When was the last time you saw someone drive home in a Toyota Corolla Altis? If you paused for a second there, we totally understand. After all, the compact sedan segment is nowhere near as strong as it was anymore. The money is now in anything that offers a little more ground clearance, hence the abundance of crossovers and SUVs.
That brings us neatly to the Toyota Corolla Cross. When you think about it, Toyota was wise to name its more premium subcompact crossover as such. It keeps the Corolla name alive in an ever evolving market for decades to come.
So far, it’s been so effective to the point that the Cross version handily outsells the traditional version. While we don’t have the official sales numbers, saying the it outsells it 5 to 1 would be a safe bet. Heck, it could be more given the sheer volume of them on the road.
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It’s been several years since the Corolla Cross made its world premiere, and it was given a mild refresh about a year ago. It’s the lower variants that get more exterior changes, but the GR-S looks largely identical to the model prior. There are a couple of tweaks inside, though, along with a major hardware change.
However, this model is perhaps the most seasoned car in its class. Its main rivals like the Honda HR-V and Mitsubishi XForce, and let’s not forget the scores of Chinese models that are being offered for much, much less. The competition is much tougher now, so it’s worth finding out if the Corolla Cross is still a solid choice.
Styling
What we tested was the top-spec GR-S HEV variant, and you’d be hard-pressed to know the differences between this and the pre-facelift model. As far as we can tell, it gets new headlight elements, along with a few tweaks to the tail lights. Okay, it’s identical from the previous version, but it’s still a neat design.
It hasn’t aged as much considering it made its world premiere about five years ago. Park it alongside its contemporaries, and it can still pass off for a fresh model. There will be those who’ll call it generic, but at least it won’t look old fast.
Interior
At first glance, the cabin appears carried over from the pre-update model. But there are two key differences that makes the cabin a little fresher. The first is the redesigned instrument panel. In the case of the GR-S and mid-spec V variants, the new digital cluster is patterned after the Camry. There’s also a new infotainment screen, and it now comes with an electronic parking brake.
The Corolla Cross is actually on the bigger end of the subcompact crossover class. However, space efficiency isn’t one of its strong suits as things can get a little too cosy at the back. That’s no thanks to the thick door panels that rob rear passengers of shoulder room, so this car is a four-seater at best. We also wish the rear doors opened wider for easier access, especially for those who need to load up child seats.
At the front, the vast dashboard eats up even more space, and there were times we were hitting our knees entering the car because of the protruding part of the dash. We can’t help but wonder how much more space there would be in this car if the interior panels weren’t that chunky. At least there’s no complaints about headroom, though.
As for the good points, there’s a generous cargo area with a long floor and a wide opening. It’s one of the biggest in its class and you won’t feel shortchanged in this supposedly subcompact vehicle. Because it’s a Toyota, it has no-fuss ergonomics with every switch, dial, and button exactly where you expect it.
Engine performance
Motivating the Corolla Cross is a 1.8-liter Atkinson Cycle engine mated to a single electric motor. Total output is rated at 121hp, while the engine alone makes 142Nm. Those are conservative figures, especially when you consider its rivals easily pack more.
While it isn’t made for drag races, we reckon this car can easily benefit from more power. Acceleration can be best described as leisurely, and rushing it is a futile attempt. It’s fine at cruising speeds, but overtaking will require some careful planning. The car is crying out for more power – literally and figuratively.
Refinement could be better, too. The powertrain is already pretty vocal to begin with, and things get even louder when the engine charges up the battery. It sends vibrations to the pedals and the steering wheel, dampening the idea of electric cars being a quiet experience. The powertrain itself is smooth when it comes to power delivery, though, but its operation could be more hushed.
But the good news is, it delivers great fuel efficiency. The worst figure we got was 13.2km/L in heavy traffic, and the best we recorded was 24.2km/L in light traffic. One can go weeks without visiting a gas station in this.
Ride and handling
The GR-S tag on this model isn’t just for show. Okay, there’s no extra power under the hood, but it does benefit from suspension upgrades. Handling and roadholding is up there, although we have to admit that the Honda HR-V and Mazda CX-30 are sharper and more engaging behind the wheel. Still, a good effort from Toyota.
We do have to say something about the steering, though. For something equipped with electric power steering, turning effort at low speeds was on the heavy side. It felt as if the front tires were underinflated, but a quick check revealed we were running it according to factory specifications.
On the flip side, the sport-tuned suspension didn’t have a major impact on ride comfort. There’s a hint of firmness, but the body control is well-kept with minimal unnecessary movements. While we haven’t driven the non-GR-S variants, we reckon this model has a more level ride.
Extra features
The GR-S is the top trim level, so advanced driver assists are standard. Dubbed Toyota Safety Sense, it includes adaptive cruise, autonomous emergency braking, and lane-keep assist, to name a few. It’s of note that Toyota’s calibration of its driver assists are on point, and we didn’t encounter any panic braking even when erring motorcyclists got close. Perhaps there’s a Philippine setting for it?
Power adjustment for the driver’s seat is also fitted standard, as well as a sizable panoramic sunroof. 360 degree-view cameras are part of the package, too, although the resolution isn’t the highest
Verdict
With newer competition around, the Corolla Cross is starting to feel its age. On the plus side, it still looks contemporary, and the efficiency is excellent. The ride is surprisingly supple considering the sportier suspension arrangement, and it’s a decent handler.
However, it could do with a little more power, and refinement lags behind the competition. Interior space efficiency also needs improvement, but at least the cargo hold is big for its class.
Then there’s the matter of price as it retails for P1,917,000. As far as subcompact crossovers go, it’s on the more expensive side of the spectrum. Do note this is for the GR-S variant, and there are trim levels that go for much less. For instance, the entry-level G HEV goes for just a shade over P1.5-M, while the better-equipped V HEV retails for just under P1.8-m.
The Corolla Cross is still fine for its class, but the GR-S isn’t the variant we’d choose. Unless you can’t live without a panoramic sunroof, sports suspension, or a fully-digital instrument panel, our pick of the bunch would have to be the mid-spec V HEV. It still has most of the features found in the GR-S for over P100,000 less. And, if you’re willing to forgo the advanced driver assists, the base model’s price tag is even lesser than that of the smaller Yaris Cross S HEV.
Overall, it’s a safe choice in its class and will please most people. That said, we hope the current model’s shortcomings will be addressed in the next generation that’s due in a few years.
SPECS: 2025 Toyota Corolla Cross GR-S HEV CVT
Price: P1,917,000
Engine: 1.8-liter Atkinson Cycle + single motor
Power: 121hp (total system output)
Torque: 142Nm (engine) / 163Nm (motor)
Transmission: Continuously variable
Layout: FWD
Seating: 5
Score: 7/10
