The GR Corolla is a rally car with number plates, and it’s one of the rawest, focused, and engaging vehicles that Toyota has ever built. You can forget about Corolla stereotypes and cheap jabs at boring beige paint colours because GR has changed the game. It stands for Gazoo Racing and is Toyota’s performance arm. Think of it like what M is to BMW, or AMG to Mercedes. 

The GR Supra was the vanguard in North America, resurrecting the legendary moniker to bring Toyota back into the performance fold. The GR86 was next, an updated version of the 86 that instilled pure driving performance and engagement into a lightweight, affordable, rear-wheel drive package. The GR Yaris followed shortly after, launching with much fanfare overseas but remains forbidden fruit here in Canada.

Enter the GR Corolla. Only its bare structure and certain interior bits are shared with the commuter car that fills the streets because under that smurf blue paint is a rally-car-derived, highly-strung, 1.6-litre turbocharged three-cylinder engine that puts out 300 hp and 273 lb-ft of torque. Hand-built in Japan, the GR Corolla is further transplanted with 18-inch wheels, a limited-slip differential, and a rally-inspired AWD system. A six-speed manual runs the show (no automatic available), and you can even shift the torque distribution between the axles with a simple dial like in the Subaru WRX STI, from 60:40 to 50:50, or 30:70 to the rear.

Those who had lost patience waiting for a manual GR Supra, those infuriated by the Golf R’s infotainment system, or those who are 999th in line for a Civic Type R, will find that the GR Corolla ticks all the right boxes. More fun and refined than a Veloster N or Elantra N, and rowdier and more entertaining than a Golf R, the GR Corolla simply doesn’t get distracted by offering luxury amenities or the whole gamut of creature comforts. Instead, it has put all its marbles into the powertrain.

Three-cylinder engines are rare in the Canadian market, and there’s a reason. The odd number of cylinders means the engine isn’t as smooth as a four-cylinder, and is rougher around the edges, transmitting rough vibrations during idle and at low revs, and rattling all the items you haven’t secured down in the cabin. It reminds us of other odd-cylinder engines, such as the Audi five-cylinder RS units. It’s a more raw and almost sentient being because of it. The powerband is much more limited, so you need to keep the needle swinging in the meaty 4,000 – 5,000 rpm range, but once you get in that sweet spot, oh boy. It’s a highly caffeinated, triple-shot espresso of an engine.

The GR accelerates with gusto and never feels lethargic or underwhelming under wide-open throttle. Still, the ride loses in fluency the slower you go, rippling and crashing at the tiniest of bumps and road cracks. It’s safe to say that it’s a car that rewards fast and aggressive driving, and despises being wrangled at a relaxed and casual pace. It reminds us of the WRX STI in this way, especially with its similarly rumbling exhaust, plastic-laden interior, 300-hp output, and adjustable AWD system. And without a new STI on the market, Toyota has filled that gap quite nicely with the Corolla. It even has a better sound system, although you probably don’t need it. The vocals in the GR are exhilarating, to say the least. It will not only wake up the neighbours but elicit grins from ear to ear.

It’s not exactly fuel efficient, though. We averaged 11.3 L/100 km over a mix of city and highway driving, which is not great for such a small hatchback, but then again, it’s a manual and all-wheel drive vehicle, and we weren’t exactly driving it like an arthritic senior. We drove it like it was meant to be driven. In all, you can expect about 400 km on a full tank.

This is a three-pedal-only game, and the prerequisites to operate it are in full effect. But the shifter and clutch bite point are quite lenient. Beginner-friendly? We’d say so, as there’s even auto downshifting which blips the throttle for you for perfect rev-matching, giving your limbs a bit of a break in heavy traffic. Heel-and-toe shifts are not mandatory here. But we wish the button were in a more convenient location – it’s hidden behind the steering column out of view, making it difficult to access in a pinch. Annoyingly, it defaults back to OFF every time you restart the vehicle.

The shifter offers excellent engagement and positive feedback, rowing through the gears without ambiguity, and slots into place without any wiggle room or guesswork involved. Though it’s easy to mistake third gear for fifth, the tolerance between gears is narrow, and the angle at which the shifter is placed isn’t ideal.

But it’s the peachy handling that impresses us more. The GR Corolla is a remarkably three-dimensional sports car with a tenacious front end and playful rear. You can take a lot of liberties with corner entry speed thanks to the sticky tires (ours were on winters, but they still offered plenty of grip) and the AWD system. We could actually detect differences between the 60:40 and 30:70 split modes. The rear end has more slip in the latter, allowing for more follow-through and rotation under throttle or trail braking. With a heavy front end, the turn-in will never be as sharp as the GR86’s, but it will swing its hips nicely if you ask it to, and we simply adore how it enjoys playing on the fringes of grip and tire limits when you push it.

Expectedly, the ride in the GR is stiff, bouncing up and down when negotiating sharp oscillations, and it doesn’t handle those motions with the same grace as a Golf R. It’s slightly rougher than a Civic Type R, too. But neither of them flies under the radar as well as the Corolla, especially in this simple and unremarkable shade of white paint. It doesn’t even have a fancy paint name. It’s just, White. To the untrained eye, it looks like any other civilian Corolla. But spot the central exhaust tips, slightly more imposing body kit, and rear spoiler, and you will know it’s hiding a three-cylinder reactor. Yet, it does not even feel special when you climb into the heavily bolstered seats, until you fire up the engine and realize that there’s a real sense of occasion to this hatch.

There’s truly nothing special or noteworthy about the interior. If you covered up the GR badges, you wouldn’t guess it costs nearly twice as much as a base Corolla. More No Frills than Erewhon. There’s a litany of unashamed plastic littered throughout, and it genuinely feels cheap next to the competition. For $50,000, you would expect a little more garnish. Rather, it’s bare bones in here, and not a visually or ergonomically pleasant place to spend time in. It’s an off-the-rack suit that barely fits. Yet, all is forgiven every time we fire up that three-cylinder and take this rally hatch for a spirited spin.

The GR Corolla is a riot to drive, and the best part is you don’t need to sell a kidney to afford one. It rings up under $50,000 and delivers a six-figure return on investment. It’s not as affordable as a GR86, it doesn’t have the refinement of a Type R, and it lacks the cabin comfort of a Golf R, but as an overall package, the Toyota is more enthralling. It’s easier to find harmony with the road and feel at one with both acceleration and steering inputs. Every stab of the throttle and gear change strikes the emotional chord like a slam dunk, and tugs on the heartstrings more than any other hot hatch on the market. Better yet, it flies under the radar better than a B-2. Sleeper car of the year, for sure.

Specifications:

Model: 2024 Toyota GR Corolla Circuit Edition
Paint Type: Blue Flame
Base Price: $46,850
Price as Tested: $56,950
Wheelbase(mm): 2,642
Length/Width/Height (mm): 4,405 / 1,851 / 1,479
Curb weight (kg): 1,479
Engine: 1.6-litre turbocharged three-cylinder
Horsepower: 300 hp
Torque: 273 lb-ft
Transmission: 6-speed manual
Engine & Drive Configuration: Front engine, AWD
Observed Fuel Consumption (L/100km): 10.7
Tires: 235/40R18