Oh, You Lucky Bastard: 2025 Toyota GR Corolla vs. 2025 Volkswagen Golf R
These 300-ish-hp cruise-missile compacts pack thrills for days, but which one’s the better all-around car?Aaron GoldWriterDarren MartinPhotographerWilliam WalkerPhotographer
Sep 22, 2025
Some say the hot hatch segment is dying, but nothing will make you feel more alive than taking a fast drive on a curvy road in the Toyota GR Corolla or the Volkswagen Golf R. Both cars storm into 2025 with more power and a host of other useful improvements, including a newly optional automatic transmission for the Toyota. We count these all-wheel-drive, turbocharged terrors among our favorite thrill rides, but which is better? Sit down, strap in, shut up, and hang on as we attack the twisties and figure out whether the GR Corolla or the Golf R delivers the most delight for your dollar.
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Meet the Challengers: Corolla’s Lightning vs. VW’s Thunder
The GR Corolla sped straight into our hearts when it made its debut for the 2023 model year, and in fact our own Jonny Lieberman—EV fanatic, Corolla hater—was so taken that he bought one for himself. In the unlikely event you’re unfamiliar, the critical thing to know about the GR is it has as much in common with a regular Corolla as lightning does with a lightning bug. Its 1.6-liter turbocharged three-cylinder engine delivers 300 horsepower (185 ponies per liter!) to all four wheels, and for 2025 this mighty mite gets a 22-lb-ft bump to match the Golf R’s 295 lb-ft of torque, plus a new eight-speed automatic transmission. (Don’t worry, purists, the six-speed stick is still available.) A new top-of-the-line Premium Plus model adds a carbon-fiber roof panel, hood vents, matte black wheels, and a powertrain cooling package. Base price for the basic six-speed car is $39,995, and our automatic Premium Plus test car, with options such as a chassis brace and floormats (Really? We’re still paying extra for those?) stickered for $50,144.
The Golf R is the old hand, having been part of Volkswagen’s U.S. lineup off and on since 2012. For 2025, it too gets a power bump, from 315 to 328 hp, with no change in torque. Unfortunately, the manual transmission has been dropped, leaving a seven-speed dual-clutch automatic as the only choice. The front fascia is new, as is the Black Edition shown here, with (surprise, surprise) blacked-out trim inside and out. The new $3,795 Euro Style package adds an Akrapovič titanium axle-back exhaust system and blue seat trim while deleting the sunroof, front seat ventilation and memory, and all power seat adjustments save the backrest. Why pay more for less stuff? Because the package shaves 80 pounds from the curb weight, which VW seems to think is worth some dough. Pricing starts at $48,325, and our Black Edition, Euro Style–equipped (perhaps we should say de-equipped?) model listed for $53,731.
Hot Hatch Couture: Streetwear or Suit?
The Toyota GR Corolla wins the Eyeball 500 with its widebody-kit styling, more scoops than the TMZ home page, and three exhaust tips poking out from the rear bumper—a cheeky reminder of the number of cylinders lurking under the hood. It makes the Golf R’s styling seem rather dull, and VW doesn’t help by only offering the R in blue or black paint. That said, the GR Corolla’s palette isn’t much wider, offering only black, white, gray, or red, with an extra charge for the latter two.
But the VW looks better on the inside, where the Black Edition’s carbon-fiber dash trim and the Euro Style blue-accented seats are a step up from the bland plastics of the Toyota’s rather stock-looking Corolla interior. The Golf R’s front seats, heavily bolstered like the Toyota’s, are a little more generous for those of us who like our burgers with extra cheese, and the VW offers more back-seat and trunk space, as well. We’re not fans of the infotainment system of either car, and we were also surprised that for 50 grand neither car gave us nice-to-haves like a bird’s-eye parking camera or power seat adjustment (and to think, VW charges extra not to have power seats!). Luckily for both competitors, this comparison focused on dynamics rather than amenities.
GR vs. Golf R, By the Numbers
While we were looking to find which car generates the most grins, we also wanted to get some baseline numbers, so off to the test track we went. We’ve tested several GR Corollas and have struggled to match Toyota’s claimed five-second flat 0–60 time, but the automatic GR came the closest at 5.1 seconds, 0.3 second quicker than the last two manual cars we tested (both 2023s with the lower torque rating). To get it to 100 mph took 12.3 seconds, 1.1 seconds quicker than the ’23 six-speed GR Corolla, and the automatic car took down the quarter mile in 13.6.
The Golf R was in a different class, blasting to 60 in 4.1 seconds, hitting 100 in 10.2, and crossing the quarter in 12.6. But the GR Corolla needed just 101 feet to stop from 60 mph, 10 feet shorter than the VW’s best stop. The Toyota, wearing Michelin Pilot Sport 4 tires, pulled 0.95 average g on the skidpad, while the Bridgestone Potenza S005-shod Golf R did 0.92. Pluses and minuses added up on our figure-eight handling course, which the GR Corolla circled in 25.1 seconds, just one tick behind the Golf R’s 25.0.
Bottom line: The Golf goes quicker, the Corolla grips better, and the result is two cars that are rather evenly matched. But we’ve driven slow, ill-handling cars that delighted us and race-ready rides that bored us to tears, so it was time to head out to some of our favorite curvy roads and do a little thrill-seeking.
Heart on Sleeve vs. Ace Up Its Sleeve
If the Corolla’s engine only gets a B for acceleration, it gets an A+++ for effort. The three-banger has an aggressive, angry growl and it pulls as if Ted Lasso is under the hood cheering it on. Ultimately, though, the Toyota suffers from its lack of power. Passing slower traffic on a two-lane—and in either of these cars, all traffic is slower traffic—was a breeze in the Golf but a white-knuckler in the Toyota.
Does GR Corolla’s new automatic stifle the fun? Only if you let it. Left to its own devices, it’s quick to upshift and drop the revs, even in Sport mode (once a Toyota, always a Toyota). Punch the gas, and there’s windup before the fastball pitch, which is thrilling but not always beneficial to smooth progress. The solution is at your fingertips: Engage manual mode and use the paddle shifters to keep the engine in its happy place between 5,000 and 7,000 rpm. Here, at least, the transmission stays out of your way, letting the engine bounce off the rev limiter rather than forcing an upshift.
The Golf R also has paddle shifters, but you won’t need them. It has a dual-clutch transmission, which we consider the finest form of performance automatic because it can deliver smooth full-power shifts with no hesitation and no weight transfer. We noticed some rough shifts during straight-line acceleration in Sport+ mode, but in the curviest of curves it behaved perfectly. Ask it for power—a trickle or a torrent—and the Golf R’s powertrain is instantly in the right gear, delivering exactly the amount of acceleration you need, as if by magic or telepathy, and with eerie electric motor smoothness. In the Corolla, we drove with one eye on the tach; in the Golf R, we completely ignored it. Bonus: a quieter cabin because the Golf’s 2.0-liter turbo doesn’t need to run at max revs to give you its best.
Two Paths to the Apex
In terms of steering feel, these two cars took radically different approaches. We expected the Toyota’s combination of a small steering wheel and a quick-ratio rack to have it darting to and fro like a bloodhound trying to get on the scent. Not so. The GR Corolla tracks straight and true, with steering effort that loads up heavily as soon as you turn off-center. While it’s not twitchy or abrupt, it is hyper-responsive, and we had to be economical with our hand movements to stay on our chosen line.
The Golf R’s easygoing steering feels like an old Ford Falcon compared to the GR’s strong centering effort. But once we cranked up our speed, it reminded us of the unassisted steering in a first-gen Porsche 911. Even in its stiffer modes, the steering stays light on center then loads up progressively and proportionally as cornering forces build. Delightful! We drove the GR Corolla with hands clamped to the wheel; we drove the Golf R with our fingertips.
What happens when you push too far? Both cars behave pretty much the same. The Golf R issues an early warning squeal from its front tires while the GR Corolla stays mum, but both keep an iron grip on the pavement right up until they can’t. You can evoke understeer if you’re ham-fisted, and you’ll feel both all-wheel-drive systems issue a corrective redistribution of torque to get the car pointed in the right direction by the time you’re ready to lay on the power. Still, the technique for going fast in both cars is the same: Blast into the corner, stand on the brakes, turn in, then mash the throttle and experience a sympathetic kinship with every projectile that has ever been fired from a cannon.
Joy in the Work vs. Joy in the Rush
Which of the two cars did we enjoy more? We’ll be damned if we can tell you. The GR Corolla is all about the joy of the machinery, running it for blood to squeeze out every last drip of performance. The Golf R is all about the joy of the drive, providing a seemingly endless supply of thrust, grip, and feedback so you can delight in the raw thrills of a fast pass on a challenging road. The Golf R certainly felt quicker—or at least it felt like we reached the end of the road faster—but both were equally thrilling in their own way.
And what of the times when we’re not willing to risk a few stray points on our license? Both are noisy and hard-riding compared to mainstream rides, with the Toyota as the slightly worse offender. Even with the Golf’s adjustable dampers at their stiffest setting (two notches to the right of Race), it doesn’t quite jiggle and jostle you as much as the Toyota. But as harsh as it is, the GR Corolla never crosses the line that separates performance from punishment. Both cars have good adaptive cruise control and lane centering systems and halfway decent stereos that you can hear over the din. The Golf R is the more comfortable car, but the Toyota is surprisingly livable given its needles-to-the-peg approach to life.
GR Corolla vs. Golf R: Which One Is Best?
Picking a winner felt like a Sisyphean task—but a lot more fun than rolling a rock up hill. If a fast attack on a curvy road is your idea of a good time, you cannot go wrong with either car. But we’re not allowed to take the easy out here at MT, so we must pick a winner.
The GR Corolla is as splendid a piece of machinery as has ever graced our garage. The joy of the Corolla comes in pushing it as hard as it will go, taking the engine, suspension, and brakes right to their limits—but that doesn’t mean knocking your head against the car’s limits. The GR Corolla loves a good caning and still provides thrills aplenty even if you dial back a bit. Driving it fast feels like the perfect partnership between human and machine, and the fact that you need to use those paddle shifters to keep the engine humming is a reminder that the machine can’t operate at its best without a competent human at the wheel. Although noisier and harder-riding than the Golf R, it’s still a tolerable vehicle to live with. The GR Corolla is, by any measure, a monument to the art and love of driving, and the $39,995 base price makes it a gift, at least in stick-shift form. How could a car like this lose a comparison?
It can when faced with something like the Golf R. The Volkswagen is the more refined machine, and it does everything the GR Corolla does at a slightly higher level. It’s quicker, both on paper and in the real world, a bit quieter, a bit more comfortable, and quite a bit more practical. While the GR Corolla begs for abuse, the Golf R makes achieving speed easier and more relaxing, allowing drivers of all abilities to feel like a deity behind the wheel. Of course, the Golf R is the more expensive car, but eliminating that Euro Style package (we’ll happily take a sunroof and power seats over an 80-pound disadvantage) drops its price down to within a few bucks of the GR Corolla—and that makes it slightly more car for slightly less money.
For that reason, the Volkswagen Golf R is the winner of this comparison, but if you choose a Toyota GR Corolla over the Golf, you’re not making the wrong decision. The real winner is the lucky so-and-so who gets to choose between these two excellent automobiles. Our advice: Buy both.
2nd Place: 2025 Toyota GR Corolla
Pros
- Aggressive kid-racer looks
- Hugely entertaining to drive
- Overachieving engine
Cons
- Could use more power
- Transmission rev issues in auto mode
- Noisy and hard riding
1st Place: 2025 Volkswagen Golf R
Pros
- Surprisingly refined
- Family-friendly space
- Easy to drive at high speeds
Cons
- No manual option
- Bland styling, color choices
- Noisy and hard riding (but not as harsh as the GR)
| 2025 Toyota GR Corolla Premium Plus Specifications | 2025 Volkswagen Golf R Black Edition Specifications | |
| BASE PRICE | $47,010 | $49,640 |
| PRICE AS TESTED | $50,504 | $53,731 |
| VEHICLE LAYOUT | Front-engine, AWD, 5-pass, 4-door internal combustion hatchback | Front-engine, AWD, 5-pass, 4-door internal combustion hatchback |
| Powertrain | ||
| POWER | 300 hp @ 6,500 rpm | 328 hp @ 5,850 rpm |
| TORQUE | 295 lb-ft @ 3,250 rpm | 295 lb-ft @ 2,000 rpm |
| ENGINE | Turbo port- and direct-injected DOHC 12-valve I-3 | Turbo direct-injected DOHC 16-valve I-4 |
| DISPLACEMENT | 1,618 cu cm/98.7 cu in | 1,984 cu cm/121.1 cu in |
| COMPRESSION RATIO | 10.5:1 | 9.3:1 |
| REDLINE | 7,000 rpm | 6,600 rpm |
| TRANSMISSION | 8-speed automatic | 7-speed dual-clutch automatic |
| AXLE/TOP-GEAR RATIO | 3.33:1/2.16:1 | 3.30:1/2.18:1 |
| TOP-GEAR REVS @ 60 MPH | 2,300 rpm | 1,800 rpm |
| Chassis | ||
| SUSPENSION | F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar | F: struts, coil springs, adj shocks, anti-roll bar R: struts, coil springs, adj shocks, anti-roll bar |
| STEERING RATIO | 12.7:1 | 10.9:1 |
| TURNS LOCK-TO-LOCK | 2.4 | 1.9 |
| BRAKES | F: 14.0 x 1.1-in vented and grooved disc, 4-piston fixed caliper R: 11.7 x 0.7-in vented and grooved disc, 2-piston fixed caliper | F: 14.1 x 1.3-in vented disc, 2-piston sliding caliper R: 12.2 x 0.9-in vented disc, 1-piston sliding caliper |
| WHEELS | 8.5 x 18 in, cast aluminum | 8.0 x 19 in, cast aluminum |
| TIRES | Michelin Pilot Sport 4 235/40ZR18 (95Y) XL | Bridgestone Potenza S005 235/35R19 91Y XL |
| Dimensions | ||
| WHEELBASE | 103.9 in | 103.5 in |
| TRACK, F/R | 62.6/62.6 in | 60.7/59.7 in |
| LENGTH x WIDTH x HEIGHT | 173.6 x 72.8 x 57.2 in | 169.1 x 70.4 x 57.8 in |
| GROUND CLEARANCE | 5.3 in | 4.8 in |
| TURNING CIRCLE | 36.1 ft | 38.1 ft |
| CURB WEIGHT (DIST F/R) | 3,336 lb (59/41%) | 3,370 lb (61/39%) |
| WEIGHT TO POWER | 11.1 lb/hp | 10.3 lb/hp |
| HEADROOM, F/R | 38.4/37.6 in | 38.5/38.1 in |
| LEGROOM, F/R | 42.0/29.9 in | 41.2/35.0 in |
| SHOULDER ROOM, F/R | 53.9/54.5 in | 55.9/53.9 in |
| CARGO VOLUME | 17.8 cu ft | 19.9 cu ft |
| MotorTrend Test Data | ||
| 0-30 MPH | 1.9 sec | 1.5 sec |
| 0-40 MPH | 2.8 sec | 2.2 sec |
| 0-50 MPH | 3.8 sec | 3.1 sec |
| 0-60 MPH | 5.1 sec | 4.1 sec |
| 0-70 MPH | 6.5 sec | 5.3 sec |
| 0-80 MPH | 8.1 sec | 6.6 sec |
| 0-90 MPH | 10.1 sec | 8.3 sec |
| 0-100 MPH | 12.3 sec | 10.2 sec |
| PASSING, 45-65 MPH | 2.5 sec | 2.0 sec |
| QUARTER MILE | 13.6 sec @ 104.0 mph | 12.6 sec @ 110.6 mph |
| BRAKING, 60-0 MPH | 101 ft | 111 ft |
| BRAKING, 100-0 MPH | 291 ft | 318 ft |
| 0-100-0 MPH | 16.3 sec | 14.5 sec |
| LATERAL ACCELERATION | 0.95 g | 0.92 g |
| FIGURE-EIGHT LAP | 25.1 sec @ 0.77 g (avg) | 25.0 sec @ 0.78 g (avg) |
| Consumer Info | ||
| AIRBAGS | 10: dual front, f/r side, f/r curtain, driver knee, passenger thigh | 6: dual front, front side, f/r curtain |
| BASIC WARRANTY | 3 yr/36,000 mi | 4 yr/50,000 mi |
| POWERTRAIN WARRANTY | 5 yr/60,000 mi | 4 yr/50,000 mi |
| ROADSIDE ASSISTANCE | 2 yr/25,000 mi | 3 yr/36,000 mi |
| FUEL CAPACITY | 13.2 gal | 14.5 gal |
| EPA FUEL ECONOMY, CITY/HWY/COMBINED | 19/27/22 mpg | 22/31/25 mpg |
| EPA RANGE | 290 mi | 362 mi |
| RECOMMENDED FUEL | 91 octane | 91 octane |
| ON SALE | Now | Now |
