2026 Toyota GR Corolla First Drive Review: The Geeks Were Right

SONOMA, CA—When Toyota talks the evolution of the 2026 GR Corolla, it isn’t just paying lip service to the idea.

Ahead of the collected media getting behind the wheel of the newest hot hatch at the technical and challenging Sonoma Raceway, chief engineer Naoyuki Sakamoto gives a brief talk on what has changed since the model’s introduction for 2023. It is properly nerdy stuff: bolts enlarged by mere millimeters, air intakes subtly reprofiled, reducing static electricity interference in the wheel arches. These aren’t exactly the sort of spec sheet changes that make marketing’s jobs easier.

Instead of simply letting us loose on track with this knowledge, Toyota has arranged a very specific lapping order, starting with the initial 2023 GR Corolla, followed immediately by the ‘24 and then the ‘26. As journalists we often say model-year changes are subtle enough that drivers will need a race track to suss them out. Well that’s exactly what we’re here to do.

Not as much as last year, that’s for sure. The 2025 model saw the addition of the eight-speed automatic, which broadened the appeal of Toyota’s hot hatch. Torque also saw a bump to 295 pound-feet, matching the peak of 2023’s limited-production Morizo Edition.

This year, Toyota has wrought changes based on lapping Germany’s daunting Nürburgring—not just the Nordschleife but the entire, 16.1-mile N24 lap. The extreme vertical stresses that come from nearly 1,000 feet of elevation changes? Nearly double the structural adhesive (45.6 feet more) than last year. Keeping the engine breathing cool air during extended wide-open throttle periods is another cool air duct under the hood.

That three-cylinder engine is still a lovable weirdo. Instead of aping the power delivery of a big-displacement motor, the G16E-GTS embraces its turbocharging, with a distinct step-up in power once on-boost. It encourages the driver to play along, and on the hilly circuit, the ample torque keeps the GR feeling properly quick. The off-beat soundtrack out of the exhaust isn’t the most tuneful, but it still has character. Cars with the JBL audio system pipe in additional engine noise; honestly, it works well.

I only drove the ‘26 model with the six-speed manual; a ‘25 was available for dirt driving with the eight-speed automatic. It’s a good if not great example of the breed: not as slick and engaging as the sublime setup in the Civic Type R, but a good deal more direct and feelsome than the Hyundai Elantra N. The clutch is light with a clearly defined bite point.

Driving the three model years back-to-back-to-back, yes, it really is possible to pick out the differences between them when aiming for the same lap each time. The 2023 is a clear starting point, eager but still in need of polish. The ‘24 car tightens up the steering response: it’s more secure in a straight line and needs fewer minor adjustments mid-corner, boosting driver confidence.

The 2026 model goes further still. Some of this is admittedly part of last year’s comprehensive update: GR engineers modified the Track driving mode, ditching the strict 50:50 power balance front-to-rear and implementing an adaptive setup that can go from 60:40 to 30:70. The GRolla will still default to mild understeer when overcooked into a corner, but getting it back in line is both quicker and easier now. Work within the car’s limits and it’s even clearer when the system is working its magic, the power subtly shifting to hold the nose on the desired line. All the while, the steering has good weight and a sharpness to its responses that makes the Corolla immediately familiar and chuckable.

The chassis stiffness is palpable: the Corolla can still be flung around with abandon, but how it responds over its limits is calmer and more predictable now—and neither was particularly lacking before.

These cars saw steady lapping throughout the day without throwing up any warnings.

With very limited time spent not hot lapping, there’s not much to report on the ride quality front. The GR Corolla still rides with the stiffness expected of a hot hatch, but it is by no means overwhelming. Heck, keep to a high gear and on the highway the GRolla is barely busier than a regular ‘Rolla.

The front seats are well-contoured and continue to feature the grippy Brin Naub suede-like material. They may look mild compared to the Type R’s buckets, but I never felt unsupported on-track, even through the challenging downhill T6 or the S-bends that make up the back half of Sonoma. Part of the appeal of a hot hatch is its everyday usability: the GR still has a tight rear seat and less cargo space than the Honda.

Pricing for the ‘26 GR Corolla now starts with a 4: $41,115 including destination. The base model does benefit from the standard vented hood now, while retaining a body-color spoiler, black alloys, and the suede seating. 

The lineup has been simplified with just one other trim, the $49,160 Premium Plus. This model adds a forged carbon roof, gloss black spoiler, the aforementioned head-up display, and heated steering wheel plus front seats.

The automatic is a $2,000 surcharge.

The 2026 GR Corolla maintains Toyota’s unique position in the small but hugely competitive hot hatch scene. A Volkswagen Golf R is similarly all-paw but more refined; the Civic Type R a scalpel but front-drive (and manual-) only. The Elantra N is a bargain hooligan. The GR remains hugely fun on track, and the only one that can feel at home on a dirt trail.

It’s raw yet refined, and when given the exact playground necessary to suss out the small changes, the GR Corolla reminded me why it remains one of the most exciting cars on the market—and a lot of it comes down to the nerdy details.

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