TEST DRIVE: Toyota GR Corolla

Back when I started writing car reviews for this site, I would have never imagined that I’d be reviewing a Toyota Corolla, but here it is. Who would have ever thought Toyota would build a hot version of their entry-level model to join the likes of the GR Supra and the GR86 in their sporty car lineup?

More importantly, this car doesn’t just have an attractive spec sheet, but delivers the goods when it comes to the driving experience.

A starting price of $35,900 USD may seem like a lot for a Corolla, but you get a lot for your money when you take a look at the spec sheet on this car.

The turbocharged three-cylinder engine puts out 300 horsepower, so there’s that, but you also get standard all-wheel-drive that allows the driver a choice of torque distribution between the front and rear axles, a triple-exhaust that is designed to reduce backpressure, a six-speed manual transmission (the only transmission offered on this car), upgraded brakes and a performance-tuned suspension.

The GR Corolla comes in three different versions ranging in price from $35,900 to $49,900. Both the entry-level Core model ($35,900) and the Circuit Edition ($42,900) share the same engine that produces 300 hp and 273 lb.-ft. of torque, while the Morizo Edition ($49,900) uses the same engine but has the turbo set to run at higher boost (26.3psi instead of 25.2) to up the torque to 295 lb.-ft. The 0-60 time for all three models is around five seconds.

All three models have all-wheel drive, but the Core model comes with an open differential while the Circuit Edition and Morizo Editions come with Torsen limited slip diffs. The Morizo Edition also features a stiffer suspension setup, additional floor bracing and Michelin Pilot Sport Cup 2 tires instead of the Michelin Pilot Sport 4S tires found on the other two models. It also has the rear seat removed and weighs around 100 pounds less. Of course, there are also some differences in trim and badging with the various editions.

Thankfully, the Performance Package ($1,180) that’s available for the Core and Circuit Editions includes the Torsen limited slip differential and throws in some red-painted brake calipers.

Our test car was a Core Edition car but had the Performance Package as well as the Technology Package (which includes premium audio and wireless smartphone charging) and the Cold Weather Package (heated seats and steering wheel) that bumped the price of our test car up to $40,159.

Opinions were mixed on the styling of the GR Corolla from others while I had it, but I like its funky looks with the triple exhaust outlets, the flared fenders and the gaping front grill with the radiator showing through.

It has a rally car feel to it, which also carries over to the driving. With the all-wheel drive and limited slip diff at work, the raspy exhaust note and the necessity of keeping the engine in the meat of the power band with the manual transmission, you kind of feel like you should be on a rally stage when you’re throwing it down a twisty stretch of road.

One of the coolest features in the GR Corolla is the GR-FOUR all-wheel drive system that lets you choose the front and rear torque distribution. You can set it to 30:70 (front/rear) to put more power at the rear, to 50:50 for the best balance front to rear or at 60:40, which may be the best setting for everyday driving situations. It’s all accessible by turning a dial, or by going into Track mode, which sets the distribution at 50:50.

The effectiveness of the GR-FOUR system, and the GR Corolla as a car, was evident on the day I took it to a Sports Car Driving Association track day at Lime Rock Park.

The drive up is a mix of highway and twisty roads, and the GR Corolla proved to be comfortable enough for a long highway drive, though it is on the firm side. The seats are comfortable and supportive, and I like the simplicity of the interior, though the infotainment screen seems disproportionately large.

The car is at its best on the type of twisty back roads that are prevalent in western Connecticut, and the engine, transmission, suspension and brakes all work great together. The only minor complaint I have is a lack of steering feel, though the steering is accurate.

I wasn’t quite sure what to expect with the car on the track at Lime Rock, but it proved to be a lot of fun to drive. Most of the power comes between 3,000-5,000 rpm, but it pulls hard in that midrange.

This car isn’t made for high top speeds but rather for cornering speeds. Going into the tricky turn one with the GR-FOUR system set at 50:50 and with the limited slip diff working, you can really take that turn at higher speeds and with a higher exit speed than you would expect, and the body roll is well-controlled and balanced.

The uphill and downhill sections of the track were also handled with aplomb by the GR Corolla. Both of those turns can be tricky and give a big dose of the pucker factor if you get it wrong, but it was very easy to place the GR Corolla on the right line and power into and out of the corners, knowing that the hardware in the car is working together to keep everything stable.

Driving the Core Edition of the GR Corolla at Lime Rock made me want to try out the Morizo Edition, but the Core Edition is certainly an easier car to live with daily if you’re not just saving the car for track days.

This car would be a lot of fun at an autocross as well, and the price tag seems like a good value if you plan to use it for those purposes as well as driving it on the street.

This is still a Corolla and has a practical side as well, and it does a great job of delivering the goods as both a daily driver and a car you can have fun with on a circuit.