A Single Remark From Toyota’s CEO Transformed the GR Corolla into a Beast | Carscoops
Engineer Kohara Takashi discusses Toyota's enhancements to the hot hatch's AWD system, cooling, and suspension.
On October 26, 2025, at 08:44
by Stephen Rivers
Toyota has fine-tuned the 2026 GR Corolla through data-informed chassis adjustments.
The GR-Four AWD system can dynamically change its torque split from 60:40 to 30:70.
Input from Akio Toyoda has significantly influenced the driving dynamics of the GR Corolla.
The arrival of the Toyota GR Corolla took many by surprise—it was a model that seemed unnecessary yet was eagerly anticipated. It debuted in a context where Toyota didn’t have a pressing need for another performance vehicle, yet here was a compact, turbocharged nod to the brand’s more spirited lineage.
Equipped with a powerful three-cylinder engine, manual transmission, and an AWD system that can direct most of its power to the rear, it revives the essence of the rebellious rally-inspired hot hatches from the 1980s and 1990s.
This positions it uniquely in today's market. During our recent assessment of the ultimate hot hatch at Sonoma Raceway, we discovered significant improvements in the latest version.
Nonetheless, we sought deeper insights. We spoke with Kohara Takashi from Toyota’s GR Development Division. His explanations regarding the GR Corolla's evolution and ongoing enhancements highlight the team's dedication to this formidable little car.
How GR-Four Enhances Performance
The GR-Four system can allocate up to 70% of its torque to the rear wheels, but Takashi points out that the real ingenuity lies in its rapid and precise adjustments.
"The front-to-rear torque allocation is regulated through feedback controls based on vehicle speed and G-forces," he details.
"The new TRACK mode, launched with the 2025 GR Corolla, enhances cornering capabilities, particularly in tight bends like those in the third sector at Fuji Speedway, by varying the torque distribution from entry to exit," Takashi adds.
While the torque split stays within a range of 60:40 to 30:70, it continuously adapts in real-time to optimize balance and grip.
Managing Heat Effectively
The 1.6-liter G16E-GTS three-cylinder engine continues to perform exceptionally for its size. In 2026, Toyota prioritized thermal management to ensure consistent performance.
“The challenges we encountered involved managing the oil and water temperatures of both the engine and drivetrain, along with the intake air temperature,” explains Takashi.
"We boosted the cooling fan capacity, which aided in the torque increment for the 2025 model, and introduced a novel cooling duct for 2026 to mitigate intake temperature.”
This duct will be available as an upgrade for current owners, a notable move in an industry that often limits enhancements to new purchasers. Even with the increased cooling capability, Takashi assures that drivability and emissions remain unchanged.
Balancing Weight and Rigidity
Toyota's GR factory in Motomachi operates unlike a standard production facility. It resembles a racing shop with disciplined production lines, granting Takashi’s team exceptional flexibility.
“Both weight reduction and torsional rigidity are critical,” he states. “To achieve a balance, we employ more spot welds and structural adhesives than typical vehicles. This approach is feasible because the production time for each vehicle is significantly longer than usual.”
The benefits extend beyond improved handling; they also enhance consistency. GR engineers validate these vehicles not only at domestic tracks like Fuji and Shimoyama but increasingly at international venues such as Nürburgring. Each lap refines chassis performance under various stresses, informing future GR models.
“Evaluations are carried out not just at the performance limits by professional drivers, but also through everyday driving tests by in-house development drivers,” Takashi notes. “Vehicle setups undergo refinement through this diverse development spectrum.”
The Wildness Incident
A significant anecdote in the development of the GR Corolla is what Takashi refers to as “the Wildness Incident.” During the initial development phase, Toyota’s head, Akio Toyoda, also called Morizo, provided some stern feedback to the team.
“Early on, Morizo expressed that it lacked wildness,” recalls Takashi. “Initially, the GR Corolla shared specs with the GR Yaris, but Morizo insisted, ‘It lacks power. This isn’t sufficient. Begin again from scratch.’”
This directive sent the team back to rework their design. By incorporating insights from the hydrogen-powered GR Corolla race car, power output increased to 224 kW (300 hp) and 295 lb-ft in the Morizo Edition. The philosophy “Push, Break, Learn, Repeat” became a guiding principle with “wildness” as the new objective.
Pursuing Perfection through Data and Instinct
Beneath the seemingly minor updates for 2026 lies an exhaustive approach. Takashi explains how adjustments in geometry emerged from both data analysis and extensive testing.
“Initially, the GR Corolla
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Plug-in hybrids emit nearly five times more CO2 than official estimates indicate, as revealed by the Transport and Environment group.
In a study of 800,000 vehicles, T&E discovered significant inaccuracies in emissions data. Many owners frequently do not charge their plug-in hybrids, opting to use gasoline instead.
The perceived environmental benefits of plug-in hybrid vehicles are starting to diminish, especially with the findings from Transport & Environment (T&E). Once viewed as the perfect transition from combustion engines to full electrification, these vehicles now show less green promise under real-world examination.
T&E's investigation into 800,000 cars indicates that, in typical European use, plug-in hybrids (PHEVs) emit nearly five times more CO2 than the official testing figures suggest.
The Everyday Reality
For years, PHEVs have been marketed as the ideal balance between fully electric vehicles and traditional petrol cars. Drivers can plug in when possible, use electric power for short trips, and rely on petrol for longer journeys.
Newer PHEVs can travel over twice the distance on electric power compared to older models—up to 70 claimed miles (113 km) in some cases—and might still be in use after Europe’s 2035 combustion ban takes effect.
However, in practice, many owners either forget to charge them or choose to drive primarily on petrol. The study found that even when charged, PHEVs often switch to their combustion engines during moderate acceleration, on hills, or in colder conditions.
The Numbers Don't Add Up
The disparity in emissions figures has only grown wider. In 2021, T&E recorded real-world emissions for plug-in hybrids at 134 g/km, about 3.5 times higher than the official figure of 38 g/km. In the latest round of testing, manufacturers claimed an average of 28 g/km, but actual results indicated a heavier 139 g/km.
For consumers who purchased PHEVs under the impression of low emissions and reduced running costs, the reality may involve higher fuel expenses and a larger carbon footprint. T&E suggested to The Guardian that families could be spending an additional €500 ($580/£435) annually compared to what their car's claimed MPG would suggest. For governments and regulators using PHEVs to meet fleet emissions goals, this tool could be far less effective than anticipated.
T&E reported that carmakers may have avoided billions in potential fines by relying on overly optimistic emissions accounting for PHEVs.
Lawmakers have been informed of this issue through previous research and are implementing stricter regulations that decrease the "utility factor," which is the duration a PHEV is assumed to operate in electric mode when calculating CO2 emissions.
As it stands, a PHEV with a 60 km (37 miles) range is predicted to operate in electric mode over 80% of the time; however, this number is set to drop to 54% for 2025/26 and further to 34% for 2027/28.
Yet, T&E asserts there would still be an 18% discrepancy between declared and actual CO2 emissions even when applying the 2027/28 framework.
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A Single Remark From Toyota’s CEO Transformed the GR Corolla into a Beast | Carscoops
GR engineer Kohara Takashi discusses how Toyota optimized the hot hatch's all-wheel drive system, cooling features, and suspension.