Toyota’s GR Corolla Automatic – THE LIFE OF A SHOWGRLL

Toyota’s GR Corolla Automatic

THE LIFE OF A SHOWGRLL

It’s not often that a large OEM offers something to the consumer you might call ‘rowdy’. In fact, in my 60+ years of paying close I can probably count on one hand the number of cars and/or trucks fitting that descriptive. Chevy’s first Z/28 Camaro would qualify, 429-equipped Fords from back in that day would qualify, and Dodge has ‘Duked’ it out over several decades with Hemi-equipped specials that certainly qualify. In Europe Renault’s 5 Turbo gets a mention, as does Lancia’s all-wheel drive Delta Integrale; rowdy, however, remains rare. Notably, since the intro of its GR Corolla in 2023, Toyota’s been doin’ rowdy– and doin’ it well. 

I’ve had a chance to sample the GR (Gazoo Racing) Corolla on a few occasions, although never at a track in anger. And while minor tweaks have been made, the basic formula remains the same: A derivative of the Corolla’s friendly 4-door hatch keeps its four doors, but is decidedly less friendly. Under the hood is a turbocharged 1.6 liter 3-cylinder, producing an even 300 hp and (now) 295 lb-ft of torque, a bump across the model line of 22 lb-ft. 

That raucousness is sent to all four wheels via a 6-speed manual or – beginning in 2025 – an 8-speed automatic. And while the manual is about as well-connected as a manual within an all-wheel drive platform (based on a front-wheel drive donor) will get, I’d admit that in a lot of urban/suburban driving there’s something to be said for letting the trans shift for itself. And with that auto, at the track you can concentrate on finding the apex, with both hands on the wheel and your left foot keeping your *ss in place. 

Of course, today’s automatic is far removed from the slush boxes of the ‘60s, or even German-spec’d autos of the ‘80s. The GR Corolla’s 8-speed automatic has an immediacy of a Trump tweet. Although Car and Driver hasn’t supplied updated numbers with the auto, their team is fairly sure the 0-60 times will be quicker than the manual’s 4.9 seconds; that should be fast enough for most commuters or car pools.

Beyond the automatic, changes for 2025 include more ventilation added to the GR’s front fascia (which, in my view, boasts too much front overhang), and the Torsen limited slip diff is now standard across all trims. Pricing starts at about $40K for what Toyota calls its ‘Core’ trim, and rises to almost $50K for Premium Plus. Within the context of its performance vibe and relative rarity, all of that comprises a good deal.

In the ‘I’m living with it’ context, the immediate competition is Honda’s Civic Type R, VW’s Golf R, Hyundai’s Elantra N and upper trim levels of VW’s GTI. In almost all cases you’ll find the competition less raw and, by extension, less recreational. Using my wife Tina for the, uh…litmus test, she’d find the Elantra N or Golf R most passenger-friendly, while the GR Corolla’s creature comforts wouldn’t be immediately identifiable; or, for that matter, identifiable within a 60-month loan period.

You should consider the GR Corolla’s passenger compartment as more of a cocoon. Room up front is adequate, and while the sport buckets offer an aggressive contour, their shape and size remain approachable for us Americans. And rather than a conventional instrument display, you’re given a boost gauge, tach/speedo and what amounts to a bar graph telling you which end of the car is getting the power – and how much. But with all that, of course, continue watching the road! 

In back there’s adequate room for two and, if your passengers are young, their car seats. But that third rear seat passenger should grab Uber; there’s not much hope for an extended ride – or even temporary comfort.

From my standpoint, the GR Corolla’s 300 horsepower overpowers my Miata’s 181 horsepower, and while the Corolla’s top doesn’t retract, the rush of adrenaline more than offsets the loss of Vitamin D. And with its hatch you can throw most rec items in back, including a bike. That’s if, of course, you don’t buy the $700 chassis brace, which deletes for all intents and purposes the utility of the hatch. But then, there’s always the roof… 

If there’s a disconnect for me, it’s the gap between a mid-level Corolla at around $25K and the GR’s base of $40K. If I were on Toyota’s Corolla team I’d devise a sweet spot, with a 220 horsepower, all-wheel drive Corolla, selling for roughly $30K. In the absence of that I’m spending $40K on the Core trim with stick…and getting rowdy. 

To the Swift – as they say – go the spoils.