Test bench | Toyota GR Corolla: colorful

With 300 horses under the right foot, the GR Corolla gives relief to a catalog deemed too smooth.

Eric LeFrancois

special collaboration

save the breed

Nerve car enthusiasts can breathe, the breed is not extinct. After the Elantra N, Golf R and Civic Type R, Toyota’s turn to launch the GR Corolla. This new model, whose production rate will be limited, also aims to give dynamism to the entire range and to take advantage of the successes achieved in competition.

Some people will confuse it with a Corolla hatchback (hatchback). Look at her better. The GR Corolla is distinguished by subtle bodywork details, wider tires and enveloping front seats that perfectly support the driver and passenger. The linkages are slightly stiffer and the power steering is more direct to suit a livelier ride.

This excited of the accelerator invites to climb in the towers and to play the gearbox to six reports, letting out a nice hoarse tone. Glued to the road, this Toyota composes a universe without frills. Firmly suspended, this GR Corolla houses a 1.6L three-cylinder engine under its hood. to leap. And you don’t have to drive fast to get thrills.

A fiery manual

A concentrate of mechanical power, the GR Corolla is not a ball of nerves in the true sense of the term. At least not in its Core and Circuit versions. The Morizo, lower, more sophisticated and more “coupleuse” too, is more so, but its rarity (only a handful of copies offered and they have all been sold already) makes it a model apart.

Whatever the livery, the acceleration is vigorous without being surly, but since the car weighs less than 1500 kg, the 300 hp cheerfully make their presence felt. There is no need to look for it, the automatic box does not exist, only a six-speed manual transmission is offered. The latter is easily guided in sporty driving, but proves to be a little catchy at low speeds. In this area, Honda does better (Civic Type R) and Volkswagen, much worse (Golf R). On the consumption side, the engineers have limited the damage. Just 10 L every 100 km, keeping the foot light.

Stocky and perfectly balanced, this Toyota places itself without flinching in the turns and its correctly weighted direction accepts to register it with authority in the trajectory.

If you want to make the tires squeal, you have to push hard. It’s perhaps less spectacular, but infinitely more pleasant and reassuring for anyone who doesn’t pretend to compare themselves to a rally driver.

On this subject, it is important to remember that this Corolla has four-wheel drive, which allows certain adjustments. Indeed, the distribution of torque towards the rear part of the chassis is carried out thanks to a multi-disc clutch. The sports subsidiary of Toyota allows, using a wheel on the console, to distribute up to 70% on the rear axle. You can also select a more neutral (50/50) or less exacerbated (60/40) transfer.

As for braking, particularly biting, it is very effective, while the suspensions, hardened to prevent any movement of the body, gain in firmness without their reinforced calibration making them pour into discomfort. A compliment that passengers will not necessarily share…

Uncolored atmosphere

Designed as a manifesto dedicated to the pleasure of driving, the GR Corolla is content with a graceless interior. The driver is strapped into his seat with side reinforcements (with GR stitching), the pedals (with aluminum caps) under his feet. The steering wheel well in hand and the tachometer discreetly streaked with red under the eyes are enough to convince him that he does not drive a Corolla like the others. Very readable, the tachometer with digital display has been conveniently installed in its field of vision. This is embellished with setting options, which allow in particular to display the thrust of the turbo or to monitor the temperature of the main mechanical components.

The little racing car that is the GR would, despite everything, have deserved an improved interior and, above all, more cheerful than that of the other Corollas. The interior linings are in black plastic and no fantasy comes to light up the somewhat chagrin atmosphere that reigns on board this toy, however intended to celebrate a form of automobile vitality. Even in sports gear, the Corolla remains an introverted car.

Technical sheet

Engine

• L3 DOHC 1.6L turbo (Core and Circuit): 300 hp at 6500 rpm, 273 lb-ft of torque between 3000 and 5500 rpm
• L3 DOHC 1.6L turbo (Morizo): 300 hp at 6500 rpm, 295 lb-ft of torque between 3250 and 4600 rpm

Performance

• Empty weight: 1480 kg (Morizo ​​1445 kg)
• Weight/power ratio: 4.93 kg/hp – 4.81 kg/hp (Morizo)
• Acceleration (0-100 km/h): 5.3s – 5.1s (Morizo)

Gearbox

• Standard: 6-speed manual
• Optional: none
• Drive mode: all-wheel drive

Tires

• 235/40R18 (Core and Circuit)
• 245/40R18 (Morizo)

Tank capacity and recommended gasoline

Dimensions

• Wheelbase: 2642mm
• Length: 4405mm
• Height: 1479mm
• Width: 1851mm (side mirrors folded)

In small jars…

You have before your eyes a preview of the most powerful three-cylinder engine ever produced in series. This engine produces 300 hp here, but several independent tuners have been able to increase this power to 741 hp. This was made possible in particular with the use of a new turbocharger, by overhauling the exhaust manifold and modifying the electronic management. The pistons, the crankshaft and the connecting rods have surprisingly not been retouched. Toyota engine designers are also exploring ways to achieve better performance. The Morizo ​​version of the GR Corolla, for example, benefits from higher boost pressure than the Core and Circuit.

An idea for tomorrow

On May 27 and 28, a GR Corolla fueled with liquid hydrogen crossed the checkered flag of the Fuji 24 Hours. For the record, the Japanese manufacturer had already entered a similar model in competition in 2021, but it then used gaseous hydrogen, the energy density of which was lower and the autonomy less. Switching to liquid hydrogen did not speed up filling, however. It takes about 90 seconds to refuel. In contrast, the equipment previously required to produce compressed hydrogen gas is no longer required. As a result, the area required to install the refueling station is four times smaller compared to that for hydrogen gas.