Compared to the rest of the world, the American automotive market is an anomaly in ways. No where else will you find fullsize pickup trucks selling in such enormous numbers with the big trucks from Ford, GM and Fiat Chrysler being the perennial best-sellers for years on end. Move beyond our borders however, and so-called C-segment or compact cars dominate the market. For nearly five decades one of the continuous top-sellers in that space has been the Toyota Corolla in all its different flavors. While Corolla buyers elsewhere get to choose from a variety of body styles, Americans are limited to a four-door sedan unless they opt for the related Scion iM hatchback.
Now in its eleventh generation, the current Corolla debuted two years ago with a design that is arguably more interesting to look at than most of its predecessors, particularly from the front. The bold lower grille definitely gives the car more character than previous generations which largely remarkable only in their blandness.
Among the various Corolla trim levels, you won’t be surprised to learn that the S is at least nominally the sportiest although that doesn’t actually say a whole lot. The Corolla S is set apart visually with a different lower grille, rimmed in chrome and flanked by fog lamps. Unique 17-inch alloy wheels and a decklid lip spoiler complete the distinctions from the L and LE. Inside the S gets sport seats that provide significantly more lateral support and a leather-wrapped steering wheel. The Corolla S is also the only variant other than the base L that is available with a manual transmission, in this case with six forward ratios. Unlike other Corollas that still use drum brakes on the rear axle, the S also gets four-wheel disks.
All 2016 Corollas are powered by 1.8-liter four-cylinder engines although oddly, only the LE Eco model gets a more powerful mill with 140-horsepower. All others including the “sporty” S are limited to 132-hp and 128 lb.-ft. of torque. With the torque curve peaking at 4,400 rpm, this is not a particular inspiring powerplant, especially compared to what is available in many of its C-segment competition.
Most of the class is now using 2.0-liter engines as base power and there are a number of more interesting options for those that prefer some more spirited driving. Ford offers its turbocharged 1.0-liter, three-cylinder EcoBoost in the Focus that while being down on peak power compared to the Corolla offers a very beefy low-end torque curve that quickly climbs to a peak of 148 lb.-ft. and stays there. The new Honda Civic has an optional 1.5-liter four-cylinder turbo with 174-hp and 162 lb.-ft. of torque. Each of these competing models offers significantly better driver engagement and general drivability thanks to that superior torque. On a positive note, the shifter does glide smoothly through the shift gates and the clutch is easy to operate.
Over the past decade as automakers have tried to prepare to meet tougher fuel economy regulations, they have worked to make their smaller and more efficient models more appealing to customers in the hopes that they would buy regardless of the pump price of gasoline. The result is that what were once considered just price leader, entry models have become remarkably solid and refined. Cars like the Mazda3, Ford Focus, Chevrolet Cruze and the long-time standard-bearer VW Golf present a level of solidity, quiet and composure that no so long ago was the province of entry luxury cars.
While the Corolla has built a well-earned reputation on a combination of value, reliability and efficiency, this current generation is starting to lag behind competition in other areas. In motion, this car transmitted considerably more road and wind noise into the cabin than the class leaders. While the cabin design and materials seem nice enough overall, compared to the just launched Civic and models that have been on the road for a couple of years like the Mazda3 and Kia Forte, the Corolla just doesn’t seem to cut it.
Interestingly, Toyota dealers are now also selling another Corolla derivative badged as the Scion iM. The iM is based on the European-market Auris hatchback and like that Corolla variant, it gets an independent double wishbone rear suspension in place of the torsion beam in the Corolla. Overall when I drove that car in August, it felt far more refined than this Corolla with a quieter cabin and better ride quality and it seemed a more worthy challenger to the best in the class. To my eye, the iM is also a lot better looking than the Corolla and I’ve always felt that hatchbacks make way more sense on smaller cars than trunks with minimal openings.
2016 Scion iM
As tested, the Corolla S Plus with the manual transmission came out to $22,430 delivered while a manual transmission Scion iM with the same basic powertrain and navigation can be had for just $20,554. While the Scion isn’t appreciably quicker off the line, the better overall feel it provides along with a lower price makes it a far better choice to drive off the local Toyota lot.
Click here for full specifications of the 2016 Toyota Corolla
