2021 Toyota Corolla Reviews, Pricing & Specs

More than any Corolla in recent history, the 12th-generation version currently on sale is also arguably the most attractive. This is especially true when you choose SE or XSE trim, which adds sport-design bumpers, a mesh grille insert and matching diffuser panel, a subtle body kit, a twin-outlet exhaust, and terrific looking 18-inch aluminum wheels that are available on SE and standard on XSE. Dip it in Celestite metallic paint, which has a beautiful blue undertone, and the Corolla is genuinely appealing.

But there’s still something off about the design. For example, the hood shut line that runs to the headlight assembly and into the jutting bumper visually truncates the front end while drawing attention to the Corolla’s massive overbite and gaping maw. The car’s best angle is the rear quarter view, but here even the standard Corollas have a wildly over-styled rear bumper. And the new Apex Edition only amplifies the stranger aspects of the Corolla’s appearance.

If you seek anonymity on the road, choose the Corolla L, LE, or XLE. Toyota also sells a Corolla Hybrid with the same powertrain found in the Toyota Prius while offering a slightly more affordable path to better fuel efficiency. These versions carry an MSRP of anywhere between $19,350 and $27,450 Canadian, not including fees and the $1,690 destination charge.

This review covers the Corolla SE ($22,590 with the six-speed manual transmission; $23,590 with the continuously variable transmission) and Corolla XSE ($28,950; only a CVT is offered). These are the car’s sporty versions, and they have a more powerful engine, different transmissions, a Sport driving mode, and bigger wheels and tires. For more performance tuning, the Apex Edition ($27,440 with the manual, $28,440 with the CVT) is what you want. Our test car was the XSE, and with destination and fees, pricing came to $30,771 (Canadian, estimated).

Toyota does an excellent job with the Corolla XSE’s interior, and the car’s cabin is light years ahead of previous examples of the model in terms of materials. Soft leatherette for the dashboard, densely padded upper door panel trim, and robust switchgear all lend the latest Corolla an impression of substance.

Simplicity guides the design and layout, resulting in a clean, minimalist look without any of the user experience compromises that can often result. However, practical storage for everyday items is lacking, due in part to a centre console design that emphasizes form over function.

Toyota installs a 2.0-litre four-cylinder engine in the SE and XSE Corolla models, good for 169 horsepower at 6,600 rpm and 151 lb-ft of torque at 4,800 rpm. It pairs with a Dynamic Shift CVT, a set of paddle shifters, and a Sport driving mode, a drivetrain combination that usually promises more than it can ever hope to deliver. Incredibly, a six-speed manual gearbox with downshift rev-matching is offered with the SE trim, costing $1,000 less.

Our XSE test car’s Dynamic Shift CVT is one of the best examples of this type of transmission. It uses a mechanical first gear to get the car off the line and moving, eliminating what can sometimes feel like drivetrain slip with a traditional CVT. Once the hand-off to the CVT is complete, yes, there are occasional hints of characteristic droning. Still, its ten programmed ratios (sequential steps in Toyota-speak) do an excellent job of hiding the traits that typically make a CVT so awful.

The Corolla sits on the Toyota New Global Architecture (TNGA) that forms the basis for everything from this car to the Sienna minivan. Few modern Toyotas don’t use the TNGA platform, which the automaker, under the careful watch of company president Toyoda, engineered for a low centre of gravity and enjoyable driving dynamics.

Additional mechanical components include electric steering, vented front and solid disc rear brakes, and a MacPherson strut front, multi-link rear suspension.

Having recently driven a Hyundai Elantra N prototype, a Mazda3 2.5 Turbo, and a Volkswagen Jetta GLI in the mountains, we weren’t expecting to have much fun in the comparatively tame Corolla XSE. But fun we did have, in part because there simply isn’t enough power here for a driver to get into serious trouble, and in part because the XSE demonstrates unflappably predictable handling characteristics.

This isn’t a sport sedan. Instead, it is a remarkably competent compact car similar to a Honda Civic or a standard Mazda3. With the 2.0-litre engine, it’s quick enough, it’s engaging enough, and it’s capable enough in corners that you don’t feel like you’ve assigned yourself to drive a penalty box on wheels. You might buy a Corolla SE or XSE because you prefer the sportier styling but then come to like the car for its dynamic traits, as well.

As far as fuel efficiency goes, Natural Resources Canada says the Corolla XSE should use 7.0 litres per 100 kilometres in combined driving (7.7 city/6.1 hwy). We averaged 7.6 L/100 km on a mountainous route, and our driving included switching between Eco, Normal, and Sport driving modes and using the paddle shifters for a short time.

When you choose the XSE trim level, you get numerous upgrades over the Corolla SE. Among them are SofTex leatherette seats with trendy striped fabric inserts, heated rear seats to go with the heated front seats included in the SE, and more importantly, eight-way power driver’s seat adjustment.

Not only does this feature provide added comfort and a commanding driving position with clear sightlines forward, but it helps to make the Corolla easier to enter and exit. The front passenger does not get a height adjuster, but the omission doesn’t matter much because the seat cushion supplies good thigh support.

The rear seat cushions also provide terrific support and sit reasonably high off of the floor. Perhaps too high. Headroom is just as tight as legroom, and the climate control doesn't include vents for rear passengers. But, on a chilly day, if you fit, the Corolla sedan’s back seat is just fine.

The Corolla’s trunk offers 371 litres of cargo space, less than some competitors and more than others. The Corolla hatchback, covered in a separate review, offers 660 litres behind the rear seat. There is no handle on the inside of the trunk lid on the sedan body style to use to swing it shut.

If you’ve got an Android-based smartphone, you’ll be pleased to know that for 2021 the Corolla adds Android Auto smartphone projection as standard equipment. It joins Apple CarPlay and Bluetooth as standard equipment. Every 2021 Corolla also has a free year of Safety Connect services.

That’s an impressive infotainment package in a base-trim compact car. In the Corolla SE, the 8-inch touchscreen is larger than the standard 7-inch display, while the Corolla XSE benefits from standard Service Connect, and Safety Connect. Remote Connect is free for a year and includes remote engine starting, a Guest Driver function that sends the Corolla’s owner alerts when the person borrowing the car exceeds certain programmed limits, a vehicle finder function, and more.

Additionally, the XSE offers SiriusXM functionality with a three-month trial plus navigation and Destination Assist service.

From a user experience perspective, the infotainment system is a model of simplicity. It has knobs for radio volume and tuning, and it has physical shortcut buttons to easily reach menus related to the audio system, navigation system, and more.

If there is anything at all to complain about, the radio knobs could extend further from the infotainment system’s surface because they can be hard to grasp.

If the 2021 Corolla’s infotainment system is impressive, so is the standard Toyota Safety Sense 2.0 (TSS 2.0) collection of advanced driving assistance systems (ADAS). Standard safety features include adaptive cruise control, forward collision warning, pedestrian detection and cyclist detection, automatic emergency braking, lane-departure warning, lane-keeping assistance, lane-centring assistance, automatic high-beam headlights, and more. This year, Toyota adds standard rear side-impact airbags to the Corolla, and the available blind-spot warning system gains a new rear cross-traffic alert function.

The question is, how does all of this technology perform? The answer is remarkably well and in a mostly refined manner. Sometimes the adaptive cruise control displays uneven braking as it tries to maintain distance to the vehicle ahead, and occasionally the driver needs to override the lane-centring assistance system. These characteristics make these features less pleasing to use. Otherwise, we observed no serious false alerts or flaws while driving the Corolla.

Last year’s Corolla earned a “Top Safety Pick” rating from the Insurance Institute for Highway Safety (IIHS). That accolade applied only to Corollas with the optional curve adaptive headlights, which the IIHS deemed Acceptable. The National Highway Traffic Safety Administration (NHTSA) gave the 2020 Corolla its top 5-star overall rating.

Because Toyota added two new airbags to the 2021 Corolla, both the IIHS and NHTSA must re-test the vehicle before assigning new ratings.

Priced at just over $30,000, our well-equipped Corolla XSE stretched the boundaries of cost-effectiveness in a compact car. This is especially true given the rather cramped back seat and average trunk size.

That’s one reason we think choosing the less expensive Corolla SE makes more sense. It saves several thousand dollars, and now that the infotainment system runs both Apple CarPlay and Android Auto, you don’t need the navigation upgrades. Plus, it looks exactly like the XSE from the outside.

Sure, if you get the SE, you’ll need to live without the eight-way power driver’s seat and the wireless smartphone charger, though the latter is available in all three of the available packages (Upgrade, Nightshade Edition (CVT only), and Apex Edition). And, if you like to row your own gears, the SE is the only way to get a manual transmission apart from the entry-level L grade.

Now that we’ve recommended the Corolla SE, how does this Toyota compare to the competition in terms of value? It shines brightest with its generous trial periods to connected services. It’s also safe, and it has that legendary reputation for bulletproof reliability. The chances are good that it will also be easy to sell when you’re ready to drive something else.

Unfortunately for Toyota, the Corolla competes against the redesigned 2021 Hyundai Elantra and the frequently overlooked 2021 Kia Forte. Both supply excellent warranty and roadside assistance programs. Plus, the new Elantra is stylish, high-tech, and rewarding to drive in its own right. And the hybrid version doesn’t look cheap the way the Corolla Hybrid does.

Other worthy front-wheel drive new vehicle competitors include the value-rich Nissan Sentra, the roomy Volkswagen Jetta, and the still exceptional Honda Civic. And if you want all-wheel drive for winter weather, Subaru’s Impreza is ready to rock, and the handsomely tailored and delightful-to-drive Mazda3 has available AWD as well.

Among this collection of genuinely appealing compact cars, the Toyota Corolla is competitive but doesn’t stand out in any particular way. But that’s always been the case with the Corolla, and it certainly hasn’t dented the car’s popularity or reputation.

Note: Images show a US model.