Some cars absolutely need a manual transmission. Buying an automatic Mazda Miata, for example, is an indefensible decision. The short-throw six-speed is a large part of what makes that sports car so iconic.
I recently criticized the new Volkswagen Golf GTI for the same reason—it no longer offers a manual. The lone transmission is a seven-speed dual-clutch, and it's great, but it takes much of the charm away from a car so synonymous with rowing your own gears.
Other sporty, affordable cars fall into a similar category; the Hyundai Elantra N, the Subaru WRX, and—as we've learned—the Toyota GR86 simply aren't as good with automatics. Or in Subaru's case, a CVT.
The Toyota GR Corolla, though, is different. In fact, it might be just as good with an automatic—maybe even better. But before you reach for your pitchforks, hear me out.
When Toyota originally launched the GR Corolla, the only transmission was a six-speed manual. It was an excellent gearbox—quick, responsive, and direct—but it limited the market to hardcore enthusiasts.
While you can still buy the GR Corolla with a manual—and Toyota estimates that about 50 percent of its customers do—Toyota knew it needed to broaden the hot hatchback's appeal with an automatic option for 2025. And no, they didn't use some off-the-shelf ZF.
Instead, Toyota looked to its Gazoo Racing team. Through extensive motorsports testing—both on the rally stage and on the track—the GR Corolla's "Direct Automatic" eight-speed was born. It debuted first in the European GR Yaris before making its way to the US in the Corolla.
Earlier this year, I spoke to Chief Engineer Naoyuki Sakamoto, who told me exactly what it took to bring the track-tested automatic transmission to a road car:
"That automatic transmission was developed through motorsport activities. We took that transmission to the GR Yaris in Japan, and we joined the Japanese rally championship series… Then, we identified any problems in motorsport racing conditions. After that, we decided to apply that automatic transmission to the GR Yaris."
Sure, auto executives use phrases like "track-inspired" all the time, but in this case, Toyota engineers worked tirelessly to ensure that its automatic transmission actually felt like it was ripped from the track. And largely, it does.
Testing it at Eagles Canyon Raceway in Texas, a few months back—a pretty nifty little club track tucked away deep in the hills of Texas—the Corolla auto instantly felt special. High-strung, eager to hang revs, and quick to shift through its short ratios, the eight-speed barely needed any of my help finding the right cog around the 2.7-mile track.
In fact, Sakamoto encouraged me not to use the paddle shifters at first go as a way to really allow the gearbox to do its own thing. And flicking them the second time ‘round didn't reveal any demonstrably better qualities. If anything, it only exposed my unfamiliarity with the track. But I digress…
'Toyota engineers worked tirelessly to ensure that its automatic transmission actually felt like it was ripped from the track.'
Buyers should also be thrilled with the fact that the GR Corolla gets more torque from 2025, thanks largely to the new gearbox. Toyota upped the twist from 273 pound-feet last year to 295 pound-feet this year.
The reality, though, is that only a small fraction of buyers will actually take their Corolla to the track. That's true of most sporty cars. Where you really want the Corolla to feel special is on the road—it should be just thrilling in a roundabout as it would be on Angeles Crest.
In this respect, the GR Corolla succeeds better than most. The high-strung qualities that make this transmission such a darling on the track prove just as lovable on road. There's always torque when you need it, and a firm-enough press of the go pedal results in an immediate downshift followed by a wave of power. The buzzy three-cylinder doesn't sound half bad, either.
Admittedly, the gearbox can feel a bit over-eager at times—like a golden retriever with too much energy. It doesn't necessarily need to be that on-edge for runs to the grocery store or trips to the doctor's office, but even in its most docile setting, there's really no turning it off.
But as opposed to something like the GTI's gearbox, which is mostly lifeless unless you're at the limit, the GR Corolla doesn't need a ridiculously twisty road or a super-fast piece of pavement to feel fun. Even when puttering around town, it's thoroughly enjoyable. That's what makes it so special.
For some, there's no convincing them that an automatic—let alone a traditional torque-convertor, rather than a dual-clutch—is a better option than a manual. And I get that. But in a market where the manual is less desirable than ever, it's nice to have options—especially if those options could potentially open the door to a new generation of enthusiasts.
