Toyota Corolla hybrid sedan 2024 review: ZR flagship

Sales of small hatchbacks have declined over the past two decades amid the rise of SUVs, but small sedans have suffered even more.

In the mid-2000s nearly half of all small cars sold were sedans, and close to 40 per cent of Toyota Corollas sold – about 17,800 out of 46,250 vehicles in 2006 – had four doors and a conventional boot.

Today the share is closer to 20 per cent, and sales of the Toyota Corolla sedan and hatch combined dropped below 20,000 last year.

Still there remain plenty of buyers interested in a small four-door sedan – including many ride-share drivers, which value a large boot – and the Toyota Corolla is one of the last ones left.

The current Corolla sedan has been in Australian showrooms since late 2019 – though its hatch sibling is a year older – with no new model in sight. Is it still worth considering in 2024?

There are three models in the Toyota Corolla sedan range – Ascent Sport, SX and ZR – available with petrol or hybrid power.

On test in this review is the top-of-the-range ZR Hybrid, which is priced from $40,260 plus on-road costs.

This particular example is finished in imaginatively named ‘Dark Grey’ premium paint, which adds $575 – lifting its price to $40,835 plus on-road costs, or an estimated $44,958 drive-away in New South Wales, according to the Toyota Australia website.

When the ZR Hybrid sedan was added to the range in late 2022 – alongside a styling and technology update for the rest of the range – it was priced from $39,120 plus on-road costs.

The Corolla ZR Hybrid sedan’s main rival is the top-of-the-range Hyundai i30 Sedan Premium Hybrid. Prices are yet to be announced, but it is estimated to start from $42,500 plus on-road costs.

Other competitors include the Kia Cerato GT sedan ($36,860), Mazda 3 G25 GT sedan ($38,570) and Honda Civic liftback-style hatch ($47,200 drive-away), but hybrid buyers may also consider the much more expensive Civic hybrid ($55,000 drive-away) – as well as larger cars, such as the Toyota Camry Ascent Sport Hybrid ($40,717, although orders are currently paused) and Mazda 6 G25 Touring ($40,960). All prices listed exclude on-road costs unless stated.

Features exclusive to this ZR model include 18-inch alloy wheels, upgraded bi-LED headlights, heated front ‘sports’ seats, synthetic leather-look and fabric upholstery, a head-up display, 12.3-inch digital instrument cluster, eight-way power-adjustable driver’s seat, nine-speaker JBL sound system, and ambient cabin lighting.

Shared with cheaper models is an 8.0-inch touchscreen with wireless/wired Apple CarPlay and Android Auto, satellite navigation, wireless phone charging, keyless entry and start, single-zone climate control, a rear-view camera, and a full suite of advanced safety technology.

There are some unusual specification differences between the ZR sedan and hatch. The sedan gets single-zone climate control instead of dual-zone, it has different front sports seats without the hatchback’s faux leather and suede upholstery, and it lacks parking sensors, folding mirrors and front fog lights. However, the sedan gets a space-saver spare wheel instead of the hatch’s tyre repair kit.

It lacks the super-sized screens of a Hyundai i30 Sedan – and the more premium feel of a Mazda 3 – but the Corolla’s cabin is simple and effective, with controls laid out well, and traditional buttons and dials for key functions.

The front ‘sports’ seats unique to the Corolla ZR sedan are different to the rest of the range, but they are not as comfortable, nor as supportive as the sports seats in the Corolla ZR hatch.

Still, they do deliver a good balance between comfort and support for this type of vehicle, with eight ways of power adjustment (plus lumbar) for the driver, and manual adjustment for the front passenger.

The synthetic leather-look upholstery – with fabric inserts – feels nice enough for the price, though it doesn’t feel as sporty or high-quality as the synthetic leather-look and suede combination in the ZR hatch. The sedan’s front seats are heated.

Taller drivers may want to avoid this ZR model grade, because the sunroof – and the structure around it – cuts into head room. At 186cm (6ft 1in) tall, my hair brushes the headlining, and there are only a few centimetres between my head and the roof, even with the seat in its lowest position – which is still higher than we’d like.

Leg room is ample for the driver, and the faux leather-trimmed steering wheel has tilt and reach adjustment, though we wish it came out a little bit further.

There are synthetic leather-look inserts on the door panels – and a squishy plastic covering on the dashboard – but whereas the Corolla hatch has a leather-look wrapping on the centre console, the sedan has hard, scratchy plastic.

There were no squeaks and rattles in this test vehicle, but elements such as doors that sound light when they are closed – and no damping on the centre console lid, so it bounces back when it is opened – show where Toyota has built the Corolla to a price.

Amenities include single-zone climate control, keyless entry and start, a sliding centre armrest, electric park brake, electric sunroof with manual shade, two USB-C ports, one 12-volt socket, and a wireless phone charger which worked well in our testing, though doesn’t keep phones secured in tight turns.

The glovebox is a reasonable size, but the centre console compartment can’t fit much more than a wallet and pair of sunglasses, the door pockets are on the small side, and front occupants will find themselves stashing phones, keys and wallets into the dual cupholders.

In the rear, there is enough leg room and toe room for me to fit behind my 186cm-tall driving position, but passengers of my height will find their head touching the roof, and won’t be able to lean forward comfortably due to the space needed in the roof lining to retract the shade for the sunroof – which doesn’t extend to the rear seats.

Three passengers will fit across the rear seats in a pinch, but buyers planning to use this area regularly will be better served by a Camry. The seat base is a touch flat, head room in the middle-rear seat is even more limited than the outboard seats, and there’s a small tunnel in the floor for the centre passenger to straddle.

The Corolla sedan is more accommodating overall than the hatch, due to an extra 60mm between the front and rear wheels.

There are no rear air vents, but there is one map pocket, two USB-C ports, a fold-down centre armrest with two cupholders, ISOFIX anchors in the outboard seats, and top-tether points for each rear seating position. The door pockets are small and only big enough for a bottle.

At 470 litres, there is more than double the boot space of most Corolla hatchback variants (217L), and more than a Mazda 3 (444L) or Hyundai i30 Sedan (447L), but less than a Kia Cerato sedan (502L). The rear seats fold 60:40 for even more space.

It swallows a full-sized suitcase with ease – and plenty of room to spare for smaller bags – and there is a space-saver spare wheel under the floor. The boot lid isn’t power operated, but is light enough that it doesn’t need to be.

The Corolla’s 8.0-inch touchscreen is now small for the class – most rivals have 10-inch infotainment displays – and has thick black bezels that accentuate its small size.

The software was overhauled in late 2022, and is relatively quick to respond and easy to use, though the graphics are a bit basic, and it’s not the fastest in its class.

It includes wireless Apple CarPlay, wired Android Auto, Bluetooth, voice control, and AM, FM and DAB+ digital radio, plus in all Corolla sedans except the base Ascent Sport petrol, embedded satellite navigation.

Wireless Apple CarPlay worked reliably in our week of testing, but after starting the car sometimes took 30 seconds or more to connect. If we wanted to charge an iPhone via the USB port – but still use wireless CarPlay – we had to let CarPlay connect before plugging the phone in, as doing the opposite wouldn’t engage CarPlay.

The 12.3-inch digital instrument cluster is bright and easy to read, but it doesn’t offer much customisation of its layout – although it can display a widescreen navigation map, which a Hyundai i30 Sedan’s digital cluster can’t.

The head-up display is a handy addition, projecting the vehicle’s speed, the current speed limit, and other key information onto the windscreen.

A one-year subscription to Toyota Connected Services is included for free, including a smartphone app that allows for remote unlocking/locking, location tracking, pre-heating or cooling of the cabin, and the ability to send navigation routes to the car before a journey. Toyota charges $9.95 to $12.50 per month for many of these services after the first year.

The nine-speaker JBL sound system is marketed as “premium” audio, though sound quality is merely adequate, and is slightly underwhelming given it wears name branding.

The rear-view camera is also of below-average quality, becoming grainy at night, with simple guidelines that don’t move when you turn the steering wheel. Even a Toyota Yaris in the class below has this feature.

The Toyota Corolla sedan was awarded five stars by the Australasian New Car Assessment Program (ANCAP) based on crash testing of the hatchback – which was shown to be structurally identical – conducted in 2018.

It earned category scores of 96 per cent for adult occupant protection, 83 per cent for child occupant protection, 86 per cent for vulnerable road user protection, and 76 per cent for safety assist technology.

The score is due to expire after 31 December 2024 – unless Toyota submits the Corolla for retesting under the current crash-test criteria, which are far more stringent than those in place in 2018 when the original testing was conducted.

Similarly priced Mazda 3 and Kia Cerato sedans have five-star safety ratings from 2019 – tested to the same criteria – and performed similarly to the Corolla. The Hyundai i30 Sedan does not have an ANCAP rating.

As outlined in the table below, the Corolla ticks most of the advanced safety technology boxes expected in 2024 – thanks to an update in 2022 that added motorcycle detection for the autonomous emergency braking (AEB) system, among other improvements.

However, the sedan has no parking sensors, front or rear – a notable omission on a $45,000 drive-away car.

Australia’s cheapest new car, the $20,000 MG 3, has no AEB, lane-keep assist or any other crash-avoidance features, but it is fitted as standard with rear sensors.

There is also no tyre pressure monitoring, as with many Toyota models.

The other advanced safety systems worked well in our testing, with no false activations of the AEB system, a lane-keep assistant that was not intrusive, and an effective lane-following assist, though as with many systems of its type, it can struggle with tighter corners.

The Toyota Corolla range is covered by a five-year/unlimited-kilometre vehicle warranty for private buyers (excludes commercial use), including the hybrid battery.

If buyers follow the service schedule as per the logbook, Toyota will extend the warranty on the petrol engine, hybrid components and driveline to seven years/unlimited kilometres, and “up to” 10 years/unlimited kilometres for the hybrid battery pack if it is inspected annually by a Toyota dealer.

Servicing costs are among the cheapest in the automotive industry, at $245 for each of the first five visits, separated by 12-month/15,000km intervals – which amounts to $1225 over five years/75,000km.

In the petrol-powered small-car class, only the Honda Civic – available in petrol and hybrid  forms – is cheaper, at $199 for each of the first five services at shorter 12-month/10,000km intervals. However, it is technically a hatchback, although one that looks more like a sleek ‘fastback’ than a Corolla hatch.

Five years/75,000km of servicing is quoted as $1755 for a 2.0-litre Hyundai i30 Sedan, $2150 for a Hyundai i30 Sedan Hybrid, $2031 for a 2.0-litre Kia Cerato, and $2168 for a 2.5-litre Mazda 3 G25.

Meanwhile – due to shorter distance intervals – five years or 50,000km of servicing for a 1.6-litre turbo Hyundai i30 Sedan and Kia Cerato costs $1675 and $1922 respectively.

A year of comprehensive insurance coverage from a leading provider costs $1591, based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

It is more expensive than its peers, which – using the same insurance quote calculator – cost $1514 for a Hyundai i30 Sedan Premium non-hybrid (the hybrid is yet to be listed), $1248 Mazda 3 G25 GT, $1221 for a Kia Cerato Sport+, and $1307 for a Cerato GT (all sedans).

Toyota claims fuel consumption in mixed driving of 3.9 litres per 100 kilometres for the Corolla sedan – or 3.9L/100km in urban areas, and 4.2L/100km in extra-urban (highway) environments.

Over 480km of testing – in a mix of inner-city, suburban, highway and country-road driving – the trip computer displayed fuel economy of 5.5L/100km.

While the overall indicated fuel use was 40 per cent higher than the claim, we did observe consumption of 3.5 to 4.0L/100km on the highway and 80km/h extra-urban roads.

In the city, fuel consumption dipped to 4.5L/100km at times, but went as high as 7.0L/100km or more in certain conditions. We weren’t driving with a heavy right foot, either.

In our experience, more grip can sometimes equate to more rolling resistance, which in turn can lead to higher fuel use. Even so, Toyota claims the same 3.9L/100km fuel consumption for the ZR as it does other Corollas with less grippy ‘eco’ tyres.

Driving range on a full tank based on Toyota’s claimed fuel economy and the 43-litre tank capacity is 1102km.

For reference, a Hyundai i30 Sedan petrol claims fuel consumption of 6.1L/100km – or 3.9L/100km for the upcoming hybrid – while a Mazda 3 G25 sedan quotes 6.5L/100km. These figures are derived from lenient laboratory testing.

The combination of a 1.8-litre four-cylinder petrol engine, electric motor and a continuously variable automatic transmission (CVT) makes the Toyota Corolla hybrid sedan smooth, comfortable and easy to drive.

Pressing the start button is followed by a beep to tell you the car is on, and it can accelerate from rest on electric power alone.

However, the sedan doesn’t feel quite as perky – or hold electric mode as long before turning the petrol engine – as a Corolla hatchback we drove six weeks earlier. It is possible to accelerate from zero to 40km/h on electric power, but you need to be exceptionally gentle on the accelerator pedal – and not have any other cars following behind.

In reality, the sedan uses electric power from rest to 20km/h before the petrol engine is switched on. The battery is small, so it’s constantly being recharged with the engine or by recuperating energy under braking.

When the petrol engine is called upon for meaningful acceleration, it can become noisy, as the continuously variable transmission tends to hold it at the optimal RPM for maximum power.

Overtakes may require planning, as with just 103kW available from the engine and electric motor combined, it runs out of punch at higher speeds – even by small-car standards.

But if you are mainly driving around town, the Corolla is a smooth operator, with a seamless transition – noise aside – from electric to petrol power.

The 18-inch wheels transmit more small lumps in the road than cheaper models on smaller alloys with chubbier tyres, but overall the Corolla ZR is still comfortable and easy to live with on bumpy city streets.

At higher speeds, it strikes a good balance between wafting over potholes and imperfections on a country road, and feeling composed and tied down.

The steering is light for easy use around town, but well weighted and accurate at speed, with about 2.6 turns from lock to lock, and a good 10.8-metre turning circle. Visibility is good out of the front and side windows, and reasonable out of the rear.

On a winding road, the sedan does not feel quite as nimble as the shorter Corolla hatchback, but it is planted in corners – not disturbed by mid-corner bumps – and the Dunlop SP Sport Maxx 050 tyres provide good grip.

There is reasonable ‘bite’ from the brake pedal, and the transition from regenerative braking (capturing energy under deceleration) and the regular disc brakes. There is a ‘B’ mode to increase the intensity of the regenerative braking, though we wish it was stronger and closer to an electric car’s ‘one pedal’ mode.

Wind noise is well suppressed, but there is significant tyre roar from the Dunlop rubber on this ZR model – especially on coarse-chip country roads – which the stereo can’t completely drown out. Even with the sunroof open at more than 100km/h, and wind rushing over the car and into the cabin, the tyre roar is still noticeable.

The headlights are bright under low and high beams.

No, the Toyota Corolla hybrid sedan is not rated to tow.

The ZR Hybrid sedan has a stated payload of just 415kg, which is the maximum weight of the passengers, cargo and accessories it is legally allowed to carry.

It is on the low side – five adult males alone weigh 435kg based on the Australian average of 87kg each – so it is worth keeping in mind if you plan to use all five seats regularly, either as a family car, or for a ride-share app such as Uber or DiDi.

The payload is calculated from the car’s 1430kg ‘kerb weight’ – which includes fuel and engine fluids – and 1845kg gross vehicle mass (GVM). If you are found to be driving a vehicle that is heavier than its GVM, you can be hit with fines, or left liable in an accident if the vehicle is proven to have been overweight.

The number of models in the small sedan category may be shrinking, but the Toyota Corolla hybrid remains an easy car to recommend – and should still be near the top of your consideration list.

It’s relatively roomy inside, well equipped, cheap to service, comfortable and easy to drive around town, holds its own on a winding road, and carries Toyota’s fuel-saving petrol-electric hybrid technology.

It is far from perfect – the infotainment technology still lags behind rivals, head room is limited in the cabin, there are some missing features for the price, and it lacks power at highway speeds, with a lot of tyre roar.

A number of these shortcomings – the tyre roar, interior head room and value for money – can be addressed by selecting a cheaper model grade than this ZR, which at $45,000 drive-away is similar money to a larger and more powerful Toyota Camry.

As alluded to above, we don’t think this ZR model – at $40,260 plus on-road costs – is as good value as other models in the range, as it lacks features such as parking sensors and tyre pressure monitors, and brings compromises in cabin space.

Instead, our pick is the middle-of-the-range SX Hybrid, priced from $34,920 plus on-road costs, which has just enough features to justify the price – such as a faux leather-trimmed steering wheel, bi-LED headlights and satellite navigation – without encroaching on well-equipped Toyota Camry territory.

The hybrid is worth its $2200 to $3700 premium over the regular petrol version, as the fuel savings are significant enough to pay back the higher purchase price within a few years of ownership.

While wait times have been as high as 12 months or more in the past, Toyota says it aims to decrease this to between four and six months by the middle of this year. The exact wait will depend on the dealer you’re purchasing from, where you are in the order queue at the dealer, and your preferred model grade, body style and colour.

To contact a Toyota dealer for the most accurate estimates on delivery times, click here to find your nearest showroom. You can also find Toyota vehicles for sale at Drive.com.au/cars-for-sale.

We would also recommend test-driving a Hyundai i30 Sedan, which is one of our top picks in this small-sedan category – as well as a Mazda 3.