Toyota GR Corolla vs Subaru Levorg

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.

The Levorg STI Sport is a niche car that flies so close to true greatness. It’s a bucket load of fun… but not fun enough for the true enthusiast. A practicality, equipment and safety hero… but too brutal to be cross-shopped with an SUV… It’s an awesome car that’s just too narrow in its appeal to find a large audience. One thing is for sure – it will be interesting to see what Subaru does next with the Levorg badge.

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’.

I love the Levorg’s design. It’s slick, low and mean, and also unmistakably Subaru. It also plants itself right next to the WRX in the brand’s stable with that utterly ridiculous and unnecessary bonnet scoop, which does actually lead to a massive intercooler and thus is at least, functional.

The entire front of this car borrows so much from the boy-racer camp it’s just exciting to look at and, like any hot wagon should be, it’s party in the front and business in the back, with a paired-back rear end and side profile which says it’s ready for the family haul during the week.

The only giveaways from the rear are the chunky dual exhaust pipes and the almost aftermarket-style alloys which in our test car’s case were body-coloured.

Just like its WRX sedan brother though, the Levorg’s exterior design does lag a little behind the brand’s all-new Impreza and Forester ranges with it’s last-gen fittings exposing it’s last-gen underpinnings (rumor has it a new Levorg is on the horizon…).

The Levorg’s interior is as plush as it is chunky, with nice soft leather-trimmed bits placed along the doorcards and transmission column, as well as on the thick, purposeful steering wheel. Again, pundits who have helmed a WRX in the last few years will be familiar with all the fittings in here.

There’s little to give away the fact that the Levorg is older than the rest of Subaru’s range, it’s a modern dash design. It also suffers from Subaru’s obsession with screens as you have a TFT screen in the dash cluster, a information display in the binnacle atop the dashboard and a 7.0-inch multimedia touchscreen embedded in the centre stack. It’s just too much information from too many angles.

I will say I love the design of the analog instrument cluster, with its red highlights and the multimedia screen is definitely one of the better ones, with an easy-to-use interface and flawless phone mirroring (for Apple CarPlay at least).

It’s a symmetrical, cosy and aesthetically pleasing place to be.

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.

Why buy a wagon? Well, for a start, you’ll be getting generally much better boot space than a hatchback or a small SUV (with the handling appeal of a car), but I’m willing to bet if you’ve read this far, you already knew that.

The Levorg’s boot, for example, offers up 489-litres (VDA) with the second row up or 1413L with the seats down. For a bit of perspective, that’s a good 47-litres more (with the seats up) than a mid-size Mazda CX-5.

It’s a big, flat practical space, too with tie-down hooks, and under the boot floor, there is a space-saver spare wheel.

Moving to the second row, passengers will get decent, but not stellar rear legroom as well as good headroom, but where the Levorg shines is the sculpted rear outboard seats which are comfortable to sit in.

The door trims continue the soft-touch surfaces, and have a single 500ml-sized bottle holder on each side.

The middle passenger sadly loses out on legroom due to the large raised tunnel for AWD running gear underneath, and there are no vents, with rear passenger amenities limited to dual USB power outlets and a drop-down centre armrest.

Front occupants score 500ml bottle holders in each door card, a big glove box, a decently-sized centre console box, dual-cupholders in the transmission tunnel and a huge binnacle under the climate controls, where a 12-volt, dual USB and AUX ports exist.

Visibility out of the Levorg is excellent thanks to big rear vision mirrors, a deceptively tall windscreen and the naturally wide aperture of a wagon rear window.

Ergonomics are pretty good for front passengers too, with sporty, supportive seats and dial controls in all the right places (fan speed, temperature, volume, and tuning).

What you will miss out on over Subaru’s SUV range is the easy entry and exit that comes with a taller ride height. You’ll really need to drop yourself into the Levorg’s low-set seats.

The Levorg is expensive. This is not the kind of wagon you’ll be cross-shopping with your value-spec Impreza hatch for example.

We’re talking $52,440 for the top-spec car as tested here. You can get a seriously good mid-size SUV for that money.

A risk of building such a niche vehicle perhaps, and to be fair, it’s not one that Subaru is targeting volume with.

A sad state of affairs for the small wagon playing field, the list of Levorg competitors in this size bracket is seemingly limited to the Skoda Octavia RS 245 ($49,990), Mazda6 Atenza wagon ($51,190), or perhaps the Peugeot 308 Allure Touring ($27,990).

The Levorg’s natural advantage here is that it’s shares its underpinnings with the performance focused WRX (to go with the look), and so is unique among its wagon competitors.

Do you at least get good spec for your money? Well let’s see – you’ll get great kit from the base Levorg up, with our STI scoring 18-inch alloy wheels (with a WRX-esque design), full LED automatic and steering responsive front lighting, dual-zone climate control, an electric sunroof, a 7.0-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, as well as built-in nav and DAB+ digital radio, leather interior trim with sports seats, heated front seats and an eight-way power adjustable driver’s seat with memory function, and keyless entry with push-start.

The STI differentiates itself from the 1.6-litre Premium variant by way of a body kit including stamped exhausts and highlight trims, as well as a re-tuned set of coil springs in the suspension.

It’s a lot of gear, and it’s all standard, taking the fight to competitors even without the fact that every Levorg also has all-wheel drive with torque vectoring and Subaru’s comprehensive 'EyeSight' safety suite which you can read more about in the safety section of this review.

So, the Levorg is pricey when stacked up against an SUV, sure, but when stacked up against wagon rivals, is actually impressively equipped.

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.

This section starts out sounding actually very good. Powering the two most expensive Levorg spec levels is a 2.0-litre turbo boxer engine, producing a strong-sounding 197kW/350Nm, power outputs that once would have been in V6 territory.

Where the enthusiast audience is let down though is the rather pedestrian continuously variable transmission (CVT) auto which the engine is mated to.

There’s no option of a manual here, nor is there a more performance-oriented dual-clutch, even in our top-spec car.

All Levorgs use Subaru’s own all-wheel drive system which includes torque vectoring on 2.0-litre variants.

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.

An unfortunate side-effect of the Levorg’s slightly older 2.0-litre engine architecture is a minimum fuel requirement of mid-grade 95 RON unleaded to fill its 60-litre tank.

The Levorg STI’s claimed/combined fuel figure comes in at a not-low 8.7L/100km, against which we scored 9.6L/100km blasting around back-country roads in the Kosciuszko National Park for several days.

It’s a high fuel use figure, but at least a semi-realistic one given the type of driving we were doing. Again, with a more enthusiast audience, a few extra litres here and there won’t shake potential buyers, but there is better to be had elsewhere from lower-capacity engines.

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 Levorg is great fun to drive, but it still falls short of that stenciled red ‘STI’ badge that lives on its front and rear.

I’ll explain. There’s plenty of power on offer here, it’s just how you’re able to use it. When you’re as close to the ground as you are in the Levorg it should be engaging, with maximum driver input and minimum interference.

The trouble is the CVT takes that idea of control out of your hands. It’s rubbery and unnatural, and a bit dull when you’re pushing the otherwise-tightly tuned chassis around corners.

It’s a shame because everything else is so close to excellent. The steering is superb, direct and with just the right amount of weight to it, and when you’re enjoying the Kosciuszko National Park’s best B-roads you can really feel all the grip delivered by the torque vectoring all-wheel drive system. It’s a blast and very reminiscent of the WRX.

Setting the drive computer to 'Sport Sharp' mode tightens up throttle response and keeps the CVT revving harder. This is best enjoyed using the paddle-shifters to bring the revs up in corners and hold them for longer in the straights, allowing the Levorg to behave as closely to a normal auto as possible.

It’s the best way to drive it, but demands the right road. It’s also a little less fun because there’s no penalty for getting it wrong. Rev too hard or drop the 'gear' too low and the computer will simply switch the transmission back to auto mode.

The suspension is a lot of fun on a back road, but decidedly less so around town. In the case of the STI with its extra firm springs, it’s best described as brutal, crashing low and hard over road imperfections. It also allows far more sound into the cabin than in other Subaru products, with tyre roar picking up at freeway speeds or on coarse bitumen.

Don’t get me wrong. I enjoyed the Levorg’s drive experience more than I had even expected to, but it’s not for everyone and won’t please the die-hard enthusiast either.

The Levorg beats out most competitors, and even most mid-sizers at this price with Subaru’s awesome EyeSight safety suite, which is genuinely different from the solutions put forward by other brands.

On the active safety front, this means that you score auto emergency braking (AEB) with brake light detection and forward collision warning (FCW), lane keep assist (LKAS) with lane departure warning (LDW), blind spot monitoring (BSM), rear cross traffic alert (RCTA), and active cruise control.

Unsurprisingly on the basis of that active suite which is still one of the most comprehensive in the price bracket, let alone the class, the Levorg has carried a maximum five-star ANCAP safety rating since 2016.

Expected refinements also include stability controls (with the added benefit of torque vectoring). There are also three top-tether and two ISOFIX child-seat mounting points across the rear seats.

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.

Subaru offers a five-year/unlimited km warranty across its entire range, which is on-par with competitors, including the Octavia and Mazda6.

Like the Skoda, Subaru also offers the ability to buy service plans in three- or five-year packages at the time of purchase, doing so includes other benefits including a free service hire vehicle and three years of roadside assist.

The 2.0-litre Levorgs, including our STI cost between $319.54 and $671.85 per six-monthly 12,500km service interval for a total cost of $4,540.92 for the life of the five-year warranty.

That breaks down to an average cost of $908.18 which is actually very expensive considering the Octavia RS costs less than half that at $340 per year, and it’s a European car.