2014 Toyota Corolla

2014 Toyota Corolla

Episode 3305
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The number one selling car name of all time is Toyota Corolla. Never one to wow with style and flash, the humble Corolla has soldiered on decade after decade providing comfort and reliability in an affordable if, to folks like us, a totally boring package. Well, that’s supposed to change with the new eleventh generation Corolla. It has a look we find fresh and appealing inside and out. But, will long time Corolla fans be impressed?

Few cars are likely to be around long enough to be redesigned eleven times. But then, no single car model has ever approached the 40 million sales of the Toyota Corolla. And, while 2014’s dynamic new styling direction may not be necessary for its continued success, we don’t think long term fans will object to driving a much better looking car. 

As before, the front-wheel-drive Corolla is available in a more dynamic S trim, only now it looks like it was designed to be that way from the beginning. No tacky add-ons!

It wears by far the most aggressive face for a Corolla yet, and the cool LED headlights come standard, not just on the sportiest S model. Wheelbase is up 3.9-inches, as is overall length, to 183.1-inches for the Corolla S. It also sits wider and lower, and unlike many of today’s cars, the rear looks just as interesting as the front with sharp looking tail lights, the usual deck-lid spoiler, and rear fascia with diffuser. While 15-inch wheels are standard, 16-inchers adorn S models, and you can opt up to 17’s.

The Corolla’s 1.8-liter engine is carried over from last year, although it’s not that simple. In fact there are now two versions of the I4. L, LE, and S models come with a 132-horsepower version rated at 128 lb-ft. of torque. Oddly enough, LE Eco models actually deliver more horsepower at 140, thanks to a new Valvematic variable valve control and a higher compression ratio, but a tad less torque at 126 lb-ft. Transmissions vary from an old school 4-speed automatic, to rather nice 6-speed manual, and a new CVT with ECO and SPORT modes. It’s programmed with 7 simulated gears that in S trim are triggered with paddle shifters. 

Up front, MacPherson struts feature L shaped lower arms, while a simple torsion beam handles suspension duties in the rear. Bumps are soaked up nicely, and better than before, and the Corolla handles just fine. But, as before, stops well short of being sporty. 

Typical for the compact class, the electric power steering lacks feel, but it’s suitably precise. Drum brakes still occupy the rear axle on most models; you have to step up to 17-inch wheels and the S Plus or Premium packages to get rear disc. 

Interior features a theme that is a pleasant cross between RAV4 and Avalon, and overall it’s a nice place to spend some commute time. There are plenty of soft touch materials and a new 3-piece steering wheel design. Gauges vary with trim level, but look their best in the S model with a classic dual dial setup with a TFT info screen between. 8-airbags are standard, including a driver’s knee and a new passenger’s seat cushion airbag. A back-up camera is standard on all but the base L trim level. 

Another place Toyota did not scrimp are the seats. They are plenty comfortable up front, and also in the rear where the extra wheelbase allows for over 5-inches more legroom. And yet there’s still plenty of trunk space; a very capable 13.0 cubic-ft.; even before you drop the standard folding rear seatbacks. 

Government Fuel Economy Ratings are solid, ranging from 27-City, 36-Highway and 31-Combined for the 4-speed automatic to 30-City, 42-Highway and 35-Combined for LE Eco with the CVTi-S transmission. 

Base price is higher than last year, starting at a still reasonable $17,610, while Corolla LE Eco models goes for $19,510; with Corolla S starting at $19,810.

So, is a more dynamic looking Corolla a better Corolla? Yes, as far as our eyes are concerned. But, it’s more than just the pretty new face that makes this Corolla a winner. What hasn’t changed is the Corolla’s friendly commuter nature, and we expect, its highly reliable reputation. We think the Corolla faithful will be thrilled. Indeed, the 2014 Toyota Corolla is something old, something new, and something for Corolla fans to finally be excited about!

Specifications

  • Engine: 1.8-liter
  • Horsepower: 132
  • Torque: 128 lb-ft.
  • EPA: 27 mpg city/ 36 mpg highway
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW