The Toyota Corolla needs no introduction…

Like the Volkswagen Golf, it’s one of those cars everyone recognises. Until recently it had a stint as the world’s most popular car – some 50 million have been produced since the nameplate’s introduction back in the 1960s.

Chances are your parents owned one, you’ve owned one, or you’ve at least ridden in one – these days so many are used as Uber’s, you’d be living under a rock if you hadn’t had some sort of experience.

It remains one of Australia’s most popular vehicles, which is admirable given the state of the market. Passenger cars just aren’t in favour, though the Corolla still manages to consistently clinch a spot in the top 10 of the VFACTS sales charts every month.

Here on test we have the 2024 Toyota Corolla Sedan Ascent Sport Hybrid, the most affordable version of the Japanese brand’s small sedan with electrified power.

It’s no secret the Corolla’s reputation for dependability and efficiency are key drivers for its popularity, but it’s always good to revisit a family favourite as more competitors come into market.

More than ever, players like Toyota are under attack from Chinese challengers. This Corolla Sedan, for example, is about then same price drive-away as an all-electric GWM Ora ($35,990 D/A).

Not direct rivals on paper, but as we’ve seen of late Australian customers cross-shop some odd matchups.

Does the Corolla Hybrid still deserve to be a top pick?

How does the Toyota Corolla compare?

View a detailed breakdown of the Toyota Corolla against similarly sized vehicles.

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How much does the Toyota Corolla cost?

While Toyota axed petrol versions of the Corolla Hatch, the Corolla Sedan is still offered with a base 2.0-litre petrol engine. Therefore this base Ascent Sport Hybrid is one-up from the bottom rung at $32,110 plus on-road costs.

To see how the Corolla Hybrid shapes up against its rivals, check out our comparison tool.

What is the Toyota Corolla like on the inside?

The Corolla is already an economy car and in base spec is suitably basic inside, if functional and solidly built.

It’s not hard to see where Toyota has saved money in this fleet-focused specification, from the hard door plastics to the untrimmed urethane steering wheel – it’s all basic, but it still works.

Ergonomics are sound and overall comfort is pretty good. The cloth seats are supportive and adjustable enough, and the compact steering wheel feels nice, and has the requisite controls that are super easy to get your head around.

Clearly a focus on simplicity and function has been employed here, and everything just works as you’d expect without much flair or fanfare. That’s all many will ever need.

While there’s a higher ratio of hard-wearing materials and surfaces in the cabin of the Ascent Sport, everything feels well screwed together and built to last – perhaps with the exception of the centre tunnel, which can shift slightly when pressed or wobbled.

Ahead of the driver is a basic 7.0-inch digital instrument cluster flanked by dot matrix-style gauges for fuel level and engine temperature.

While it’s not as swish as the 12.3-inch full-digital panel in the ZR, a version of this display is standard on a lot of Lexus models that cost two or three times as much – riddle me that.

It’s a colour display with a few customisable elements, and does the job just fine. Is it a patch on the digital cockpits in a Volkswagen Golf? Not quite, but that’s not the point here.

The 8.0 central touchscreen is running Toyota’s latest interface and features standard navigation in the hybrid, in addition to wireless smartphone mirroring. It all worked flawlessly during our time with the car.

As we’ve noted in Toyota and Lexus reviews past the software is pretty basic but easy to use, and in this entry-level grade is more than fitting for the money. If anything, it’s one of the more premium touches.

You also get a complimentary 12-month subscription to Toyota Connected Services which brings functionality including SOS emergency call, automatic collision notification, stolen vehicle tracking, and remote services via the myToyota Connect app. There are connected navigation functions too.

It’s a shame the initial free period is only 12 months, and Toyota charges between $9.95 and $12.50 per month after that depending on the package you choose. Other brands offer five to seven years upfront.

Storage up front is pretty good, with plenty of slots and cubbies for your odds and ends. I particularly like the phone-shaped cubby under the dashboard, though there’s no wireless charger in this trim.

If you’re planning to use the second row often, the Corolla Sedan easily beats out the Corolla Hatch.

Part of that is down to the 60mm extended wheelbase, which opens up more leg- and knee room. I’m 6’1 and definitely noticed the difference behind my preferred driving position.

It’s otherwise quite basic in the back, perhaps moreso than the front. You lose rear air vents to higher grades and get a storage slot in its place, but there’s still a fold-down centre armrest with cupholders.

ISOFIX and top tether points keep the kiddies catered for too. Basics covered, nothing more and nothing less.

The Corolla Sedan offers 470 litres of boot space, which is well up on the Corolla Hatch’s 217L. It’s immensely practical for the class, and goes some way to explaining why you’d opt for the sedan over the hatch.

The boot itself opens nice and wide, making it simple to slot in awkwardly shaped items. A space saver spare lives under the boot floor.

What’s under the bonnet?

Another key upgrade was the introduction of a new lithium-ion battery in place of the outgoing nickel metal hydride power storage unit, which reduces weight by 14 per cent while increasing both input and output power.

It should also mean the Corolla Hybrid can spend more time in EV mode which helps boost efficiency. As a result, the updated model offers more power and performance, while maintaining its predecessor’s benchmark efficiency claims.

To see how the Corolla Hybrid shapes up against its rivals, check out our comparison tool.

How does the Toyota Corolla drive?

The Corolla Hybrid’s updated drivetrain certainly makes a difference on the road.

While its 103kW system output still is pretty meek compared to some turbocharged rivals, it’s noticeably more eager than the old 90kW model and the new electrified components make this feel more, erm… electrified.

There’s more low-end punch from the electric motor and the Corolla seems happier to lean on e-power for longer, courtesy of hybrid bits that have proven themselves in the likes of the smaller Yaris.

You can genuinely accelerate off the line to 30 or 40km/h in EV Mode at moderate pace, and the car is more keen to shut off the petrol engine when you lift off the throttle as the speeds climb.

Even at 100km/h you’ll often see the EV Mode indicator flash up on flat ground, making the Corolla Hybrid more efficient on the highway as the engine isn’t constantly humming away. We saw it hover in the low 4.0L/100km during a week of mixed conditions, which is excellent.

As before, general comfort and refinement are good. The Corolla rides really nicely on all road surfaces and that combines nicely with the accurate and well-weighted driver controls.

It’s quite a fun thing to steer, with predictable response and buttery fluidity of a more expensive vehicle. This is a common takeaway I’ve had from pretty much every TNGA-based car I’ve driven.

Perhaps where the Corolla is let down is road noise insulation. We noticed a bit of tyre roar particularly over rougher patches of road – not a dealbreaker, but it’s a knock on an otherwise very capable package.

At least its aerodynamic shape means it cuts through the air nicely, so you don’t get a whole lot of wind whistle over the front pillars or mirrors even at 100-110km/h.

The slick manoeuvrability translates well to the urban grind, making city streets and car parks a cinch.

Light steering and decent outward visibility make for an easy city commuter, bolstered by the decent reversing camera.

Sadly, Ascent Sport versions of the Corolla Sedan miss out on blind-spot monitoring and rear cross-traffic alert, despite the former being standard across all Corolla Hatch models.

The base Corolla is otherwise kitted out with a heap of assistance and active safety features, something not always expected of an entry grade.

Toyota’s adaptive cruise and Lane Trace Assist have evolved in leaps and bounds from previous iterations, and are now a genuinely competitive set of features.

The Corolla will maintain a set speed and distance from the car ahead intuitively whilst also following highway lane markings without yanking suddenly at the wheel.

Further, the standard LED headlights are nice and bright, and the traffic sign recognition doesn’t beep and bong at you constantly like some Korean competition.

There is a function that has an annoying lady say “please obey all traffic regulations” when you go over the detected limit, but thankfully she can be turned off (and kept off) in the touchscreen.

What do you get?

The Corolla Ascent Sport is the entry grade in a three-tier trim walk.

Corolla Ascent Sport highlights:

• 4.2-inch instrument cluster screen (Sedan)
• 7.0-inch instrument cluster screen (Hybrid)
• 8.0-inch touchscreen infotainment system
  • Wireless Apple CarPlay
  • Wired Android Auto
  • DAB+ digital radio
  • Satellite navigation (Hybrid)
• Illuminated vanity mirrors
• Rear seat reminder
• 6-speaker sound system
• Automatic bi-LED headlights
• Automatic high-beam
• LED daytime running lights and tail lights
• Air-conditioning
• 16-inch alloy wheels
• 60/40 split-fold rear seats with centre armrest
• Heated, power-folding mirrors
• Reversing camera
• Toyota Connected Services (12mth subscription)
• Spare wheel (Hybrid)
• Keyless entry and start (Hybrid)

Convenience Pack ($1000) adds:

• Blind-spot monitoring (Sedan)
• Rear-cross traffic alert
• Front, rear parking sensors (Hatch)

Corolla SX adds:

• Rain-sensing wipers
• Electrochromatic rear-view mirror
• Remote climate control pre-conditioning
• Front and rear parking sensors
• Satellite navigation
• Blind-spot monitoring
• Rear cross-traffic alert
• Leatherette-wrapped steering wheel, shifter
• LED fog lights
• Auto-folding side mirrors
• Keyless entry and start
• Privacy glass
• Wireless phone charging
• USB charging port
• Electric parking brake
• 7.0-inch driver cluster display
• Spare wheel

Corolla ZR adds:

• 18-inch alloy wheels
• JBL sound system, 9 speakers
• Front sports seats
• 8-way power driver’s seat incl. lumbar
• Leatherette seat accents (Sedan)
• Heated front seats
• Head-up display
• 12.3-inch digital instrument cluster
• Auto-dimming rear-view mirror
• Ambient lighting
• Electric sunroof (Sedan)

Is the Toyota Corolla safe?

The Toyota Corolla wears a five-star ANCAP safety rating based on testing conducted in 2018.

It received scores of 96 per cent in adult occupant protection, 83 per cent in child occupant protection, 86 per cent in vulnerable road user protection, and 76 per cent in safety assist.

Standard safety equipment includes:

• 7 airbags incl. driver’s knee
• Adaptive cruise control
• Autonomous emergency braking
  • Pedestrian, Cyclist, Motorcycle detection
  • Junction assist
• Emergency steering assist
• Lane departure warning
• Lane keep assist
• Lane Trace Assist
• Traffic sign recognition
• Reversing camera

SX and up add:

• Blind-spot monitoring (Sedan)
• Rear cross-traffic alert

How much does the Toyota Corolla cost to run?

The Corolla is backed by a five-year, unlimited-kilometre warranty – which extends to seven years on the engine provided the car according to the service schedule within Toyota’s national dealer network.

Further, hybrid models get up to 10 years of warranty coverage “as long as you undertake your annual inspection as part of routine maintenance according to the vehicle logbook”.

Maintenance is required every 12 months or 15,000 kilometres – whichever comes first. Toyota caps the first five services at $245 a pop, which is a $40 increase on last year’s model.

CarExpert’s Take on the Toyota Corolla

The Corolla has always been a safe buy, and this latest one definitely doesn’t break tradition.

It’s cheap, spacious, efficient, and should be endlessly reliable. There’s little wonder you see so many of them on the road even in these SUV-hungry times, and why they’re a vehicle of choice for fleet and rideshare operators spending hours behind the wheel.

Toyota’s New Global Architecture (TNGA) has afforded even its most basic cars excellent dynamics and all-round competence on the road, and even the economy-chasing Corolla Hybrid is a keen steer. No longer do cars chasing efficiency at all costs have to be boring to drive.

The Corolla Hybrid, regardless of trim, remains an easy pick for those wanting the most cost-effective small passenger car to run, and the Corolla Sedan beats its hatchback sibling with better rear space and a cavernous boot in relative terms.

While the SX and ZR trims offer desirable luxuries for private buyers, the Corolla Ascent Sport Hybrid remains a great choice for fleets, and it’s an easy recommendation to make for those wanting cheap, basic transport. It’s a winning formula that’s hard to beat – that’s if you can get one, as Toyota’s website says there are “extended wait times”.

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