Much Improved
The all-new four door sedan is no longer just 50 shades of beige
The world’s most popular nameplate — 45 million sales and counting — heads into 2020 with a new platform, stronger styling and a new hybrid model.
It all starts with the adoption of the Toyota New Global Architecture (TNGA) platform and the fact it is 60 per cent stiffer torsionally than the outgoing car. It gives everything a solid base of operations, including the new multi-link rear suspension. The combination gives the Corolla a planted feel and a surprising degree of agility.
The suspension does a good job of keeping things flat through a corner and the steering feels connected. In short, the new Corolla feels much like a perky hatchback. Switch to the highway and the ride comfort is equal to anything else in the segment — it’s refined, with little in the way of wind or tire noise.
All models now arrive standard with the Toyota Safety Sense 2.0 package of active safety features, which includes pre-collision warning with pedestrian and bicycle detection, dynamic cruise control and lane-departure alert with steering assist. The other plus is that all but the base Corolla get blind-spot monitoring, a move for the better.
There are now three trim levels. The first is the L Line, which includes the base L and LE plus option packages, along with the loaded XLE. All feature a 1.8-litre four-cylinder with Valvematic, which alters the valve lift according to load. It makes 139 horsepower and 126 pound-feet of torque and drives the front wheels through a six-speed manual transmission or a continuously variable transmission (CVT).
The second is the S Line. It arrives in SE form, again with various optional packages, plus the top-line XSE. This earns a brawnier 2.0-L four-cylinder engine that makes 169 hp and 151 lb-ft of torque. It puts a surprising amount of spring in the Corolla’s step, especially when teamed with the manual transmission. Again, for the shiftless, there’s the CVT option. In this case, it is Toyota’s Direct Shift CVT, complete with a mechanical first gear, helping launch the car off the line with more authority.
On the drive, the manual SE pulled well off the line and on through the mid-range. What helps matters is a little button marked iMT (intelligent manual transmission). When engaged it automatically rev-matches when shifting gears, which makes a novice shifter drive like a pro — there is none of the usual jerkiness. When downshifting and heading into a fast corner, it brings a healthy dose of engine braking.
The third option is the new hybrid model. It takes the Prius powertrain and pops it under the low-slung hood. The 1.8-L four-cylinder engine and two generators/ motors work together to deliver a combined output of 121 hp. Toyota does not give a torque figure, but the pull off the line is brisk and it has a solid mid-range. Again, it drives the front wheels through a CVT.
The hybrid’s driving demeanour is remarkably civilized. Yes, the CVT roars initially when in Drive, but then it begins to adopt predetermined shift points, which quells the racket effectively. Selecting the Brake (B) driving mode increases the regenerative braking, and it is the best mode for keeping the battery topped up. It also added some much needed engine braking under sportier driving. Because the battery is beneath the rear seat, there is no real impact on cargo capacity; the hybrid boasts 323 L, which is just 48 less than the gas-powered models.
The Corolla hybrid also has a number of different driving modes, including an electric-only mode, but with very limited range. Other modes include Eco, Normal and Sport, the latter adding a little extra snap. While Sport also gives up a little in overall economy for a bump in performance, it’s well worth it. Toyota claims an average fuel consumption of 4.5 L/100 kilometres, but I would happily take the bump to 5.0 L/100 km and enjoy the added pop.
The cabin takes a big step forward in quality and amenities. While base models make do with a seven-inch touch screen for infotainment, upper-end trims get a larger eight-inch display. The good news is both now support Apple CarPlay — but sorry, Android users, you’re out of luck. The level of equipment varies by model, but all get air conditioning and the usual power toys. Move to the range-topping models and the list includes a power driver’s seat. Overall comfort is good and there is surprising back-seat room, even for someone pushing six feet, but passengers need to duck on the way in.
Previous generations of the Corolla were eminently functional, practical, reliable beyond reproach, but about as exciting as boiled rice. The latest model has some visual punch, it drives very well and there is now a trim for just about every consumer.
The base Corolla L starts at $18,990 with the six-speed manual and $20,790 with the CVT, topping out at $26,990 for the loaded XLE with the CVT. The SE starts at $22,290 with the manual and $23,290 for the CVT, and the top-line XSE CVT lists for $28,490. Finally, the base Corolla Hybrid starts at $24,790 and maxes out at $26,790 with the Premium package.