Jump to content
William Maley

Review: 2019 Toyota Corolla Hatchback SE

Recommended Posts

The Toyota Corolla for the past couple of decades has been the poster child of the vehicle that just existed. All it was built to do was go from point a to b without any sort of enthusiasm. But Toyota is wanting to change that with the redesign of Corolla, starting with the new Corolla Hatchback. Has it worked?

The Corolla Hatchback falls in line with recent Toyota models with a shouty design. A sloping front end features massive lower grille, slim daytime running lights, and headlights that looked to be chiseled in. My SE tester lacked the 18-inch alloy wheels and a huge rear wing that is standard on the XSE. But the smaller wheels and wing provide a much cleaner look.

The interior looks more expressive with a layered dashboard design and faux stitching around both the dash and transmission. In traditional Toyota fashion, controls for the various functions are within easy reach. An eight-inch screen mounted high on the dash is standard on Corolla Hatchbacks and comes with the latest version of Entune. As I have noted in other 2019 Toyotas, the updated Entune is noticeably quicker when switching between various functions. Also appreciated is the integration with Apple CarPlay which gives a driver another choice for infotainment. Those with Android phones will need to get their hands on the 2020 model. What I do wish is that Toyota had made the interface slightly more modern and added other colors that weren’t 50 shades of grey. 

If you find yourself riding in the Corolla Hatchback, be sure to nab the front seat. Those sitting in the back will find space for their legs to be quite small. This isn’t helped with the narrow rear door openings. At least no one will have any complaints with the headroom as the hatchback has plenty of it. It gets even worse when you open up the rear tailgate and you’re presented with a minuscule 17.8 cubic feet of space behind the rear seats. The new Mazda3 offers more space at 20.1.

Power comes from a new 2.0L four-cylinder producing 168 horsepower and 151 pounds-feet of torque, a noticeable increase from the outgoing Corolla iM - 137 HP and 126 lb-ft. This has moved overall performance impressions from poor to adequate as the hatchback is noticeably quicker around town. Country and highway driving are still a weak point as you’ll need to jam the gas to get any real movement from the engine. I would like to see either Toyota introduce a small turbo engine or figure out how to have torque readily available at a lower rpm. 

My test vehicle was fitted with an optional CVT; a six-speed manual is standard. This CVT is different from others as Toyota fitted a fixed first gear ratio that it uses when leaving a stop. This reduces the rubber-band-type delay when accelerating and makes it feel more like a conventional automatic.

EPA fuel economy figures for the Corolla Hatchback with the CVT are 32 City/42 Highway/36 Combined. My average for the week landed around 36.1 mpg.

One area that the Corolla Hatchback’s predecessor impressed me was the handling. It felt planted and had surprising reflexes when going through a bend, but the rubbery steering did let it down. The Corolla Hatchback carries this torch as it feels even sharper with less body roll and a nimble feel. Steering is improved as well with a more natural feel when turning. I’ll still put the last-generation Mazda3 and Volkswagen Golf as the best-handling models in the class, but Corolla Hatchback isn’t too far behind.

Despite its sporting intentions, the Corolla Hatchback coped very well on Detroit’s shambolic roads with most bumps and ruts being smoothed over. Part of this comes down to the SE having 16-inch wheels, allowing for more sidewall. Road noise is kept out, but there is a fair amount of wind noise that enters when driving on the freeway.

Toyota pulled most of the stops out when working on the Corolla Hatchback and their efforts have paid off. It is the best looking Corolla in quite some time, offers surprising handling characteristics, and comes well equipped for the money. The SE begins at $21,090 and that includes adaptive cruise control, pre-collision system with pedestrian detection, eight-inch touchscreen, and LED lighting. Where the Corolla Hatchback loses ground is rear-seat space and cargo room which trails competitors by a significant amount. That’s the make or break decision as to whether you should or shouldn’t consider one.

Nevertheless, Toyota has done the seemingly impossible: Made the Corolla interesting.

Disclaimer: Toyota Provided the Corolla Hatchback, Insurance, and One Tank of Gas

Year: 2019
Make: Toyota
Model: Corolla Hatchback
Trim: SE
Engine: 2.0L DOHC 16-Valve D4S Four-Cylinder
Driveline: Front-Wheel Drive, CVT
Horsepower @ RPM: 168 @ 6,600
Torque @ RPM: 151 @ 4,800 
Fuel Economy: City/Highway/Combined - 32/42/36
Curb Weight: 3,060 lbs
Location of Manufacture: Toyota, Aichi, Japan
Base Price: $21,090
As Tested Price: $23,639.00 (Includes $920.00 Destination Charge)

Options:
SE Preferred Package - $1,400.00
Carpet Mat Package - $229.00


View full article

  • Thanks 1
  • Upvote 1

Share this post


Link to post
Share on other sites

Nice review. The change in looks on these has really made a difference, and taken it up a few notches, especially in hatchback form.

Many Toyota owners complain of the infotainment, but now that it has CarPlay, other than the 50 shades of gray, any other feedback or not memorable?

Use any of the standard safety systems? Beep heavy or noticeable?

Share this post


Link to post
Share on other sites

I am going to need to compile a list of all affordable hatchbacks.

Share this post


Link to post
Share on other sites
Just now, ocnblu said:

I am going to need to compile a list of all affordable hatchbacks.

It's definitely a smaller niche that it used to be..but still quite a few in the US..

Without looking it up, there is the Corolla hatch, Yaris (is it still around?), Mazda 3, Golf, Spark, Sonic, Fit, Versa Note, Mitsubishi Mirage, Veloster, Elantra GT, Rio..

Though I do prefer larger vehicles, there are couple of 'hot hatches' I'd probably enjoy hooning around in, such as the Golf GTI and Veloster N...

Share this post


Link to post
Share on other sites
44 minutes ago, Robert Hall said:

It's definitely a smaller niche that it used to be..but still quite a few in the US..

Without looking it up, there is the Corolla hatch, Yaris (is it still around?), Mazda 3, Golf, Spark, Sonic, Fit, Versa Note, Mitsubishi Mirage, Veloster, Elantra GT, Rio..

Though I do prefer larger vehicles, there are couple of 'hot hatches' I'd probably enjoy hooning around in, such as the Golf GTI and Veloster N...

Yaris hatch is now a Mazda 2 with catfish maw.  Golf is going away in the US with the new generation (GTI only here).  Sonic is done shortly.  Versa Note has been gone all year.

Share this post


Link to post
Share on other sites
6 minutes ago, ocnblu said:

Yaris hatch is now a Mazda 2 with catfish maw.  Golf is going away in the US with the new generation (GTI only here).  Sonic is done shortly.  Versa Note has been gone all year.

Yeah, I didn't look up the specifics, going off memory.. too bad about the the Golf, but I haven't seen a non-GTI Golf in ages. 

Share this post


Link to post
Share on other sites

Oh good another jellybean! Just what buyers asked for 😂

  • Haha 1

Share this post


Link to post
Share on other sites
10 hours ago, USA-1 said:

Oh good another jellybean! Just what buyers asked for 😂

After all they have to stay on that sugar high as Life is sweet! :P 

  • Haha 1

Share this post


Link to post
Share on other sites

Just no. Burn that CVT to the ground. Would rather have the outgoing Cruze Hatchback or Mazda 3 Hatch than this mess.

Share this post


Link to post
Share on other sites

Join the conversation

You are posting as a guest. If you have an account, sign in now to post with your account.
Note: Your post will require moderator approval before it will be visible.

Guest
Reply to this topic...

×   Pasted as rich text.   Paste as plain text instead

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.   Display as a link instead

×   Your previous content has been restored.   Clear editor

×   You cannot paste images directly. Upload or insert images from URL.




  • Social Stream

  • Similar Content

    • By William Maley
      The redesigned Corolla Hatchback brought back something that was missing in the Corolla for a number of years; being somewhat interesting. With more expressive styling and a new platform that improves driving dynamics, the model has started to shed its image of being bland. But would this continue with the redesigned Corolla sedan? To find out, I spent a week in the top-line Corolla XSE.
      The basic profile is unchanged from the previous Corolla sedan, but Toyota has done their best to make look a bit more exciting. On the XSE, this means a different front clip from other Corollas with the emblem moved to towards the cutline of the hood, a larger lower grille, and deep cuts for the bumper. The distinctive fang headlights are carried over from other Corollas. Around back, not much has changed aside from a new rear diffuser. The updated look does make the Corolla sedan have presence, but I prefer the hatchback in terms of overall looks. One item that is shared between the sedan and hatchback is the dashboard. As I noted in my Corolla Hatchback review, the dash features a layered design, faux stitching, and infotainment screen mounted on top - measuring either seven or eight inches depending on the trim. I like that Toyota is taking chances with the design, but also retaining the excellent ergonomics it’s  known for. My particular tester came with the larger eight-inch featuring the newest version of Entune. While I wish Toyota had done more to make the interface look more modern and feature colors that weren’t various shades of grey. But I cannot deny Toyota builds a system that anyone can quickly grasp thanks to the simple interface design, physical shortcut buttons to various features, and Apple CarPlay compatibility. Those with Android smartphones are left out in the cold. Those sitting up front will have no complaints about space, seat adjustment, or comfort. In the back, legroom is about average for the class. But headroom for taller passengers comes up a bit short, especially when you have the optional moonroof. Three powertrains are available in the Corolla; a 1.8L four in the L, LE, and XLE; 2.0L four for the SE and XSE; and a hybrid for the LE Hybrid.  The 2.0L produces 169 horsepower and 151 pound-feet. The XSE only gets a CVT transmission, while the SE has the choice between the CVT and a six-speed manual. Performance is the same as with the Corolla SE I drove last year; decent around town and leaving stoplights, but really struggles when trying to get to higher speeds. A fair amount of engine noise does make it way inside when driving on the highway. EPA fuel economy figures for the Corolla XSE are 31 City/38 City/34 Highway - lower than the Corolla SE hatchback (32/41/35). My average for the week landed around 33.4 mpg on a 60/40 mix of highway and city driving. Handling is an improvement over the old Corolla as it feels slightly more lively with better control of body motions. But it cannot match the nimbleness of the hatchback. This likely comes down to the Corolla Hatchback being sold in the European market where a sportier ride is desired. The sedan sold in the U.S. is more attuned to providing a smooth ride. The Corolla XSE for the most part is able to smooth over most bumps and imperfections, but the 18-inch wheels does mean some bumps do make their way inside. Road and wind noise is kept to acceptable levels. There is one area that the Corolla XSE falters, value for money. With an as-tested price of $28,794, that puts you in the range of a well-equipped Mazda3 that not only offers more power, but has an interior that the Corolla cannot match. For only a couple grand less, a Kia Forte EX offers more equipment and a slightly larger back seat. Toyota has improved the Corolla sedan to a point where most of the blandness doesn’t exist. I would have liked to seen Toyota take some of the handling magic used on the hatchback and place it into the sedan. But Toyota knows most buyers don’t really care about this. By taking the strengths and wrapping it up in a package that stands out, it will mean more people may check out the Corolla. But I would recommend sticking with one of the lower trims as they offer a slightly better bang your for your buck. Disclaimer: Toyota Provided the Corolla, Insurance, and One Tank of Gas
      Year: 2020
      Make: Toyota
      Model: Corolla
      Trim: XSE
      Engine: 2.0L DOHC 16-Valve, Dual VVT-i
      Driveline: Front-Wheel Drive, CVT
      Horsepower @ RPM: 169 @ 6,600
      Torque @ RPM: 151 @ 4,400
      Fuel Economy: City/Highway/Combined - 31/38/34
      Curb Weight: 3,150 lbs
      Location of Manufacture: Toyota, Aichi, Japan
      Base Price: $25,450
      As Tested Price: $28,794 (Includes $930.00 Destination Charge)
      Options:
      Premium Audio with Dynamic Navigation and JBL w/Clari-Fi - $1,715.00
      Adaptive Front Lighting System - $450.00
      Cargo Mat Package - $249.00

      View full article
    • By William Maley
      The redesigned Corolla Hatchback brought back something that was missing in the Corolla for a number of years; being somewhat interesting. With more expressive styling and a new platform that improves driving dynamics, the model has started to shed its image of being bland. But would this continue with the redesigned Corolla sedan? To find out, I spent a week in the top-line Corolla XSE.
      The basic profile is unchanged from the previous Corolla sedan, but Toyota has done their best to make look a bit more exciting. On the XSE, this means a different front clip from other Corollas with the emblem moved to towards the cutline of the hood, a larger lower grille, and deep cuts for the bumper. The distinctive fang headlights are carried over from other Corollas. Around back, not much has changed aside from a new rear diffuser. The updated look does make the Corolla sedan have presence, but I prefer the hatchback in terms of overall looks. One item that is shared between the sedan and hatchback is the dashboard. As I noted in my Corolla Hatchback review, the dash features a layered design, faux stitching, and infotainment screen mounted on top - measuring either seven or eight inches depending on the trim. I like that Toyota is taking chances with the design, but also retaining the excellent ergonomics it’s  known for. My particular tester came with the larger eight-inch featuring the newest version of Entune. While I wish Toyota had done more to make the interface look more modern and feature colors that weren’t various shades of grey. But I cannot deny Toyota builds a system that anyone can quickly grasp thanks to the simple interface design, physical shortcut buttons to various features, and Apple CarPlay compatibility. Those with Android smartphones are left out in the cold. Those sitting up front will have no complaints about space, seat adjustment, or comfort. In the back, legroom is about average for the class. But headroom for taller passengers comes up a bit short, especially when you have the optional moonroof. Three powertrains are available in the Corolla; a 1.8L four in the L, LE, and XLE; 2.0L four for the SE and XSE; and a hybrid for the LE Hybrid.  The 2.0L produces 169 horsepower and 151 pound-feet. The XSE only gets a CVT transmission, while the SE has the choice between the CVT and a six-speed manual. Performance is the same as with the Corolla SE I drove last year; decent around town and leaving stoplights, but really struggles when trying to get to higher speeds. A fair amount of engine noise does make it way inside when driving on the highway. EPA fuel economy figures for the Corolla XSE are 31 City/38 City/34 Highway - lower than the Corolla SE hatchback (32/41/35). My average for the week landed around 33.4 mpg on a 60/40 mix of highway and city driving. Handling is an improvement over the old Corolla as it feels slightly more lively with better control of body motions. But it cannot match the nimbleness of the hatchback. This likely comes down to the Corolla Hatchback being sold in the European market where a sportier ride is desired. The sedan sold in the U.S. is more attuned to providing a smooth ride. The Corolla XSE for the most part is able to smooth over most bumps and imperfections, but the 18-inch wheels does mean some bumps do make their way inside. Road and wind noise is kept to acceptable levels. There is one area that the Corolla XSE falters, value for money. With an as-tested price of $28,794, that puts you in the range of a well-equipped Mazda3 that not only offers more power, but has an interior that the Corolla cannot match. For only a couple grand less, a Kia Forte EX offers more equipment and a slightly larger back seat. Toyota has improved the Corolla sedan to a point where most of the blandness doesn’t exist. I would have liked to seen Toyota take some of the handling magic used on the hatchback and place it into the sedan. But Toyota knows most buyers don’t really care about this. By taking the strengths and wrapping it up in a package that stands out, it will mean more people may check out the Corolla. But I would recommend sticking with one of the lower trims as they offer a slightly better bang your for your buck. Disclaimer: Toyota Provided the Corolla, Insurance, and One Tank of Gas
      Year: 2020
      Make: Toyota
      Model: Corolla
      Trim: XSE
      Engine: 2.0L DOHC 16-Valve, Dual VVT-i
      Driveline: Front-Wheel Drive, CVT
      Horsepower @ RPM: 169 @ 6,600
      Torque @ RPM: 151 @ 4,400
      Fuel Economy: City/Highway/Combined - 31/38/34
      Curb Weight: 3,150 lbs
      Location of Manufacture: Toyota, Aichi, Japan
      Base Price: $25,450
      As Tested Price: $28,794 (Includes $930.00 Destination Charge)
      Options:
      Premium Audio with Dynamic Navigation and JBL w/Clari-Fi - $1,715.00
      Adaptive Front Lighting System - $450.00
      Cargo Mat Package - $249.00
    • By William Maley
      Like it or not, crossovers are becoming the de facto choice for many buyers and automakers are responding. There is now a wide variety of crossovers available: From large three-row models to small, compact vehicles perfect for urban environments. The latter is what we’ll be focusing on this review with the latest entrant into subcompact luxury crossover class, the 2020 Lexus UX 200 F-Sport. It’s a late arrival to the class, but as I found out with the Volvo XC40 last year, that isn’t a bad thing. So how does the most affordable Lexus model stack up to the competition?
      Crossover or Hatchback on Stilts?
      It feels odd to think of the UX being more of a hatchback with a taller ride height than a crossover, but allow me to make my case. To start, the overall shape reminds me more of the Toyota Corolla Hatchback than the NX and RX crossovers. The roofline is a perfect example as the shape is similar to Corolla than any Lexus crossover. Second is when you get inside the UX. You may think that you step up to get inside, but it’s the opposite. The lower position might cause you to think that you lose out on the visibility gain with a higher ride height, but that isn’t the case as you have excellent visibility around most of the vehicle. The rear is difficult to see out of due to the thick pillar and it is recommended to order the optional backup camera.
      The UX 200 does make its presence known to everyone due to some bold design choices. Upfront lies the latest iteration of Lexus’ spindle grille along with some deep cuts in the bumper to give the model an aggressive attitude. The side profile features unique sculpting on the doors and the roof steeply raked towards the back. A vibrant color palette such as this orange on my tester only adds to the bold ideal.
      A Small, Premium Interior
      Lexus has mostly nailed the UX’s interior appointments with soft-touch materials featuring stitching on the dash, metal-like buttons for the climate control system, and contrasting stitching for the seats. The only part which slightly ruins this luxury feeling is the cheap-feeling door panels. Leatherette upholstery is used on the seats and it feels quite nice when sitting on them. F-Sport models get heavily bolster front seats which may make some larger people uncomfortable. Power adjustments for the front come standard on all UX models and allows both driver and passenger to find a comfortable position.
      The rear seat is quite snug for two people, while three is severely pushing it. Legroom can range from ok to non-existent if a tall person happens to be sitting upfront. Headroom is decent for most people, even with the optional sunroof. Cargo space is about average for the class with 21.7 cubic feet with the rear seats up. A tall lift-over height does make it a pain to load heavy items into the vehicle.
      Infotainment System is Better, But Still Frustrating
      The base infotainment system is a 7-inch screen, while a larger 10.25-inch screen is available as an option. Controlling each screen is Lexus’ Remote Touch system. The touchpad controller is unwieldy because you need to pay attention to the screen while making a selection. Otherwise, you’ll end up selecting a different function or setting than what you had originally aimed for. Lexus has added a touchscreen to the recently refreshed RX for 2020 and I can only hope this appears on other Lexus models down the road.
      One change that will be a welcome relief to Android users is that Lexus has added Android Auto compatibility to the system, bringing Lexus in line with most competitors with offering this and Apple CarPlay.
      Mediocre Performance Except In Fuel Economy
      Under the hood of the UX 200 is a 2.0L inline-four producing 169 horsepower and 151 pound-feet of torque. This is paired with CVT and front-wheel drive. If you want AWD, then your only option is the UX 250h which pairs the 2.0L with a hybrid system. The 2.0 really struggles at high speeds as evidenced by a 0-60 time of 8.9 seconds. Competitors in the class are at least are a second or two quicker. The engine also has a noticeable drone that appears when you are accelerating hard. But around town, the 2.0 feels quite punchy with excellent get-up and minimal fuss.
      Where the UX does well is in fuel economy. EPA figures are 29 City/37 Highway/33 Combined for the UX 200. My average for the week landed around 31 on a 60/40 mix of highway and city driving.
      I’m wondering if the UX could fit the 2.5L four-cylinder from the Toyota Camry. It would improve overall performance with a slight hit to fuel economy.
      Surprising Handling Characteristics
      Going for the F-Sport version like my test vehicle will net you a revised suspension setup. Going around bends, the UX shows little body roll and quick reactions. The only item that falters is the steering which feels very rubbery and doesn’t encourage enthusiastic driving. For normal driving duties, the UX’s ride quality is on the complaint side with a few bumps making their way inside. I do wish Lexus had done more to keep tire noise from coming inside, especially at highway speeds
      The Price Is Right
      With a starting price tag of $32,300 for the base UX 200, this makes it the most affordable model in the class. It also happens to be very good value as it comes with the Lexus Safety System+ 2.0 as standard. This suite of active safety features includes forward-collision warning, automatic emergency braking, adaptive cruise control, and automatic high beams. The UX 200 F-Sport seen here comes with an as-tested price of $41,285 and that’s with the optional navigation system, windshield deicer, heads-up display, and power tailgate. To get something similar on the competition, you’ll need to spend a few extra thousand dollars.
      The 2020 UX 200 makes a very compelling case for itself in the subcompact luxury crossover class. This is due in part to its low price and a long list of standard equipment. A competent handling package in the F-Sport and decent fuel economy figures help bolster the model further. But there are areas Lexus needs to address, primarily the engine and infotainment system. The good news is that Lexus has the necessary solutions to both these issues in the form of the infotainment system from the RX and borrowing the 2.5L four-cylinder from the Camry. It would move the UX from being somewhere in the competent class to one that can compete for class honors.
      Disclaimer: Lexus Provided the UX 200, Insurance, and One Tank of Gas
      Year: 2020
      Make: Lexus
      Model: UX
      Trim: 200 F-Sport
      Engine: 2.0L 16-Valve DOHC VVT-i Four-Cylinder
      Driveline: CVT, Front-Wheel Drive
      Horsepower @ RPM: 169 @ 6,600
      Torque @ RPM: 151 @ 4,800
      Fuel Economy: City/Highway/Combined - 29/37/33
      Curb Weight: 3,307 lbs
      Location of Manufacture: Miyawaka, Fukuoka, Japan
      Base Price: $40,260
      As Tested Price: $41,285 (Includes $1,025.00 Destination Charge)
      Options:
      Navigation System with 10.3-in Color Multimedia Display - $2,200.00
      F-Sport Premium Package - $975.00
      Power Rear Door w/Kick Sensor - $600.00
      Premium Paint - $595.00
      Parking Assist, Rear Cross Traffic Alert w/Braking - $565.00
      Blind Spot Monitor - $500.00
      Head Up Display (HUD) - $500.00
      Heated F Sport Steering Wheel w/Paddle Shifters - $150.00
      Windshield Deicer - $100.00
      Wireless Charger - $75.00

      View full article
  • Recent Status Updates

    • dfelt  »  A Horse With No Name

      Welcome back, so happy to see you back. You were missed!  
      · 0 replies
    • Robert Hall

      Reality is complex
      · 1 reply
    • ocnblu

      What's the frequency, Kenneth?
      · 0 replies
    • trinacriabob  »  balthazar

      It's not possible to message you.  At least, it wasn't possible to do that last summer.  So I'll post it here.  I had a crazy layover back in June at PHL ... for about 8 hours ... and wondered how far into NJ you were from Philly.  What I did is get the PHLash day pass and did the self-guided tour of Center City before heading back to the airport.  I stayed too close to the center because of time. I actually wasted time by going into South Philly.  I wanted to venture out onto the Main Line and see Villanova.  That rail line was included on the pass I bought.  I had to manage my time because of the late afternoon flight to the Coast.  Cheers.
      · 1 reply
    • Drew Dowdell

      Merry Christmas!
      · 1 reply
  • Reader Rides

About us

CheersandGears.com - Founded 2001

We ♥ Cars

Get in touch

Follow us

Recent tweets

facebook

×
×
  • Create New...