2023 Toyota GR Corolla First Drive Review: Practical Performance On Street & Track
The GR Corolla is a sporty four-door, but does the superior Morizo Edition trade away too much usability in search of lap times?
When enthusiasts assemble lists of iconic dream cars, how often does the name Toyota Corolla make the cut? Not to knock one of the most reliable and economical platforms of the last 50 years, of course. But fun and sporty and exciting aren’t usually synonymous with Toyota’s Little Crown. The question, of course, is how much will perception change thanks to the Gazoo Racing-engineered GR Corolla?
Picture this… a four-door compact hatchback that ditches its 168-horsepower motor for a potent 300-horsepower turbocharged 3-cylinder engine. Toss in a manual (only) transmission, all-wheel drive, sport bucket seats, upgraded brakes, and additional structural stiffening. And you’ve got yourself a recipe for a practical hatchback with track-time bonafides.
Naturally, Toyota isn’t the first automaker to hotify a practical hatchback, with the Volkswagen Golf R and Honda Civic Type R defining the segment over the years. But Toyota appears to be hungry for a big chunk of the hot-hatch market thanks to the GR Corolla’s track-ready all-wheel-drive system (more on this below) and relatively strong pricing. Only the 2-Door Hyundai Veloster N is cheaper.
How did Toyota do? Let’s dive in…
GR Corolla Quick Specs
Courtesy of Toyota USA (some preliminary specs may evolve)…
- Horsepower: 300 hp @ 6,500 RPM
- Torque: 273 ft.-lbs 3,000-5,500 RPM (Core & Circuit); 295 ft.-lbs 3,250-4,600 RPM (Morizo)
- Max Boost: 25.2 PSI (Core & Circuit); 26.3 PSI (Morizo)
- 0-60 mph (manufacturer estimated): 4.99s (Core & Circuit); 4.92s (Morizo)
- Required fuel: Premium (91+)
- Weight: 3,252 lbs (Core base); 3,262 lbs. (Core w/Dual LSD) 3,285 lbs. (Circuit Edition); 3,186 lbs. (Morizo)
- Wheels: 18-in. cast alloy gloss black 15 spoke (Core & Circuit); 18-in. forged alloy wheels matte black finish 10 spoke (Morizo)
- Tires: 235/40R18 Michelin Pilot Sport 4 (Core & Circuit); 245/40R18 Michelin Pilot Sport Cup 2 (Morizo)
- Base MSRP (not including destination & delivery): Core ($35,900); Circuit ($42,900); Morizo ($49,900)
- Max MSRP (including D&D): Core ($39,780); Circuit ($44, 420); Morizo ($52,640)
What do YOU think about the GR Corolla?
Let us know HERE in the forums!
First Drive Impressions
Toyota recently flew ClubLexus to Salt Lake City, Utah (travel & accommodations were covered) to drive the GR Supra Manual and GR Corolla on track at the Utah Motorsports Campus. For testing purposes and first drive impressions, we had access to a two-mile stretch of twisty track as well as a street-road type loop around the entire campus.
When talking GR Corolla, its G16E-GTS engine gets a lot of buzz. At only 1.6-liters, this power-dense turbo 3-cylinder engine produces 300 peak horsepower at 6,500 rpm. It’s a marvelous bit of engineering. But for my two pennies, the GRC’s killer all-wheel-drive system is more responsible for the vehicle’s overall dynamics. To be completely honest, I don’t understand fully how it works. If you’re curious, Engineering Explained produced a helpful video on the topic —
The short, oversimplification is this — Toyota placed a clutch pack between the front and rear differentials. Depending on how much this clutch pack engages, it varies how much torque splits between the front and rear wheels. Drivers get three options: 60-40 (front), 50-50, and 30-70 (rear).
In 60-40 mode, the GR Corolla drives almost like a typical Corolla with a little added traction out back, perfect for those in colder climates. Conversely, 30-70 mode turns the GRC into a slightly-tail-happy machine more reminiscent of a rear-wheel-drive car or even the Audi RS 3 (which shares its torque-vectoring rear diff with the Golf R). I didn’t get to spend much time in this mode, but heard other journalists complimenting it.
For track adventures, Toyota recommends 50-50 for a perfect blend of balance and grip. This is where I spent 80% of my GR Corolla testing and it’s incredibly impressive. No hint of torque-steer, understeer, or oversteer, the GR Corolla felt a little bit like a go-kart (or a go-karting video game). Mash pedal. Slam brakes. Turn. And repeat.
Core & Circuit Editions
Jumping into a well-optioned GR Corolla Core model is very similar to the Circuit experience. Yes, the Circuit gets the extra hood bulge with active venting and a forged Carbon Fiber roof. And the Circuit’s red interior is also a touch sportier in my opinion (I’m a sucker for red). But with the same tires, same brakes, same gears, same Torsen differentials, same premium radio, and same turbo tune, I couldn’t tell much of a difference in driving them on and off track.
Both the Core and Circuit editions are sublime street cars with four doors, tons of cargo, and enough room for four adults in a pinch (this is still a compact after all). The manual transmission shifts easily with a light clutch and excellent shifter position. The GR Corolla revs pretty quickly with a decent torque band and hangs out up top. Brakes are confidence-inspiring. The Michelin Pilot Sport 4 tires (note: not the full ‘4S’ tire) are fairly grippy. And the seats are super comfy.
It’s a fun car on the street and you can abuse it all day long doing performance driving. (Said after participating in the last wave of a press event where dozens of journalists flogged them for three days straight.)
But if I’m being honest, the GR Corolla lacks true sports car power. By comparison, it’s down almost 90 hp from the Supra (which really shines in back-to-back testing versus the GR Corolla). And down about 150 ponies from a variety of American V8 sports cars. To be clear, hot-hatches aren’t supposed to be Corvettes or Mustangs. But I wanted to mention this for the sake of any readers who might be used to driving more powerful vehicles.
Still, as a track-is ready $40,000 four-door, GR Corolla’s value proposition is clear. But driving it back-to-back versus the more powerful GR Supra Manual left me wondering what was missing…
Until I drove the Morizo Edition
Not only is this edition named after Toyota President Akio Toyoda’s racing alias — Morizo — but he personally helped develop the driving experience. And after tracking the Core and Circuit editions, I could see why Toyoda felt compelled to push the engineering envelope. Among the many upgrades, you’ll find —
- Stickier and wider track-focused Michelin Pilot Sport Cup 2 tires…
- Revised 1st and 3rd gear ratios…
- An extra pound of turbo boost, good for 22 extra foot-pounds of peak torque…
- Weight reduction worth 100 pounds…
- Suede steering wheel and shift knob…
- A 2-speaker non-premium radio (to help with said weight reduction)…
- Rear-seat delete with extra chassis bracing…
In short, the Morizo edition produces a thrilling driving experience that best represents the car’s purest identity. Quicker into the power band. More rev-happy. Glued to the asphalt and faster into the corners with what feels like endless amounts of grip. The Morizo is as sure-footed as they come and, even though it’s less powerful, I’d like to see two pros race the Morizo against a Supra on a short and tight track.
It’s, in my humblest opinion, one of the best driver experiences you could get for the money (without going to a dedicated sports car)… straight off the dealership floor. I honestly wish the Core and Circuit editions felt this tight and cohesive, although I’m sure they could be much improved with wider, stickier rubber.
Because there’s one big red flag about the Morizo I can’t ignore…
Does the Morizo Trade Away Too Much Practicality?
The Morizo is the best GR Corolla, but it’s also the most expensive and least practical in some serious ways. What’s the point in owning a four-door hot hatch without a back seat? No such sacrifices are made in the CT4-V Blackwing. And, at $53,000 grand, would a base GR Supra (auto or manual) deliver more thrills? I suppose one can still go to Home Depot and grocery stores in a GR Corolla, taking advantage of all the cargo room behind the front row, but still.
For all the (MANY) smiles-per-gallon the Morizo delivers, the hot-hatch equation feels imbalanced.
I’d also caution folks from driving Cup 2 tires on a daily basis — in rain or without being properly warmed up, these incredible track tires are more akin to ice skates in the wrong conditions. As such, it feels like the Morizo — without swapping out the tires — is less of a daily driver than a turnkey weekend racer or autocrosser for stock-class amateur racing circuits. Which of course is a pretty cool thing if you’re looking for one.
GR Corolla Final Thoughts
The GR Corolla appears poised to be a hit for hot-hatch enthusiasts. With sporty power and practical cargo space, drivers are going to have delirious amounts of fun on track days and autocross courses (and in snowy parking lots)… and then go pick up the groceries on the way home.
It’s also going to get a crap-ton of enthusiast and YouTuber hype with all sorts of clickbait proclamations.
Don’t worry about the hype, though. The GR Corolla is the real deal. The Morizo is the best handling of the bunch, but lacks everyday practicality. The Core and Circuit editions are killer streetcars with the ability to hang out on track for days on end. (Literally.) Yes, they aren’t as precise. And those used to more power might be underwhelmed. But context is key.
Toyota engineered a 300-horsepower, all-wheel-drive, manual-only hot-hatch for performance and street driving and (fingers crossed dealers don’t ruin this) it costs under $40 grand.
If the GR Corolla fits your needs and budget, run don’t walk to get on the reservation list. It’s simply one of the most well-rounded and fun vehicles you’ll be able to buy this year.
Who Should Buy a GR Corolla?
- Parents / small families who want a sports car but need something roomy and safe
- Enthusiasts who want more practicality than a two-door sports car provides
- Beginner-level track rats and autocrossers who want a stable vehicle with good (but not excessive) power and traction to help them grow and learn
- Hot hach and/or Toyota enthusiasts
Photos courtesy of Toyota USA
