2014 Toyota Corolla

2014 Toyota Corolla

The 2014 Toyota Corolla keeps its frugal, responsible core but adds a lot more verve.

• Interior / Exterior »

The Toyota Corolla has always been a low-cost, value-oriented car; but who says that has to look so plain and boring? While other automakers have stepped up with more exciting designs for compacts in recent years—yes, we’re talking about the Ford Focus, Hyundai Elantra, Dodge Dart, and others—Toyota is doing more than just punching in this time, with a Corolla that you might actually look longingly at.



Toyota calls the Corolla’s new look more athletic, and we definitely won’t argue with that. The automaker points to ‘Iconic Dynamism’ as the core concept surrounding the new Corolla design ethos. Dynamic, Modern, Basic, and Iconic ideas were combined in the design, which is geared toward the Gen Y demographic—people who are just settling down to have kids, or looking for a basic sedan for a growing family.

Proportions are a big part of what makes the new Corolla’s design successful. The new Corolla is about three inches longer than the previous version, with nearly four inches of additional wheelbase—altogether placing the wheels farther out to the corners and giving the Corolla a far sportier stance.
Up front, a gaping lower grille and angular headlights do their best to give the Corolla a shot of adrenalin, while a defined character line runs the length of the vehicle meeting the wrap-around taillights, which attempt to give the Corolla visual width. Door handles flare outward and become their own complementary design statement with the side creases. And Toyota points out that moving to an LED design for the headlamps (for the low beams) helped allow the corner of the vehicle to be more rounded.
Sporty Corolla S models look distinctly different than the rest. They get a blacked-out grille in front with fog lamps flanking a more aggressive airdam. There’s also an integrated rear spoiler that visually lifts the tail and sharpens the look a bit.
Inside the Corolla takes a step forward with improved materials and a two-tier design that effectively pushes the corners of the cabin outward, for an immediate impression of increased space. The dashboard is now a soft-touch material with fake stitching, while pinstriped accents are strewn about the cabin on the dashboard and door panels.
All models have a new three-dial gauge cluster with chrome trim except the S model, which features a two-gauge gauge cluster containing a 3.5-inch black-and-white TFT display with trip computer functions. All the other models in the lineup have a three-gauge look with silver accents. Base models have a Steel Gray Fabric, while LE and LE Eco models have an upgraded fabric. S models instead have seats that combine leather-like Softex bolsters with coarse, color-toned fabrics in between.
The volume LE model is available in seven different exterior hues, while both the base L and the LE Eco are limited to four exterior colors and the Corolla S isn’t offered in Evergreen Mica (green).

• Performance »

The Corolla lineup has a long-established reputation for performance that’s adequate and fuel-efficient, though hardly inspired. That much hasn’t changed; but the 2014 Toyota Corolla makes some substantial steps ahead in powertrain technology that serve to make this compact sedan both more fuel-efficient and more responsive and fun-to-drive than before—if you choose the right model, that is.

From a performance standpoint, much of the lineup has performance that’s satisfying for those modest expectations. But if you happen to choose the sporty Corolla S, you could end up with a model that feels sophisticated beyond its $19.870 entry price.

While the engine, steering, and fundamental layout of the 2014 Toyota Corolla hasn’t changed radically, the innovation that most Corolla buyers are going to encounter concerns the transmission. All but the base-model Corolla L can be equipped with a new continuously variable automatic transmission (CVT). This ‘gearless’ transmission uses a belt-and-pulley system to infinitely vary the ratio (within a set span), effectively keeping the engine in its sweet spot during acceleration and making dashes up to speed a lot quicker than otherwise.
Those who want a manual gearbox aren’t left out either; both the base L and the sporty Corolla S model are offered with a six-speed manual (that’s one ratio more than last year). The throws are a little long and the linkage isn’t sport-sedan precise, but the clutch takeup is light and neat—making it easier than most to drive in stop-and-go traffic. And that base L is the only one that’s still saddled with an old-tech four-speed automatic transmission. It’s not bad, either—just a bit slow when you need a quick burst of passing power, because of the wide steps between its ratios.
Through much of the lineup the engine is essentially carry-over—a 132-horsepower, 1.8-liter four-cylinder engine, with dual independent variable valve timing. It’s a smooth engine with a quiet idle. Altogether, it responds well with the CVT, with unobtrusive acceleration and little if any of the ‘drone’ that plagues CVTs in economical small cars.
Models with the CVT have much-improved highway passing response, and they feel perkier at speed in general compared to the automatic they replace (Toyota says it’s knocked nearly a second off the 0-60 mph time of the four-speed automatic). But they’re no improvement in standing-start performance, where this combination feels lackluster—especially when pointed slightly uphill or loaded with passengers—due to a rather tall starting ratio.
LE Eco models get a new Valvematic version of this same engine, which has a special system that continuously controls the lift, as well as the timing, of the intake valves—allowing them to ‘float’ when coasting and reduce drag when light on the throttle at higher speeds. At the same time, the system widens the torque curve—although peak torque is actually 2 lb-ft lower, at 126 lb-ft.
The sporty Corolla S model can be had with the manual gearbox (the base model is the only other model with it), but the S has a special take on the CVT. In this model, the CVT essentially pretends it’s a seven-speed automatic, with seven preset ratios that you can cycle through with paddle shifters. There’s also a Sport mode.
Corolla S models offer a relatively different driving experience. It’s more buttoned-down and feels far more athletic on a curvy road. There’s not nearly as much body motion, lift, and squat, either, which altogether add to the impression that you’ve driven an entirely different model. If you appreciate sportier tuning and are already looking at the LE, you might want to drive the S as well. All models get a revised torsion-beam rear suspension that mounts bushings at a slanted position, improving both NVH and rear-end behavior near the handling limit—and S models make the most of that.
Corolla S models get a slightly wider, leather-trimmed steering wheel, as well as shift paddles, which here are really extended buttons on the back of the steering wheel.
While much has changed, other things stay the same. Base and LE, and LE Eco models are expected to comprise the bulk of sales, and they’re sprung quite softly, with a ride that’s not only a little softer but also a bit busier (counterintuitively) than that of the S on jittery backroads.
On the other hand, on the LE Eco model, hitting the separate Eco button engages a softer throttle calibration and uses the A/C compressor more conservatively.
Corolla ‘S Plus’ and ‘S Premium’ models include rear disc brakes. Across the lineup, while stops are confident, our only consistent complaint is that brake-pedal feel is on the spongy side.
The Toyota Corolla has been one of the best-selling small sedans in the U.S. market for decades, and its penny-pinching, trouble-free reputation is what’s buoyed that. Meanwhile, the small-car field has evolved rapidly, with more seductive looks, loads of in-car technology, and sharper handling. Surprisingly, Toyota has stepped out of its comfort zone and stepped up; with the all-new 2014 Corolla, it’s doing more than just punching in at the clock—with a thoroughly competent, even delightful compact sedan you might actually choose for reasons other than the bean-counting bottom line.
Throughout the all-new 2014 Toyota Corolla, you’ll find serious change, including improvements in styling, comfort, and features. Most importantly, perhaps, this stalwart model looks poised to shed some of its stolid, conservative appearance in favor of something more aesthetically appealing and lively.
Toyota calls the Corolla’s new look more athletic, and we definitely won’t argue with that. The automaker points to ‘Iconic Dynamism’ as the core concept, and that might be the stretch as we see bits and pieces from other current small-car models in the Corolla’s design to call it iconic. In any case, it’s geared this time for the Gen Y demographic—people who are just settling down to have kids, or looking for a basic sedan for a growing family. Proportions are a big part of what makes the new Corolla’s design successful. The new Corolla is about three inches longer than the previous version, with nearly four inches of additional wheelbase—altogether placing the wheels farther out to the corners and giving the Corolla a far sportier stance. And LED headlamps and running lamps really put a nice finishing touch on the focused, rakish design.
Sporty Corolla S models stand distinct; they get a blacked-out grille in front with fog lamps flanking a more aggressive airdam. There’s also an integrated rear spoiler that visually lifts the tail and sharpens the look a bit.
Under the hood of the Corolla you’ll find one of two 1.8-liter four-cylinder engines. The L, LE, and S trim Corolla’s are powered by a base 1.8-liter four-cylinder engine rated at 132 horsepower and 128 pound-feet of torque. Those seeking maximum fuel efficiency will want the LE Eco trim with its 1.8-liter four-cylinder engine featuring Valvematic, which has a broader range of continuously variable valve timing and increases fuel economy and engine output by more than five percent to 140-horsepower. While the base Corolla soldiers on with either a six-speed manual transmission or an optional four-speed automatic transmission, the LE, S, and LE Eco models all use a continuously variable transmission (CVT). It operates smoothly, with a reassuring, almost linear feel during light and moderate acceleration, while minimizing the ‘drone’ that plagues CVTs in small cars. S models have the CVT, but it pretends it’s an automatic, with seven simulated gear ratios and steering-wheel paddle-shifters. The Corolla S model is the one you should pick if you enjoy driving (if, paradoxically, you’re a driving enthusiast even considering a Corolla); it gets a suspension tune that’s considerably more buttoned-down than the other models—think strong and well-damped, while the other models are still more springy and pillowy. Along with that, the S offers a Sport button that sharpens throttle response and firms up the steering; altogether it’s the model in the lineup that may have you stepping out and checking the model badge in disbelief.

Inside the Corolla is more conservative than that exterior might suggest; yet it takes a step forward with improved materials and a two-tier design that effectively pushes the corners of the cabin outward, for an immediate impression of increased space. The dashboard is now a soft-touch material, while pinstriped accents are strewn about the cabin on the dashboard and door panels. S models instead have seats that combine leather-like Softex bolsters with coarse, color-toned fabrics in between.

What matters most, though, is that a nearly four-inch gain in wheelbase almost directly translates to more back-seat space. Front seats have been improved, with more adjustability and longer bottom cushions, and the S seats have strong side bolsters that rival those in some sport sedans. In back, there’s now plenty of legroom for adults, although headroom remains limited. A roomy trunk with a low, flat floor, as well as flip-forward rear seatbacks in all models, altogether amount to a very useful small sedan—one that would have been considered mid-size just a few model years ago.

On the safety front, the 2014 Corolla has eight standard airbags along with Toyota’s Star Safety system, which includes vehicle stability control, traction control, anti-lock braking system, electronic brake-force distribution, and brake assist. There’s also Toyota’s standard Smart Stop Technology brake-override system.

Feature-wise, the big news is that Toyota is stepping up its infotainment game the Corolla, and bringing it out of the dark ages with the availability of Toyota’s latest Entune infotainment system, featuring navigation and apps in some models.

The Corolla is offered in four trim levels: L, LE, S, and a new LE Eco model. The base L model features standard LED low-beam headlights with LED daytime running lights, in-glass AM/FM antenna, color-keyed outside door handles, color-keyed outside mirrors, 60/40 split fold-down rear seat, power locks, doors, and mirrors, along with air conditioning, Bluetooth, and eight airbags. Depending on the trim level, available options include a smart key system with push button start, automatic climate control, leather-trimmed tilt and telescopic three-spoke steering wheel with paddle shifters and audio controls, multi-information display, Bluetooth hands-free phone voice-command controls, and SofTex-trimmed heated front seats.
In all, one thing the Corolla doesn’t stray away from is its low pricing and high value. A fully loaded LE still runs just $22,570, and includes a moonroof and nearly all of those mentioned features. The frugality’s still there–just with a little more flair.
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