As I write this review, gasoline prices have breached P 75 per liter. To put that into perspective, refilling a 50-liter tank a week would cost me P 3,750—or more than half my monthly fuel budget. No matter what you drive, the endless fuel price hikes certainly sting the wallet that it’s starting to seriously affect the sort of new car you’re considering to buy. With battery electric vehicles or BEVs still prohibitively expensive, the next best thing could be to consider a gasoline-electric hybrid. And one that could probably answer most of your requirements is the 2022 Toyota Corolla Cross 1.8 V Hybrid.
Frankly, I’m still not impressed with the Corolla Cross’s overall design. It’s not ugly, but it’s not head-turning either. It’s the automotive equivalent of white bikini briefs—it does what it’s supposed to do (in this case support your family jewels), but does so in an incognito manner (it’s not fashion). Despite some little design nuggets peppered here and there (including the C-shaped blisters on the side), it scores a zero in design drama. I can also talk about how the rear badge logo doesn’t look aesthetically pleasing, but overall, it doesn’t change the fact that it was designed by corporate bean counters during their 30-minute lunchbreak.
The same can be said about the Corolla Cross’s rather insipid interior. It’s well-finished, but is largely there so that you don’t see wires jaunting out of the dashboard. There are indications that Toyota wanted to do evoke a feeling of Marie Kondo minimalism; they ended up with Corporate Japan sternness, instead. It’s no surprise, really because it’s lifted lock, stock, and barrel straight from the Corolla Altis sedan. The front passenger has to contend with staring at this large expanse of black-grained plastic (at least it’s soft touch), but the driver at least gets a nifty digital/analog gauge cluster. Towards the middle, this 1.8 V Hybrid variant gets an 8-inch display auto infotainment that works well even if the hard buttons are clearly designed for a right-hand drive vehicle. Oh, and yes, at least Apple CarPlay and Android Auto are now standard.
Okay, so the Corolla Cross won’t win any awards for interior design anytime soon, but it does win in one crucial aspect: practicality. Despite the bleak color scheme, it feels airy with lots of head, shoulder, and legroom to go around. The seats themselves look great and are supportive. Plus, finding a comfortable driving position is much easier here than compared to the Corolla Altis. Come cargo carrying capacity, the luggage hold is generous, although for its price, the tailgate still isn’t power operated. Moreover, the load area isn’t flat as the sides dip down noticeably compared to the middle part. Folding the rear seats don’t result in a completely flat load area either, so those who plan to maximize the available 1,891 liters should take note. The cubby holes scattered around the cabin are decent enough; including those in the back which get niftily door trim-molded cup holders.
As nondescript as the entire Corolla Cross experience has been so far, it has one very big advantage; one that helps set it apart from the rest of its competition: the drivetrain. Its strong suit, and probably the biggest reason to consider one, is its easily attainable fuel efficiency; one that can be achieved simply by driving normally (no hypermiling). Anyone can easily achieve its bonkers level 26.21 km/L in light city traffic (27 km/h average) or 20.83 km/L in heavy city traffic (18 km/h average). All in all, these figures are actually comparable to the Corolla Altis.
For those who’re entirely new to the electrified experience, the Corolla Cross serves as the perfect introduction. It doesn’t differ from driving a conventionally-powered car, and that’s the point. There’s no special start-up procedure and there’s nothing to charge; just push the “Engine Start” button, wait for the “Ready” to flash on the instrument panel, and you’re ready to go. Well, okay, driving off in dead silence is a bit eerie, but aside from that, it’s pretty much a normal car.
Like its application in the Corolla Altis, and for that matter, the Toyota Prius, the electric motor in the Corolla Cross already makes a healthy 71 horsepower. Already outpowering the Wigo by around five horses, it comes as no surprise that by default, it’ll use this as aggressively as possible to pull itself around. Only when extra jolt is required or when the battery’s charge is low will it call up the assistance of the 97-horsepower 1.8-liter 4-cylinder engine. When it does, it’s actually hard to tell which engine is running except for the slight vibration coursing through the throttle pedal (if vibration is present, then the internal combustion engine just kicked to life).
Like the engine it’s attached to, the accompanying transmission, the E-CVT is tuned for everyday motoring than canyon carving. It prefers to keep itself in the background, continuously shuffling its ratios to keep the engine revs down and the speeds up. It’s especially great at keeping the electric motor happy, and with a special brake regeneration mode (designated “B” on the shifter), it tops up the battery quickly. However, command an overtake and things take a split-second before everything comes to life. Again, always remember to ingrain this in your head: sensible motoring, not sporty motoring.
Compared to its Corolla Altis base, the Corolla Cross loses the independent rear suspension for a simpler torsion beam setup. On a daily basis, it won’t be missed as seat-of-the-pants feel is remarkably the same. Treated sensibly, it offers a sturdy, stable, and obedient behavior without noticeable float or wallow. It also feels solid, and absorbs jolts and bumps excellently. Driven more spiritedly, it tends to understeer but that’s largely down to the large battery pack situated in the floor. Plus, the brakes do feel artificial, but that’s down to its regenerative properties. It’s not a huge deal, but it’s interesting to note that Toyota opted to swap the electronic parking brake in the sedan for a foot-actuated one here. It feels like a missed opportunity having the comfort of the auto hold function in stop-and-go traffic.
Priced at P 1,665,000 or a P 70,000 premium over the Corolla Altis, some may argue that the differences in specs aren’t enough to justify the added price. On the other, there are those who see something attractive in an SUV body style, and are willing to pay a slight premium to get what’s essentially a tall riding hatchback. I, for one, belong to the latter. And given the price of fuel nowadays, you can’t judge me for seriously considering to get one as a daily driver (I’d probably fork up for the Corolla Cross GR Sport though). The Corolla Cross doesn’t offer any measure level of excitement, but counters that with unbeatable everyday practicality. In that sense, it manages to live up to its nameplate by offering the long-storied nameplate’s penchant for value and reliability, and wrapping it in a body style that’s so in vogue at the moment.
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2022 Toyota Corolla Cross 1.8 V Hybrid |
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20.83 km/L @ 18 km/h, 26.31 km/L @ 27 km/h |
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Pre-Collision System Lane Tracing Assist w/ Lane Departure Alert Hill Start Assist Blind Spot Monitor Rear Cross Traffic Alert |
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Stereo USB Bluetooth |
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Apple CarPlay Android Auto Smart Device Link |
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Keyword: Review: 2022 Toyota Corolla Cross 1.8 V Hybrid