Toyota GR Corolla vs Porsche Macan

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.

There is no doubting the substance of the Porsche Macan Electric. Its ride, steering and poise make it a joy to drive on twisting roads, and it ticks the practicality boxes, too.

The only lingering question is whether enough people are ready to make the all-electric switch. Only then will we know if Porsche's Macan gamble has paid off.

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

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’.

The Macan Electric looks sharp, all aerodynamic and swept-back like a range-maximising electric SUV should.

There’s functional method behind all this swoopy styling, too. The headlights look as though they’ve been chiselled into the body work, and at the grille, you’ll find active venting to help with cooling when needed.

There is also a sizeable front splitter that looks very much like the Macan is sticking its jaw out. All of which is to assist with aero and range.

It’s also a dual charging port layout with access left and right, though the latter is AC charging only, while the one on the left does both.

Step inside the Macan and you’ll find a familiar and very welcoming space. I especially like the twin-screen set-up that looks great in the way it's kind of embedded into the dash. Each is big, clear and easy to use.

I also really like the control panel that gives you quick-button access to the climate control, and the haptic feedback is next level, with the whole screen clicking in or out whenever you hit a button.

That said, in Turbo-guise you’re dropping almost $200,000, and some of the materials feel too hard and plasticky at that price point.

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.

There is a little open-sesame magic at play with the Macan, and that starts at the frunk, where, if you lovingly caress the bonnet, it will automatically pop open for you, revealing an 84-litre storage space.

Rubbing the charging port will see it slide open, too, but just in case you’re not the kind of person who likes to fondle their car in public, you can use the key.

The Macan’s boot is a little more traditional, opening to reveal 540 litres (but just 480 litres in the 4S or Turbo) of storage with the rear seats in place, with a wide, flat and very useable area for your goodies.

The back seat of the Macan feels spacious enough, without being outstanding. There’s more than enough space for my 175cm frame, with enough knee and head room, but the way the middle console juts out will definitely eat into leg room for any middle-row passenger.

Elsewhere you get air-con controls with vents, along with bottle storage in each of the doors. There is also a pull-down divider that’s home to two extra cupholders.

The Macan arrives with four trim levels, the entry-level Macan, the Macan 4, Macan 4S and then the flagship Macan Turbo. The latter is just a name Porsche now applies to its go-fast models — obviously there isn’t an actual turbo in action.

The new electric range opens with the Macan, which lists at $128,400, before on-road costs. A reminder here that the old entry-level Macan with an ICE powertrain would have set you back less than six figures, so this one represents quite the jump.

Now, it should be pointed out that you can still buy the previous-generation ICE Macan, at least until supply runs dry. The brand isn’t getting any more, but suggests there are enough in the country to satisfy demand until around Q2 next year.

Next is the 4, which is $134,400 and adds a second e-motor. Then comes the 4S, yours for $149,300, before the range tops out with the Turbo, which climbs to $184,400. All prices before on-road costs.

Those are big numbers, but at least Australian-delivered cars are some of the best-specified on the planet. 

That starts with the Macan, which gets a 12.6-inch digital instrument cluster, and a second 10.9-inch central touchscreen with Apple CarPlay and Android Auto.

It rides on 20-inch alloys, has synthetic-leather seats that are heated up front and Australian cars get things like the clever 'Porsche Active Suspension Management' (PASM) system as standard.

Next up is the Macan 4, which adds a second electric motor, but otherwise largely mirrors the base car’s spec. Next on the list is the 4S, which rides on a different 20-inch alloy, picks up LED matrix headlights, sports a better Bose stereo, a panoramic roof and four-zone climate control.

Finally, the Turbo is the big dog of the electric Macan range, packing serious power, but also arriving with its own 20-inch alloy wheel design (with 21-inch wheels a no-cost option) — an augmented reality head-up display, and things like the 'Porsche Electric Sport Sound', the 'Sport Chrono Package' and a performance-focused 'Sport+' drive mode.

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.

The entry-level Macan is equipped with a single rear-mounted electric motor, and it will make a total 250kW (265kW with launch control activated) and 563Nm, which is enough to push the cheapest Macan to 100km/h in 5.7 seconds.

The 4 then adds a second electric motor for AWD, upping the grunt to 285kW (300kW with the launch function) and 650Nm, and drops the sprint to a brisk 5.2 seconds.

The 4S is probably the performance sweet spot, with its dual-motor set-up generating 330kW (380kW in launch) and 820Nm, and a blistering sprint of just 4.1 seconds.

But the Macan Turbo is a true monster. We’re talking 430kW (470kW with launch control), 1130Nm and a sprint to 100km/h that’s as fast as a Carrera Cup race car – just 3.3 seconds.

It’s twin-motor, all-wheel drive and offers the kind of brutal acceleration that gives you a little facelift every time you step on the accelerator.

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.

Every Macan is fitted with a big 100kWh lithium-ion battery, which helps deliver a solid driving range no matter which one you choose.

The entry-level Macan will cover the most distance, at a claimed 654km, while the 4, 4S and Turbo will travel 624km, 619km and 616km, respectively.

The Macan rides on an 800V architecture, and is set up for 270kW DC high-speed charging, which will take 21min to go from 10 to 80 per cent. It will also accept 11kW AC charging, which should take 10 hours to go from empty to full.

Worth noting, though, that most home wall boxes are around 7.0kW, which means a full charge would take more like 13 hours plus.

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.

Porsche seemed at pains to prove that, though the all-electric Macan has lost its ICE heart, it's still worthy of the badge, and still very much a Porsche.

First stop, then, was the Norwell race circuit in Queensland, to put the Macan through its paces with 0-100km/h sprints, drifting (well drift attempts... ) on a watered-down skid pan and finally some high-speed running on the circuit.

And two things immediately became very clear. The first, and most obvious, was that, like the first men on the moon, we were likely among only a handful of people that might ever take their all-electric Porsche mid-size SUV to a race track. And second, this is one seriously sorted electric car.

Happily, for the many (read: every) owners who won't be pulling out of a pit garage at their next local track day, the Macan is actually more enjoyable on the road than it is on the track.

On the latter, there's a freedom to push too hard – what with the lack of trees, guard rails or oncoming traffic – and cracks do appear, mostly from the screaming tyres struggling with the two-tonne-plus weight.

But on public roads, where a thick fog of consequence prevents you pushing too hard, the Macan is a gem.

Porsche tends to have a knack for these things, I know, but the Macan is a seriously smooth and satisfying drive.

The ride is bang-on (comfortable enough on rougher surfaces, firm and grippy enough on twisting roads) and the steering is direct and confidence-inspiring.

Body-roll has been largely banished, too, with the Macan staying flat, stable and satisfying, even on the tighter stuff.

In much the same way the ICE Macan defined what it meant to be a driver's SUV, I think this one does the same in the EV space. And the fact that it does it with five seats and a decent boot is a sizeable bonus.

But there's no denying it lacks in the emotion department. That sense of excitement, the sound track, the hard-to-define fizz – as competent its this, and as weaponised as the EV powertrain is – it does feel a little clinical, like a tool doing its job and doing it well.

One important caveat. We've driven the 4 and Turbo to date. The entry-level Macan and the mid-tier 4S are still incoming. And I suspect I wouldn't be dropping my deposit on the Turbo.

Yes, the power is ridiculous, but I don't reckon you need it. For me, the 4 is more than enough, but I suspect the real performance sweet spot will be with the 4S.

The Porsche Macan Electric is yet to be assessed by ANCAP, or by Europe’s NCAP, but it doesn’t appear to be missing any key equipment from its safety list.

That includes curtain airbags that extend all the way to the boot, AEB with pedestrian detection, lane keeping assist, a surround view camera and 'Intersection Assist'.

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.

The Porsche ownership experience is frankly underwhelming by modern standards, with the brand offering just a three-year/unlimited kilometre warranty, plus an eight-year/160,000km battery warranty.

The positive, though, is that servicing should only be required every two years or 30,000km. You also buy a prepaid service plan for three, four or five years, priced at $1495, $2795, $2995.