Review: 2014 Toyota Corolla S

Not everyone has enthusiast leanings. It is for that reason that a company like Toyota builds a car that may fail to stir the soul, but will still get its driver from point A to point B in a safe and reliable fashion. In fact, there may even be an element of fashion involved. Such is the case with one of their best sellers, the 2014 Toyota Corolla S.

We have been down these roads before. And truth be told, during a recent go-round with an ultra-basic version of the same, we decided to follow nearly every mother’s admonition that if you don’t have anything nice to say about someone (or thing) don’t say anything at all. Sage advice indeed.

Which brings us to the anything but basic Corolla S.

What is it?

Since 1997, the Toyota Corolla has been the best selling nameplate in the world, tallying its 40 millionth sale last summer. Appearing since 1966 in various forms including a coupe, hatchback and wagon, it is now available in North America as a four-door, five-passenger sedan. The latest generation utilizes a high-strength steel unibody platform, which Toyota claims is substantially more rigid than the previous architecture.

Power for the Corolla comes from two different 1.8-liter four-cylinders. Our S model featured the base 132-horsepower engine with variable valve timing with intelligence (VVT-i), which manages 128 lb-ft of torque at 4,400 rpm.

In addition to the top-o-the-line S, the Corolla is also available in other trim levels including the base L, LE, and LE Eco, the last of which features new Valvetronic technology that improves fuel economy by five percent. By the numbers, the EPA says to expect 29 city/ 37 highway, with 32 combined from the standard engine. The LE Eco model is capable of 30 city/ 42 highway, with 35 mpg combined.

Both engines are mated to Toyota’s continuously variable transmission with intelligence and shift (CVTi-S). With this as the first CVT transmission offered in the States by the brand, Toyota has managed to install a simulated series of shift points that attempt to approximate the tactile and aural feel of a seven-speed transmission, accessed through the shift gates or steering wheel-mounted paddle shift levers.

One of the highlights of the Corolla S is how the CVT offers a sport mode, which delivers a “dynamic” response for a feeling of sportiness in an otherwise sedate family design. Admittedly not suitable for track or performance usage, it does more to instill a sense of excitement that will grow hair on the head of any driver. Okay, well since it’s artificial, let’s say it’s the toupé equivalent. It is complete with an M-gate that manages to operate in a manual-like mode where the driver can up- or downshift using the gear selector lever.

Buyers not wishing for the CVT option can instead take advantage of a six-speed manual transmission or a more tradition four-speed automatic.

The suspension is a sport version of the traditional MacPherson strut design in front with a rear torsion beam setup that features specially tuned coils, dampers and bushings for more spirited drive characteristics than the standard Corolla. An electric power steering system helps to point the way, while under tray panels perform double duty to help isolate road noise from the cabin and also clean up the Corolla’s aero profile for added fuel economy.

Our Corolla was equipped with the full suite of Toyota safety features, which included Vehicle Stability Control (VSC), Traction Control (TRAC), Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD) and Electronic Brake Assist (EBA).

What’s it up against?

It’s a rather crowded and stout playing field for the Corolla, with competition from Kia’s Forte, Honda’s Civic and Hyundai’s Elantra all weighing in. And that does not even begin to include the Dodge Dart, Ford Focus, or other players.

How does it look?

Appearing much like a stylized and miniaturized Camry, the 2014 Corolla features crisper sheetmetal that makes a thoroughly modern play for the buyer’s heart and wallet. Our sport version featured a larger under bumper intake in front with fog lamps and new, more aggressive LED low beam headlamps that lead into character lines that run the length of the car.

While not exactly possessing what we would call a body kit or ground effects, it did feature a front and rear spoiler and 17-inch spider-design alloy wheels for a more aggressive, and yes, we’ll say it, more sporty look.

And on the inside?

Our Corolla S included a SofTex interior with nicely bolstered front sport seats. What’s a SofTex you ask? Not an out of shape Texan, it’s Toyota-speak for the high-quality vinyl seat covering used in the Corolla. Interior fit and finish was better than average, and offered five more inches of rear seat legroom over the previous model. The S-version was equipped with a 6.1-inch display-equipped navigation/audio system, which proved to be annoying while underway. We found after driving for an extended time period, that the system would freeze up for no apparent reason when we were tracking our way using the navigation system.

After a while we would notice the vehicle position cursor would freeze, showing positions on the map that we had passed about ten miles previously. We ended up pulling over to the side of the road, shutting the car off, and then restarting, which would cause the unit to reset. In addition to the audio and navigation portion of the system failing, it would disable smartphone functionality. Needless to say a reset maneuver on the shoulder of an interstate highway like I-95 is nothing short of a major annoyance.

Radio foibles aside, the Corolla has 13 cubic feet of cargo storage space in the trunk and a 60:40 split rear seat if more space is needed.

But does it go?

Acceleration is not this car’s strong point. There, we got that out of the way. Able to get out of its own way with 132-horsepower, we found the S to be a decent performer, at least in the flatlands of Florida. While we can’t speak for trying to hoof it up a grade in the Appalachian mountain ranges, it offered typical go-power in around-town driving. Even though merging onto a rapidly moving interstate highway was child’s play to our Corolla, the drivetrain did offer a drone that let you know just how hard it was working to keep up.

Once we reached cruising speed, the overall effect of the Corolla S while underway was still relatively quiet, although a squeeze of the skinny pedal would cause a major ruckus underhood. Under stress, it tends to squawk but not to the point that you’ll burst an eardrum or vibrate loose a tooth filling. The CVT transmission, with its pretend paddle shift levers, allows would-be Sebastian Vettels or Lewis Hamiltons to paddle their way to fame and fortune on the neighborhood Grand Prix circuits that stretch from elementary school to strip mall.

Steering from the electric-assisted unit was boosted and predictably numb on center, but when put in context, offered exactly what its typical buyers would expect. The sport suspension of our S model offered a firmer feel when cornering, but at the end of the day, it hardly fooled us into thinking we were driving a pure, sporty car.

We found the air conditioning motor to be plenty loud, too, but we quickly reminded ourselves we were not driving a Bentley. The included ECO gauge said we were able to get 38 miles to the gallon at approximately 70 mph. As is always the case, your mileage may and most definitely will vary.

Leftlane’s bottom line:

Even though it has a sporty look from its red metallic paint and aggressive rear spoiler, down to its spider-painted alloy wheels, the Corolla S is more show than go, which should suit its traditional buyers base just fine. In other words, the Corolla S is a car for people who rarely think about cars. They like them to look good, and maintain reliability, but beyond that, they are not passionate about such vehicles. For these folks, the Corolla ticks all the appropriate boxes off.

That is unfortunate, because like Toyota CEO Akio Toyoda, we enjoy fun-to-drive cars, and think this Corolla could definitely stand an injection of passion potion.

2014 Toyota Corolla S base price, $20,400. As tested, $23,520.

Driver Convenience Package, $1,510; Includes: Smart Key, Pushbutton start, keyless entry, Entune Audio Suite with multimedia bundle / Navigation system including Bluetooth connectivity and streaming audio. Includes HD/Satellite radio and 6.1-inch touchscreen display. Tilt roof with window shade, $850; Destination, $760.

Photos by Mark Elias.