• The 2025 Toyota GR Corolla will offer an optional eight-speed Direct Automatic Transmission (DAT).
• All 2025 GRC trim levels receive a torque increase to 295 lb-ft, while horsepower remains at 300 hp.
• The new GR Corolla features suspension tweaks, cooling upgrades, revised styling, and standard front and rear limited-slip differentials.
• Pricing starts at $38,860 MSRP for the Core model, with the automatic option costing an additional $2,000.

PRAYERS ANSWERED

I vividly remember the day Toyota shook the performance car world with the reveal of the GR Corolla. For those of us who have a soft spot for hatchbacks, turbocharged engines, all-wheel drive, and rally heritage, the GR Corolla felt like an answer to our prayers—especially for enthusiasts in the U.S. and Canada who were denied the GR Yaris. I suppose the GR Corolla wasn’t a terrible consolation prize, not to mention it’s more practical than the Yaris thanks to its larger size and four doors.

PROJECT CAR

Following its global debut, it took another year before nearly every hot-hatch-hungry enthusiast finally took delivery of their GR Corolla—including me. In the summer of 2023, I picked up a 2024 Core model, which eventually became a Turn 14 Distribution project car that made its way to the SEMA Show. The build showcased marquee parts from RS-R Japan, Yokohama Tire, Sparco, Volk Racing, Artisan Spirits, Eventuri, and more. After nearly 10,000 miles behind the wheel, I’ve come to appreciate the GR Corolla for both daily driving and the occasional canyon run. I know 300 hp and 273 lb-ft of torque from a turbocharged three-cylinder doesn’t sound like much compared to other cars in the $40K range, but it delivers plenty of zip. I’ll admit, full throttle isn’t overwhelming, but it’s far from underpowered. The power delivery has a broad, usable range with a sweet spot that makes for spirited street and touge-style driving. I’d be lying if I said the six-speed manual wasn’t a major selling point of the GR Corolla. Shifting gears and kicking the clutch feels like second nature to me, given that I grew up with manual project cars like my Mk4 VW GTI, as well as magazine builds like the Civic Si, Subaru STI, Scion FR-S, and BMW 135i.

NEW YEAR, NEW OPTION

At the end of August last year, Toyota introduced the 2025 Toyota GR Corolla to an intimate group of media, followed by one hell of a launch party at Bowls, an automotive lifestyle apparel store in LA’s Little Tokyo district. The big news? Just one year later, an automatic option would be available. The hater in me couldn’t help but ask—why make such a big deal about a boring automatic? Would it be slower? Why would any true driving enthusiast choose one? The questions kept piling up in my head. I also assumed there wouldn’t be much difference between the 2024 and 2025 models—after all, it had only been a year. They say, “Never make assumptions,” and as I’ve come to learn, there’s a lot more to the story behind this facelifted GR Corolla and its automatic transmission than any of us might have expected.

GR YARIS ROOTS

The GR Corolla’s foundation comes from the forbidden GR Yaris, including its 1.6L turbocharged three-cylinder engine and the newly available eight-speed automatic transmission (8AT). The GR Yaris debuted this transmission two years ago, but for the GR Corolla, Toyota modified the gear ratios, clutch material, and valve body for optimal shifting. What makes this software unique is its ability to sense driver inputs, maximize downshift speed, and select the best gear accordingly. Toyota emphasized that their TGR World Rally Team drivers were directly involved in providing feedback and signing off on the system. With that said, it had me intrigued by how good this 8AT could be…

CHANGES TO THE 2025 GR COROLLA

Before we dive into the auto, let’s bring you up to speed on what’s changed from the 2024 launch-year model to the 2025 version, which you’ll be seeing at your dealership this year.

Power. Horsepower remains at 300 hp, but torque is bumped up by 22 lb-ft to 295 lb-ft. With no changes to the engine or turbo hardware, this increase was achieved through software and boost update—bringing power in line with the Morizo Edition.

LSD. While it was an option on last year’s Core model, front and rear Torsen limited-slip differentials are now standard on all 2025 GR Corolla trim levels.

Driving Modes. The GRC’s controllable all-wheel-drive system that could toggle between 60:40, 50:50, and 30:70 was a sweet feature. However, the 2025 model ditches the 30:70 setting for a new “Track” mode, which dynamically distributes power between 60:40 and 30:70 based on driver inputs (50:50 is now named “Gravel” mode). Toyota also added a “Launch Control” feature for the auto.

Suspension. Three small tweaks to the suspension improve overall handling and stability. These include added rebound springs to the dampers, re-tuned rear springs, and sway bar, and raised trailing arm mounting points.

Cooling. The front bumper receives a dramatic visual update with a larger grille opening (wish I had waited one more year for this version!). The redesign also includes revised ducting that increases airflow to the radiator, intercooler, transfer case, and, of course, the transmission cooler if you opt for the auto.

DRIVING IMPRESSIONS

Toyota USA invited me to North Carolina, where I’d get to evaluate the 2025 GR Corolla—not just on everyday roads, but also at Charlotte Motor Speedway’s “Roval” road course. On these press trips, journalists tend to push prototype cars to their limits, putting them through the wringer to see how they stack up against other vehicles they’ve tested. I’m not one of the more aggressive drivers out there trying to set a time attack record every time I hit the track, but I will say I may have won the endurance race, completing the most laps after a two-hour stint. Opportunities like these are invaluable for gaining the best understanding of a car’s performance—while also savoring the thrill of tracking someone else’s car without worrying about wear and tear.

Torque Increase Accepted. The bump in power isn’t as significant as when Toyota did something similar with the second-year GR Supra, increasing power by 47 hp. However, torque is now matched to the Morizo Edition—the model that originally made me a believer in the GR Corolla. An extra 22 lb-ft might not sound like much, but it makes a worthy difference (trust me).

Handling Noticeable. After my first few laps, I found it interesting that Naoyuki Sakamoto, the chief engineer of the GR Corolla, approached me to ask about the handling changes before even mentioning the automatic. Toyota’s goal with the suspension tweaks was threefold: improve traction and response during turn-in, maintain more stability at higher speeds, and reduce rear squat during acceleration. While I don’t think these updates will shave seconds off a lap time, they do make a difference. The car feels more balanced, and the revised suspension setup is hard to argue with.

Automatic Ain’t So Bad. I spoke with five fellow journalists on the press trip, and we all agreed: “The automatic ain’t so bad and is better than expected.” My biggest takeaways are as follows:

• Acceleration is practically identical to the manual. Toyota didn’t confirm whether the automatic is quicker in a 0-60 mph sprint, but I’d guess the manual might still be a fraction faster, depending on the driver.
• It’s no dual-clutch system, but it does the job with near-seamless acceleration. Sport mode finally makes sense, as it delivers quicker shift changes—whereas in manual GR Corollas, I’ve always struggled to feel a difference. I’ll give credit to the GR engineers for tuning the ECU to keep it in the correct gear and downshift properly during heavy braking. It truly feels like a pure performance car despite using a torque-converter automatic.
• While there are paddle shifters, I left the car in regular mode. In my opinion, any automatic car needs a robust powerplant to make paddle shifters worthwhile and deliver that “snap” or “whip” sensation with each shift. The same goes for the anticlimactic launch control feature—like the paddles, it needs more power to be truly appreciated.

THE VERDICT

Toyota revealed to me that they don’t intend to sell more 8ATs than manuals (thank goodness); however, the manual option is there, and it offers near-identical performance while lowering the barrier to entry. “I don’t know how to drive stick” is no longer an issue with the GR Corolla, making the hatch more appealing to families, younger generations, older enthusiasts, and beyond. It’s well worth the $2,000 automatic option, in my opinion.

I give props to Toyota for making so many legitimate updates after just one year. It’s not just a new paint option or different floor mats—bumping up the torque to Morizo levels, updating the front bumper and ducting after track guys voiced complaints about cooling issues, and recalibrating the suspension following critical journalist reviews are changes worth recognizing. This demonstrates exactly what the Gazoo Racing brand is all about.

I’ve been asked a bunch of times if I would trade my current GR Corolla for a new automatic… While I wouldn’t mind the auto while sitting in LA traffic, there’s simply no replacement for a six-speed gearbox when it comes to the overall driving experience. I’ve even contemplated trading in my ZF-equipped GR Supra for a manual one; however, going the other way and opting for an automatic GR Corolla? That’s a “no thanks” from me. I’m a car nerd who likes to drive fast and fun cars. A manual GR Corolla does just that—but don’t let my opinions stop you. An automatic GR Corolla in the garage is a thousand times better than no GR Corolla at all!