The 2020 Toyota Corolla Sedan arrived in Australia, ready to join the much-loved Corolla hatchback lineup to complement Toyota’s revamped lineup of small cars.
Like the five-door, the new sedan adds a hybrid option, which is a first for the trunk model. Additionally, like the sedan, the new sedan adopts Toyota’s sharper new styling direction and, unlike the previous two generations that featured a multitude of unique panels on non-unusual bases, it features a much more powerful family resemblance.
There are also other adjustments to bring the sedan style closer to the hatchback. It now comes from Japan instead of Thailand and features more interior for a more aligned look and feel.
Above all, while the hatchback has been criticized for its smaller trunk and smaller rear space, the sedan’s more generous dimensions make up for some of the five-door model’s shortcomings.
Taking a closer look, the new Corolla sedan measures 4,630mm from nose to tail, or 255mm longer than the sedan and 10mm longer than the outgoing hatchback, despite styling that makes it look more compact.
The new sedan adopts the next-generation Toyota architecture used in the sedan, C-HR and Prius; The wheelbase remains the same as the previous sedan, at 2,700 mm, 60 mm more than the sedan.
At the rear, the boot has a key size shared with the sedan of the last generation: 470 litres, an accumulation of between 137 litres and 257 litres more (depending on the variant) compared to the hatchback. Whether hybrid or petrol, the boot area remains unchanged and there is a full-size spare wheel on the petrol Ascent Sport, while all other models are equipped with a space-saving spare wheel.
Since the area at the rear of the B-pillar has been one of the biggest criticisms leveled at the 12th-generation sedan, it’s smart to see the sedan make amends. It is true that the atmosphere at the front is familiar: spacious and comfortable. without being gigantic.
The driver gets a good range of adjustment, adding seat height, but the front passenger doesn’t get the benefits and the front left seat feels a little bigger for some. The tools are a little more basic in the basic design and are paired with a urethane guide wheel.
On the mid-range SX and flagship ZR, “premium” faux leather on the steering wheel and gear lever, as well as a more informative 7. 0-inch display in the middle of the group. Meters.
Jump to the rear and, as expected, the differences are more pronounced. Legroom is more generous, and although it hardly looks like a limousine, there is plenty of room to accommodate a tall driver.
Putting someone of a more moderate height in front and behind is simple enough to be compatible. You have to dodge a headyett a bit, but it’s not a contortionist gesture.
The new three-model lineup now offers petrol power across the board, or a hybrid option in the Ascent Sport and SX, with the ZR absent.
The engine specifications come from the Corolla sedan: a 2. 0-litre naturally aspirated four-cylinder generating 125 kW and two hundred Nm or a 1. 8-litre naturally aspirated/electric hybrid with 90 kW (combined) and 142 Nm.
In the petrol Ascent Sport, you can pair the engine with a six-speed manual transmission with Toyota’s iMT automatic rev-matching function for easy downshifts. All other variants are automatic: the gasoline engines are combined with a “direct shift” CVT with a physical first. gear for smoother takeoffs and less CVT blur, while hybrids use a planetary CVT that splits and combines electric and gas power as needed.
The petrol CVT is smart, starts cleanly and avoids the slow and sluggish reactions of older CVT cars. The hybrid offers a similar feel, but uses additional electric torque when more power is needed, and it does so very efficiently.
If you’re one of the few manual drivers left, appreciate the manual’s crisp shift feel and smooth clutch. It’s better than your average cheap vehicle deserves to be, and shows that Toyota is still willing to put in the work, even on a variant with minuscule sales projections.
The result is a new small sedan that drives a bit like a Corolla. Actually, it goes without saying. In the end, this is a very clever thing to do; The new Corolla is a much better car than it is.
None of the engines are in racing or rally condition, nor do they need to be. Despite a drop in peak torque, the hybrid is the wonderful package with a bit of extra oomph at low speeds for a more assertive experience.
Since the electric motor can interfere quite often, either as the sole propulsion engine or as an assistant to the petrol engine, there is very little unwanted noise or intrusive vibration. Unless you put the pedal all the way into the firewall, things naturally get more complicated. vowel.
In petrol models, the engine noise is more obvious, without being outrageously exaggerated, but when you drive one after the other you start to notice. There’s a little more bump and noise when accelerating midway (therefore earlier than the hybrid), but nothing to ruin the ride.
If you really value ride quality, the ZR’s 18-inch wheels are probably the best way to go. Again, there’s nothing unpleasant about driving, but it shows more roughness of the road surface. Lower variants use 16-inch alloys on gasoline models, or 15-inch alloy wheels on hybrids, making on-road handling much more comfortable.
Urban driving at the time of launch was limited (well, non-existent, actually), but open road travel tends to be quiet and comfortable, with a bit of road noise on some surfaces, and much more prominent on the ZR. On some winding roads, the Corolla sedan offers more handling than you might expect. Admittedly, this is above what you’d expect from a car designed to appeal to fleet operators and Uber drivers.
Although the task of starting and going was not part of the program, a combination of open road and passionate pedaling through fun activities produced good results in fuel consumption. Toyota suggests the petrol car has a capacity of 6. 0 liters per hundred km, while we saw 8. 0 L/100 km. The hybrid offers an official consumption of 3. 5 L/100 km (even more than the sedan’s 4. 2 L/100 km), but in the real world it ended up at 4. 0 L/one hundred km.
If you look at your wallet, you’ll notice that the claimed fuel economy matches that of the sedan and hatchback, but the hybrid sedan achieves its lower figures thanks in part to aerodynamic innovations and the adoption of smaller, narrower models. and more respectful of the environment.
During your ownership period, in 12 month/15,000km periods, you will be charged $175 per visit. The warranty policy extends for five years with no mileage limit for individual buyers.
In terms of equipment, none of them lack anything, but of course, the diversity of features and knick-knacks grows as diversity progresses.
Importantly, all variants are supplied with a protection kit that adds autonomous emergency braking with pedestrian detection (day and night) and cyclist detection (day), seven airbags, lane departure warning with guidance, Array traffic sign recognition, active cornering assistance, two ISOFIX and 3 upper supports for child seats and a reversing camera.
The automatic systems feature lane keep control for more accurate lane centering and cruise control at all speeds. The manual Ascent Sport has “high-speed” adaptive cruise (from 30 km/h) and lacks lane control. The SX and ZR are also blind. punctual monitoring.
Otherwise, opting for the basic style offers features like an 8. 0-inch touchscreen with Apple CarPlay and Android Auto compatibility, as well as myToyota app capability (the local formula is still a bit fiddly to use), a 4. 2-inch tool in-group display, fabric upholstery, Force Formula windows, remote central locking, bi-LED headlights with twilight sensor, folding rear seats with 60:40 division with folding center armrest, manual climate and 16-inch alloy wheels.
Hybrid versions include keyless entry and start, as well as single-zone climate control, but upgrade the 16-inch alloys with 15-inch wheels with aerodynamic hubcaps. The Ascent Sport can also be supplied with a satellite navigation system and virtual radio.
The price is $23,335 for the manual, $24,835 for the fuel CVT and $26,335 for the hybrid (before highway charges).
The move to the SX brings more gloss black interior accents, satellite navigation and DAB radio, larger motive power data display, keyless entry and start, wireless phone charger, steering wheel-mounted paddle shifters with “premium” guidance (petrol only), undeniable multi-zone climate control, front fog lighting accessories and an additional USB charging point, from $ 28,235 in gasoline or $ 29,735 in hybrid version.
Finally, the ZR offers heated cloth and leatherette combination sport seats with lumbar support, as well as power adjustment for the driver. There are larger alloy wheels, a full-colour head-up display, another smooth LED traffic signature, chrome window trim. , a nine-speaker JBL premium audio system, and a forced sunroof for $33,635.
Although the costs are higher than before, the addition of popular gadgets more than makes up the difference. The generation of additional protection is comprehensive and even the fundamental quality lacks nothing essential.
No, it’s no longer reasonable in the classic sense (the days when startup costs were less than $20,000 are long gone), but the price is still worth it.
Actually, there are no surprises here. If you’ve already taken a look at our previous reviews of the Corolla or spent time with the sedan, know that the new Corolla is fun to drive, has a solid design but is innocent in a way that wouldn’t possibly bother previous owners.
The Corolla Sedan continues that legacy, successfully and convincingly, while solving the packaging disruptions discovered in hatchback models. For families, first-time car buyers, fleets, or empty families, there’s now a Corolla for everyone, not just because it’s a Corolla. , but because it’s a smart Corolla.
production editor
Kez Casey left the ration counter to write about cars more than a decade ago. Raised in a circle of automotive workers’ relatives, Kez grew up in department stores and department stores before turning to overhauls and road tests for The Motor Report, Drive, and CarAdvice.