SUV Review: 2022 Toyota Corolla Cross

David Booth: Convention has it that a road test should start with some pithy observation, in this case perhaps something about the Cross, this pseudo-SUV, absconding with the revered “Corolla” name. Absent that, one can also reflect on some ground-breaking feature, say a much more powerful engine; a completely redone, more luxurious interior; or even some suspension tidbit not seen before, at least in the class of cars being discussed. Tradition literally dictates that one casts the widest possible net with the all-important first paragraph that you might invite as many readers in to gaze upon the rest of your prose.

I’m going to break with that tradition. I’m going to lead off this review with the description of a rather pedestrian portion of the Corolla Cross’ technological armoury, a seemingly picayune device that would normally be relegated to the last paragraph. You know, the section that usually starts “and other details include…”

The detail I’m discussing is the Corolla Cross’ adaptive cruise control (ACC) system, which is, frankly, the best such system I’ve tested. Now, to be clear, this is not full self-driving, Tesla-style or otherwise. It is simply a radar-controlled cruise control system that maintains a set distance to the car, truck, or motorbike in front of you. A seemingly simple task.

And yet, the Toyota system does it so much better than others.

For one thing, when you’re changing lanes to pass a slower vehicle, it speeds up before you’ve cleared your lane, roughly emulating human — at least, this human’s — behaviour. For another, it will maintain its set distance behind the car in front in sharp corners, and even, as I found out, through tight esses where the car in front sways back and forth across yours — and the radar’s — field of vision. This, if you’re getting my drift, is not typical. Most ACC systems look directly in front of their bumper and lose ‘sight’ of a car making a sharp turn, say on an exit ramp off the highway, speeding up as they lose sight, only to later brake when the exit is finished and the car you’re following is directly in front of you.

Not the Corolla Cross. In fact, as I alluded to earlier, it maintained a consistent distance behind a car through a triple ess — yes, exit ramps are rather curvy in Quebec — and then followed the car in front to a stoplight, where it rested, then took off, even though that intersection was actually a 180-degree turn back in the direction we just came from. Truly amazing. Indeed, I didn’t touch brake or gas until I decided, at the last minute, to pull into a grocery store parking lot instead.

Again, Toyota makes no claim to self-driving capabilities, only basic Level 2 advanced driver-assistance, which makes the Toyota system all the more impressive. Indeed, the Cross’ cruise control system was superior to many luxury cars’ ACC systems that claim even more ability. That may not make for the most entertaining lead in automotive review history, but it sure as heck impressed me.

Nadine Filion: You know what’s even more impressive? As part of the Toyota Sense 2.0 security suite, said system is standard for all versions of the new Cross, even on the base model. It explains (in part) the fact that, at $24,890, the L front-wheel-drive version is kind of expensive for this “pseudo-SUV,” as you called it, based on the Corolla platform.

Something else impressed me, though: its user-friendly technology. It’s easy as pie to connect your phone, seek out your favorite radio station, check your fuel consumption, or customize your driving assistants. While some manufacturers are trying to reinvent the automotive controls that have served us (well) for more than a century, on board the Corolla Cross, everything is in its expected — and where we expect it. The audio volume is a physical knob to be turned, the gear lever is a traditional style, and temperature commands are adjustable in no time.

Admittedly, the graphics that adorn the eight-inch touchscreen are very basic, but they have the merit of being straightforward. If you are looking for a cabin that is easy to tame, where everything is within easy reach and driving distraction is limited, the Corolla Cross is your SUV.

DB: I agree with you on those retro graphics. To me, they spoil an otherwise surprisingly luxurious interior. The décor is bright and uplifting, the materials — like the faux leatherette adorning the dashboard — are convincing, and the main gauges are actually fairly modern. Admittedly, our XLE costs some $33,990 — which, in my mind, is Camry money — but compared with Corollas past, the Cross seems a marked step upscale. Call it RAV4-lite if you will, but there’s a whole bunch of good things happening inside the Corolla Cross’ interior, even with a blah infotainment system.

The “Dynamic Force” 2.0-litre four-banger also comes in for some praise. With 169 horsepower and 150 pound-feet at its disposal, there’s a bit of giddy to the Corolla Cross’ up. Better yet, it’s a fairly smooth little beast as well, devoid of the valve clatter and intake roar that troubles the aforementioned RAV4 Hybrid’s Atkinson-cycle 2.5L I4.

That’s a good thing, because it’s hooked up to another infernal Continuously Variable Transmission (CVT) which, at the best of times, causes the engine to drone on a bit. At full throttle, it makes the Corolla Cross sound like a tugboat. Toyota says it has programmed the transmission to emulate the shifts of a traditional seven-speed, but I saw scant evidence of this. Seriously, the difference between a CVT and six- or seven-speed automatic is maybe 0.2 L/100 km at best. For this we have to subject an otherwise excellent powertrain to a snowmobile transmission?

NF: I totally agree. And let’s add the fact that all this noise is not-so-well-contained by the rather mediocre insulation – something most small SUVs share – and you’re in for a drive that has no soul.

You’ll say that’s generally the case with small Toyotas, but I beg to differ. I recently drove the fugly Toyota CH-R, driven by a less powerful four-cylinder 2.0L engine, also coupled to a ‘sequential’ CVT, and the ride – surprise, surprise – was much more inspiring. For that, I guess we need to thank the multilink rear suspension on the CH-R; on the Corolla Cross, it’s an archaic torsion-beam (in FWD versions) or surprisingly stiff double-wishbone architecture (in AWDs).

But other than those two main criticisms, I would say the Corolla Cross has the same practicality, temperament, and no-nonsense feel as its big brother, the RAV4. In fact, we could today call it a Baby RAV. Hell, if this were the mid-1990s, it would be a RAV4, its exterior dimensions – in length, width, and height – in fact almost identical with the first gen of that model. In fact, I think the Corolla Cross is perfectly sized — not too big to cause parking-lot headaches, but not too small for Ikea or Costco shopping expeditions.

DB: I’ve got to say you’ve lost me a little on this RAV4 comparison, ‘cause I’m still thinking “Corolla” and comparing the Cross to the sedan and hatchback. Interesting is the fact the sedan version of the world’s most popular car is actually larger than the Cross — with a 2,700-millimetre wheelbase, versus 2,639 mm — and 156 mm longer bumper to bumper.

Nonetheless, thanks to its taller roofline and the more efficient seat packaging that allows, there’s more legroom in the shorter crossover than the lengthier sedan. In fact, those still questioning the allure of the crossover should note the Cross’ cabin boasts an overall passenger volume of 95.0 cu. ft., besting the sedan and hatchback, which boast just 88.6 and 84.6 cubes, respectively. The Cross’ 26.5 cubic feet of cargo space behind the rear seats is almost double the sedan’s 13.5 cubes. Even the hatchback — at 17.8 cu. ft. — can’t keep up. You can also fold the rear seats down for more room. So too, can the hatch and sedan, but with the latter, all that gets you is a fairly useless pass-through.

Two other points stick out. The Cross, while not hardly an ugly duckling, is but mere bland crossover compared to the sporty sedan and downright sexy hatchback. As well, the XLE sedan costs $27,550, while the same trim in the Cross lineup costs $33,990. True, the crossover boasts all-wheel-drive while the sedan makes do driving the front wheels only.

Nonetheless, you’re paying some serious bucks to not be seen driving an out-of-favour sedan. Such is the current North American automotive marketplace; charge what you want for a trendy sport-cute, but get out the penny-pinchers if you want to sell anyone a sedan. The Cross, despite its aggressive exterior, also tows the same 680 kilograms as the supposedly more effete sedan and hatchback.

NF: Well, let’s see how much the two upcoming hybrid versions of the Toyota Corolla Cross will cost. Those SE and XSE hybrid versions, for which price tags are still unknown, promise a frugal 6.4L/100 km (city-highway combined) while boasting 15 per cent more power under the hood (at 194 hp). That’s a full litre per 100 kilometres below the combined fuel consumption we experienced driving the conventional Corolla Cross. With Toyota Canada’s recent history of making the upgrade to hybridization affordable, the extra fuel economy and performance may be worth waiting for. In the meantime, the Corolla Cross is the same marriage of practicality and purpose we’ve come to expect from Toyota.

SUV Review: 2022 Toyota Corolla Cross

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SUV Review: 2022 Toyota Corolla Cross

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