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轉錄自
http://www.motortrend.com/roadtests/sedans/1308_2014_toyota_corolla_first_drive/
While Chevrolet and Dodge shifted from one compact nameplate after another, Toyota produced Corollas by the millions. A simple formula makes it all work, and nowhere on Toyota's list of top priorities is flashy exterior styling or class-leading dynamics. Instead, ultra-sexy traits such as quality, durability, and reliability (QDR) take precedence. Does the 2014 Toyota Corolla have something to offer compact buyers who dare seek more than QDR? Toyota at least got the styling right. Though the gap between the top of the tires and the bottom of the wheel arches is no less apparent in person than it is in pictures, the Corolla has noticeably different styling for the first time in more than a decade. Higher-end S trims even get a subtle rear spoiler, bolder front grille with piano black trim, and available two-tone 17-inch wheels. The real change, however, is with the new CVT. 
Most buyers will drive off the lot with a CVT-equipped compact, and there's nothing wrong with that. As you'd expect, not much happens below about 3000 rpm when you slam your foot down on the accelerator pedal. Though the LE Eco model has a bit more power and slightly less torque, I couldn't tell the difference in power between the 132-hp LE and S, and a 140-hp LE Eco with 16-inch alloys. As you make your way to highway speeds, you'll hear the CVT pretend to downshift, mimicking a more conventional four-, five-, or six-speed automatic transmission. That's a neat trick, and buyers might appreciate the Sport mode that quickens throttle response. Once on the highway, tire and wind noise are noticeable, but nothing unusual for a $17,000-$24,000 compact. Around town, the CVT and engine behave well, and some models get an engine-braking "B" mode to help reduce speed without using the brakes. As with the last-generation model, the 2014 Corolla L, LE, and S are powered by a 1.8-liter I-4 that makes 132 hp at 6000 rpm and 128 lb-ft at 4400 rpm. Thanks to Toyota's new Valvematic tech (continuously variable timing and lift on the intake valves), the efficiency-oriented LE Eco model's 1.8-liter I-4 makes 140 hp at 6100 rpm and 126 lb-ft at 4000 rpm. Even 2014 Toyota Corolla drivers might eventually find themselves on winding roads, so we took the sportier-looking S with the CVT on some of the best curvy two-laners Southern California has to offer. The S is available in a low-volume variant with a six-speed manual, but those who want a genuinely sporty manual-transmission compact should head straight for a Mazda or Ford dealership. Put the 2014 Corolla S with the CVT into Sport mode and you can make the most of its 132 horses, with the engine making decent noises (for a 1.8-liter I-4) along the way. The steering is much improved over the outgoing Corolla, but is still a little numb on-center and not quick enough to be as fun as it could be. The S trim lets you feel more of the road than other Corollas, but the suspension tuning should work for commuters in any trim level. The S gets paddle shifters (the car automatically upshifts if you don't first) as well as a manual gate on the shifter -- both features not found on any other 2014 Corolla. Keep the car below five or six tenths and it will perform acceptably on your favorite twisty road. Go much faster and the stability control system will intervene, the tires will begin to howl, and the car's weight will transfer from one side to the other in a not-so-graceful way. Surprised? 
For people who will actually use part of their paychecks to buy a 2014 Toyota Corolla, the number 5.1 is far more relevant. No, it's not the Corolla's 0-60 mph time, but the amount of extra rear-seat legroom compared to the last-gen car. I'm just over 6'4" and can "sit behind myself" with my knees just touching the backs of the front seatbacks. While the Corolla is not the only car to offer impressive rear-seat space, it's a notable improvement. Most rear-seat passengers will have no issues with the amount of headroom (down 0.1 inches from the last-gen Corolla), though front-seat headroom is down by 0.5 inches on models without the moonroof. As with the Camry, the Corolla has a nearly nonexistent drivetrain hump, meaning the occasional center rear-seat passenger will have a bit more room than in other cars. Unlike the larger and more expensive Camry, the Corolla doesn't offer a fold-down center armrest for rear-seat passengers. From behind the steering wheel, the view has improved considerably compared to the outgoing car, and we're not talking about the standard LED headlights. While the interior design is far from class-leading, the new Corolla's cabin might merit consideration from a few compact-segment buyers who want more than just QDR. A 6.1-inch touch-screen display is standard on most trim levels. It's mounted a bit too low and washes out in certain conditions, but the display's ability to be customized is cool. On a loaded 2014 Corolla S trim, the Entune Premium Audio system can split the screen to show two or three pieces of information -- navigation and the song that's playing, for example, or the minute-by-minute mileage graph on one side with the other side split between the sound system and the weather in the city you're driving through. Conveniently, the center storage bin has two compartments. One that could hold a phone or tin of mints and another could store a compact box of tissues or CDs. The S trim gets a unique two-binnacle instrument cluster display with a long info screen in the center. The setup feels more up-to-date than the standard three-unit instrument cluster, but not as much as displays in competitors such as the Ford Focus and Dodge Dart. 
Even on rental-car-grade 2014 Corollas, LED low-beam headlights are standard, though an automatic setting isn't available. The LEDs do shine a brighter and less-yellow light on the road ahead, one-upping competitors that offer HIDs. The 2014 Toyota Corolla lineup tops out just below $24,000 for an S or LE Eco with a moonroof, navigation, hands-free keyless entry with no buttons on the doors, Softex leather-like seats (heated in front), alloy wheels, fog lights and, of course, those LED headlights. As with other compacts, rear disc brakes are available but not standard. Toyota is expecting a Top Safety Pick+ rating from the Insurance Institute for Highway Safety, potentially a good selling point and better than the RAV4 and Camry that scored Poor in the new small overlap front test. Toyota will be advertising best-in-class mileage for the 2014 Corolla, thanks to the CVT-equipped LE Eco model with 15-inch steel wheels. If you upgrade to the LE Eco Plus for 16-inch alloy wheels, chrome exterior trim, fog lights, and an Eco driving mode, EPA-estimated mileage drops from 30/42 mpg city/highway to 30/40 mpg, an insignificant 1 mpg below the 2014 Mazda3 sedan on the highway. The LE Eco's revised engine improves fuel economy, as does the trim's available Eco mode by dulling throttle response and adjusting the HVAC's air flow output. I found the Eco mode's impact too subtle and wouldn't mind a more aggressive adjustment to throttle response. 
Unless most of your driving is on the highway -- where you can exploit that expected 42-mpg rating for the base LE Eco model with 15-inch steel wheels -- an identically priced LE Plus (with 16-inch alloy wheels and fog lights) might be a better fit. Expected mileage on the 2014 Corolla LE is 29/38 mpg. The S trim is set to be rated at 29/37 mpg with the CVT; only the L and S trims offer a six-speed manual (28/37 mpg). The fleet-special Corolla L with a four-speed automatic is EPA-estimated at 27/36 mpg. Toyota should have no problem selling more Corollas to retail customers than it has with the 2012 and 2013 models. The new car isn't thrilling to drive, but has more space than its predecessor, adds a more modern interior and has better fuel efficiency. The car remains more of an improvement for those who will only drive a Toyota than a real Civic- or Forte-challenger, even with those neat LED headlights and a well-tuned CVT. Toyota has been selling Corollas in the U.S. since the late 1960s, and there's a reason the car has survived that long while others have faltered. Pass right by the Toyota dealership if you want a modern compact with exciting driving dynamics. If, on the other hand, you're willing to sacrifice a little in driving fun for a compact that will last 10 years without issues, the 2014 Corolla will be worth checking out if it proves as reliable as its predecessors. 
2014 Toyota Corolla | | BASE PRICE | $17,610-$19,810 | | VEHICLE LAYOUT | Front-engine, FWD, 5-pass, 4-door sedan | | ENGINE | 1.8L/132-140-hp/126-128-lb-ft DOHC 16-valve I-4 | | TRANSMISSIONS | 6-speed manual, 4-speed automatic, cont. variable auto | | CURB WEIGHT | 2800-2865 lb (mfr) | | WHEELBASE | 106.3 in | | LENGTH X WIDTH X HEIGHT | 182.6-183.1 x 69.9 x 57.3 in | | EPA CITY/HWY FUEL ECON | 27-30 / 36-42 mpg (est) | | ENERGY CONSUMPTION, CITY/HWY | 112-125 / 80-94 kW-hrs/100 miles (est) | | CO2 EMISSIONS | 0.56-0.64 lb/mile (est) | | ON SALE IN U.S. | September 2013 |
Read more: http://www.motortrend.com/roadtests/sedans/1308_2014_toyota_corolla_first_drive/viewall.html#ixzz2fRIilYuo
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發表於 2013-9-20 21:29
