Subaru BRZ vs Toyota GR Corolla

What's the difference?

The Subaru BRZ is a classic modern-day sports car that is a driver’s car through and through. This top-spec tS tester with the litany of accessories is a great example of what’s possible straight from the dealer, but it’s definitely not the best bang for your buck.

Thankfully you still get virtually every benefit the BRZ offers in the entry-level model. You’ll save thousands of dollars which you can use to pay for fuel on a road trip or modify your car exactly how you’d like.

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.

The Subaru BRZ has a timeless exterior design that screams dynamic sports car from every angle.

Even though the second-generation BRZ is around halfway through its lifecycle now, the design is aging like fine wine. It’s also a lovely evolution of the original which dates back to 2011.

The BRZ is low slung, has an aggressive front fascia plus the rear has prominent exhaust pipes. All of this stacks up to make a tough-looking car.

Thankfully this test example is also finished in 'WR Blue' exterior paint, which in my books is still the best colour for a Subaru performance car.

Adding all the genuine accessory goodies onto this car not only amplifies its street appeal, but also harnesses its racing intent. The carbon rear wing in particular has a swan neck design much like the Porsche 911 GT3. Many interested car-spotters craned their necks to get a good look.

Despite this, all the accessories are too flashy for my taste, especially for a car likely to be driven daily. I’d go for the stock look to retain resale, or something subtle like a small rear lip spoiler.

Inside the BRZ has all of the hallmarks of a sports car, as well. These include a steering wheel with minimal buttons, a prominent rev counter and contoured seats.

The manual gear shifter in this car is prominent and nice to hold. It’s great to still see manual options as they’re slowly but surely falling out of favour with buyers.

The manual handbrake is also a nice touch from a design perspective, but it limits overall interior practicality. More on that in a bit.

You can tell the interior is getting a little dated due to the older central multimedia system. But at the end of the day sports cars are more about the driving experience than the flashy tech.

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’.

Hopping into the BRZ you’re immediately aware you’re getting into a sports car. It’s low-slung and the driving position feels like you’re almost sitting on the road. Perfect for this kind of machine.

The front seats are beautifully contoured and lock you in for when you’re driving through the twisties. Thankfully, the bolstering isn’t too aggressive and it’s still comfortable for everyday driving.

Ahead of the driver, the leather-wrapped steering wheel has a thin rim and is lovely to hold and turn. There aren’t many buttons but the few that remain are purposeful and have a lovely tactile click.

Behind this there is a 7.0-inch digital instrument cluster that permanently displays the rev counter in the middle. It’s a cool set-up that almost has a retro look to it, plus you’re able to configure the content that is displayed on the left-hand side.

Moving across, the central touchscreen multimedia system is classic Subaru. Nothing revolutionary, but I appreciate the physical shortcut buttons and dials on both sides of the screen.

It’s very easy to navigate around the screen, though as the photos show it is prone to glare, especially in bright scenarios.

Disappointingly there is only wired Apple CarPlay and Android Auto, with no wireless versions offered. You need to plug your phone in with a USB-A cable in a slot under the split-fold centre armrest.

While this means your phone will reliably charge, rather than having your phone overheat on a wireless charger, there’s no nice spot to put your phone given the physical handbrake takes up so much valuable centre armrest space.

You can put your phone in one of the cupholder spots, but when you do you don’t get a centre armrest. It’s too compromised for my liking.

While I’m on the topic of storage, there isn’t a great deal of it. There’s a small glove box and if you want, you can technically use the backseat area as they’re way too compromised for adults to fit into.

The rear seats are so small I didn’t even bother trying to fit as in my default driving position there is zero legroom. Even kids would struggle.

In terms of boot space, there is 201L available with the rear seats upright. It’s a fine space, though it’s impeded by the full-size spare wheel poking above the load floor. As a result you need to pack around the wheel.

Folding the rear seats makes the boot space more usable, though the envelope to slot things into the boot is narrow.

While the full-size spare wheel impedes the boot area, I’m glad it’s there because it’s much more usable than a dinky space-saver spare wheel or nothing at all. It gives you peace of mind in the event you have a puncture in the middle of nowhere.

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.

Power continues to come from a 2.4-litre naturally aspirated flat-four petrol engine producing 174kW and 250Nm.

This is mated to either a six-speed manual gearbox or a six-speed automatic transmission. Our tester is equipped with the former. Both feature a limited-slip rear differential.

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.

Subaru claims the BRZ manual consumes an average of 9.5L/100km on the (ADR 81/02) combined (urban/extra-urban) cycle.

We almost matched this during our largely urban-based testing, achieving an average of 9.7L/100km. There’s a 50L fuel tank which means there’s a total theoretical range of 515km using our as-tested fuel consumption.

A minimum of 98 RON premium unleaded petrol is required which isn’t uncommon for sports cars, but it still hurts your hip pocket nerve.

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.

This is where the BRZ has always excelled and this kitted-out tS manual is no exception.

Firing up with a cold engine, you’re immediately aware this is powered by a horizontally-opposed 'boxer' engine. It has that classic high idle that eventually simmers down once the engine has warmed up a bit.

Setting off you need to acquaint yourself with how this manual gearbox works. Every manual is a little different, however this BRZ is easy to pick up and understand quickly.

I particularly like the notchy and direct gear throw. It makes changing gears easy, fun and engaging.

If I am to be critical, the clutch bite point is a little high and there is a touch too much rev hang when changing gears, especially in the ‘Sport’ drive mode, but you get used to it eventually.

In everyday driving scenarios there is enough power available. Some more wouldn’t go astray due to the lack of a turbocharger, but this constraint makes the car more fun to drive as you have to work harder with the gears.

Speaking of, the gearing is short, which means you will be shifting gears quickly. At 60km/h, for example, the car can be driven around in sixth gear, which is clearly focused on maximising efficiency.

Once you’ve reached your set speed there’s enough torque to maintain it without having to dive back through the gears. This is nice because you don’t have to shuffle through the gears to keep up with traffic.

Out on the open road is where the BRZ comes into its own. The steering in particular highlights how balanced and poised the car feels. It’s so fun to chuck around on twisty bends and feel the weight transfer.

The STI-tuned suspension in this particular trim also highlights how sporty and dialled-in this car is. It can feel a little rough and taut on pimpled urban roads, though you need to remind yourself this is a sports car, not a comfort-oriented SUV.

In a similar vein, at higher speeds there is a lot of road and tyre noise that transfers into the cabin. This is made worse when the rear seats are folded. While more sound insulation would likely fix this, I like it being left out in the name of lighter weight (kerb weight is only 1.3 tonnes).

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.

Subaru BRZ owners are covered by a five-year, 100,000km warranty which is now commonplace in the mainstream segment. Many carmakers are now extending their coverage out to seven years and beyond.

Logbook servicing is required every 12 months or 15,000km, whichever comes first. The first five services cost a total of $2595.51, which averages out to around $519 per service. For the performance car space this isn’t cheap but not as exorbitant as more premium offerings.

Subaru has a total of 128 dealers around Australia, with a spread across metro, rural and regional areas.

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.