Porsche 911 vs Toyota GR Corolla

What's the difference?

The more things change, the more they stay the same. The t-hybrid might be an entirely new propulsion system for the 911, but the net result is unchanged – power, poise and performance on tap.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The GR Corolla had a lot to live up to before, given the likes of the GR Yaris and GR86 fit their briefs so well.

Now, with a little more daily useability and a little more performance, the GR Corolla is even better at both sides of its Jekyl and Hyde personality.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

This facelift debuts a revolutionary exterior design that has completely reshaped the 911.

Just kidding. If it ain’t broke and all that. The front air vents and exhaust have changed, the former now an active intake system that deploys via vertical flaps, but elsewhere it’s largely evolution over revolution.

Instead, Porsche has focused most of the updates in then cabin. In here, you’ll find a new digital instrument panel, they’ve changed some of the levers and the steering wheel.

In true Porsche fashion, though, this new 911 mimics the older versions in that it's one of the more intuitive cabins you’ll ever sit in. Everything feels as though it’s exactly where it should be, and all feels entirely centred on the driver.

The Corolla already looks more sporting than most hatchbacks even before the GR treatment, but a few tweaks up front, some wider wheel arches and a third exhaust exit at the back have this thing looking almost ready for a rallycross.

The only downside to that is the changes are relatively minor from some angles. If you weren’t aware of the GR version, you'd need to see the GR Corolla from the front or spot that exhaust to know something was up.

The update has, however, ushered in a change at the front bumper, where the air intakes have been adjusted for improved airflow “to the radiator, intercooler, brake ducts, sub radiator and automatic transmission fluid cooler”

In part, this was necessary to help cool the new automatic gearbox, though it does generally help with overall cooling.

While the GR Corolla looks the part, there’s more function to it. The air that passes in through the side intakes at the front is vented to a duct in the wheel arch that also cools the brakes.

It’s the same as the GR Yaris sibling in terms of the philosophy behind aerodynamics and cooling in many ways, though much of the Yaris is bespoke, where on the Corolla, parts have been attached to the standard body.

Like the outside, the inside of the GR Corolla is mostly the same bones as its non-hot-hatch relatives, but the aforementioned sports seats, leather trim and aluminium pedals are all fairly strong hints this isn’t quite ‘hire car spec’.

This probably falls under the ‘next question, please’ umbrella, given that, while the Porsche 911 is known for a lot of things, vast acres of space with loads of practicality perks just ain’t a part of its portfolio.

The new 911 measures a not-insubstantial 4533mm in length, 1852mm width and around 1294mm in height, and it rides on a 2450mm wheelbase. Luggage space is a paltry 135 litres under the bonnet, plus whatever else you can fit in your pockets.

There’s seating for four, should you not like the people you’re squeezing back there very much, but really the 911 is best enjoyed as a two-seat proposition – which is why you can also delete the backseat, should you wish.

It also weighs a minimum 1595kg, or up to 1745kg, but Porsche says the hybrid tech only adds about 50kg to the total kerb weight.

As far as hatchbacks to build a daily-useable hot hatch upon go, the Corolla is a relatively solid starting point in terms of ergonomics.

Physical buttons and controls for things like climate are within reach for most functions of the car, though the multimedia touchscreen itself isn’t the most up-to-date.

The seats are comfortable but hold you firmly in place, and the steering wheel, pedals, and shifter are all in the correct positions for engaging driving - particularly important in the manual version.

The storage space is where the GR Corolla disappoints a little. There’s door card space for a water bottle, cupholders, the wireless device charger, but not really anywhere for larger items.

Behind the front row, adults will find themselves a little cramped in terms of kneeroom, while dark interior materials make the second row feel poorly lit.

Further back in the Corolla is the 213-litre boot, which is pretty small even for a hatchback, although Toyota lists a maximum 503 litres with the seats folded down.

Under the boot floor is a tyre repair kit, rather than a spare tyre. Keep that in mind if undertaking a road trip.

The 2025 Toyota GR Corolla comes in just one grade now, the highly-speced GTS, which starts from $67,990 plus on-road costs for the six-speed manual, but it's now available with an eight-speed automatic for $70,490.

Sounds like a lot for a Corolla, and it’s a little more than the $64,190 asking price the GTS manual wore before, but compare it to the highly-regarded Honda Civic Type R ($74,100) or the do-it-all VW Golf R ($70,590) and it lines up.

While the GTS has plenty of features for the price, they’re not all focused on the comfort of the interior.

For example, the synthetic leather and suede sports seats are manually adjustable, even though they are heated.

The 8.0-inch multimedia touchscreen is similar to that in the standard Corolla, too, plus dual-zone climate, USB-C ports, the wireless phone charger and JBL Audio system are all expected features of a hatchback at more than $60,000.

The GR Corolla does however gain heating for the leather-wrapped sports steering wheel, plus leather trim for the parking brake and shifter too. It also scores aluminium pedals.

There’s a lot more under the skin when it comes to the GR, some of which is visible via controls in the cabin, but we’ll come to that.

A new (or at least, massively altered) 3.6-litre petrol engine has been developed for this T-Hybrid, which combines with two electric motors to produce a total 398kW and 610Nm. It’s only available with Porsche’s very good eight-speed Porsche Doppelkupplung (PDK) automatic, largely because the brand admits it would be… well… unpleasant to drive as a manual.

Now, there is lots of magic at work here, and I don’t want to bore you, but the Porsche setup sees a lightweight 1.9kWh battery placed basically in the middle of the front axle, and a 12-volt battery now behind the front seat. Then, a tiny e-motor lives as part of the gearbox (it’s just 55mm long) and delivers up to 150Nm at low speeds to supplement the petrol engine.

It’s joined by what Porsche calls an “electric exhaust gas turbocharger”, which essentially removes the spooling time from the turbo, delivering instant power.

The aim of the game here is excitement, not efficiency, and the launch-control-aided spring to 100km/h takes just 3.0 seconds. And it somehow feels, and sounds, faster.

The latter being important, with Porsche aware that if the new powertrain didn’t sound good, "nobody would like it”.

The GR Corolla’s 1.6-litre three-cylinder turbocharged petrol engine is now a little torquier than before, with outputs now 221kW (at 6500rpm) and 400Nm (between 3250 and 4600rpm) thanks to an extra 30Nm.

The G16E-GTS engine can now drive the Corolla’s four wheels through a choice of gearboxes, either the existing six-speed manual or an eight-speed torque converter automatic.

As well as the usual drive modes, Eco, Normal and Sport, the Corolla’s GR-Four all-wheel-drive system can split the torque to the front or rear wheels via its limited-slip diffs.

Normal, Track and Gravel modes can distribute drive either 60:40 front/rear in Normal, 53:47 in Gravel, or variably depending on conditions and need for acceleration in Track.

Toyota hasn't provided a 0-100km/h time for the 2025 GR Corolla in either variant, but the auto should knock it over in under five seconds, with the manual taking a little longer.

Porsche in Australia is yet to lock in local fuel use for the Carrera GTS T-Hybrid, but international testing has it at 10.5-10.7L/100km, C02 emissions of between 239-244g/km. 

Those aren’t exactly Toyota Prius numbers. But again, that was never Porsche’s intention. The electric power on offer here is intended to improve acceleration, not fuel use.

It’s fitted with a 63-litre fuel tank, which should deliver a driving range of around 600km per tank.

Toyota’s claimed fuel consumption for the GR Corolla with a manual gearbox hasn't changed from the previous 8.4L/100km, which isn’t bad for a sports car.

With the auto, Toyota says it burns through the fuel faster at a rate of 9.5L/100km.

In either case, the Corolla’s 50-litre fuel tank needs to be filled with premium 98 RON petrol, and theoretically could provide more than 500km of driving if conditions and your driving style are both perfect for efficiency.

Chances are, however, you’ll feel the need to put your right foot down a little harder than they did during WLTP testing, if for no other reason than to hear the turbo flutter when you lift off.

Porsche did just about the Porschiest thing to ever Porsche in launching the 911 Carrera GTS T-Hybrid, in that we piled into cars in Melbourne, drove the many, many hours (well, it feels that long, at least) to the Phillip Island race circuit, beat the hell out of the cars on track and on the drag strip for several hours, then trundled back out on the road and drove them back to Melbourne.

The subliminal messaging here is pretty clear. This new 911 might have a new powertrain, but it can still deliver the road-track-road experience without breaking a sweat — or, more importantly, without breaking any expensive bits.

So let’s do this in order, shall we? On the road, this new 911 is every bit as sweet as it has ever been. Comfortable, quiet enough when you want it to be, and — save some road noise from those big wheels – quiet enough to let you forget you're driving something with one of Peter Dutton’s nuclear reactors hidden beneath its svelte metal work.

Mind you, that T-Hybrid powertrain will happily remind you of its presence every time you press the accelerator in anger, the exhaust erupting into life and the 911 genuinely rocketing into the future, but stay gentle with your inputs and this hybrid 911 is a genuinely comfortable, genuinely liveable daily driver.

Its split personality appears when you rumble out onto a race track though, where you quickly discover the electrified, and electrifying, Porsche is properly, properly rapid, both in a straight line or around Phillip Island’s fast and flowing circuit.

It’s so rapid, in fact, that it feels most closely related to a performance EV, like the Taycan. Of course it is louder and more engaging, but that’s the best way I can think of to describe the instant power on offer here. There’s no ICE-like lags or lumps in the way that 398kW and 610Nm finds its way to the tyres and into the tarmac. Instead it’s just this constant, savage flow of power that never seems to let up.

Porsche says this new powertrain is about 50kg heavier, but you’d need to be plugged into the race track like its the Matrix to ever feel it, with the T-Hybrid feeling lithe, grippy and athletic, aided by near-perfect steering, the best automatic gearbox in existence, and exactly zero roll through the body. In fact, the only thing that really moves when cornering hard in this new 911 is the driver, and I genuinely got out after several laps with a sore neck from trying to stay vertical.

Downsides? Well, it’s faster in a straight line (it will be some 7.0m further down the road after 2.5sec when compared to the older GTS) and faster around corners (8.7sec faster around the Nurburgring than its predecessor), but there’s something delightfully analogue about the outgoing car, which also manages to feel more aggressive under heavy acceleration, too, owing to the little ebbs and flows of power, and after driving both back-to-back, I still can’t decide which one I like more.

The GR Corolla isn’t as engaging to drive as the GR Yaris, it’s not as honed as one particular rival, the Honda Civic Type R, and it’s not as ‘nice’ as the Golf R.

But the GR Corolla is still an excellent car to drive, and it’s better for its update. In fact, the two major gripes I had with the pre-facelift car have been addressed.

I was in a unique position to be able to compare the old and new versions of the GR Corolla as I drove a MY 2024 version a week prior to the media launch for the 2025 model.

The first and probably biggest issue I had was that the Corolla’s suspension seemed like it must have been rather stiff and the body bracing quite rigid for a car riding on 19-inch wheels to let that much road noise and that many harsh bumps into the cabin.

Though it wasn’t mentioned before the on-road drive loop, the car felt more compliant without sacrificing ability and seemed much more suited to daily duties.

Toyota’s product team confirmed there had been tweaks made to the rear suspension geometry and that I wasn’t just imagining it.

The second issue is more for the sake of passengers who may be less agreeable to the three-pot thrum resonating along the exhaust underfloor.

Toyota has solved this by putting a slight mute on the pipes in the Eco drive mode, so the car is now just ‘a bit’ lairy rather than full boy racer.

Generally, it’s hard not to compare the GR Corolla to the smaller (but original) GR hatch, the Yaris. Especially having driven them back-to-back at the media launch.

Without leaning too much on that, I will say that while the Yaris feels like a rally car that's been modified to be road-legal, the Corolla feels more like a road car that was tweaked for rallying.

The Corolla stops just short of being too ‘raw’ for everyday use in most aspects, but it’s still very capable when it comes to driving fast. 

Like its suspension, the steering feel is dialled in for feedback without being too rough, and allows you to corner accurately without feeling like you need to second-guess or adjust inputs.

When it comes to handling, it doesn’t feel like the Corolla is entirely leaning on the Yokohama Advan tyres for grip, as it feels tied-down and doesn’t pitch and roll through corners.

The duality of the GR Corolla is helped by its drive mode and differential settings and even on track can help you lean into your own driving style.

While the rear-biased 30:70 setting previously made for a slightly tail-happy hot hatch, the new variable Track setting does a fabulous job of keeping the drive where it needs to be, though it turns out it’s also rather handy for sliding the Corolla around a wet skid pan.

Another neat trick is the GR’s handbrake, same as the Yaris, which can disconnect the rear diff when engaged so you don’t need to dip the clutch pedal in the manual version when indulging in handbrake turns.

It will set you back to 2WD mode when the drivetrain overheats, however, or at least when its sensors suspect the drivetrain has overheated - something that only happened after a lot of handbrake turning and spinning wheels as the hatchback slid sideways.

The Corolla’s brakes are ventilated 356mm front and 297mm rear discs, and doesn't lose stopping power even after plenty of tight, twisting road driving where the brakes and the sticky Yokohama Advan tyres copped a workout.

The new auto transmission is also a delight. It's calm during normal driving but snappy with shifts in Sport mode and set to manual gear selection. It won’t really cooperate on a rapid drive of its own accord.

The only criticism of the auto gearbox (aside from being less engaging than the manual, but that’s your own choice) is that the shift paddles behind the wheel feel a little plasticky, but I’m nitpicking at this point.

The Corolla’s not lacking in safety kit, with a healthy list of passive and active features as well as a series of seven airbags and three ISOFIX points along the rear seats.

ANCAP tested the non-GR Corolla in 2018 and awarded it five stars, though that score is now outdated. It’s not clear if the car’s updated tech would manage five stars again, though the car is clearly structurally sound.

Aside from the usual expectations like auto emergency braking (AEB), a blind spot monitor, parking sensors front and rear plus a decent reversing camera, the GR Corolla also has rear cross-traffic alert and Toyota’s ‘Safety Sense’ suite of active kit.

That includes a pre-collision safety system with pedestrian detection and cyclist detection in daylight, active cruise, intersection assist, emergency steering assist, lane departure and lane-trace assist, road sign detection for speed limits and auto high beam.

The 911 Carrera GTS is covered by a pretty underwhelming three-year, unlimited-kilometre warranty, with servicing required every 12 months or 15,000kms. We don’t have the hybrid service pricing yet, but as guide, the last 911 split the services into minor and major, and charged either $785 or $1285 for each.

Toyota offers a five-year/unlimited kilometre warranty plus an extra two-year warranty on the GR Corolla’s engine and driveline.

There’s also a capped price on the first three years of servicing for the GR Corolla at $310 per service.

The downside to the servicing arrangement is that intervals are six months or 10,000km, whichever comes first. That's more regular than a usual schedule and it means potentially pricier servicing for the seventh visit onwards.