Aurelia Butler

The limited-edition 2023 Toyota GR Corolla Morizo is the lightest, most powerful, and generally best-performing GR Corolla model we’ve tested. However, test results for a new-for-2024 Premium model, which is mechanically identical to lesser GR Corolla trims, are surprisingly close to the Morizo’s. Despite a close analysis and discussions with Toyota, a clear explanation remains elusive. Welcome to Car and Driver’s Testing Hub, where we zoom in on the test numbers. We’ve been pushing vehicles to their limits since 1956 to provide objective data to bolster our subjective impressions (you can see how we test here).We love a good mystery, and occasionally in our testing of hundreds of vehicles every year we come across anomalous performance data that just doesn’t add up, prompting a deeper investigation. Such is the case with a recent test of an overachieving 2024 Toyota GR Corolla Premium, the test results for which lie beyond the normal vehicle-to-vehicle variances we’ve come to expect from Toyota’s feisty three-cylinder hot hatch. Queue the suspenseful music and the shadowy detective grabbing his hat. A Clear HierarchyLet’s rewind for some context. The 2023 GR Corolla launched with Core, Circuit, and limited-edition Morizo trim levels, all sporting a driver-adjustable all-wheel-drive system, a performance-tuned chassis and suspension, a close-ratio six-speed manual transmission, and a turbocharged 1.6-liter inline-three good for 300 horsepower. The Morizo upped the ante with more torque (295 pound-feet versus the standard 273), shorter gearing, revised suspension tuning, wider Michelin Pilot Sport Cup 2 Connect track-oriented tires in place of the standard Pilot Sport 4 summer rubber, a chassis brace where the rear seats used to be, and a few other weight-saving measures. It also featured the front and rear Torsen limited-slip differentials that are standard on the Circuit and optional on the Core, as well as a hefty starting price of $51,420.For 2024, the Morizo is no more, and the new $41,455 Premium trim slots between the $37,635 Core and the $46,275 Circuit models, bringing mostly convenience upgrades over the former. The Torsen diffs and brake cooling ducts that are standard on the Circuit also are present, and Toyota says all 2024 GR Corollas receive small aerodynamic improvements plus minor tweaks to the mounting bolts for their steering hardware and rear suspension—revisions aimed more at improving the feel of the car’s chassis than its outright performance. Upsetting the Established OrderAt the test track, the Morizo seemed to justify its price, posting better results than those we’ve recorded for three different Circuit editions of 2023 and 2024 vintage. Compared to the best results from that lot, the Morizo is expectedly lighter (3185 pounds to 3252), quicker (4.4 seconds to 60 mph and 13.0 seconds at 106 mph through the quarter-mile versus the Circuit’s best of 4.8 and 13.3 seconds at 105 mph), grippier (1.02 to 0.97 g), and better under braking (152- and 301-foot stops from 70 and 100 mph, respectively, compared to 156 and 312 feet). Here’s where it gets interesting: Although our Premium test car, which is mechanically identical to the Circuit, was the heaviest GR Corolla we’ve sampled at 3273 pounds, it tied the Morizo to 60 mph (4.4 seconds) and actually edged it out through the quarter-mile, turning a 12.9-second pass at 107 mph. Its 1.00-g skidpad orbit also is nearly as good, and its stopping performance is virtually the same, coming to a halt in 151 and 301 feet from 70 and 100 mph, respectively. This is despite its more street-friendly tires, plus its greater mass from the retention of functional niceties such as rear seats and a rear wiper. The Mystery DeepensSo, what gives? The short answer is this particular Premium test car may be a freak, as even the GR Corolla’s chief engineer in Japan, Naoyuki Sakamoto, struggled to wrap his head around how a non-Morizo-spec model could be this quick and capable. Unfortunately, a closer analysis doesn’t shed much light on the matter. You see, the GR Corolla is super easy to launch—just hold the revs around 6700 rpm and quickly yet smoothly let out the clutch—and the Premium, Morizo, and one of the Circuit models all were tested on the same track by the same driver using the same standardized procedures. This eliminates several significant variables from the equation. Given the Premium was tested in a relatively cool 53 degrees compared to our other hot-weather Michigan tests, our initial thought was that ambient air temperature may be a factor, specifically regarding the GR Corolla’s possible sensitivity to intake air temperature. This thinking was compounded by the known heat-related issue with the GR Corolla’s rear differential, which can overheat during extended hard use and temporarily deactivate the car’s all-wheel-drive system. Toyota is aware of this, and the car issues a warning message in its instrument cluster when it happens, prompting the driver to stop and let the system cool off. This message briefly appeared during multiple Michigan tests, and the quickness with which it both came and went away seemed to be related to how hot it was outside. The Premium was the least affected by this problem. However, we tested a 2023 Circuit model in California in even cooler temperatures, which in theory should further reduce any heat-related issues, yet it performed on par with other Circuit models, as expected. Granted, that car was running on 91-octane premium fuel, rather than the 93-octane juice we use in Michigan, and we can’t say definitively how much of a difference that makes in the GR Corolla. But that car’s grip and braking results also were in line with other tests of Circuit models, which doesn’t explain the Premium’s seemingly heightened adhesion to the pavement. Who Dunnit? Sadly, this is a mystery that likely will go unsolved, as none of the evidence provides a compelling explanation for our observations. While it’s not impossible that this Premium model was freakishly gifted, a more plausible theory is that a combination of factors related to the car, the track, and the conditions aligned just right to produce the above-average results, and that’s where we’ll have to leave it for now—an intriguing facet of one of our favorite driver’s cars.More on GR CorollaMike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver’s reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines. More

Stellantis, which includes brands such as Dodge, Fiat, Jeep, Maserati, and Ram, may become more aggressive about axing ones that don’t turn a profit.Stellantis CEO Carlos Tavares said the company is willing to kill off struggling car brands, per a report by Reuters.Tavares told reporters about the potential action following weak sales results in the first half of the year. It’s nothing personal, it’s just business. At least that seems to be the new stance of Stellantis CEO Carlos Tavares. He recently said that the company is willing to kill off brands that struggle to turn a profit, according to a report by Reuters.The news follows a financial report for the first half of 2024 that showed worse-than-expected results. Outside of Maserati, which recorded first-half losses in the eight-figure range, Stellantis doesn’t report figures for individual brands.On the Chopping Block “The company’s performance in the first half of 2024 fell short of our expectations, reflecting both a challenging industry context as well as our own operational issues,” said Tavares. “If they don’t make money, we’ll shut them down. We cannot afford to have brands that do not make money.”The statement marks a position change for the Stellantis boss, who has stood behind the group’s individual brands since their 2021 merger. He told reporters he would be working with his team in the United States throughout the summer months to improve sales performance and reduce dealer inventory. Part of that work includes launching 20 new models globally this year, which Stellantis hopes will aid sales. Marc Urbano|Car and DriverThe focus is on sales in North America, which has performed below expectations. “We consider that the job is done in Europe,” said Tavares. “The job is not done in the U.S. and we are now going to take care of that work.”That could spell trouble for low-volume brands such as Maserati or Fiat, both of which fall under the Stellantis umbrella. As of 2024, the only model Fiat sells on our shores is the recently revamped 500e. Maserati, on the other hand, maintains a full lineup of internal-combustion cars and SUVs and has multiple EVs on the way. More Stellantis Production NewsJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

Toyota and Lexus will replace roughly 100,000 engines in Tundra trucks and LX SUVs built for the 2022 and 2023 model years.The replacement engines will resolve a May recall caused by machining debris left in the engine during the manufacturing process.The affected engines will be replaced free of charge; as of May 2024, Toyota was aware of 824 engine warranty claims that appear related to the issue. Toyota and Lexus are biting the bullet and replacing roughly 100,000 engines for owners of certain Tundra pickups and LX SUVs from the 2022 and 2023 model years. The replacement engines are necessary due to a recall issued in May caused by machining debris left in the engine during the manufacturing process. While the company had not figured out a fix at the time of the recall, an updated statement from Toyota on July 25 confirmed that Toyota’s solution is a simple one: Replace the whole dang thing. The full recall population includes 102,092 vehicles—98,568 Tundras and 3,524 LX600s. LexusThe recall only went into effect for purely gas-powered models, meaning Tundra and LX models with Toyota’s hybrid powertrain are unaffected. According to documents associated with the recall, in May 2024, Toyota was aware of 824 engine warranty claims believed to be associated with the issue. Thankfully, the brand was not aware of any injuries related to the problem. Toyota will begin contacting affected owners about the issue by late July, so right about now. Owners who are concerned their vehicle may be included can check using the National Highway Traffic Safety Administration’s website or Toyota’s recall tool. Recent RecallsJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More