a snappy yet planted manner. There isn’t the same degree of liveliness as you get in either of Toyota’s two rear-drive GR cars, but that’s not what this is about. And of course it’s still possible to break traction if you’re ham-fisted or deliberately provoke oversteer.
As for normal on-road driving, the GR Corolla is well-behaved and easy to live with for a performance car. You can select Eco mode for a small power cut and light steering, though Normal mode is still perfectly liveable.
Road noise is noticeable, but it’s better than it used to be thanks to improved noise supression. You still get some exhaust noise too, and it’s not synthesised like it is in some other cars.
The GRolla’s safety tech all works reliably, though as with the GR Yaris the adaptive cruise control is now an automatic-only feature. That’s disappointing, and it’s one of the only safety features now out of reach for manual buyers.
Still, the lane-centring function works well, and we didn’t experience any annoying speed limit or lane-keeping warnings. The seats are also comfortable for long runs, and they provide enough support to avoid getting fatigued during high-intensity driving.
As part of Toyota’s local launch event we had the chance to drive on-track at Winton, where the GR Corolla’s dynamic prowess really shone. Its ability to carve up turns is intoxicating and confidence-inspiring, but it’s just as happy to work with you while getting up to speed as you to spin laps.
While we didn’t get more than a handful of laps at a time due to the logistics of the event, we expect the car to be able to hold up to prolonged track abuse – in part thanks to Toyota’s efforts to improve front brake cooling through that new front bumper.
Its Yokohama tyres are up to scratch for such driving too. And if you want to adjust the GR Corolla’s torque distribution, the GR-Four system allows you to change the front:rear bias from 60:40 to as far as 30:70 via a selection of preset Normal, Gravel, and Track modes.
They all have their place, and the latter opens the door to a whole world of fun – provided you have a safe environment in which to do so. Engaging Track mode with Expert mode allows for easy all-wheel drive drifts, while the manual handbrake effortlessly locks the rear wheels to initiate slides.
This really is a well-rounded package, and it’s not that much more expensive than the GR Yaris, given the level of refinement it brings in comparison.
To see how the Toyota GR Corolla stacks up against its rivals, use our comparison tool
What do you get?
There’s only one grade of GR Corolla on sale in Australia, but it’s aligned with the top-spec GR Yaris GTS. While the Morizo Edition is no more, some of its unique features have been retained.
2025 Toyota GR Corolla GTS equipment highlights:
- 18-inch Enkei cast alloy wheels
- Yokohama Advan tyres
- Tyre repair kit
- Torsen limited-slip differential
- LED headlights with auto high-beam
- Carbon-fibre roof (previously Morizo Edition-exclusive)
- Power-folding, heated exterior mirrors
- Rear spoiler
- Rear privacy glass
- Triple exhaust tips
- Synthetic leather and suede sports seats
- Heated front seats
- Leather-wrapped, heated steering wheel
- Leather-wrapped gear shifter
- Aluminium pedals
- Dual-zone climate control
- Four drive modes
- Three selectable front/rear torque split settings
- 12.3-inch digital instrument cluster
- 8.0-inch infotainment touchscreen
- Wireless Apple CarPlay and Android Auto
- Satellite navigation
- DAB+ digital radio
- Head-up display
- Active Noise Control
- 8-speaker JBL sound system
To see how the Toyota GR Corolla stacks up against its rivals, use our comparison tool
Is the Toyota GR Corolla safe?
The Toyota GR Corolla is unrated by ANCAP, despite the wider Corolla range being covered by a five-star rating.
Standard safety equipment includes:
- 7 airbags
- Autonomous emergency braking (AEB)
- Pedestrian and daylight cyclist detection
- Junction assist
- Intersection assist
- Emergency steering assist
- Lane departure warning
- Lane Tracing Assist (lane centring)
- Speed sign recognition
- Blind-spot monitoring
- Rear cross-traffic alert
- Reversing camera
- Front and rear parking sensors
- Adaptive cruise control (automatic only)
Toyota also offers one year of complimentary connected services for the GR Corolla, which includes emergency SOS, automatic collision notification, stolen vehicle tracking, and remote vehicle checking functions, among others.
To see how the Toyota GR Corolla stacks up against its rivals, use our comparison tool
How much does the Toyota GR Corolla cost to run?
Toyota Australia backs its vehicles with a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, whichever comes first, according to Toyota’s online service pricing calculator.
| Servicing and Warranty | Toyota GR Corolla |
|---|---|
| Warranty | 5 years, unlimited kilometres |
| Roadside assistance | Roadside Assist (up to 6 years, $99 per year) Roadside Assist Plus (up to 6 years, $139 per year) |
| Service intervals | 6 months, 10,000km |
| Capped-price servicing | 3 years |
| Total capped-price servicing cost | $1860 ($310 each, manual) |
Full service pricing is not yet available for automatic GR Corolla variants. However, it’s likely to match the manual’s price of $310 for each of the first six services – as with manual and automatic GR Yaris variants.
To see how the Toyota GR Corolla stacks up against its rivals, use our comparison tool
CarExpert’s Take on the Toyota GR Corolla
While the GR Yaris may have received more significant updates, the tweaks to the MY25 GR Corolla represent meaningful enhancements to a package that was nearly spot-on from day one.
The interior hasn’t changed but maintains a level of subdued refinement, building on the more affordable roots of the standard Corolla. And we still like the sports seats, steering wheel, and shifter – both auto and manual – but it still lacks some more unique components to properly set it apart.
The digital instrument cluster is purely functional, leaving the entertainment and flashiness to the multimedia screen. So there’s not much to dislike about the interior, apart from the small second row and boot.
Because none of that has changed, it seems difficult to justify the price increase over the pre-facelift model. Indeed, the only cosmetic changes are to the front bumper and roof.
But when you consider you’re now getting more torque, better suspension, and a lightweight carbon-fibre roof, the price hike seems a bit more palatable.
Realistically, the price increase isn’t that dramatic and don’t forget you’re also paying for the development work that went into the new components that make the GR Corolla even better than it was.
Both the GR Yaris and GR Corolla deliver outstanding engine and chassis performance, so it’s a matter of what you prefer as a driver. The Yaris has a more noticeable weight shift under braking and cornering, while the Corolla is more planted but heavier – we’d take the latter.
There’s also the new automatic transmission to consider. We’re impressed by Toyota’s first self-shifting hot hatches, and for a torque converter auto it’s responsive enough to be a genuinely rewarding option for someone who may occasionally take their GR Corolla to the track.
On top of that, we think the facelift looks great. The GR Corolla wears its aggressive new bumper well, and it ties in brilliantly with the swollen wheel-arches and over-the-top triple exhaust outlets, helping it look all the more mature compared to its little sibling.
The automatic will get more GR Corolla keys into the hands of customers, and Toyota, its Gazoo Racing division, and the hot hatch world in general will be all the better for it.
Interested in buying a Toyota GR Corolla? Get in touch with one of CarExpert’s trusted dealers here
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