Toyota GR Corolla vs Mazda 2

What's the difference?

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.

While Mazda's insistence that the Mazda2 is a 'first-car' could be very limited by the incomes of most teenagers or early-20s city-dwellers, the starting price being close enough to $20,000 for a dynamically enjoyable and convenient small car isn't to be scoffed at.

The new styling of the Mazda2 is well executed, and as an alternative to small SUVs (which continue to become more popular) it's a sensible option, especially considering its efficiency and ease of use.

The lower specifications in the range are probably the best in terms of value, as even the features on the higher grades aren't groundbreaking, and the Pure SP definitely exudes the most style cred.

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’.

Aside from the Pure SP, the Mazda2's styling changes are subtle. Mazda's design team aimed to move the model's looks slightly away from the previous ‘premium' chrome-adorned look to a sportier and more ‘aggressive' style.

A redesigned front bumper and mesh grille, with the rear's nip and tuck being more subtle, don't need to do much to keep the hatchback looking fresh. Despite being almost a decade old, the Mazda2 looks, to some extent, like it could be a new generation.

The Pure SP in particular is a highlight, with the blocked grille evoking some ‘electrification' vibes, while the coloured-accent treatment at the front and rear of most variants is a welcome addition for something different.

The range of differing wheels is also a plus point for the Mazda2 range, with each model having its own distinct characteristics.

Inside, the Pure SP also gets a stand-out panel across the dash in a lighter colour like mint, while others get different seat trims and colour accents in places like the vent surrounds.

New colours for the range are 'Aero Grey Metallic' and 'Air Stream Blue Metallic'.

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 Mazda2's interior is mostly unchanged through the facelift, with the car's overall dimensions unchanged and not affecting space for its occupants.

Up front, the two seats are comfortable for adults and arm, shoulder, and head room is ample.

Storage space for drinks, phones, or small bags and wallets is sufficient, though not quite road-trip-worthy.

In the rear seats, adults will find enough space to be comfortable for short trips but might get a little restless after a while.

Headroom when sitting upright is tight for anyone around 182cm (six-feet) tall, and a lack of armrest and little storage save for the doors means loose items will be joining occupants on the seat or sitting on the floor.

The Mazda2 has a claimed 250 litres of luggage space in the boot, which is fine for a small hatchback, but short of rivals like the Toyota Yaris' 270L.

Mazda has managed to keep pricing for its entry model relatively low for the segment. In fact, the base Pure in manual form starts from $22,410, before on-roads, and the auto is only $2000 more.

That means at a time when the Toyota Yaris is starting to look more expensive than its historic ‘cheap and cheerful' image allows, Mazda is pushing the Mazda2 to be slightly more premium while keeping its price competitive.

Standard features for the range, which start in the Pure variant, include a 7.0-inch touchscreen with Apple CarPlay and Android Auto capability, plus auto headlights and windscreen wipers.

The Pure SP, which starts at $25,210, gains a different styling kit that adds a body-coloured front panel to the grille, plus a carbon-look roof in vinyl. It also gains the ‘shark-fin' roof aerial.

The Evolve, which starts from $25,910, gains LED DRLs, with the mesh grille replacing the SP's block colour panel.

Its upholstery gets red stitching, plus it's also got a couple more tech additions with Mazda's active head-up driver display, traffic sign recognition and satellite navigation.

Finally, there's the top-spec GT, from $27,610, which gains unique aero-inspired 16-inch alloy wheels, and a set of black leather-upholstered seats with synthetic suede and red trim.

A sedan is available in Pure or GT specification at the same prices and with the same features as the hatch, though you can't get a Pure sedan in manual - that's available in the hatch only.

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.

Mazda's ‘SkyActiv-G' 1.5 litre four-cylinder petrol engine is the unit used for six-speed manual and automatic models, but outputs vary slightly.

Manual cars produce 82kW and 144Nm, while autos deliver a slightly lower 81kW and 142Nm, both driving the front wheels only.

It's pretty much the same engine you used to find in an entry-grade MX-5, just with less power.

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.

Improved fuel efficiency and lower CO2 emissions come thanks to the automatic's slight drop in power and torque.

Mazda claims a 5.0L/100 km rating for the automatic Mazda2, which is down by 0.3L/100km over the previous version, but the manual's unchanged engine tune burns through the petrol at 5.4L/100km.

Filling the 44-litre tank with at least 91RON or even E10 is fine, and with its auto variant's efficiency rating means the Mazda2 technically has a theoretical range of 880km.

Comparatively the Mazda2 scores well here, the more expensive Toyota Yaris comes with a 4.8L/100km consumption claim with its CVT auto. A Suzuki Swift, with a smaller 1.2-litre engine, also has a 4.8L/100km rating.

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.

Our drive loop for the Mazda2's launch included a mix of urban, highway, and rural driving, with varying road quality and conditions.

Fortunately for the little hatchback, it handled everything well or at least at a passing mark, with only a couple of small shortcomings that are common in the segment.

The Mazda2 is a joy to drive in most circumstances, with a lively but confidence-inspiring chassis and controls that give a connected feel to the road.

At low speeds, the Mazda2's relatively low power isn't noticeable, with the gearbox getting things moving at a reasonable pace and the engine is responsive enough with the traditional gearbox helping it along.

It's worth noting that for ultimate control over the drivetrain, Mazda still offers a six-speed manual transmission in the entry-grade Pure, and it's a gem.

Smooth, sporty shifts and well thought out gear ratios mean the manual is easy to handle even in traffic, and the clutch has a forgiving bite point. The 'i-Stop' stop/start system works with the three-pedal car, too, as does cruise control.

In terms of handling and comfort, the Mazda2 is a little shaken by large bumps, though some of the rough surfaces on our test loop were particularly brutal.

Similarly, when pushed hard to conquer steep hills the 1.5-litre engine becomes a little harsh.

On twisty sections the Mazda2 (especially in manual form) provides ample fun while remaining predictable in its steering and chassis feedback, rather than feeling loose.

The updated Mazda2 is equipped with the brand's suite of 'i-Activsense' safety tech, which includes 'Smart City Brake Support' for operating forward and reverse, blind-spot monitoring and rear cross-traffic alert.

The Evolve and GT model grades are fitted with traffic sign recognition.

The GT model grade comes fitted with front parking sensors and a set of surround-view parking cameras.

The Mazda2 also features six SRS airbags to cover the driver and front passenger, side airbags, and curtain airbags front and rear. It also has ISOFIX anchor points and top tethers for child seats in the rear.

Mazda isn't going to put the Mazda2 up for a new crash test rating by ANCAP, with the brand telling us the new safety additions bring the car's safety up to date, though its original rating from 2015 was a maximum five stars.

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.

Mazda offers a five-year/unlimited-kilometre warranty across the range, under which the Mazda2 will be covered. That's on par for the market, although some rivals, like the MG3, come with a seven-year term.

Scheduled servicing costs for the first seven workshop visits range from $334 to $587, and are undertaken every 12 months or 15,000km (whichever comes first).