Yahoo Autos 2025 Toyota GR Corolla Democratizes Fun with an Automatic Gearbox
Toyota is done gatekeeping the GR Corolla. When the 300-hp hot hatchback emerged for 2023 exclusively with a six-speed manual transmission, enthusiasts rightfully rejoiced. Yet while we at Car and Driver have long espoused the virtues of rowing your own gears, it's only fair to acknowledge that not everyone desires the do-it-yourself approach. For some, their knees can no longer handle the constant footwork, while for others the slog of a congested commute makes a clutch pedal more of a chore than a delight. The 2025 Toyota GR Corolla arrives with an optional eight-speed automatic transmission, and we drove both automatic- and manual-equipped 2025 models at Charlotte Motor Speedway. The eight-speed can't match the engagement of the stick shift but proved a capable and willing partner that makes the GR Corolla both quicker around the track and more approachable to novice track-day-goers, as well as a tamer beast for daily driving.
And Toyota did more than just add a new transmission. While the turbocharged 1.6-liter three-cylinder's horsepower output is unchanged, all GR Corollas now churn out 295 pound-feet of torque, a figure that was previously exclusive to the Morizo limited edition and represents a 22 pound-foot increase over previous regular models. The extra oomph doesn't make the car feel vastly quicker, but the automatic gearbox allowed Toyota to incorporate launch control. Although the computer-aided launch isn't particularly violent, it certainly felt more rapid than simply mashing the throttle, where the GR Corolla bogs down initially before surging forward. However, our experience was limited to a single launch-control start, a precaution to protect the differentials, Toyota said. We look forward to subjecting the GR Corolla to our testing regimen to see how much time it can shave off of the 4.9-second sprint to 60 mph we recorded in a manual model.
The 2025 model year also brings styling changes, which are minimal but functional. The front bumper has been opened up to improve cooling, with larger vents feeding a sub-radiator—optional on the Premium trim and standard on the Premium Plus—and, on automatic-equipped cars, a transmission-fluid cooler. Beneath the metal, the previously optional Torsen front and rear limited-slip differentials are now standard across the lineup. Toyota also tweaked the suspension, adding rebound springs to the front and rear dampers to reduce inner wheel lift, while the rear springs and anti-roll bar were adjusted to allow for better contact between the tires and the ground through corners. The trailing arm mounting point was raised by 1.2 inches to minimize rear squat during acceleration, and the brake ducts were also revised.
We drove both automatic and manual GR Corollas on a modified version of the Charlotte roval, including the tight infield section and the speedway banking. Toyota says it retuned the clutch pedal in stick-shift models for "snappier" operation, and the pedal certainly felt springier than before. Otherwise the experience was familiar, with a satisfyingly mechanical feel to the short-throw shifts. The pedals remain too far apart for easy heel-toe downshifting, but the iMT button to turn on rev matching now sits in a more prominent position next to the shifter.
Surprisingly, the GR Corolla doesn't feel drastically different with the eight-speed gearbox, other than giving your left leg and right hand a break. Like the manual, the automatic features closely spaced gears, and the ratios of the first six gears are actually quite similar between the two transmissions. With both gearboxes, first gear tops out around 30 mph while you enter third around 55 mph and need to shift again as you near 80 mph. Even on a fairly tight circuit, the GR Corolla's gearbox gets a workout, keeping the driver engaged even if you're pulling paddles instead of modulating a clutch pedal.
The eight-speed shifts quickly and downshifts intuitively under braking, with Toyota programming the software to anticipate when to shift by learning how the driver operates the brake and accelerator. It isn't afraid to downshift close to redline, putting you in the lowest gear possible and keeping the GR Corolla in its powerband. The shifts feel hastier when the transmission is left to its own devices, with just the slightest pause when shifting via the paddles. Yet, the transmission's logic was smart enough that we were happy to let the GR Corolla handle everything itself, allowing us to focus on hitting our marks around the track.
The paddles themselves, mounted to the steering wheel, aren't among the most rewarding units we've handled. The click action is a bit soft and muted, and the plastic isn't as tactile as the metal paddles in some cars. Then again, the material likely keeps costs down for this fairly affordable performance machine.
Otherwise, the GR Corolla feels largely the same as before, which is no bad thing. The all-wheel-drive system keeps the hatchback stable, with an adjustable torque split between the front and rear that adjusts the car's character. Toyota now applies names to the different splits, with 60:40 becoming Normal mode, the 50:50 split called Gravel, and the Track setting continuously varying between 60:40 and 30:70 based on the car's behavior.
In Track mode, the GR Corolla is playful, exhibiting some rotation as you apply the throttle midcorner while still feeling secure. The car squirms a bit under heavy braking but turns in sharply. Just as before, the engine requires you to live around 4000 rpm to make the most of its 300 ponies. Blow-off valve whooshes add to its exuberant attitude. Gravel mode brings more balance to the handling and limits sliding, while Normal induces a bit of understeer. The GR Corolla's variable character makes it approachable, allowing you to dial up the "difficulty" as you get accustomed to the car and track, almost like a video game.
We also sampled an automatic Premium Plus model on the roads outside the speedway. The automatic transmission adds $2000 versus the manual, and with the only other option being $475 Heavy Metal gray paint, the GR Corolla we drove on the road rang in at $49,125 (base price for the 2025 model is a far more accessible $39,995).
In highway driving, the automatic's extra two gears create a calmer demeanor than the manual models. In eighth gear at roughly 80 mph, the GR Corolla settles in at 2300 rpm, the three-cylinder's engine note fading into a low background hum. Still, the transmission never dozes off, readily downshifting a couple of gears at a moment's notice when you apply throttle to execute a pass. The transmission doesn't miss a beat when the GR Corolla is set to the Normal or Eco drive settings either, even though Toyota says it was tuned for operation in the Sport mode we utilized on track. However, it's worth noting that opting for the automatic does incur a 2-mpg penalty versus the manual in the car's EPA combined rating, dropping its federal figure from 24 mpg to 22.
The cabin is basically unchanged, with a 12.3-inch digital gauge cluster and an 8.0-inch central touchscreen. The Premium Plus model also features a standard head-up display and red stitching to inject a bit of pizzazz to the otherwise dark interior, along with a forged carbon-fiber roof, JBL sound system, and a heated steering wheel and front seats. Automatic models also add adaptive cruise control and Proactive Driving Assist, which applies light braking or steering inputs to maintain a safe distance to cars, cyclists, or pedestrians.
Ultimately, for those looking for maximum driving engagement, the GR Corolla's stick shift is still the way to go. But the eight-speed automatic is proficient both on and off the track, doing nothing to detract from the sharp steering, nimble chassis, and versatile all-wheel-drive system, opening up the fun to even more people than before.
You Might Also Like
