Launched back in February this year, the Toyota Corolla Cross GR Sport joins other GR-branded products in the line-up like the Hilux GR Sport, GR86, GR Supra and GR Corolla. In the company of such vehicles, the SUV receives several changes to take on a sportier persona, which will cost you RM142,000 on-the-road without insurance.
This asking price is the same as the available hybrid variant, but the Corolla Cross GR-S matches the lesser V and G variants by using the same 2ZR-FE 1.8 litre naturally-aspirated inline-four petrol engine that delivers 139 PS (138 hp) at 6,400 rpm and 172 Nm of torque at 4,000 rpm. The mill is mated to CVT with seven virtual speeds that drives the front wheels.
While the drivetrain isn’t touched upon, the electric power steering and suspension get a specific GR tuning, the latter augmented by a Performance Bar. Visual identifiers that this is a GR-S include 18-inch wheels in a GR Sport design, a new gloss black grille that meets the headlamps, and there are mesh inserts for both the upper and lower intakes. The bumper is also of a different design where the fog lamps are moved to the edges.
Elsewhere, the GR-S’ taillights have a clean lens without red accents), accompanied by a unique rear bumper and obligatory GR badging. Inside, the all-black cabin gets red contrast stitching on the leather seats, steering wheel and gear knob, with more GR logos to be found on the push start button, embossed on the front seat headrests and the floor mats.
A two-tone paint scheme is also unique to the GR-S and includes a black roof with a choice of Platinum White Pearl, Red Mica Metallic and Nebula Blue Metallic for the main body colour. The rest of the GR-S’ kit list is identical to the V.
As such, the sporty Corolla Cross comes with roof rails, an eight-way powered driver’s seat and reclining rear seats, a 9.0-inch touchscreen head unit with Android Auto and Apple CarPlay and a powered liftgate with hands-free access. Also included are seven airbags, Toyota Safety Sense 2.0, a panoramic view monitor and a telematics system.
Are the improvements done for the Corolla Cross GR Sport worth it? Well, the design is certainly something that our man Hafriz Shah approves of, and you can find out what else he thinks about the GR-S variant in our video review, where he also compares it to another popular model, the Honda HR-V.
Say hello to a sportier version of the Toyota Corolla Cross. The Corolla Cross 1.8 GR Sport has been launched in Malaysia, and the SUV is differentiated by exterior and interior cues, and there are even some changes under the hood for a “sporty driving feel and greater handling”. Based on the non-hybrid 1.8V model, the Corolla Cross 1.8 GR Sport is priced at RM142,000 on the road without insurance.
The GR Sport immediately looks different from the regular Corolla Cross variants thanks to a two-tone package which puts black paint on the roof, A-pillars, wing mirrors and rear spoiler. Choose from Platinum White Pearl, Red Mica Metallic and Nebula Blue for the rest of the body.
In front, the frame of the grille now “points” into the headlamps (reminds us of the Land Cruiser 200 facelift) to make the eyes less pointy. This frame is in gloss black, and there are mesh inserts for both upper and lower grilles. The bumper is also of a different design, with fog lamps moved to the edges.
At the rear, GR Sport stands out with clear lenses for the lamps (no red bits), a unique rear bumper garnish/diffuser design. The three notches you see here are also repeated on the side skirts and front lip area. The wheels are 18-inch items (same size as V and Hybrid) with a two-tone machined finish and exclusive GR Sport turbine design. Of course, GR badging can be found on the front, rear and sides.
Inside, the all-black cabin gets red stitching on the leather seats, steering wheel and gear knob. GR logos can be found on the push start button, embossed on the front seat headrests and the carpet mats.
No change in output from the 1.8 litre ZR-FE engine, which puts out 139 PS and 172 Nm of torque at 4,000 rpm. The Dual VVT-i unit is paired to a CVT with seven-speed manual mode. So what are the GR Sport changes? There’s a “Sport ECU” for the electric power steering that is claimed to increase steering feel and response. There’s also reduced body roll thanks to stiffer suspension (retuned springs and struts), and the addition of a Performance Bar.
The rest of the GR Sport’s kit list is identical to the 1.8V variant’s. This means that you get roof rails, eight-way powered driver’s seat and reclining rear seats, 9.0 inch touchscreen head unit with Android Auto and Apple CarPlay, and a powered hatch with kick sensor. Also in are seven airbags, Toyota Safety Sense 2.0, 3D panoramic view monitor and a telematics system (car tracker).
At RM142k, the CKD locally-assembled Corolla Cross 1.8 GR Sport is priced RM4,600 higher than the 1.8V. By the way, the range received a price increase for 2023, and the base 1.8G now retails for RM130,400 (+RM2,097), followed by the 1.8V at RM137,400 (+RM2,971). The Corolla Cross Hybrid is yours for RM142,000 (+RM2,009), which is the same price as the GR Sport.
GALLERY: 2023 Toyota Corolla Cross GR Sport live pics
GALLERY: 2023 Toyota Corolla Cross GR Sport official pics
GALLERY: 2023 Toyota Corolla Cross GR Sport brochure
With full electric cars still some years away from becoming mainstream in Malaysia, UMW Toyota Motors claims that hybrid technology is still the best intermediary solution for customers who want a more eco-friendly vehicle today. The launch of the Toyota Corolla Cross Hybrid is one way of walking its talk.
The hybrid sits at the top of the crossover range, priced at RM136,550 on-the-road without insurance. That includes the sales and service tax (SST) exemption. It is locally assembled at the company’s plant in Bukit Raja, making it the first TNGA-based model to be CKD.
The Corolla Cross Hybrid includes a five-year, unlimited-mileage warranty, as well as an eight-year, unlimited-mileage hybrid system warranty that covers the hybrid battery, inverter, and power management control ECU. If you want more peace of mind, you can extend it by an additional two years up to ten years for RM2,950.
Powering this car is an Atkinson-cycle 1.8 litre Dual VVT-i four-cylinder engine, producing 98 PS at 5,200 rpm and 142 Nm of torque at 3,600 rpm. A 72 PS/163 Nm electric motor (juiced by a nickel-metal hydride battery) delivers a total system output of 122 PS, with drive sent to the front wheels. Fuel consumption is rated at 23.3 km per litre.
Based on our testing, the hybrid is as efficient as UMWT claims it to be. In fact, it’s quite a pleasant car to drive, and by far and away the most comfortable when compared to its direct rivals.
Watch our video to see what we think of it, and whether or not you should consider buying one. Also, feel free to check out CarBase.my for a more detailed look at its features and specifications, or compare it against other vehicles of your choice.
GALLERY: Toyota Corolla Cross Hybrid
GALLERY: Toyota Corolla Cross Hybrid official photos
We’ve been hearing about it for nearly a year now, but after releasing several teasers for months on end, UMW Toyota Motor has finally launched the Toyota Corolla Cross Hybrid in Malaysia. The petrol-electric crossover sits at the top of a mildly-revised lineup that is now CKD locally assembled.
First, the most important part – the Hybrid is priced at RM136,550 on-the-road without insurance. As for its petrol siblings, the CKD 1.8G retails at RM123,000 and the 1.8V costs RM129,000. All figures include the sales and service tax (SST) exemption and a five-year, unlimited-mileage warranty; the Hybrid also gets an eight-year, unlimited-mileage battery warranty that can be extended by an additional two years for RM2,950.
Power comes from an Atkinson-cycle version of the 1.8 litre Dual VVT-i four-cylinder engine, producing 98 PS at 5,200 rpm and 142 Nm of torque at 3,600 rpm. It is mated to a 72 PS/163 Nm electric motor and a nickel-metal hydride battery to deliver a total system output of 122 PS, all still sent to the front wheels. Fuel consumption is rated at 23.3 km per litre.
Toyota says it is confident of reliability of Toyota’s hybrid system and cited a case study in Singapore that examined hundreds of Prius cars used to provide Grab services. Since being introduced in 2016, there have been zero failures in the six years the Prius cars have served, some with mileages of over 150,000 km.
The company also noted the hybrid variant of the Corolla Cross is up to six decibels quieter in the cabin during full throttle acceleration compared to petrol-only variant, while at a constant 60 km/h, it’s four and seven decibels quieter front to rear.
Other benefits touted are better acceleration times, with the sprint from 0-50 km/h taking 2.1 seconds less than petrol-only variants; 0-80 km/h takes 1.7 seconds less, while getting from 0-100 km/h takes 0.9 seconds less. No specific times were quoted, however.
As for the petrol models, they soldier on with the same engine as before, pumping out 139 PS at 6,400 rpm and 172 Nm of torque at 4,000 rpm. It’s mated to the usual CVT with seven virtual ratios.
The Hybrid looks practically identical to the 1.8V, save for the unique badging, blue Toyota logos and blue accents on the now-standard automatic LED headlights (the 1.8G previously had halogen projectors). It also gets the same 18-inch two-tone alloy wheels as the 1.8V, which are an inch larger than the 1.8G’s silver rollers. All models are fitted with LED fog lights and new, functional roof rails that can hold up to 70 kg.
Inside, the Corolla Cross is largely common between all three variants, coming with keyless entry, push-button start (with a blue starter button on the Hybrid), black leather upholstery, an eight-way power-adjustable driver’s seat, a nine-inch touchscreen head unit with Apple CarPlay and Android Auto connectivity, six speakers, a 360-degree camera system and a front dash cam.
Click to enlarge
However, the Hybrid model adds a few extra features, such as dual-zone automatic climate control (the rest get a single-zone system), an auto-dimming rear-view mirror and a seven-inch digital instrument display (the petrol models make do with a 4.2-inch multi-info display instead). It also receives blue edging for the floor mats. A rear dash cam and a Qi wireless smartphone charger are optional.
Safety-wise, the 1.8V and Hybrid come with the Toyota Safety Sense suite of driver assistance systems, including autonomous emergency braking, lane centring assist, lane keeping assist and automatic high beam. New for the CKD models is a stop and go function for the adaptive cruise control.
This is despite the Corolla Cross continuing to utilise a foot-operated parking brake; the system will request for the driver to apply the brakes once the car comes to a complete stop. Seven airbags, stability control, a blind spot monitor, rear cross traffic alert and rear ISOFIX child seat anchors are fitted as standard.
Five colours are offered on the Corolla Cross, including Red Mica Metallic, Nebula Blue Metallic, Platinum White Pearl, Silver Metallic and an exclusive Celestite Grey Metallic – the latter is shared with the Corolla sedan.
GALLERY: Toyota Corolla Cross Hybrid
GALLERY: Toyota Corolla Cross Hybrid official photos
We’ve just concluded the media test drive of the Toyota Corolla Cross Hybrid, which will be launched on Thursday, January 14. We will be sharing our driving impressions soon, so stay tuned for that.
UPDATE: The 2022 Toyota Corolla Cross Hybrid has launched in Malaysia at RM136,550 on-the-road without insurance, joined by the petrol-powered CKD 1.8G at RM123,000 and the CKD 1.8V at RM129,000.
During the event, UMW Toyota Motor executive director of sales Mohd Shamsor Mohd Zain told the media that the company expects around 40% of Corolla Cross buyers to go for the petrol-electric model. That’s a significant share of sales for a hybrid, considering that only five per cent of Honda City sales were of the e:HEV variant.
Shamsor also said that customers are expected to be confident about the hybrid technology on board the Corolla Cross, noting that the comprehensive eight-year battery warranty also covers the inverter and the ECU – unlike other carmakers. Should the battery need to be replaced out of warranty, it will cost around RM7,000 at current prices, although it is expected to get cheaper over time.
On the subject of resale value, UMW Toyota expects the Corolla Cross Hybrid to hold up well in the used car market, given that residuals of the last hybrid model, the Camry Hybrid, remain high – higher even than the petrol variants, said Shamsor.
To recap, the Corolla Cross Hybrid, estimated to cost RM137,000, is powered by a 2ZR-FXE 1.8 litre Atkinson-cycle four-cylinder petrol engine that provides 98 PS at 5,200 rpm and 142 Nm of torque at 3,600 rpm. Mated to this is a 72 PS/163 Nm electric motor, resulting in a total system output of 122 PS. Fuel consumption for the front-wheel-drive SUV is rated at 23.3 km per litre.
UMW Toyota Motor (UMWT) has revealed the brochure for the new Toyota Corolla Cross Hybrid, giving us a detailed look at what car buyers will be getting ahead of the model’s official launch on January 14, 2022 at 9pm. We’ll still have to wait until Friday for final pricing, but as we were told back in October last year, the hybrid SUV has an estimated pricing of RM137,000 on-the-road without insurance.
UPDATE: The 2022 Toyota Corolla Cross Hybrid has launched in Malaysia at RM136,550 on-the-road without insurance, joined by the petrol-powered CKD 1.8G at RM123,000 and the CKD 1.8V at RM129,000.
The new hybrid variant (1.8 Hybrid) will be locally assembled (CKD) in Malaysia, and so will the existing, petrol-only options (1.8V and 1.8G) that were previously fully imported (CBU) from Thailand. This will make the Corolla Cross the first TNGA-based model to be assembled in our country, specifically at UMWT’s Bukit Raja plant.
In terms of specifications, the Corolla Cross Hybrid is powered by a 2ZR-FXE 1.8 litre Atkinson-cycle four-cylinder petrol engine that provides 98 PS at 5,200 rpm and 142 Nm of torque at 3,600 rpm. Drive is sent to the front wheels via an e-CVT and the mill works together with an electric motor rated at 72 PS and 163 Nm, providing a total system output of 122 PS. UMWT quotes a fuel consumption of 23.3 km/l.
The electric motor draws power from a 6.5 Ah nickel-metal hydride battery, which is positioned under the rear seats to maintain same 440 litre boot space as the regular petrol variants. Given the presence of the battery and its positioning, the Corolla Cross Hybrid tips the scales at 1,430 kg (+25 kg from the petrol-only variants) and its fuel tank is 36 litres instead of 47 litres.
The battery and the rest of the hybrid system (inverter and power management control unit) come with an eight-year, unlimited-mileage warranty, which can be extended for another two years for an additional RM2,950.
UMWT says it is confident of reliability of Toyota’s hybrid system and cited a case study in Singapore that examined hundreds of Prius cars used to provide Grab services. Since being introduced in 2016, there have been zero failures in the six years the Prius cars have served, some with mileages of over 150,000 km.
The company also noted the hybrid variant of the Corolla Cross is up to six decibels quieter in the cabin during full throttle acceleration compared to petrol-only variant, while at a constant 60 km/h, it’s four and seven decibels quieter front to rear.
Other benefits touted are better acceleration times, with the sprint from 0-50 km/h taking 2.1 seconds less than petrol-only variants; 0-80 km/h takes 1.7 seconds less; while getting from 0-100 km/h takes 0.9 seconds less.
Design-wise, the new hybrid variant looks like any other Corolla Cross, although it does get some subtle cues to set it apart from the petrol-only variants. These include “Hybrid” badging on the fenders and tailgate, while the Toyota logos (including the one on the engine cover) and bi-LED headlamps have blue accents on them.
It’s the same story on the inside, with notable hybrid touches being the blue engine start button, specific floor mats and new controls to engage EV-only mode and to cycle through the available drive modes (Sport, Eco, Normal). The instrument cluster also comes with a larger seven-inch screen with hybrid-specific displays compared to the 4.2-inch unit in the petrol-only variants.
The rest of the equipment list is similar to the 1.8V, with standard items being 18-inch alloy wheels, the aforementioned bi-LED headlamps, front and rear LED fog lamps, automatic wipers, LED taillights, a powered tailgate with hands-free operation and functional roof rails that support up to 70 kg.
The 225/50 Toyo Proxes CR1 tyres are new as part of the localisation process and are claimed to offer better performance, fuel economy and refinement compared to the Michelin Primacy 4 rubbers fitted to the previous, petrol-only CBU cars. On a related note, the first batch of CKD cars will have USB-A ports for the rear, but this will be switched to USB-C from February onwards.
Other features include a nine-inch touchscreen infotainment system with support for Android Auto and Apple CarPlay, six speakers, black leather upholstery, an eight-way powered driver’s seat, rear air vents, keyless entry and start, a panoramic view monitor, the Vehicle Telematics System (VTS), security and solar film as well as a front digital video recorder (DVR).
However, the 1.8 Hybrid gains extra kit over the 1.8V, including dual-zone climate control (the 1.8V and 1.8G only have single-zone) and an electrochromic rear-view mirror. Things like a rear DVR and wireless charger (installed in the cubby ahead of the gear lever) remain as optional add-ons.
As for safety and driver assist systems, the 1.8 Hybrid gets the 1.8V’s Toyota Safety Sense suite, which includes a pre-collision system (automatic emergency braking), lane departure alert with steering assist, dynamic radar cruise control and lane tracing assist.
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We’ve also been told that DRCC is now an all-speed system, so it technically supports low-speed follow, which is something not found on the CBU models from Thailand previously. It should be noted that the Corolla Cross Hybrid still uses a foot parking brake instead of an electronic parking brake. In practice, DRCC can bring the car to a stop, but the driver will then be asked to hold the brake pedal while stopped.
All Corolla Cross variants come with seven airbags, VSC, traction control, hill start assist, a tyre pressure warning system, ABS, EBD, brake assist, Isofix child seat anchors, six parking sensors (two front and four rear), automatic high beam, a blind spot monitor and rear cross traffic alert.
The 1.8 Hybrid comes with a five-year vehicle warranty and will be offered in five colours, including Red Mica Metallic, Nebula Blue Metallic, Platinum White Pearl, Silver Metallic and an exclusive Celestite Grey Metallic. Once again, the launch of the Corolla Cross Hybrid takes place this Friday night, so stay tuned for official pricing. With these specifications, what are your thoughts on the upcoming 1.8 Hybrid option?
GALLERY: 2022 Toyota Corolla Cross 1.8 Hybrid
GALLERY: 2022 Toyota Corolla Cross Hybrid Malaysian brochure
That includes bi-LED projector headlights, LED daytime running lights, larger 18-inch dual-tone alloy wheels with Michelin Primacy 4 tyres, a nicer pair of LED combination tail lights, and Toyota Safety Sense system. Like the 1.8G, it also gets a powered tailgate (with foot sensor), keyless entry system, and a 360-degree surround view camera, so that’s nice.
In our review, we will take you through the things that we really liked about the car, and touch on other aspects that we feel could use some improvements. But all things considered, the Corolla Cross is a real solid choice, and truly has a place in the cutthroat sub-RM140k car market.
Our first stint with the Toyota Corolla Cross took place a little over six months ago. At the time, we only spent the better part of two hours driving the entry-level 1.8G variant along the fringes of the state, which honestly wasn’t enough seat time to properly assess the car and provide you with the most meaningful insights.
When we learned of the 1.8V’s induction to UMW Toyota’s fleet, we had to give it a second go – that much is owed to you, our valued readers. This time, we spent close to a week with it, and let us tell you why it’s definitely worth the small premium over the 1.8G.
At RM129k, it only costs RM5,000 over the 1.8G
Just in terms of styling alone, the V already looks so much better than the G. Extras include bi-LED projector headlights, LED daytime running lights that double as turn indicators, larger 18-inch dual-tone alloy wheels, a nicer pair of LED combination tail lights, as well as a glass-covered front badge for the Toyota Safety Sense system.
These slightly premium touches really do elevate the look and feel of the crossover, but it’s still far from the best-looking one in its segment. We think the Taiwanese GR Sport variant and Japanese hybrid have a far more likeable front fascia, but this is what we’ll get for now. Like the 1.8G, it also gets a powered tailgate (with foot sensor), keyless entry system, and a 360-degree surround view camera.
Cabin appointments are pretty similar to the 1.8G
Save for a few additional buttons on the steering wheel for the ADAS system, the interior between the 1.8G and 1.8V is pretty much identical. There’s not much to get excited about, but what we really liked was how utterly breezy ingress and egress was.
The car sits at the perfect height, not too tall like full blown SUVs such as the Mazda CX-5, Honda CR-V and Proton X70, and not too low like a typical hatchback. This is especially beneficial for those with a limited range of mobility, plus the door apertures are wide enough for individuals to easily transition from wheelchairs or walkers, and vice versa.
While the cockpit may not reek of sophistication, it still feels quite solidly built. The steering wheel is almost identical to the one found in the Harrier, which feels premium to say the least. The only difference is the centre boss and bottom spoke design, but otherwise, the leather wrapping and switchgear tactility are top notch. All four windows also feature auto up-down functionality, a quality-of-life feature that somehow continues to elude most Honda cars, including the Accord.
During our first impressions drive, it was noted that the hard plastics used for the dashboard wasn’t done in good taste. While a soft touch material is still preferred, we do think the harder variety will be far more resistant to heat and UV exposure over, say, the next decade or two.
Leather seat upholstery with white contrast stitching is standard. The seats are plenty comfortable for long drives, although the front ones could use slightly better lower bolster support. We like the treatments done to the rear quarters – four cubby holes, twin centre air vents and 2.1A USB charging ports, two Isofix child seat anchors, and a 60:40 split configuration.
Now for the things that are not as nice. There is no electrochromic rear-view mirror nor LED map lights, but at least there are faint blue LED mood lighting along the doors. The nine-inch infotainment display is pleasantly responsive, but the overall user experience is a bit of a mixed bag.
To start, the 360-degree camera feed looks glaringly odd to the point of being useless, and there isn’t a dedicated “back” button that takes you back to the main screen, even after shifting into P. There is Apple CarPlay and Android Auto support, but you’ll have to plug your phone into the USB connection at the bottom right side of the display.
Yes, you’ll have to live with a dangling cable. In other markets, the port exists below the climate control console, which makes things that much tidier. Honda cars fare better in this regard, usually offering a lot more storage spaces along the centre tunnel. There’s no beating the Mazda CX-30‘s cockpit in terms of absolute build and perceived quality, but the upside is the Toyota is a tad more practical.
A six-speaker sound system is standard, but audio reproduction is mediocre at best. There’s only so much the custom equaliser can do to fix things.
Meanwhile, the 440 litres of boot space is class leading. It’s only slightly bigger than the Honda HR-V (437 litres), but the HR-V has magic seats, so it is definitely more practical if you’re always moving stuff instead of humans. Otherwise, the Corolla Cross is sufficient for most people.
TNGA is the real deal
As a daily urban runabout, the Corolla Cross is almost impossible to fault. It’s quite a bit bigger than the HR-V or Proton X50, yet it doesn’t feel intimidating to drive in and around old townships or city centres, where roads are narrow and parking lots are cramped. You won’t have to second guess your manoeuvres, too, assuming you’re competently spatially aware.
It’s also a very easy car to drive. The steering is light, the ride is comfortable, and the engine is very refined. In case you didn’t know, the 2ZR-FE 1.8 litre four-cylinder engine under the bonnet is the same one found in the Corolla sedan, developing 139 PS and 172 Nm of torque.
A continuously variable transmission (made by Aisin, maker of some of the best gearboxes in the world) is standard, and it has seven virtual ratios that very impressively mimics the gearshifts of a torque converter automatic. At low speeds, the engine feels very eager and responsive, a bit like the Myvi, but with more finesse and restraint.
That’s a good thing, because getting off the line feels easier, and the engine is silent for the most part. The numbers on paper may suggest some lethargy, but we don’t think it’s underpowered at all. In fact, it gets up to speed at a decent pace, and has enough “in-gear” grunt to swiftly overtake vehicles, even at 100 km/h.
After driving several Honda cars with Earth Dreams CVT, we find the Aisin CVT drone to be much more muted in comparison, so that was a pleasant surprise. As for the fuel consumption test, we managed an average of 6.7 litres per 100 km (or 15 km/l) on mixed driving conditions (mostly urban and extra urban), which is dang good considering that the car weighs 1.4 tonnes.
That puts it over 100 kg heavier than the HR-V, and though they both have a torsion beam rear suspension, the setup on the Corolla Cross feels better sorted and less primitive, if you will. Rebounds can at times feel stiff, but it’s nowhere near as crashy as the HR-V. Toyota aced the rear axle design here, and the fact that it rides on the stellar TNGA platform is a win for buyers.
Refinement is also very good – the 1.8V runs on 18-inch wheels wrapped with Michelin Primacy 4 tyres. Tyre roar on these are much less pronounced compared to the Bridgestone Alenzas on the 1.8G’s 17-inch hoops. Not much else in the way of noise are able to creep into the cabin, so this is probably class leading.
If the extra kit doesn’t justify the premium, then Toyota Safety Sense will
Over the course of our testing, the adaptive cruise control and lane centring assist worked flawlessly all the time. The steering, braking and acceleration assistance have a certain grace to it, without feeling alarmingly intrusive when kicking in. There’s a small amount of self-steering when cruising, but you’ll have to keep your hands on the wheel to prevent the system from being disabled.
It’s not Level 2 or semi-assisted self-driving yet, though. There’s no low speed follow function, and the lane tracing system isn’t the most advanced one yet. Otherwise, there’s autonomous emergency braking, seven airbags, tyre pressure monitoring system, automatic high beam assist, blind spot monitoring, and rear cross-traffic alert.
These are definitely nice add-ons over the 1.8G, which only get blind spot monitoring, rear cross-traffic alert, seven airbags, and 360-degree surround view camera.
Verdict
We don’t know what it is about the Corolla Cross, but there’s a strong sense of charm in the utility and ease of use that it offers. Personally, I kept looking for reasons to want to drive this car instead of the sedans at home. Call it ageing, but I really look forward to driving it every time – it’s just a great comfy cruiser.
The Corolla Cross’ arrival may be six years too late to take on the HR-V, but it’s no longer about fighting Honda. There is a real place for the Corolla Cross in this market. Some people find the CR-V, CX-5 and X70 too big and intimidating to drive around, and cars like the X50 or Subaru XV a touch too small for their liking. This is a solid middle ground.
The engine is responsive, it has a big boot, nice plush leather seats, a very refined cabin, and it’s the right size and height. It’s the little things that Toyota gets right, and we really do think it’s an easy car to recommend. Really, get the 1.8V over the 1.8G, because the small premium is just too good to pass on. As for the hybrid, well, let’s save that for another day.
It’s a well accepted fact that the Honda HR-V catalysed the B-segment crossover boom in Malaysia. But the first car to buck that trend was arguably the Mitsubishi ASX, having been around since 2010.
Toyota, oddly enough, felt comfortable to leave the segment uncontested, save for the brief showing with the C-HR. Despite its exorbitant asking price and unimpressive specs, the C-HR sold like hotcakes, and continues to command a noticeable premium in the used market.
But aside from the C-HR, Toyota didn’t really have a comparable model to go directly against the practical HR-V and Subaru XV. The ladder frame Avanza and the Rush were clearly very different cars, and the next viable SUV would be the RAV4 and Harrier. There really wasn’t a true middle ground offering for the longest time, then came the Corolla Cross, which arrived at a time when competition is at the stiffest.
In terms of pricing, the entry-level 1.8G variant goes for RM124k, while the top 1.8V costs RM129k. At the time of writing, both Corolla Cross variants are fully imported from Thailand, though local assembly plans are underway. There are rumours of the hybrid joining the line-up, but that’s a story for another day.
UPDATE: We have finally sampled the 1.8V variant. You may read a more in-depth analysis of the Corolla Cross, here.
What is it, really?
The Corolla Cross is by all intents and purposes a C-segment compact crossover, dabbling in a segment occupied by similarly-sized rivals such as the Subaru XV, Mazda CX-30 and next-generation Honda HR-V. Factor its size and price range and you’ll find the Corolla Cross to be of decent value (CKD will make them even cheaper), unless you start pitting it against true-blue B-segment models like the outgoing HR-V and Proton X50. Heck, even the top Proton X70 is cheaper.
As you can see, it’s a tough space, perhaps the very reason why Toyota steered clear of the scene for as long as it did. How foolish then, for it to springboard into such hotly contested waters? Surely the jury of armchair critics would condemn its unattractive design and… torsion beam rear suspension? Yeah, if you cut through the noise, there’s an actual car that’s every bit worthy of consideration.
Its overly bold fascia with the huge flipped grille (likely inspired by a bulldog) is especially not flattering when compared to its ravishing sedan and hatch counterparts, so it’s understandable that people find it ugly, to put it bluntly. Thankfully, the 18-inch dual-tone wheels, bi-LED projector headlights and LED combination tail lights make the 1.8V look much less offensive than the basic 1.8G variant, but still not enough to bag any sort of people’s choice awards. You either like it, or you don’t.
There’s absolutely no hint of similarities with the Corolla sedan on the outside, but the same can’t be said for the interior. The dashboard layout is nearly identical, but the crossover gets its own instrument panel design. The speedometer takes centre stage, flanked by an analogue tachometer on the left and a 4.2-inch colour multi-info display on the right. Nothing too fancy, just purely functional.
Unsurprisingly, hard plastics is used quite liberally throughout the cockpit, centre tunnel and other top surfaces, but crucial touch points such as the centre armrest and door rests do get supple leather wrapping. Leather seat upholstery (black only, with perforation) is standard, and cow hide is also used to wrap the multifunction steering wheel. It’s contoured at the 9 and 3 o’clock positions, and feels nice to grip as well.
The most impressive piece of kit here is the nine-inch touchscreen infotainment display, which is the very same unit that cost sedan owners an upgrade fee of RM3,000. It’s responsive, adequately sized, and supports Apple CarPlay, Android Auto (both wired), Miracast and WiFi functionalities. Comparatively, the cockpit of the six-year-old HR-V still stacks up well here (especially with the two-tone brown interior), but the Corolla Cross does appear to be leagues behind the X50 in overall perceived quality.
Otherwise, it’s quite low on frills, with focus geared towards simplicity and practicality. It has a single-zone automatic climate control system, eight-way power adjustable driver seat (no memory function; manual for front passenger), twin cubbies front and back, foot parking brake, rear air vents and twin USB Type-A charging ports (2.1 A).
Rear space is about what you would expect from a crossover of this size – spacious enough for two adults, but a snug fit for three. Still, the two outer seats offer a commendable degree of spatial leeway, with more than enough legroom to stretch on long jaunts.
The rear seatbacks incline by six degrees, which is functionally useless and gimmicky because it’s only comfortable when fully reclined as opposed to being upright. They do feature a 60:40 split and can be folded flat to increase boot space (440 litres, marginally larger than the HR-V with 437 litres), though the HR-V is still far more practical thanks to its flexible magic seating system. On the bright side, powered tailgate (with kick sensor) is standard.
Basic features, sophisticated underpinnings
You know, the Corolla Cross may not have a lot going for it in the looks department, but it’s built on the bones of the exemplary TNGA (GA-C) architecture. It’s a modular platform that focuses on three things – streamlining production through commonalising parts, enhancing vehicle dynamics and performance, and freeing up greater design possibilities. Not quite the trifecta with the Corolla Cross, but I digress.
It basically shares the same GA-C platform and powertrain as the Corolla sedan, with power coming from a 1.8 litre naturally aspirated four-cylinder petrol engine with dual VVT-i. The 2ZR-FE mill, which develops 139 PS at 6,400 rpm and 172 Nm of torque at 4,000 rpm, feels sufficiently grunty for urban use. It’s smooth and operates rather silently for the most part.
The CVT is also one of its strong suits. It has seven virtual ratios to simulate the gear shifts in a torque converter automatic (Toyota call is Sequential Shiftmatic), providing a wide, usable power curve that feels quick to be transmitted to the front wheels. Throttle response is good, making for a respectably brisk off-the-line performance. This amount of shove is well sustained into the mids, so it’s great for intracity driving.
Sequential shiftmatic may sound like some fancy automotive jargon, but functionally, it mimics mechanical gearshifts tangibly well. You can exploit this further in manual mode, which locks the transmission in the desired “gear” and will remain in the power curve right up till the next “upshift.” It’s handy for climbing steep gradients and overtaking, but the latter becomes ostensibly more laborious past 110 km/h.
This is not unusual for CVTs. They’re efficient and typically excellent (if done well) for driving in urban settings, but the keener bunch won’t be impressed. The Corolla Cross’ CVT is by many accounts a great transmission without much drawbacks, save for the unpleasant drone at higher rpms. Hyundai’s in-house developed IVT – like in the Elantra – is objectively the better unit, we think. There’s no Sport Mode or shift paddles on either variant, but that’s a fair omission for a car like this.
Ride quality, as you would expect, leans on the side of comfort. It’s well sprung, takes road undulations in its stride, and surprisingly chuckable as well. These are ubiquitous TNGA traits, but instead of retaining the double wishbone rear suspension, the Corolla Cross settles for a less sophisticated torsion beam setup.
The upshot to this is cheaper running costs, but at the expense of a characterless damping system. Rear axle rebounds can be glaringly crashy when going over bigger potholes or speed humps, creating an inexplicable thud that somehow reverberates through the cabin in worst case scenarios.
Of course, this can easily be mitigated by slowing down. In case you forgot, the outgoing HR-V is also fitted with a torsion beam, but that hasn’t stopped it from being the best-selling B-segment crossover for several years in a row. The reality is, most people don’t care.
Things like NVH levels carry significantly more weight in their purchasing decision, and we’re happy to report that the Corolla Cross is among the best in class, certainly quieter than the HR-V. Our 1.8G test unit, which rode on 17-inch wheels with Bridgestone Alenza wheels, introduced some fairly audible tyre roar at higher speeds, but little else besides that.
Final thoughts
Once again, if you cut through the noise and scratch a little deeper, there’s much to like about the Corolla Cross. It’s a Toyota, it will surely sell. But more than that, it signifies Toyota’s serious intent to compete in what is arguably the most cutthroat segment in this part of the world.
Cars in and around its price range have pushed the boundaries and redefined the meaning of value for money. The HR-V is pretty much a glorified minivan at this point with how big of a space it offers. The X50, on the other hand, offers unbeatable dollar-to-performance and safety features, while customers wanting premium C-segment SUV levels of comfort have four variants of the X70 to choose from, two of which have Nappa leather upholstery as standard.
If you’re set on the Corolla Cross, the 1.8V should be the one to spring for. On top of bi-LED lights and all the rest of the good stuff, it’s the only variant to get Toyota Safety Sense, which comes with autonomous emergency braking, lane departure alert with steering assist, lane tracing assist, adaptive cruise control (upwards of 30 km/h only), and automatic high beam.
It’s a shame the 1.8G is so poorly specced, but hopefully that will change when local assembly kicks off. And if the 1.8 Hybrid is being considered, let’s pray UMW Toyota won’t botch the kit list. After all, the bar is set much higher now, and no self-respecting person would spend this chunk of dough for a kosong-spec car.
The 2021 Toyota Corolla Cross has just been launched, and it’s available in two variants – 1.8G (RM124k) and 1.8V (RM134k). It may be six years too late to fight the venerable Honda HR-V, but let’s see how this TNGA-based (GA-C) crossover stacks up against the popular B-segment HR-V.
Powering the Corolla Cross is the same 2ZR-FE 1.8 litre four-cylinder engine found in the Corolla sedan. Here, it makes 139 PS at 6,400 rpm and 172 Nm of torque at 4,000 rpm, with drive sent to the front wheels through a CVT with Sequential Shiftmatic (seven virtual speeds). The front gets a MacPherson Strut setup, while the rear gets a torsion beam suspension.
Between the two variants, the 1.8V is the one you want. It gets bi-LED projector headlights, LED DRLs, LED fog lamps, LED combination tail lights, as well as Toyota Safety Sense. It’s the only variant to get autonomous emergency braking, lane departure alert with steering assist, lane tracing assist, adaptive cruise control (upwards of 30 km/h only), and automatic high beam.
The 1.8G, meanwhile, settles for blind spot monitoring, rear cross-traffic alert, and tyre pressure monitoring system. At least there’s still seven airbags, but then again, it makes do with halogen projectors, bulb-type DRLs, and smaller 17-inch wheels. Watch our first impressions review above to see what we think of it, and you can also check out our launch story for more details.
This is it. The 2021 Toyota Corolla Cross has finally made its Malaysian debut, and it’s available here in two flavours. The entry-level 1.8G is priced at RM124,000, while the top 1.8V goes for RM134,000. Included in the price is the standard five-year unlimited mileage warranty.
According to UMW Toyota Motor, the first batch of Corolla Cross is fully imported from Thailand. Being CBU units, the pair only benefits from 50% sales tax exemption. Beginning the second half of the year, the Corolla Cross will be locally assembled at the Bukit Raja plant, making it the first TNGA-based car to be assembled in the country.
As the name implies, the Corolla Cross is a C-segment crossover designed for the ASEAN region, although its size and price positioning means it mainly targets the Honda HR-V, which is classified as a B-segment SUV.
The Corolla Cross also rides on the TNGA-C platform, with power coming from the 2ZR-FE 1.8 litre naturally aspirated four-cylinder petrol engine with Dual VVT-i. It develops 139 PS at 6,400 rpm and 172 Nm of torque at 4,000 rpm, with drive sent to the front wheels through a CVT with Sequential Shiftmatic (seven virtual speeds).
Unlike the C-HR it replaces, the Corolla Cross uses a torsion beam rear setup as opposed to the more expensive double wishbone suspension. The front is managed by a MacPherson Strut suspension, so that remains the same. It has a turning radius of 5.2 metres, which Toyota said is best in class.
Equipment-wise, the entry-level 1.8G gets halogen projector headlights with bulb-type daytime running lights, LED fog lamps, 17-inch twin five-spoke wheels wrapped with 215/60 profile Bridgestone Alenza tyres, and LED combination tail lights.
Moving up to the 1.8V gets you bi-LED headlights with LED daytime running lights, 18-inch dual-tone alloys shod with 225/50 series Michelin Primacy 4 rubbers, a nicer pair of LED tail lights, as well as acoustic laminated windshield. Both variants get powered tailgate with kick sensor, as well as powered wing mirrors with LED turn indicators and blind spot monitoring.
While the exterior looks nothing like the Corolla sedan, the resemblance becomes apparent when stepping inside the cabin. The dashboard design is almost identical, but the Corolla Cross gets its own instrument panel design.
Here, the speedometer takes centre stage, and to the left of it is the tachometer. A 4.2-inch colour multi-info display sits on the right, offering access to a multitude of information and functionalities, including controls for the Toyota Safety Sense system.
Standard equipment include a leather-wrapped multifunction steering wheel (tilt and telescoping adjustments), black leather seat upholstery with perforation, single-zone automatic climate control, and a very responsive nine-inch touchscreen infotainment system with Apple CarPlay, Android Auto and Miracast functionalities. This is the same head unit that was introduced on the Corolla sedan in June last year.
Both variants also get an eight-way power adjustability for the driver seat (no memory function; manual for front passenger), centre armrest with a sliding top, twin cubbies up front and at the back, a 12-volt outlet in the centre armrest, rear centre air vents, and two USB Type-A charging ports (2.1 A) just below that. A foot pedal parking brake is also standard – no electric parking switch here.
The Corolla Cross offers 440 litres of space, which is just slightly bigger than the Honda HR-V’s 437-litre volume. The rear bench features a 60:40 split, has six degrees of incline adjustability, and can be folded flat to increase loading space.
For safety, the 1.8G variant gets the aforementioned blind spot monitoring as standard, as well as rear cross-traffic alert, passive cruise control, tyre pressure warning system, seven airbags, plus front and rear parking sensors (two front, four rear). A 360-degree surround view camera and front-facing dashcam are standard, too.
However, the 1.8V is the only one to get Toyota Safety Sense, which comes with autonomous emergency braking, lane departure alert with steering assist, lane tracing assist, adaptive cruise control (upwards of 30 km/h only), and automatic high beam. The Corolla Cross also achieved five stars in the ASEAN NCAP crash test.
There are five colours to choose from – Red Mica Metallic, Nebula Blue Metallic, Metalstream Metallic, Platinum White Pearl, and Graphic Metallic. Extras include a rear-facing dashcam (RM350) and a Qi wireless smartphone charging tray (RM520).
Also included as standard is the Vehicle Telematics System (VTS). It’s a three-year complimentary subscription service that allows owners to track the vehicle via GPS signals should it get stolen. Information such as engine ignition status and vehicle speed will be made available via this system, and a 24/7 command centre will help locate and recover the vehicle. So, would you pick the Corolla Cross over its rivals? Let us know, below.
GALLERY: 2021 Toyota Corolla Cross 1.8V
GALLERY: 2021 Toyota Corolla Cross 1.8G
GALLERY: 2021 Toyota Corolla Cross 1.8G Media Drive
GALLERY: 2021 Toyota Corolla Cross 1.8V Official Photos
After some teasing, UMW Toyota Motor (UMWT) has now confirmed the Corolla Cross for Malaysia, with a virtual launch set to take place on March 25. We don’t have pricing information for now, but it should be competitive as UMWT has plans to assemble it here. At the very least it should be more affordable than the now-discontinued and fully-imported (CBU) C-HR it replaces.
The model occupies a grey area when it comes to sizing, as its more of an oversized B-segment or a small C-segment SUV, similar to the C-HR. In the realm of properly-sized, C-segment SUVs, UMWT offers the RAV4 that takes on the CR-V, so this Corolla Cross is targeted at the HR-V (and other B-segment SUVs), especially for ASEAN markets.
With that in mind, we roped in several B- and C-segment SUVs to compare the upcoming Toyota SUV to, so you can have some idea how it stacks up when it eventually goes on sale. The list includes both Proton’s B- and C-segment SUVs – the X50 and X70 – as well as the Honda HR-V, Kia Seltos and another SUV that occupies said grey area, the Mazda CX-30.
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As UMWT has yet to confirm or even provide official specifications of the Corolla Cross for our market, we’re pulling details from the Thailand market, where the model is offered as a hybrid or with a standard petrol engine. We reckon the latter to be more likely in the interest of pricing, so we’ll be sticking to that in our comparison.
The Toyota SUV’s unique sizing is most evident when we look at its length (4,460 mm), which sits right in between the true B- and C-segment SUVs listed. Curiously, the CX-30 has a more substantial wheelbase (2,655 mm) compared to the rest, beaten only marginally by the X70 at 2,670 mm.
Compared to the C-HR, the Corolla Cross shares the same 2,640 mm wheelbase, but is 100 mm longer overall, allowing for more boot space (440 litres compared to the C-HR’s 388 litres). The figure also bests the other SUVs in the table, save for the larger X70 that has 515 litres.
In Thailand, the Corolla Cross is powered by a 1.8 litre naturally-aspirated four-cylinder petrol engine that makes 138 hp and 177 Nm of torque. Compared to other SUVs in the table, the Toyota model beats the Seltos and is a close match to the NA version of the HR-V, but otherwise loses out to the Proton duo and the CX-30 with a 2.0 litre NA mill.
A CVT is standard for the Corolla Cross and NA version of the HR-V (the hybrid model gets a seven-speed dual-clutch), while others sport either a six-speed auto or 7DCT. Furthermore, front-wheel drive is the norm for most of the models, with the CX-30 being the only one with that gets an all-wheel drive variant.
In terms of suspension, the Corolla Cross adopts the usual MacPherson struts at the front and a torsion beam at the rear, the latter being less sophisticated compared to its other TNGA-C siblings with double wishbones, although this could make it cheaper to build. Torsion beam is a commonality across all the models we listed, with the exception of the X70 the gets a multi-link setup.
Given that UMWT offers things like autonomous emergency braking on its entry-level models, the Corolla Cross will likely get the system, along with many others. Referring to Thailand’s specifications, the available systems are more than a match for SUVs mentioned here, even exceeding certain models.
We’ll have to wait for the launch on March 25 to find out exactly what equipment UMWT specifies for the Corolla Cross, so stay tuned. As far as early impressions go, would you be interested?
