- For 2025, the Toyota GR Corolla returns with the turbocharged three-cylinder engine and its stupendous 300 horsepower, but this sport compact car also makes 295 pound-feet of torque, a 22-pound-foot increase that was previously restricted to the 2023 Morizo special edition.
- A close-ratio eight-speed direct automatic transmission has been added to the lineup with launch control for more powerful acceleration.
- Suspension tweaks include the addition of shocks with front and rear internal rebound springs to suppress inner wheel lift, and a raised rear-trailing-arm mounting point to reduce acceleration squat.
Toyota isn’t standing pat on the success of its GR Corolla, as it introduces several new features set to broaden the appeal of its hot hatch. First and foremost, it is no longer restricted to those who can drive stick, as they’ve added an eight-speed automatic transmission to the lineup. While a part of us cringes at this development, at least it wasn’t done the other way around.
The eight-speed Direct Automatic Transmission (DAT), as Toyota calls it, is more intelligent than the automatics fitted to the GR Supra and GR86. Whereas those two look at g-forces to modify shift points, the GR Corolla looks for driver inputs such as brakes and accelerator to bring a greater sense of urgency to the proceedings.
Fuel economy hasn’t been released for the new transmission, but our experience is that more gears equal better mpg. And that’s before you consider that this car has Sport, Normal, and Eco settings in addition to a Custom setting that lets you dial in your personal preferences.
Morizo for Everyone
The engine hasn’t really changed, as the turbocharged three-cylinder still makes an amazing 300 horsepower. Its torque output has been “increased” to 295 pound-feet, and that indeed is 22 pound-feet more than last year. Thing is, this is merely the same output as 2023’s limited Morizo edition. They’ve just made this the standard torque output for all 2025 GR Corollas.
Traction-wise, you won’t have to worry about whether your GR Corolla has the front and rear limited-slip-differential option, because that’s no longer a choice you’ll have to make. All GRCs now come with these as standard, so you won’t have to buy a Circuit edition or hope that the one at the dealer has the option. In 2025, it comes on the lowliest CORE.
The development exercise revealed a few weaknesses, so Toyota took the opportunity to work them out. Fuji Speedway testing led to a need to increase traction on hard cornering, so they equipped the front and rear shocks with rebound springs to inhibit wheel lift. Likewise, the trailing-arm mounting point has been raised to reduce acceleration squat and make cornering posture more stable.
What’s more, the GR Corolla makes the central GR Four torque settings a little less tenuous and a lot more user-friendly. Whereas before it had three settings (60:40, 50:50, 30:70), it was left up to you to choose the right one for the job. That has now been scrapped and replaced with Normal (60:40), Gravel (50:50), and Track (variable from 60:40 through 30:70) for a much clearer explanation. You may have noticed that there is a continuously variable torque split for the Track setting, as there should have been all along.
Another change shows extra emphasis on track usage, and that is the addition of a sub-radiator. Fitted behind a new front fascia, this adds additional engine cooling performance that extends the time the engine can be used on the track. This feature is standard on the highest grade but optional on the lower ones.
Grade Logic
Speaking of grades, the 2025 GR Corolla is available in three trim levels this year, one of which is entirely new because of equipment shuffling. On the bottom is Core, and just above that is the Premium. Premium includes the usual: things like JBL audio, GR-logo suede seats, dual-zone climate control, heated steering wheel and front seats, front and rear parking sensors, and front and rear fascia with functional air vents. The third level is called Premium Plus because, well, most of the performance-enhancing pieces have been moved to the Core grade. We like that.
Among the options the new Premium Plus gives you are a forged carbon-fiber roof, the bulge hood with functional air vents, the sub-radiator, matte black wheels, a head-up display, and red stitching on the seats. It also adds a little extra performance, but not much.
One of the bits we don’t know yet is what this will cost. We expect a modest increase in the cost of the base 2024 Core model with a manual gearbox, which is currently $37,635, but the cost of the automatic is anyone’s guess. It could cost nothing, as it does in the GR Supra; it could cost around a thousand, as it does in the case of the GR86; or it could cost more.
But one thing we do know is this: If this is the cost of saving the manuals, we’re okay with it.
Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department.
Source: Motor - aranddriver.com
