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Home / Technology / 2019 Toyota Corolla Hatchback Review: The best it's ever been

2019 Toyota Corolla Hatchback Review: The best it's ever been

I used to recommend Toyota Corolla to people who do not care about cars. If they wanted a car that was equivalent to the hey music – something just sort of … exists in the background – Corolla was always my number one proposal. It was not that the car was bad at any point, just lacking excitement in literally every way.

But I can not do it anymore. 201 Corolla Hatchback (Corolla iM Hatchback, Nero Scion iM) gives Corolla lineup something it has not had this year: character.


It's not exactly clear for Initial D, but the new Corolla Hatchback shows that Toyota designers are able to make a great car every now and then. The car manufacturer's noses are much more subtle than it's on Corolla since the present generation, the headlights and tail lights are the right type of thin and it's a heapin's helpin & # 39; of character on the pages. My XSE tests, the sporty trim of the two, have increased 1

8-inch alloy rims, a surprisingly big (but not annoying) wing on the top of the hatch.

The interior also uses more expressive design, although it is a bit safer. There is a nice part of laying between the top of the dash and the bottom, with some simulated seams to give it a more embossed feeling. Everything is within regular viewing and there are many real buttons for the infotainment system and climate control. On the XSE trim the seats are covered with both fabric and leather, the front row is heated and the driver's seat is eight way adjustable.

One thing that Corolla Hatchback should have taken from since the siblings is the backbone. The current Corolla sedan has exceptional hind leg. Things are much tighter for my 6 foot frame on the back of "Back", which has surprisingly narrow doorways, but fortunately there is plenty of ceilings. Cautious visibility is plentiful, but the tailgate glass is a bit small for my taste. The side mirrors are large enough to cover my blind spots without requiring a twist on my neck.

The rear wing of Corolla Hatchback seems to fit from some angles, but a little green from others.

Andrew Krok / Roadshow

Tech-rich, but with a remarkable neglect

If security is your paper jam, Corolla Hatchback will delight. Both continuous variable gearbox and six-step manual variants provide a range of standard safety systems, including automatic emergency braking with pedestrian and bicycle detection, lane-keep assist and adaptive cruise control.

Adaptive cruise control works well on my manual tests. It even allows linking upshifts and downshifts, which I have not experienced on any other cruise control-equipped manual, adaptive or otherwise. The Lane-Keep system is a hands-on-all-time affair, but it keeps track well, not ping-ponging between lines and generally remains dead center if you're not able to do it yourself.

On XSE trim, I do not have one, but two monitors – a 7-inch monitor in the meter, and an 8-inch monitor handling infotainment duties. Measuring the screen offers two different styles, really just changing how you want the speedometer to appear. The center of the display can switch between fuel economy, security, music and other relevant information using easily accessible switches on the steering wheel.

As far as infotainment goes, the Toyota Entune system is fine. Graphics are a bit behind time, but the system performs the job quickly. Neither SE nor uprated XSE base gets standard built-in navigation – it's part of a $ 1600 package on XSE alone. And while offering Scout navigation through the Toyota app, it's a good stop, I guess I'm still worried that I've got to download some of my $ 23,000 car's job to an app. Fortunately, I've got Apple CarPlay at hand, but Android users are plumb out of luck – a surprising failure in 2018.

Like them or not, "floating" infotainment screens are here to stay.

Andrew Krok / Roadshow

Not a driver's car, but far better than before

Toyota's new 2.0-liter I4 puts 168 horsepower and 151 lb with torque. While it looks good on paper, it's a naturally aspirated engine, and the peak is up to 4,800 lap times, which means you'll yell the gas for even the slightest improvement in the forward movement, especially at highway speeds. Toyota needs to get along with time and embrace a turbo engine with a lower torque, especially on a trim like XSE that thinks itself a bit more sporty.

My tests have a six-step manual that feels solid enough as it sneaks through well-defined ports, even though the throw is on the long side. The clutch pedal is a letdown, but with zero feeling that makes the bite point a constant guiding exercise. A button on the "iMT" button engages rev-matching downshifts and adjusts the engine speed for smoother reversal, both of which work very well. It's a shame that it's the default to turn off every touch of the start button, though.

Around Detroit's best way is Corolla Hatchback cool as a cucumber. The trip is composed even with XSE's thinner 225 / 40R18 Yokohama Avid GT all season tires, and a large outdoor noise is held where it belongs. At the highway speeds there is some wind noise, but it is otherwise a comfortable, quiet affair. There is much to give in suspension, which ruins driving dynamics when things get twisting, but it's still leagues better than any previous Corolla I've driven.

When it comes to fuel economy, it's hit or miss. EPA rates the manual Corolla Hatchback at 28 miles per gallon city and 37 freeways, but the CVT variant achieves 30 city and 38 mpg highway. Even small speed changes are key decisive factors in my fuel economy – between a stable 55 and 70 km / h, I see close to 40 mpg freeway, but everything north of 75 km / h returns no better than 30-32 mpg, which is actually the same The figure I saw in the city.

How would I speculate?

Corolla XSE has a certain desirable advantage over SE in the exhibition department, despite the fuel economy deficit. It puts me at $ 22,990 with a six-step manual (no CVT for me, thank you). I want to add the $ 1600 option that includes built-in navigation, wireless charging and an 800-watt audio system. It sets me at $ 24,590 or $ 25,510 after the $ 920 destination fee.

Down to brass rods

2019 Toyota Corolla Hatchback has some very solid competition including the Honda Civic Hatchback, the Hyundai Elantra GT and the Mazda3 hatchback. All three are first-class cars – hello, you can get the 201-horsepower Elantra GT Sport for about the same price. Corolla has Civic Beat on Technology (minus its lack of Android Auto), as well as Mazda, but Hyundai's technological offers are hard to find in this segment.

Toyota's new Corolla Hatchback is fun to watch, comfortable driving and technology is no longer five years after the competition. I can only hope that this is the start of something interesting in the Corolla setup, rather than once that is not translated into a redesigned since. Here is hope.

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