Toyota Corolla
Corolla also uses hybrid kit and is available with two power outputs – we test it here in more powerful, 181bhp form
IN this sporty-looking GR Sport trim, the Corolla is the most expensive car here, at £34,135. Factor in the fetching Platinum White Pearl paint with a black roof (£1, 240) and the total price climbs to £35,375.
Design & engineering
LIKE the Civic, the Corolla bears a nameplate that dates a long way back into Toyota’s history, with the first version appearing in 1966. It’s certainly a car that is forward-looking in terms of its design, though; despite this version’s initial release dating back to 2018, it still looks sharp and contemporary beside its two very new challengers. The sporty GR Sport trim definitely plays a part here, but it’s a modern look, regardless.
Inside, it doesn’t quite look or feel as fresh as its competitors, but the clean design is functional and uncluttered. The GR Sport’s black trim is jazzed up with some subtle red stitching, but overall it’s a fairly subdued place to sit. The front seats are fantastic, offering plenty of side support yet remaining comfortable on longer journeys, too.
The Corolla rides on Toyota’s TNGA platform, which was designed from the outset to work with hybrid powertrains. Here, there’s a choice of two: the range kicks off with a 1.8-litre unit that makes 138bhp, or there’s the more potent 2.0-litre option we have here. At 181bhp, it’s a match for the Civic, but its 250Nm torque figure is 65Nm lower.
The Toyota’s hybrid system works differently from the Honda’s; the engine can drive the wheels directly, either with or without the help of the electric motor, with charge being placed back into the 1.8kWh battery – slightly larger than the Honda’s unit – through regenerative braking or engine idling. Charging is controlled automatically.
The gearbox is what Toyota refers to as an E-CVT. It can constantly adjust the revs of the engine in order to maximise either efficiency or performance.
Driving
TOYOTA has spent many years trying to perfect its hybrid tech, and that’s clear from the quality of the Corolla’s powertrain. With sufficient battery charge, the car moves off seamlessly in electric mode, before the petrol engine wakes up to add a little extra shove once up to speed. When cruising at anything below most motorway speeds, the engine will frequently cut out again to boost the range as much as possible.
This being the larger of the two engines on offer, the hybrid system doesn’t come at the expense of performance, either. The sprint from 0-62mph takes 7.9 seconds – a match for the Civic – and with the engine backed up by the responsive electric motor, it feels lively too – especially if you switch to Sport mode, which sharpens the throttle response.
That strong performance means that the one downside to Toyota’s E-CVT – a droney engine noise – doesn’t happen as often here, because the engine doesn’t need to be stretched much. Still, when it does happen, it’s the least pleasant noise of this trio. You can access artificially stepped gear ratios by flicking the two steering wheel-mounted paddles. But they’re
pointless; they don’t add any tangible excitement to the experience or benefit the performance, and they still feel unnatural to use.
We’d love to see the Corolla equipped with a more exciting powertrain, because its chassis is one of the best in this segment. It runs the Honda very close for sharpness, yet manages to ride with more compliance, especially at lower speeds, so it gives a great everyday compromise. The steering doesn’t quite have the ultimate precision of the Civic’s, but is still better than most alternatives.
Practicality
IF there’s one Achilles’ heel for the Corolla, it’s the boot space. With both a 12-volt battery and a space-saver spare wheel located at the back, the overall capacity is just 313 litres – that’s smaller than you’ll find in most superminis. It’s worth noting the 1.8-litre hybrid is less affected by this problem, so it gets a more generous (but still not brilliant) 361 litres.
The Corolla also has the least cubby space inside. The central bin between the front seats is narrow and the base is covered by a cheap piece of fabric that isn’t even stuck down. The door pockets struggle to hold a reusable bottle, too, but our main gripe is that there’s nowhere useful to hold a smartphone if it’s plugged into the USB port – itself positioned in an odd place on the underside of the dash.
Rear-seat passengers have the least kneeroom (there’s slightly less than the Astra and much less than in the Civic), but headroom is a little more generous than it is in the Vauxhall.
Ownership
THE Corolla was assessed by safety experts Euro NCAP back in 2019 and it achieved the top five-star rating, with an excellent 95 per cent score in the adult occupant protection category. While the Astra achieved only four stars in its assessment, it’s worth nothing that NCAP’s standards get tougher every two years, so the scoring the Astra was subjected to in 2022 was harder to pass. The Civic hasn’t been tested yet.
Running costs
REGULAR maintenance helps to maintain the Toyota’s huge warranty, but the small downside is that the price of that might be a little high compared to some rivals. An intermediate service for the Corolla costs £230, while a major service will set you back £350, so it’s worth budgeting that into your annual costs. The Astra costs £470 to service for the first two years of its life, but it’s the Civic which is the best value here. Honda offers a five-year service plan that costs £699. This means that maintenance over that period comes to just under £140 per year.