2014 Toyota Corolla
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
2025 Nissan Kicks
More Kicks To Kick Around In
Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.
SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.
What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.
This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.
Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.
There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.
Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.
All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.
Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.
Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.
The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!
Specifications
As Tested
- Engine: NA 2.0-liter I-4
- Transmission: CVT
- Horsepower: 141
- Torque: 140 lb-ft.
- EPA: 27 City | 34 Highway | 30 Combined
- 0-60 mph: 10.7 seconds
- 1/4 Mile: 18.0 seconds at 78 mph
- Braking, 60-0 (avg.): 106 feet
- MW Fuel Economy: 30.4 mpg