TOYOTA Corolla Hatchback 2019

Body and cabin

With 437.5 cm of length overall, the 2019 Toyota Corolla Hatchback is one of the shortest hatchback compacts on the market, with the exception of the Volkswagen Golf. And it shows: legroom is restricted in the back, even with the front seats positioned fairly forward. Our taller testers also complained of a lack of headroom, even in the front. Some also would have liked the seats to slide farther back.

In addition to the reduced dimensions, a sharply angled liftgate and higher-than-average floor limit cargo space; there is just barely enough room for a normal folded-up stroller. Even some subcompacts are roomier in this regard than the Corolla. The rear backrests absolutely must be folded down to benefit in any way from the versatility of the hatchback body. Fortunately, the carpeted sides will stand up better to wear than plastic.

The front seats are comfortable and supportive except at thigh level for taller people. Our heavily built testers found them too narrow. The extended range of the telescoping steering wheel ensures a good driving position, but a sliding centre armrest would enhance comfort on long trips.

All models come with a 20.3 cm/8 in. touch screen, mounted within easy reach high on the front of the dashboard. Its relatively simple interface is compatible with Apple CarPlay but not Android Auto. The Corolla Hatchback provides just one USB port, whereas several competitors add a few more for charging. Toyota provides knobs and buttons on either side of the screen to flip between the main functions; they are too small, but better than nothing.

Heated seats appear in the first-level option package, whereas a heated steering wheel is restricted to the two highest priced. As usual with Toyota and Lexus, only the side sections of the steering wheel are heated.

Other highlights

Finish: Relatively good for the price. Soft-touch materials, contrasting stitching and glossy plastics. Precise fit.

Storage: Good storage, including a large open bin in front of the shifter. Available wireless charging for mobile devices. Lighted glove compartment. Cup holders have a poor grip on bottles.

Safety features

• Antilock brakes with electronic brake force distribution and brake assist
• Stability and traction control
• Hill-hold assist
• Front airbags
• Front driver knee airbag
• Front side airbags
• Side curtain airbags
• Five adjustable head restraints
• Front seats with whiplash mitigation
• Tire pressure monitor
• Rearview camera
• Forward collision alert with automatic emergency braking and pedestrian detection
• Lane departure warning with automatic steering assist
• Automatic high beams
• Adaptive cruise control
• Blind-spot monitor (included in SE Upgrade and XSE packages)

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5/ 5
Frontal impact: 5 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick

Visibility

Wide B-pillars restrict the view when changing lanes, and the outside mirrors are a bit small. The blind-sport monitor helps, but it is unavailable for the two less expensive versions. The rear window extends quite low but it is very slanted, so keep in mind the long extension of the bumper when parking.

Headlights: The fixed LED projector headlights obtained a poor (2/4) rating from the Insurance Institute for Highway Safety because they do not light far enough in several directions, both in low- and high-beam positions. Directional headlights, optional only in the United States, delivered better overall performance (a score of 3/4).

Mechanical overview

After the Camry, Avalon, Prius and the little C-HR, it’s the Corolla Hatchback’s turn to get the Toyota New Global Architecture (TNGA). As its name indicates, this highly modular platform will eventually equip most Toyota and Lexus cars and crossovers.

A 60-percent gain in body rigidity and a lower centre of gravity list among the main benefits of the move to the new chassis. They allowed Toyota to tune the electric steering system and fully independent suspension to refine the balance between comfort and road holding.

A new powertrain appears along with the TNGA platform in the Corolla Hatchback. The Corolla iM’s 1.8L four-cylinder is replaced by a much more modern 2.0L engine, equipped notably with direct fuel injection and electrical variable valve timing for intake.

The result: a 31 hp and 25 lb-ft gain, for a total of 168 horsepower and 151 lb-ft of maximum torque. At the same time, combined fuel consumption drops between 5 and 11 percent, depending on the chosen transmission.

Most buyers will certainly choose an automatic. They will get a new continuously variable transmission (CVT) equipped with a fixed first launch gear, like a regular automatic, designed to minimize the delayed response still felt in certain CVT models. The shift lever (or paddle shifters, in the XSE) provides access to a manual mode with 10 simulated gears.

Good news for drivers who want complete control: all equipment levels still come standard with a six-speed manual. And not just any, a new “Intelligent Manual Transmission” with rev-matching capability that modifies the engine speed when downshifting, to avoid jerking. It can be deactivated on demand to allow driving enthusiasts to heel-and-toe to their heart’s content.

Driving impressions

The Toyota Corolla has been stuck with a reputation for ho-hum and uninspiring driving. But road comportment has sharpened with each generation, and you feel it more than ever at the wheel of the new Hatchback model.

Right off the bat, the TNGA platform ensures a solidity calling to mind the Volkswagen Golf—not bad. No cracking noises, no vibration, a composed drive and quality soundproofing—characteristics you wouldn’t necessarily have ascribed to a small Toyota a few years back.

The well-tuned suspension delivers solid handling, with well-controlled body movements. Body lean is limited in curves with understeer appearing at a much higher speed than the average driver’s limit.

Steering in turns is precise, but we found it was sensitive to road ruts on the highway; the winter tires on our tester could explain the frequent steering corrections required. Additionally, road sensation is still rather low.

Those were our main complaints as concerns the drive, along with the sharp clutch take-up. After a week at the wheel, we still had to concentrate to start off smoothly, with a varying degree of success. It’s far from the smooth clutch engagement of a Honda or Mazda. Similarly, though the shift lever is precise, its throw is unnecessarily long.

Despite those irritants, the manual transmission adds to the enjoyment as the ideal complement to the new 2.0L four-cylinder. Its good gearing is wonderfully matched to the liveliness of the engine, which clearly outperforms the old 1.8L of the outgoing iM. What’s more, the engine runs at a reasonable 2,300 rpm at 100 km/h, which holds engine noise to a reasonable level at stable speeds. It gets noisier during acceleration without, however, becoming raucous.

Other highlights

Braking: Efficient and easy to modulate, finally rid of the spongy pedal feel that long characterized Toyotas.

Driver assistance: Adaptive cruise control relatively flexible and progressive, functions even with the manual transmission. Lane departure alert overly sensitive and abrupt in its intervention.

Ride: Firm, without harshness, like a good European car despite the 18-in. low-profile tires (thinner sidewalls).