Boo! Shame on Toyota for putting an auto on this thing!
Come on, do you really think Toyota’s Gazoo Racing division would just slap a slushy automatic transmission in its wildly popular hot hatch and call it a day? Believe us, they’re far more invested in elevating the Toyota GR Corolla’s performance than any of us on the sidelines. The changes to the car for 2025 are all about fine-tuning an already winning package. That includes the new eight-speed automatic gearbox, built for performance from the start. We’ll say it up front: It’s better at shifting than you.
Ouch. But I’m really good at driving and stuff!
No doubt! Toyota has taken all your mad skillz behind the wheel into account in designing a gearbox that makes you even better. It’s called the GR-DAT or Gazoo Racing Direct Automatic Transmission—an eight-speed designed for super-fast downshifts, paired with software that tries to predict your next move.
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Based on your brake and accelerator inputs, the programming—developed from extensive track and rally testing—shifts almost before you make your next move, so it’s in the optimal gear when you need it. Essentially, it lets us normies shift as fast as the pros, and probably even faster than them in certain instances.
Interesting. What about other upgrades?
The GR Corolla has received a number of small tweaks across the board for an overall better driving experience. To start, the 300hp turbocharged 1.6-liter three-cylinder now has its torque output increased from 370Nm to 400Nm of torque, a figure that was exclusive to the Morizo special edition at launch. Cooling has been improved, with automatic versions now having specific channels in place to better cool the transmission fluid. A great deal of suspension improvements have been made, right down to the use of thicker bolts in some cases.
In terms of software, the all-wheel-drive mode select has been mixed up for more varied conditions. Mode selection used to be limited to a front-wheel bias, rear-wheel bias, or a 50:50 split for the track. The new modes are as follows: Normal retains the 60:40 front-heavy split, but the 50:50 distribution is now reserved for the Gravel setting, thanks to the GR’s time spent testing in dirt. Track now has a variable split depending on conditions, swinging between 60:40 and 30:70 when it senses you need one or the other.
Okay, but...what if I still want the manual GR Corolla?
Worry not—the manual GR Corolla isn’t going anywhere. All the upgrades mentioned above that aren’t specific to the automatic will also be found in the stick-shift model. In fact, the manual has received some tweaks as well. Toyota says the clutch is now snappier on the return stroke for a more responsive feel. Both versions can still hit a 0-100kph time of around 5sec, topping out at 230kph, so sticking with the manual doesn’t mean getting the short end of the...stick.
Whew. How do they feel side by side?
Surprisingly distinct. With some cars, the move from AT to MT isn’t particularly significant. It’s usually just ‘X car, but now with Y gearbox,’ and the driving experience is nearly identical, save for whatever you like or dislike about the transmissions. We were caught a bit off guard when we discovered this isn’t the case with the GR Corolla.
Let’s start with the eight-speed elephant in the room: How’s the automatic? Fine. Great, even. The rigorously tested and tuned gearbox is robust enough to take all the beatings you can give it on the track, so much so that it can even facilitate a launch control sequence. Left to its own devices, it’s rare to find a situation where the transmission isn’t setting you up for success, and you’d have to be deliberately snooty to turn your nose up at its choices.
With that mental load off your shoulders, you’re free to focus on pointing the GR Corolla where you want and sending it there as fast as possible. With power going to all four wheels, the hatchback hugs the tarmac lovingly, even with the traction control off and the power sometimes having a rear bias. Can it rotate? Yes, especially under braking. But in terms of speed and efficiency, the GR’s new automatic is great for cranking out smooth, fast, consistent lap times.
If you’re feeling left out, the paddle shifters are there for manual activation, and that also changes the dynamics of the drive quite substantially. The automatic is still doing the heavy lifting, but you’re free to do the thinking, for better or worse. The paddles come awfully close to letting you try to break it. Leave it in a low gear and the auto will actually let you redline. Dive deep into a turn and downshift lower than needed, and the transmission will likely give it to you. That said, it’s easier to slip into the slide-y gears now that there are fewer steps in the sequence: brake, flick, turn in, power down, smile.
On the subject of smiles, the manual GR Corolla remains the most fun to play with. The auto might be great for lap times, and the forgiving paddle function saves the AT from being all business, but the MT version is goofy by comparison. Toyota mentioned clutch improvements, but we’re certain there were other upgrades made because the new manual gearbox feels punchier and more solid than we remembered.
Apart from how the two gearboxes function differently, the manual-equipped GR Corolla felt way lighter than the firm, planted automatic version. “What’s the weight difference between them?” we hear you ask. Twenty kilograms Not substantial at all, and yet the MT GR Corolla’s corners would lift ever so slightly higher when rounding a bend. Curious, but it just added to the more playful personality of this version.
Sick. How much?
You’ll be paying a bit more for the automatic variant’s features. Of the three grades, the base Core is $40,860 (P2.37 million before taxes) for the AT, compared to the MT’s starting price of $38,860 (P2.26 million before taxes). The price goes up with the Premium trim, which adds a JBL stereo system, parking sensors, and a few cabin conveniences, along with glossy body bits.
The Premium Plus trim maxes out at $47,515 (P2.76 million before taxes). That gets you the new automatic ’box, a carbon-fiber roof, and a bulge in your roof to match the one in your, uh, wallet.
What’s the final takeaway?
We’re reassured that Toyota hasn’t rested on its laurels after the GR Corolla’s initial, wildly successful run. Along with a number of incremental improvements, the new auto ’box is a significant boost to the car’s virtues. It’s now more accessible than ever, but it’s in no way a simple gimmick for anyone who can’t row their own gears: It’s a very serious option that will make drivers of all skill levels pause as they consider where their priorities lie.
It would be a shame to cheat yourself out of performance due to some unrequited loyalty to a car part. All told, the new GR Corolla is more fun and makes going fast easier, and that’s all we ever asked for.
More photos of the Toyota GR Corolla 2025:
NOTE: This article first appeared on TopGear.com. Minor edits have been made.
