The Toyota GR Corolla should be the car I prefer for its special sauce, the all-wheel drive plus a mechanical handbrake. That combination allows it to do things the Honda Civic Type R simply cannot, like donuts and handbrake turns.

If I needed one car to cover every possible form of performance driving, the GR Corolla would make a very convincing case for itself. But if I were to remove that requirement from the equation, the answer becomes surprisingly clear: I would take the FL5 Civic Type R.

There you have it, end of comparison. If you are curious why, allow me to explain.

The GR Corolla is deeply capable, but it is also oddly difficult to get it to behave the way I wanted. For a car with all-wheel drive and configurable power distribution, I expected it to feel more adjustable. Instead, on the road at least, I found myself trying to get it to not understeer. It felt almost unstickable and not particularly willing to rotate on power in a consistent way.

It’s strange because the GR Corolla has the hardware that should make it the more adjustable car, yet the FL5 was the one that felt easier to place, easier to rotate and easier to flow with.

The Civic Type R is front-wheel drive, so there is no escaping its fundamental limitation. There is only one way to go properly fast in a front-wheel drive car. You don’t wire your brain to the rear axle in the same way you would in a rear-wheel drive car. You cannot steer it on the throttle in that beautifully adjustable way. In that sense, front-wheel drive will always be more one-dimensional.

But within that limitation, the FL5 is exceptional.

It feels like a scalpel through corners. The front end is sharp, the rear is willing to help when you get near the limit, and the limited-slip differential does a superb job of pulling the car out of corners without making it feel like it is simply washing wide. Like any properly set up front-wheel drive performance car, the rear helps rotate the car into the corner, then the front axle pulls it out.

There’s a sense of balance that makes it feel less blunt than many fast front-wheel drive cars. Both the GR Corolla and FL5 can achieve rotation through trail braking, but I found it easier and more natural in the Honda.

The FL5 also has an ability to disappear around you. That sounds like a cliche, but it is the best way to describe it. It allows you to focus on driving rather than constantly thinking about what the car is doing, almost a jinba ittai quality if one wanted to borrow Mazda’s favourite phrase.

High-speed stability is where the FL5 really stood out to me. I struggle to think of many Japanese performance cars, short of things like a Lexus GS F or Nissan GT-R, that feel this planted and confident at serious speeds. The Civic Type R feels like it could sit above 200 km/h on an autobahn all day without any nerves.

The GR Corolla is secure too, of course. But there is a difference between feeling secure and feeling settled. The latter is not present in the GR Corolla. Over larger compressions, the GR Corolla can buck and rob the driver of confidence.

That said, Honda hasn’t got every mode right. +R mode is far too stiff for normal roads. It makes the car hop and skip over bumps, which is not what you want when trying to drive quickly on an imperfect surface. Comfort mode is the one I would leave the suspension in permanently, even when driving spiritedly. Thankfully, Individual mode allows you to keep the suspension in Comfort while sharpening the rest except for the steering too.

In Sport, it is too heavy and too tightly wound, to the point where it feels like you are wrestling the car rather than flowing with it. Comfort steering is lighter, more natural, and more in tune with other controls like the gearshift and pedals.

This is one area where the GR Corolla still has an advantage. Its control weights are lovely. The clutch, throttle, steering and overall tactility have a slightly modified-car feel to them, and I mean that as a compliment. There is a mechanical transparency to the Toyota, with its clunks and chatter, that the Honda does not possess.

The FL5’s clutch is lighter, but the whole car is incredibly easy to shift smoothly. It does not punish sloppy clutch and throttle timing as much as the GR Corolla does, and that makes it very natural to drive quickly and cleanly. You do not have to compensate for the car or think too much about being smooth. You just drive.

In terms of engines, the Toyota’s three-cylinder is the more characterful unit. It sounds fruitier from factory, the exhaust has a proper presence at idle, and it does not rely on fake noise being pumped into the cabin. It has that old-school boosty character, which makes it feel more special in many ways.

The Civic Type R’s engine is less characterful at low speeds, and without artificial sound enhancement, there would not be much drama in the cabin. But once the FL5 gets past 4,000 rpm, there is still a bit of that VTEC-like sensation where the engine wakes up and really starts to haul. The top end is more satisfying than the Toyota’s, even if the Toyota has the more interesting sound and personality overall.

As daily cars, the Honda pulls further ahead. Comfort is no contest. The FL5 rides better (in comfort mode), feels more refined and is simply easier to live with. Both are perfectly daily-drivable, but the Honda’s lighter clutch, more expensive-feeling ride quality, and more refined engine make it less effortful day to day.

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Tyre noise is not great in either car, but the FL5 still feels like the more premium product. It is more spacious, better built and has nicer materials. The driving position in both cars is excellent, but the Honda makes you feel more cocooned with its superb seats and relatively low hip point.

The infotainment system is better integrated in the Honda too, whereas the GR Corolla’s unit feels aftermarket. Audio system is disappointing in the FL5. Some markets get Bose, but without it, the sound quality is below average. Surprisingly, the GR Corolla’s audio system is more acceptable. Not great, but more dynamic than the Honda’s.

Let’s get really nitpicky about the FL5. The electronic parking brake does not automatically disengage when throttle is applied. The fake engine noise doesn’t sound good at all. There is no middle rear seat and no rear air vents, but neither does the GR Corolla. The suede steering wheel will not age gracefully with use. The headlight beam is not as even or nicely spread as the GR Corolla’s projectors. And yes, there is still a boy-racer image attached to the Civic Type R, whether fair or not.

On the topic of price, the FL5 Civic Type R is officially priced at RM 399,900, while the GR Corolla is RM 368,950. On the grey market, both can now be found in the RM 250k range. In other words, if you can afford one, you can probably afford the other. So this becomes less about value and more about what kind of performance car you actually want.

Neither car is a proper teaching tool to drive. To me, only a rear-wheel drive car can properly teach you about balance, throttle control and what the rear axle is doing. But between these two, the Civic Type R feels more willing to work with you in pursuit of speed, while the GR Corolla can sometimes feel like it is simply preventing you from yourself.

The Civic Type R is not some raw, intimidating machine either. In fact, it is just easy to drive quickly. It is so capable and so refined that you could argue it flatters the driver just as much as the GR Corolla. But it also has a precision and completeness that the Toyota does not quite match.

The GR Corolla is the more versatile toy because it can do things the FL5 simply cannot. If gymkhana is a major part of your life, or if you regularly drive on loose and low-grip surfaces, the Toyota has a set of tools the Honda simply does not offer. In those scenarios, the GR Corolla would really shine.

Perhaps that is the answer. If you want the car that can do more silly things, buy the GR Corolla. If you want the car that feels better almost every time you get in and drive, buy the Civic Type R.

For me, that makes the FL5 the better car. And this is coming from someone who still thinks the rear axle should be doing more of the work.

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Honda Civic Type R FL5 Specs

Engine: 2.0-litre VTEC Turbo inline-four
Power: 319 PS
Torque: 420 Nm
Transmission: 6-speed manual
Drivetrain: Front-wheel drive
Price: RM 399,900

We like: Exceptional precision, superb high-speed stability, refined ride, better cabin quality, lighter clutch, easier daily usability, more spacious and practical
We don’t like: FWD remains one-dimensional by nature, fake engine noise, +R mode too stiff for Malaysian roads, no middle rear seat, no rear air vents, poor standard audio, expensive through official channels

Toyota GR Corolla MT Specs

Engine: 1.6-litre turbocharged three-cylinder
Power: 300 hp
Torque: 400 Nm
Transmission: 6-speed manual
Drivetrain: GR-Four all-wheel drive
Price: RM 368,950

We like: AWD versatility, mechanical handbrake, fruitier engine character, lovely control weightage, more interesting trick set, compact size, strong security and traction
We don’t like: Less refined than the FL5, feels reluctant to rotate, suspension bucks over larger compressions, less spacious and premium inside, engine feels more at home in the GR Yaris, infotainment feels slightly aftermarket

Ini ialah Toyota GRMN Corolla, versi lebih hardcore kepada GR Corolla yang dibangunkan dengan input daripada dunia motorsport dan ujian di Nurburgring.

Lencana GRMN bermaksud “Gazoo Racing Masters of Nurburgring”, dan model terbaru ini menandakan kemunculan semula nama tersebut selepas GRMN Yaris. Tidak seperti GR Corolla biasa, fokus utama di sini bukan untuk menambah kuasa, tetapi meningkatkan kestabilan kelajuan tinggi, prestasi selekoh dan ketahanan di litar.

Kuasa masih datang daripada enjin G16E-GTS 1.6 liter turbo tiga silinder yang menghasilkan 305 PS. Namun, tork maksimum meningkat sebanyak 15 Nm kepada 415 Nm, dengan Toyota memberi tumpuan khusus kepada peningkatan tork pertengahan antara 3,600 rpm hingga 4,800 rpm untuk pecutan keluar selekoh yang lebih kuat. Enjin ini dipadankan dengan transmisi manual 6-kelajuan. Toyota masih belum mengumumkan versi automatik untuk GRMN Corolla.

Sistem intercooler water-spray turut ditambah untuk menyokong prestasi pecutan penuh secara berterusan. Menurut Toyota, pembelajaran daripada kereta lumba Corolla berkuasa hidrogen cecair yang digunakan dalam siri Super Taikyu di Jepun turut menyumbang kepada penambahbaikan ini.

GRMN Corolla juga menerima pakej aerodinamik yang besar, dengan banyak komponen diperbuat daripada gentian karbon. Ini termasuk bonet karbon dengan duct mendatar, fender hadapan karbon dengan saluran udara, spoiler tambahan pada bampar hadapan dan sayap belakang boleh laras yang besar.

Sayap belakang tersebut boleh dilaras dalam peningkatan satu darjah, manakala elemen aero hadapan dan sisi direka untuk meningkatkan kestabilan kelajuan tinggi serta pengurusan aliran udara.

Kereta ini menggunakan rim forged BBS 18 inci berwarna bronze, dibalut tayar Michelin Pilot Sport Cup 2. Tayar ini juga 10 mm lebih lebar berbanding tetapan GR Corolla biasa.

Toyota turut menyemak semula casis untuk prestasi litar yang lebih konsisten. GRMN Corolla menerima penyerap hentak monotube baharu dengan internal rebound spring, bump stop yang dioptimumkan dan talaan suspensi baharu untuk meningkatkan cengkaman roda dalam serta prestasi selekoh pada kelajuan tinggi.

Stereng kuasa elektrik juga ditala semula untuk mengekalkan berat stereng yang konsisten ketika beban lateral tinggi, manakala sistem pacuan semua roda GR-Four telah dikalibrasi semula untuk agihan tork belakang yang lebih baik dan kestabilan selekoh yang lebih tinggi pada kelajuan ekstrem.

Ketegaran struktur turut dipertingkatkan. Toyota telah meningkatkan penggunaan structural adhesive daripada 13.9 meter kepada 32.7 meter, satu pembangunan yang kemudiannya turut digunakan pada GR Corolla yang dikemas kini.

Di bahagian dalaman, GRMN Corolla mengikut falsafah hardcore yang sama seperti Morizo Edition sebelum ini. Tempat duduk belakang telah dibuang dan digantikan dengan rear strut brace, menjadikan model ini sebuah hot hatch dua tempat duduk sepenuhnya.

Pembuangan tempat duduk belakang, bersama beberapa langkah pengurangan berat lain, menyumbang kepada penjimatan berat 30 kg berbanding GR Corolla standard.

Tempat duduk hadapan juga digantikan dengan bucket seat khas yang dibangunkan dengan input daripada pemandu perlumbaan Super Taikyu. Menurut Toyota, tempat duduk ini direka untuk memberi sokongan kuat, sambil masih menyediakan ruang mencukupi untuk penggunaan helmet.

Perincian dalaman lain termasuk aksen Alumite Red, trim forged carbon, papan pemuka dan A-pillar dengan kemasan flocked, tandatangan Morizo yang disulam pada papan pemuka serta plak bernombor eksklusif pada konsol tengah.

GRMN Corolla akan ditawarkan dalam jumlah terhad, dengan keutamaan diberikan kepada Jepun, Amerika Utara dan Australia. Di Jepun, permintaan tempahan akan dibuka melalui aplikasi GR pada suku ketiga tahun ini, dengan jualan dijadualkan bermula tahun depan.

This is the Toyota GRMN Corolla, a more hardcore version of the GR Corolla developed with lessons from motorsports and Nurburgring testing.

The GRMN badge stands for “Gazoo Racing Masters of Nurburgring”, and this latest model marks the return of the name after the GRMN Yaris. Unlike a regular GR Corolla, the focus here is not on adding more power, but on improving high-speed stability, cornering performance and circuit durability.

Power still comes from the G16E-GTS 1.6-litre turbocharged three-cylinder engine, producing 305 PS. However, peak torque has increased by 15 Nm to 415 Nm, with Toyota placing particular focus on improving mid-range torque between 3,600 rpm and 4,800 rpm for stronger corner-exit acceleration. The engine is paired with a 6-speed manual transmission. Toyota has not announced an automatic version of the GRMN Corolla.

A water-spray intercooler system has also been added to support sustained full-throttle performance. Toyota says learnings from the liquid hydrogen-powered Corolla race car used in Japan’s Super Taikyu series contributed to the improvements.

The GRMN Corolla also receives a significant aero package, with many elements made from carbon fibre. These include a carbon bonnet with a horizontal duct, carbon front fenders with air outlets, additional front bumper spoilers and a large adjustable rear wing.

The rear wing can be adjusted in one-degree increments, while the front and side aero elements are designed to improve high-speed stability and airflow management. The car rides on 18-inch BBS forged alloy wheels finished in bronze, wrapped in Michelin Pilot Sport Cup 2 tyres. These tyres are 10 mm wider than the regular GR Corolla’s setup.

Toyota has also revised the chassis for more consistent performance on track. The GRMN Corolla gets new monotube dampers with internal rebound springs, optimised bump stops and revised suspension tuning aimed at improving inner-wheel traction and high-speed cornering.

The electric power steering has been retuned to maintain consistent weight under high lateral loads, while the GR-Four all-wheel drive system has been recalibrated for enhanced rear torque distribution and improved cornering stability at very high speeds.

I drove the pre-facelift Toyota GR Corolla on track, and having spent time now with the facelift, they feel mostly identical in character. What stayed with me about this car is not about firepower, it is how hard it is to make the thing misbehave.

You can throw a lot at it and it does not really seem to care. Power out of a corner and try to get the rear to help you rotate the car and, regardless of modes, it simply does not want to play in the way the GR Yaris could (at least, the pre-facelift one).

The GR Corolla defaults to safety. To get rotation on entry, you almost have to provoke it. Flick it in, trailing on the brakes, really make the weight transfer happen, and only then will it begin to come alive. Otherwise, it settles into secure, dependable understeer. Which most people will call stable, safe and surefooted. And they would be right.

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The problem is that a car that is this secure can start to flatter the person behind the wheel. You can do almost anything you want to it and it does not bite back. It does not really punish mistakes. It does not really expose a lack of finesse. It just gets on with the job, and gets on with it very effectively. That makes for a very good road car, but I am not entirely convinced it makes for a very good teacher.

Because if a car constantly saves you from yourself, or simply hides the consequences of your inputs, then what exactly are you learning? If you can arrive at the answer without ever being shown the working, then yes, you may be quick, but have you actually improved?

That is why, for me, the GR86 remains the Toyota to buy if your goal is to become a better driver.

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The GR86 does not flatter you in the same way. It does not hide behind huge reserves of traction and it does not smooth over untidy technique quite as neatly. It asks more from you. It teaches you more about weight transfer, patience, balance and what happens when you get greedy. If the GR Corolla makes speed easier, the GR86 makes good driving necessary.

That being said, the GR Corolla is actually the better driver’s car in the smaller details. Its controls, for one, are better. The clutch, the throttle, even the steering all have a nicer sense of weight and tactility than the GR86. The GR86’s clutch feels comparatively vague, to the point that you are often relying on muscle memory and backside feel more than any clean bite point through your foot.

The GR86’s throttle is not much better, with that annoying little dead zone at the start of its travel where the first half an inch of travel or so seem to do nothing, only for the revs to rise more than expected once you get past it. And the really annoying part is that the GT86 before it did not really suffer from that throttle issue.

It’s a similar story with the steering. The GR86 is precise, yes, but in terms of feel, I do not think it is better than the GR Corolla, or even its predecessor. The Corolla’s controls simply feel more naturally weighted and more satisfying to use. Which makes its dynamic character all the more ironic.

Because here is this manual hot hatch with lovely tactile touchpoints, a real sense of mechanical honesty in the controls, and yet when you really start leaning on it, the car remains so loyal, so secure and so difficult to upset that it can feel like it is protecting you from your own ambition.

Even the manual has a hint of this. Like the GR Yaris, the GR Corolla adds throttle as you release the clutch from a standstill. It makes moving off very easy. Convenient, yes. Also a little bit like cheating. The iMT rev-matching function is similar. Nice to have, no doubt, but also the sort of thing that can breed laziness if you let it. In my time with the car, it stayed off, and thankfully it stays off when you restart the car. That, at least, is appreciated.

None of this is to say the GR Corolla is not good. It is very good. In fact, it is easy to see why people love it. It is practical (ish), fast, confidence-inspiring and devastatingly effective on a road. It gives you huge reserves of grip and all-weather ability that makes you feel like a hero, and enough control weight and tactility to keep the enthusiast in you interested.

But it also feels like a car that is doing quite a lot of the heroic work on your behalf. Which is fine, so long as you know that.

As a road car, it makes enormous sense. Most people do not actually want a performance car that punishes them. They want one that reassures them, flatters them and lets them use more of its ability more of the time. The GR Corolla does exactly that.

It just also happens to be the kind of car that can trick you into thinking all of the brilliance belongs to you.

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The GR Corolla Automatic is aimed at drivers who value ease of use and confidence in everyday driving, yet still crave a car that feels alive on a spirited run. At its heart is the new eight-speed GAZOO Racing Direct Automatic Transmission, or GR-DAT, a gearbox developed through motorsports to deliver fast and accurate shifts. It offers smooth operation in daily traffic while retaining the sharp responses expected from a performance car. Combined with the practicality of a five-door hatchback body, the GR Corolla AT blends excitement with real-world usability.

The arrival of the automatic version also brings a round of improvements across the entire GR Corolla range in Malaysia, including the existing manual transmission model. These updates reflect Toyota Gazoo Racing’s commitment to continuous improvement, using lessons learned from racing and intensive testing to refine performance, control and driver confidence. Power still comes from the 1.6-litre turbocharged three-cylinder G16E-GTS engine. Output remains at 300PS while torque has increased by 30 Nm to 400 Nm.

Both the automatic and manual variants now come standard with Blind Spot Monitor, adding an extra layer of safety for daily driving. Inside, a new 10-inch display screen provides clearer vehicle information and a more intuitive interface, ensuring modern technology supports both enthusiastic driving and everyday convenience.

Pricing for the 2026 GR Corolla Automatic starts at RM378,950 in Peninsular Malaysia and RM233,500 in Langkawi. The manual version remains available from RM368,950 in Peninsular Malaysia and RM227,300 in Langkawi, giving buyers a clear choice between traditional engagement and modern convenience.

As the fourth model in Toyota’s GR Series, the GR Corolla continues to embody the philosophy of building cars through motorsports and refining them for the road. Its development draws heavily from participation in Super Taikyu endurance racing, the Japanese Rally Championship and extensive testing at Fuji International Speedway. These experiences have helped push the car’s performance limits while ensuring precision, control and usability remain at the forefront.

The GR-DAT transmission adds a new layer of versatility to the driving experience. Drive mode focuses on smooth acceleration with intelligent gear selection, while Sport mode sharpens throttle response and delivers more aggressive shift behaviour for enthusiastic driving. A sequential-style manual mode increases driver involvement, and Launch Start Control allows for controlled and confident acceleration from a standstill. Suspension and ABS tuning have also been revised to improve stability, braking performance and cornering confidence.

Styling remains true to the GR Corolla’s bold, motorsport-inspired identity, with a wide stance and functional design elements aimed at improving airflow, cooling and stability. The five-door layout ensures it remains practical enough for daily use, striking a balance between aggressive performance and everyday functionality.

More than just a fast hatchback, the GR Corolla is designed to rekindle the joy of driving. It offers long-time enthusiasts a fresh connection to performance motoring, while giving a new generation the chance to experience authentic, race-inspired engineering. The 2026 GR Corolla Automatic, along with the updated manual range, is now available through selected GR Garage dealerships nationwide, backed by Toyota’s aftersales support and quality assurance.

Toyota Gazoo Racing (TGR) telah memperkenalkan versi terkini GR Corolla, dengan tempahan kini dibuka di pengedar Toyota di Jepun menjelang pelancaran rasmi pada 3 November. Model hot hatch ini menerima pelbagai penambahbaikan dari segi struktur, sistem penyejukan, serta pengalaman pemanduan, menjadikannya lebih mantap berbanding edisi sebelumnya.

Naik Taraf Struktur dan Penyejukan

GR Corolla baharu kini lebih tegar hasil penggunaan pelekat struktur sepanjang 32.7 meter pada casis – tambahan hampir 14 meter berbanding model terdahulu. Bahagian yang diperkukuh termasuk kawasan hadapan, lantai, dan ruang roda belakang. Naik taraf ini meningkatkan kekuatan badan tanpa menambah berat berlebihan, sekaligus memastikan kestabilan sama ada di jalan raya mahupun di litar.

Bagi mengekalkan prestasi enjin di bawah beban tinggi, Toyota menambah saluran penyejuk berkelajuan tinggi pada sistem pengambilan udara. Saluran ini menarik udara sejuk terus dari gril hadapan untuk menurunkan suhu kemasukan, memastikan enjin 1.6 liter turbo G16E-GTS terus konsisten menghasilkan kuasa maksimum walaupun ketika pemanduan agresif.

Ruang Dalaman dan Sistem Bunyi Dipertingkat

Bahagian kabin turut menerima sentuhan baharu. Sistem Bunyi Premium JBL kini hadir dengan subwoofer tambahan untuk bass yang lebih jelas, manakala Active Noise Control ditala semula bagi mengurangkan bunyi enjin yang tidak diingini.

Selain itu, Active Sound Control (ASC) ditawarkan bagi menyalurkan bunyi sintetik berprestasi melalui pembesar suara, seiring dengan input pedal minyak dan pertukaran gear. Malah, ia turut menghasilkan bunyi “burble” ketika pecutan, menyerupai pengalaman kereta lumba sebenar. ASC hadir dengan tiga mod bunyi serta tahap volum boleh laras, tetapi ditetapkan “off” sebagai lalai.

Lebih Ramai Pelanggan Berpeluang Memiliki GR Corolla

Sejak dilancarkan pada 2022, GR Corolla hanya dijual melalui sistem undian, menyebabkan bekalannya terhad. Namun, dengan penambahbaikan pada sistem pengeluaran, Toyota kini membuka peluang lebih luas untuk pembeli mendapatkan model ini.

Program Naik Taraf Untuk Pemilik Sedia Ada

Toyota turut mengumumkan program naik taraf untuk pemilik GR Corolla 2023. Pakej perisian baharu ini akan meningkatkan tork maksimum daripada 370Nm kepada 400Nm, sama seperti model terkini.

Selain itu, sistem pacuan semua roda GR-FOUR juga menerima talaan semula. Mod 30:70 “REAR” akan digantikan dengan mod 50:50 “GRAVEL”, manakala mod “TRACK” yang sebelum ini kekal pada 50:50 kini boleh dilaraskan antara 60:40 hingga 30:70, memberi lebih fleksibiliti kepada pemandu.

Program ini dijangka ditawarkan bermula pertengahan 2026, dengan harga dan butiran lanjut akan diumumkan lebih dekat dengan pelancarannya.

Toyota Gazoo Racing (TGR) has introduced an updated version of the GR Corolla, with orders now available at Toyota dealers in Japan, ahead of sales commencing on November 3.

Structural and Cooling Upgrades

The revised GR Corolla comes with a stiffer body and improved intake cooling. Structural adhesive now extends to 32.7 metres of the chassis—almost 14 metres more than before—mainly around the front, floor, and rear wheel wells. This makes the body more rigid without adding significant weight, helping the car remain composed whether on city streets or race circuits.

To ensure stable performance under heavy load, Toyota has added a high-speed cooling duct to the intake system. By pulling cool air directly from the grille, the duct lowers intake temperatures during sustained hard driving, keeping the 1.6-litre G16E-GTS turbo engine performing consistently at full output.

Interior and Sound Enhancements

Inside, the optional JBL Premium Sound System has been revised. A subwoofer has been added for clearer bass, and Active Noise Control has been retuned to cut intrusive engine sounds. Active Sound Control (ASC) is also included, feeding synthetic performance sounds through the speakers that respond to throttle and gear inputs. It even produces burble effects on deceleration, mimicking the soundtrack of a race car. ASC comes with three sound modes and adjustable volume, though it defaults to “off.”

Wider Access to the GR Corolla

Since its launch in 2022, the GR Corolla has only been sold through lotteries, limiting availability. With changes to Toyota’s supply system, more buyers will now be able to get hold of the model. For those who already own one, Toyota is preparing a software upgrade program.

Upgrade Program for Existing Owners

The program, targeted at the 2023 GR Corolla, will boost peak torque from 370Nm to 400Nm, aligning it with the latest model. Updates will also revise the GR-FOUR all-wheel-drive system: the former 30:70 “REAR” mode will be replaced by a 50:50 “GRAVEL” mode, while “TRACK” mode, previously fixed at 50:50, will become adjustable between 60:40 and 30:70.

This upgrade package is expected to roll out mid 2026, with pricing and further details to be confirmed closer to launch.

Varian automatik dilengkapi dengan tombol shifter yang dilapisi Ultrasuede, dihiasi dengan aksen trim merah dan shift lever boot. Bagi versi manual, reka bentuk serupa digunakan tetapi dengan penambahan logo GR. Kedua-dua varian dilengkapi dengan tali pinggang keledar ELR tiga mata untuk keselamatan tambahan.

Pakej Sport dan Ciri-ciri Prestasi Terbaru

Antara ciri-ciri utama model terbaharu ini adalah Pakej Sport, yang menyertakan tempat duduk separuh bucket dengan fungsi sliding dan reclining, serta stereng tiga jejari Ultrasuede hitam yang dihiasi dengan lambang GR. Selain itu, sistem Mod Litar baharu diperkenalkan, yang meningkatkan prestasi di litar lumba yang ditetapkan di Jepun melalui penjejakan lokasi berasaskan GPS.

Sistem ini dilengkapi dengan fungsi anti-lag yang mengurangkan lag turbo untuk pecutan yang lebih responsif, dengan empat tetapan laras dari padam hingga kuat. Had kelajuan pengehad kelajuan juga telah ditingkatkan untuk kegunaan di trek, sementara sistem penyejukan yang dipertingkatkan membantu mengawal suhu enjin dengan optimumkan output kipas. Penunjuk masa anjakan telah disepadukan dalam cluster instrumen bagi membantu pemandu dalam melaksanakan penukaran gear yang tepat.

Pilihan Peningkatan Kilang

Toyota turut menawarkan peningkatan kilang bagi pelanggan yang mencari prestasi yang lebih hebat. Peningkatan ini termasuk set bolt ketegaran tinggi yang direka untuk mengukuhkan lajur stereng dan panel instrumen, serta sistem penggantungan termaju untuk meningkatkan kestabilan ketika mengambil selekoh.

Tempahan untuk GR Corolla yang dikemas kini kini dibuka di pengedar Toyota di seluruh Jepun mulai 4 Februari, dengan pelancaran pasaran rasmi dijadualkan pada 3 Mac 2025.

Following the GR Corolla’s initial reveal in 2022, Toyota’s Akio Toyoda, known as MORIZO, challenged his team to innovate further. The result is the first GR Corolla equipped with the advanced DAT, designed to deliver a thrilling driving experience inspired by track testing.

The new GR Corolla, tested rigorously on renowned circuits like Fuji International Speedway, boasts an increase in engine torque from 370Nm to 399Nm This enhancement, coupled with refined suspension components, promises an impressive driving performance.

Exterior and Interior Upgrades

The GR Corolla features a redesigned front bumper to accommodate optional cooling components while maintaining aerodynamic efficiency. Inside, the car sports a darker, sportier aesthetic with new trim finishes, enhancing the tactile experience for drivers.

GAZOO Racing Direct Automatic Transmission

The 8-speed DAT is a standout feature, offering rapid gear shifts and optimised performance. Unlike previous models, the DAT uses sophisticated control software to sense driver inputs—such as brake and accelerator usage—to predict the optimal timing for gear shifts. This technology aims to provide a driving experience akin to that of professional racers.

Performance Enhancements

For 2025, the GR Corolla is powered by a turbocharged 1.6-litre G16E-GTS engine, delivering 300hp and 399Nm of torque. To ensure the engine and transmission remain at peak performance, an automatic transmission fluid cooler is standard, with a sub-radiator available as an option on higher grades.

The car’s suspension has been upgraded with rebound springs and improved rear coils to enhance traction and stability during dynamic driving. The GR-FOUR All-Wheel-Drive system, developed in collaboration with the TOYOTA GAZOO Racing World Rally Team, offers three drive modes—Normal, Gravel, and Track—allowing drivers to adjust torque distribution for various driving conditions.

Standard Features and Availability

The 2025 GR Corolla will come equipped with front and rear Torsen Limited-Slip Differentials (LSD) for superior cornering performance. Additionally, launch control has been incorporated to facilitate powerful acceleration from a standstill.

Toyota plans to make the new GR Corolla available at dealerships this Winter, with further details on pricing and specifications to be released later in the year. The latest model aims to attract both seasoned driving enthusiasts and those seeking an exhilarating sports car experience.

Enhanced Performance

The leaked document also hints at an increase in torque for the turbocharged 1.6-litre three-cylinder engine. The engine, which currently produces 370Nm of torque, is suggested to be boosted to 400Nm.

Design and Features Updates

In addition to the new transmission and increased torque, the document suggests that the 2025 GR Corolla will sport a revised front bumper and come with additional standard equipment. These upgrades reportedly include brake cooling ducts and a heated steering wheel. For the Premium variant, a new radiator designed to improve engine cooling is also mentioned.

Automated Transmission Speculations

While the authenticity of the document remains unverified, the possibility of an eight-speed automatic transmission is not far-fetched. Toyota officials have previously discussed adding an automatic transmission to the GR Corolla, and the company already offers an automatic option in the GR Yaris.

Current Malaysian Market Offering

In Malaysia, the GR Corolla is currently priced at RM355,000 and is equipped with a six-speed manual transmission featuring a rev-matching function, along with the GR-Four all-wheel-drive system. The potential introduction of an automatic transmission in other markets could diversify the GR Corolla’s appeal, catering to a broader range of driving preferences.

While the rumoured updates to the 2025 Toyota GR Corolla—including the eight-speed automatic transmission and increased torque—are yet to be confirmed, they present an exciting prospect for enthusiasts. The inclusion of additional standard features and design tweaks further underscores Toyota’s commitment to enhancing the performance and appeal of the GR Corolla. As we await official confirmation, these rumours certainly generate anticipation for what the 2025 model year might bring.

But arguably, nowhere is it most commonly used than in the automotive industry. Whether it is in reference to the quality of a car or motorcycle or to the performance, we could argue till the sun goes down and comes back up again about how cars and bikes used to be better back in the day and how they are today.

However. Every once in a while, we get a car that blows it all away, that makes the world stand up and take notice and makes even those that still live in the past fall in love all over again. Cars like the Toyota GR Corolla.

If you have never heard of it, you are probably thinking that we have lost our minds. How can an everyday Toyota like the Corolla be exciting and remind us of days gone past? Well, except for the assumption that our favourite uncles and their neigbour used to drive a Toyota Corolla, the GR Corolla seen in the photos here is a very different animal. Yes, we used the word animal in the same sentence as the Corolla, now will be a good time to continue reading this article because we are not talking about a regular run of the mill Corolla.

Though the Corolla may be the underpinning car to this model, there is very little that the GR Corolla shares with its comparatively sedate cousin. From the offset, you will notice that the car is wider and looks a lot more aggressive. That may not be a big deal because you can buy such a body kit for a few thousand Ringgits from any of the back lane car shops around the country. But the one on the GR Corolla is a functional one, one that needs to be engineered rather than just fitted.

Every vent, fin and wing you see on the car plays a purpose, either to help cool the car, cool the brakes or help the car stick to the road at high speeds. This is a proper fire-breating sports car that has been purpose made and engineered in detail from the ground up, it is not a regular body kit that you buy from Sunway.

Even back at the factory, the GR Corolla together with its siblings – the GR86 and the GR Yaris, were not built on a regular assembly line. Well, perhaps the donor cars were, but they were soon shifted to a different part of the assembly plant. A top-secret area where engineers have a singular focus on chasing mega performance.

Called the Toyota Gazoo Racing motorsport division, the department is based in Cologne, Germany and supports Toyota’s racing activities in series such as the World Rally Championship and World Endurance Championship. The division also has offices in other parts of the world where it races as well.

But other than developing race cars, the division, also known as TGR or GR, is also responsible for bridging the gap between its racing activities and its road cars. That is where cars like the GR Corolla come from. In essence, the division is quite like AMG from Mercedes-Benz, BMW’s M division or Audi’s RS.

You may already know this, but motorsport is never cheap, whether it is the entry go-kart series or racing in more established competitions around the world, the world of motorsport is for the top one percent. The research and development needed to create a car capable of topflight competition can put a lot of companies out of business, and hence why cars that are born out of motorsport are never cheap.

The GR Corolla costs a staggering RM355,000, which is a lot of money from a Corolla. This writer had a tough time explaining why this car costs so much of money to guests of a wedding in the old mining town of Tanjung Tualang. Everyone who saw the car knew it was something special, but no one could believe the price. It was after all, a Toyota Corolla. I had a tough time explaining that it was not a regular Corolla.

This is a car that needs to be driven to be appreciated, and once you do, you will wish you had that money in your bank. Powering the GR Corolla is a 1.6-litre, three-cylinder, turbocharged engine making 300PS and 370Nm of torque. It is the most powerful three-cylinder engine in the world, and it demolishes the charge to 100km/h in just 5.3 seconds and does not stop huffing and puffing until it reaches 230km/h.

All the way there, there is that almost inaudible sound of the blow-off valve which enthusiasts will recognise almost immediately. Take your foot off the accelerator pedal and a faint whistle will follow. This allows the boost pressure from the turbo to escape when there is no need to use it, and this is an iconic sound that almost every self-loving car freak will recognise and love immediately. It does not only sound good, but it shows this car means business.

But the GR Corolla is much more than just big numbers, it is about how it delivers them to the wheels and ultimately leaves it to you to exploit. The car also runs on an all-wheel-drive (AWD) platform, and it is not just a regular AWD system, but quite an intelligent one.

While regular AWD systems will distribute power equally between the front and rear axles, the system in the GR Corolla lets you decide how you want the power to be transferred. You can select this by turning a knob located at the centre console, and power can be distributed either 60:40 front back, 50:50 for a more balanced feel or 30:70 for when you want the rear of the car to stick out a little bit.

And this is then further complemented by a Torsen Slip Differential that distributes power to the left and right wheels rather than just between the front and rear axles. This then gives the car huge amounts of grip, and on the right roads such as on Bukit Tinggi where we took it for some back road fun, it was easy to simply point and catapult the car to the next corner by riding the wave of torque.

No squirm, no power lag, no dramas, just your typical point and squirt fun, just like the old hot hatch’s such as the Renault Megane R26, Peugeot GTI or even the Volkswagen Golf R.

But the GR Corolla feels more engaging, it feels like it wants you to wring it by its neck and extract every gallop of horsepower. It is almost impossible to drive it slowly because all you want to do is marvel at all the performance underneath the car.

It also has something called an “Intelligent Manual Transmission” that makes you feel like a driving God every time you downshift the manual transmission. This works by matching the revs to the intended gear so there is no loss of power, and you are always within the right rev zone to maximise power delivery.

However, as quick and effectively the GR Corolla is, it has one little flaw that we feel could have been better – the gear shifter. In the world of manual transmissions, the key to getting it right is a short, precise throw in between gear cogs with a small well-weighted, preferably aluminium knob. The GR Corolla almost has it all right except that shifts can be sloppy; it is not as precise and short as the Honda Civic Type R and that is probably its biggest let down. For us at least. We can forgive the knob but having a sloppy shifter can be scary because you can easily shift into a wrong gear. And that is a very expensive bill.

Everything else about the GR Corolla is perfect. It may be a Corolla, but it can never be a proper family car like a regular Corolla can, as we found out when we had to pack up the car to attend the aforementioned wedding in Perak.

It may have four doors, and it also has all the safety systems you want in a modern-day car, including apative cruise control. It even has ISOFIX mounts for you to lock in a child seat, but it not spacious as far as family requirements go.

But the Toyota GR Corolla is great because it reminds us of how sports cars used to be – fast, engaging with pure unadulterated power. The four-doors are there so that you can tell yourself it is semi-practical, but in fact you just don’t really want to grow up.

The GR Corolla lets you indulge in your childhood automotive fantasies, while the four-doors are a great excuse for you to tell your wife it is a practical car and that it is worth the price. Until she tries to pack all her outfits for a wedding and finds out it isn’t all that.

Specifications:
Engine: 1.6-litre, 3-cylinder, Intercooler Turbo
Power: 300PS @ 6,500rpm
Torque: 370Nm @ 3,000rpm
Transmission: 6-speed manual with iMT
Suspension: MacPherson Strut with Stabiliser (Front) / Double Wishbone with Stabiliser (Rear)
Price (As Tested): RM355,000

We like: Driving experience, power and engagement
We don’t like: Sloppy gear shifts