Over the half a century that the Toyota Corolla has been sold in the United States, we’ve called it lots of things, generally using terms—reliable, respectable, sensible, decent, unassuming—that you might apply to your neighbor. But rarely have we characterized a Corolla in more emotional terms, even if the odd model—the Corolla iM, for example—offered slightly zestier handling and looks. In the case of the iM, any enthusiasm was tempered by a killjoy powertrain, a droning CVT, and a glaring lack of modern amenities such as Apple CarPlay, Android Auto, or factory satellite radio.

Enter the all-new 2019 Corolla hatchback, which rides on a new platform, has a new engine and transmissions, and benefits from fresh styling inside and out. The new car effectively replaces the previous iM model; a redesigned Corolla sedan will bow later. It’s too early to know if we’ll actually feel much love for it from a driving standpoint, but it seems promising and, to our surprise, actually looks good.

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Like the outgoing Corolla iM—which was a Scion until that brand was axed—the 2019 Corolla hatchback is more closely related to the Europe-market Auris hatchback than the staid Corolla sedan that Americans gobble up by the hundreds of thousands every year. The redesigned 2019 Auris hatchback gave us our first hint of what the new Corolla hatchback might be like when it made its debut at the Geneva auto show a few weeks ago. Built on Toyota’s New Global Architecture (TNGA), the Corolla hatchback grows in every key dimension except height—up 1.5 inches in length, 1.2 inches in width, with a 1.5-inch-greater wheelbase and wider front and rear tracks, but a 1.0-inch-lower roof.

Like the Auris, the Corolla wears Toyota’s gaping-maw grille perhaps better than any recent model. The front overhang is 0.8 inch shorter, while the rear overhang is longer by the same amount. The liftgate is rendered in composite plastic and is raked 14 degrees steeper. Reflecting its ostensibly sporty positioning, the Corolla hatchback will be offered only in SE and XSE trims, both featuring dramatic horizontal LED headlamps and taillamps and chrome exhaust tips. The XSE adds chrome front grille trim, a chunky rear spoiler, deeper lower-body moldings, and 18-inch wheels versus the 16s on the SE.

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If you’ve ever been inside a current-generation Corolla sedan, you may be relieved to know that the hatch’s interior has moved decidedly forward. The dash and door panels have been completely rethought and are better organized visually. Toyota touts its attempt to “unify” materials and elements in terms of shapes, color, graining, and gloss levels while ridding the switchgear of unnecessary lettering. Instruments are tucked down deep in their binnacle, and an 8.0-inch display screen rises prominently from the dashboard above the digital climate controls. Toyota said its new front seats feature revised cushions with, interestingly, a lower hip point that is said to provide a more natural body posture, and the seats are separated by a wider console for better elbow room. They are separated by a 1.7-inch-wider console for better elbow room, while the rear-seat cushions are said to fend off fatigue (since it’s so exhausting sitting in the back seat of a car).

All models get a leather shift knob, an electronic parking brake, keyless ignition, and two USB ports. Apple CarPlay compatibility, Amazon Alexa, Wi-Fi, Siri Eyes Free, and voice recognition are all standard. The XSE adds dual-zone automatic climate control, leather and fabric upholstery, heated front seats, a power driver’s seat, dashboard stitching, and a 7.0-inch TFT information display in the instrument cluster. Springing for the XSE also gives you SiriusXM satellite radio, Toyota’s Entune telematics services, and HD radio. A range-topping 800-watt JBL sound system with eight speakers is available on XSE models with the continuously variable automatic transmission (CVT) and is bundled with navigation.

As nice as that all sounds, the Corolla’s most substantive changes lie beneath the skin, starting with the aluminum- and high-strength-steel-intensive TNGA architecture, which contributes to lighter-weight body and chassis components, an 0.8-inch-lower center of gravity, and the huge claim of a 60 percent improvement in torsional stiffness. Friction in the suspension has been reduced by 40 percent, Toyota says, contributing to more direct steering. Meanwhile, powertrain drone and road noise have been addressed by numerous new sound-deadening and cabin-insulating measures.

View Photos BRAD FICK, THE MANUFACTURER

When the Corolla hatchback hits dealerships this summer, it will be powered by Toyota’s new Dynamic Force 2.0-liter inline-four paired with either a new six-speed manual transmission or the innovative Direct Shift CVT with its separate “launch gear.” We’ve already reported in depth on the new four-cylinder engine, with its 13.0:1 compression ratio and direct- and port-injection capability. We knew about the trick new CVT, too, but only now have we gotten confirmation from Toyota that the Corolla hatchback also will be offered with the six-speed manual, which will sport rev-matching capability. The engine makes 168 horsepower and 151 lb-ft of torque, a hearty 31 horsepower and 25 lb-ft more than the Corolla iM’s 1.8-liter unit, and although EPA fuel-economy estimates aren’t available yet, Toyota suggests that they’ll be higher than the Corolla iM automatic’s 28/36/31-mpg city/highway/combined numbers.

Has Toyota actually created a Corolla with charisma? We’ll know soon. But if the surprisingly satisfying 2018 Camry is any indication of what Toyota is capable of, our Corolla-associated vocabulary may include a lot more accolades.

This story has been updated to include details about the new Corolla hatchback’s powertrain.



BRAD FICK, THE MANUFACTURER

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