2020 Subaru Impreza vs Toyota Corolla

What's the difference?

I think that it probably doesn't matter what the verdict of this review states, because usually you're either a "Subaru person", or you're not.

That said, this top-end variant in the Impreza hatch range is an interesting offering, even for those who mightn't have considered the small Subie before. It's not as fun to drive as a Corolla, or as eye-catching as Mazda3, or as pragmatic a choice as a Kia Cerato hatch. That's not to say it's a bad car, but aside from its AWD system, it's hard to see how it stands out in any major way in this highly competitive class.

The Corolla has been an urban favourite for decades and a hybrid version just makes so much sense for anybody who feels they spend more time in traffic than on deserted open roads. Sure, the sedan is longer than the hatch, and yes, you’ll have to option parking sensors but the Corolla SX Hybrid sedan could well be the ultimate urban vehicle. It’s easy and comfortable to drive, has outstanding fuel economy, and is roomy enough for a small family.

Social call to action (formerly comment call to action):  Is the Corolla SX Hybrid sedan the ultimate urban car or does it miss the mark? Tell us what you think in the comments below.

The changes to the front-end of the Subaru Impreza 2020 model may take a discerning eye to pick up on at first.

Since launching in this fifth-generation design in 2017, this is the first visual adjustment Impreza has seen.

And while we admit you'd be hard pressed to spot the differences if you drove past you in traffic, if you manage to see a new one parked alongside a pre-facelift version, you'll likely notice what's happened pretty easily.

The changes are subtle, and the shape is largely unchanged. It's the details that have seen adjustments, the extremities and some of the "graphics", as designers say about things like headlights.

Subaru Australia reckons the changes have added some "sporty spice" to the range. Let us know what you think in the comments section below.

There are new headlights and a new front bumper that broadens the front of the car and makes it look more planted.

The range-topping 2.0i-S gets a new wheel design and all have new smoked tail-lights.

It's squarer than a Corolla or Mazda 3, highlighting Subaru's priorities as a brand.

The boxy shape pays dividends when it comes to luggage capacity and rear seat space.

We will get to the back seat and boot space in the next section.

In terms of size, the Impreza hatch is about the same as its main rivals (the aforementioned Mazda3 and Corolla hatches), with its dimensions pegged at 4475mm long (2670mm wheelbase), 1775mm wide and 1480mm tall.

The number of my friends who now have Corolla sedans has increased by 200 per cent. Okay, so that’s only an increase of two people from zero but I put this down to two factors: 1) I’m getting older and so are they; and 2) The Corolla sedan is now actually good looking.

Sure, it’s not as sexy as the Corolla hatch, but it’s attractive for a small sedan which mostly tend to be a bit bland.

I like the blade-like headlights and the way they extend under the bonnet lip and almost meet in the centre, and that big mesh lower grill looks tough and menacing.

I’m also taken by the rear styling (normally the weak point of a small sedan) and how the tail-lights ‘pinch’ into the tailgate. It’s refined and not at all cheap or budget looking.

Telling the Hybrid SX apart from the entry-level Ascent Sport Hybrid below it is tricky as both cars are identical from the outside. Even distinguishing them from their petrol-only twins is hard, the only giveaways being the smaller 15-inch wheels and 'Hybrid' badges on the boot lid and front wheelarches.

The Hybrid SX’s cabin is neatly designed and stylishly straightforward in its layout, but I don’t think anybody is going to write it poetry about how enchanting and beautiful it is.

Nope, this is an interior design where functionality triumphs over form. Which is good for somebody who just want to jump in and drive… I’ve sat in an Alfa Romeo for days just pressing buttons trying to work out which one makes it go.

Want the dimensions? The Corolla Sedan is 4630mm long, 1780mm wide, 1435mm tall and has a wheelbase of 2700mm. In comparison the Corolla hatch is 4375mm long, 1790mm wide, the same height, with a wheelbase of 2640mm.

Only one colour is standard and that’s 'Glacier White', while the optional shades are 'Crystal Pearl', 'Silver Pearl', 'Ink', 'Wildfire', 'Volcanic Red' and the 'Lunar Blue' which my test car wore.

By the way, those two friends why bought Corolla sedans, went with hybrids, too.

Up front has the storage you'd expect, including big door pockets with bottle holsters, plus there are two central cup holders and a covered storage bin/armrest between the front seats.

There's also a storage cubby in front of the gear selector, which is big enough for a wallet and phone, though it doesn't have wireless phone charging (Qi), like many top-spec competitors. But there are two USB ports and an auxiliary jack, plus there are another two USB chargers in the centre bin.

The back seat has just one map pocket, but there's also a centre armrest with cup holders and decent door pockets with bottle holders. There are no directional rear air vents, but the cabin isn't too large and air flow is decent from front to rear.

Back seat space is actually really good, with easily enough space for someone my size (182cm) to sit behind a driver of the same size. I had enough knee room and good toe room, too, but headroom for anyone taller might be limited, and even someone my size will need to watch their head getting in and out. The seat comfort isn't excellent, either - it's a bit flat and feels too reclined - you can't adjust the backrest, either.

You could fit three adults across the back, but they'd need to be pretty friendly with one another - the width isn't that accommodating, and there's a large transmission tunnel intruding into the foot space. Astute rear-seat occupants will also note that there are different material finishes on the doors in the back than the front, too.

If you've got kids, there are three top tether child seat anchor points, as well as dual outboard ISOFIX baby seat hooks.

The design of the dashboard is both impressive and intimidating. There are so many buttons and screens, you might feel overwhelmed when you slide into the driver's seat.

The most important screen of all is the middle one, it's an 8.0-inch touch-screen unit in all but the base model version (which gets a 6.5-inch screen).

It's a bright and colourful unit, responsive and quick.

And it has the connectivity you'd expect, including Apple CarPlay and Android Auto, plus sat nav, digital radio (DAB) and even a CD player.

Then there's the general space, which - yes - it does have a lot of buttons and there's quite a bit going on.

But it's well presented for the most part, and the materials and trims used are interesting and of a high perceived quality.

It feels plush. Not quite luxury, but upper-tier for a mainstream brand.

I mentioned in the section above that the boxy backside of the Impreza hatch helps it offer better practicality than some rivals, and the numbers don't lie. The boot capacity is claimed at 345 litres (VDA), which is considerably more practical than the Corolla hatch (217L) or Mazda3 hatch (295L).

The boot opening is wide and there's not too big of a step over the rear bumper, meaning loading larger items in is easy enough. Plus the rear seats fold down if you need to liberate more room (up to 795L), and there's a space-saver spare wheel under the boot floor too.

The dimensions in the section above probably give away what I’m about to tell you. The sedan has far more room inside than the hatch.

There is no way I can sit behind my driving position in the hatch without my knees wedged into the seat back and headroom is limited, too.

Different story in the sedan which is a bigger car with a longer wheelbase and that means I can sit in the second row with space to spare (even headroom is good).

The cargo capacities of the boots are also vastly different. The sedan’s boot volume is 470 litres – much more than the hatch's 333 litres.

Cabin storage is also good with four cup holders (two in the back and two up front), decent-sized door pockets, a deep centre console bin and a large shelf in front of the shifter which doubles as a wireless charging pad. There’s also a 12V outlet and a USB port.

If you’re planning to use the SX Hybrid as a small family car keep in mind that it doesn’t have directional air vents in the second row, nor rear privacy glass to shield the kids from the sun.

When I tested it my five-year-old son was back there in his car seat and it was hard to get cool air to him from the front on hot days. Also, the seatbacks don’t have map pockets which was frustrating, although there is a tray in the back of the centre console for the second row.

All doors open wide and the rear wheelarches don’t eat into the doorways too much, making entry and exit easy.

The SX grade sits in the middle of the Corolla sedan range and the hybrid version has a list price of $29,735, which is $1500 more than the petrol-only SX. By the way, the hatch version costs the same as the sedan.

And another thing, you can get a hybrid version of the top-of-the-range ZR as a hatch, but not as a sedan. Fear not, the XS sedan comes with a stack of standard features.

Coming standard are LED headlights and tail-lights, (the daytime running lights are also LED); an 8.0-inch screen with Apple CarPlay and Android Auto; wireless phone charger, a six-speaker stereo, climate control, 7.0-inch instrument cluster display, fabric seats, proximity unlocking, and heated wing mirrors.

Is it good value for money? Absolutely, even if it is more expensive than the petrol version.

The only direct small car rival to the Corolla SX Hybrid sedan is the Hyundai Ioniq Hybrid which lists for $35,140. Mazda doesn’t have a hybrid version of the Mazda3 but the G20 Touring is fuel efficient and costs $29,240.

Kia hasn’t released a hybrid Cerato either, but it is a competitor to the Corolla and the Sport+ is the SX rival at $29,340. There’s also Subaru’s Impreza 2.0i-S, which I’ve recently tested. It’s not a hybrid either, but worth considering at $31,160.

Now you're not buying a WRX, so don't expect WRX engine specs.

The 2.0-litre four-cylinder 'boxer' horizontally-opposed engine in the Impreza has 115kW of power (at 6000rpm) and 196Nm of torque (at 4000rpm).

That's the same outputs that this generation Impreza launched with back in late 2016.

The Impreza range is only offered with a Lineartronic continuously variable transmission (CVT) auto, which isn't going to stoke many fires. But unlike every other hatchback in the segment, the Impreza maintains its all-wheel drive (AWD) running gear, where most other small cars come in front-wheel drive (FWD/2WD).

Interested in towing specs? The un-braked towing capacity is 650kg, while the braked towing capability is 1200kg. Interestingly enough, only the hatch is rated for towing.

Oh, and if you're wondering about a hybrid, electric or plug in hybrid version of the Impreza? There's nothing to see here. Subaru has not stated any intention to bring an 'e-Boxer' version of the Impreza here, despite having just launched the XV Hybrid and Forester Hybrid models locally.

The Toyota Corolla SX Hybrid Sedan is not a plug-in hybrid - there’s no cord for charging it up. Nope, it’s a petrol-electric hybrid that recharges its batteries through regenerative braking.

So, you step on the brakes, the electric motor instantly morphs into a generator, transforming kinetic energy into electricity, which is sent back to top up the battery under the rear seat.

Not having to plug it in to recharge makes the Corolla SX Hybrid a good choice for those living in the city where you might not have access to a power point where you park.

This also means you’ll never run out of power and be stuck on the side of the road because along with the electric motor (making 53kW/163Nm) there’s a 1.8-litre four-cylinder petrol engine (making 72kW/142Nm).

You can only have the hybrid with an automatic transmission and in this case it’s a continuously variable transmission (CVT). I’m not a big fan of these in petrol engine-only cars but the seamless nature of a CVT suits this hybrid powertrain perfectly.

While I think plug-in hybrids are superior to the system used here, it’s an exceptionally good powertrain that provide more than adequate acceleration.

The official combined fuel consumption figure for the Impreza 2.0i-S is 7.2 litres per 100 kilometres.

You might find this interesting - that number is 0.6L/100km more than the lower grade models (2.0i, 2.0-L and 2.0i Premium) because it has bigger wheels and more aggressive tyres. The three lower-spec models all run 17-inch wheels and a claimed consumption of 6.6L/100km.

In practice I saw a displayed return of 8.1L/100km over my drive time, which included urban, city and highway driving.

Toyota says if you were to stick to just urban driving the Corolla SX Hybrid sedan should use no more than 3.4L/100km of petrol. If you plan to do longer trips with motorway and country roads thrown in you’ll be happy to know Toyota’s official economy for a combination of open and urban use is only a smidge higher at 3.5L/100km.

In my own fuel test I started with a full tank and drove a route through Sydney’s CBD in peak hour traffic before returning back to my home in the inner suburbs less than 10km away, and continued the loop for 47km.

I finished at a petrol station where it took 1.52 litres to top up the 43-litre tank. The trip computer said my average fuel consumption was 3.7L/100km but my own calculations had my mileage at 3.2L/100km. Outstanding fuel economy.

You know what I said about not expecting WRXness from the Impreza hatch when it comes to the engine? The same can be said for the overall drive experience.

But this is, after all, a mainstream small car, one that is supposed to appease those who want comfort, control, enjoyment, safety, assuredness and probably some level of performance as well. It ticks some of those boxes, that's for sure.

For instance, the CVT auto is pretty eager to take away from a standing start, but it does run out of puff and can chug a little as soon as you get above about 20km/h. That's if you are accelerating lightly. If you step harder on the throttle when you're already rolling you'll find it is mildly more rewarding, though if you stomp the accelerator from a standstill you shouldn't expect amazing response. In that situation, the CVT feels like it robs the engine of the oomph it possesses. There's always the now-across-the-range SI-Drive mode selection, which ups the throttle response if you feel you need it.

The engine itself is okay for the class but doesn't suit any new benchmarks in terms of power or refinement, although because it is a boxer engine it is inherently quiet when you aren't wringing its neck.

I can see why some people find this powertrain combination to be a bit frustrating. A non-turbo engine with a CVT auto and all-wheel drive isn't what I aspire to have in my dream car. But it will suit most people for most of the day-to-day drudgery a car like this will encounter.

Because it has the AWD underpinnings that we know so well from Subaru, there is a level of assuredness to the way it accelerates and how it handles. This will be most noticeable in twisty road situations, but also if the road is wet - you won't notice any wheel-slip here, as is oh so common in FWD rivals when the surface below the tyres gets greasy.

Subaru claims for this update "the suspension is also revised, delivering even better ride comfort, steering response and handling agility", and I can tell you that the facelifted Impreza certainly felt more sure-footed than the last version I drove a few years back.

The ride doesn't feel clunky or uncomfortable and it doesn't judder or shudder too much over bumps. It feels a little firmer and more control-focused than the last Impreza I drove, which was rather spongey at the rear axle. However, at higher speeds, this one still felt a little wobbly, lacking some body control because it has a softer suspension setup to deal better with sub-standard surfaces.

The steering is quite light on centre and can take a bit of correction to be kept in a straight line, particularly the faster you go. At lower speeds it's a little bit fidgety and not as rewarding as, say, a Corolla hatch.

There's some tyre roar and wind noise around the windscreen and mirror at highway pace, but generally it's pretty quiet. The Yokohama 225/40/18 rubber transmits a hefty amount of noise into the cabin over particularly coarse chip surfaces, but if the surface is smooth it's a very quiet car.

If you’ve never driven a hybrid before, take it from me, right now you won’t drive a better one than this.

Some hybrids are noisy when their petrol engines ‘kick in’. Some have brake pedals that feel like wooden blocks. Some have dual clutch transmissions which lead to jerky movements. Don’t even get me started on the ones that hardly save you any fuel.

The Toyota Corolla SX’s hybrid powertrain is as good as they currently come. It makes sense, Toyota has been selling petrol-electric hybrid vehicles since 1997 and over that almost quarter of a century it’s mastered the technology. You only have to drive a hybrid from one of its rivals to feel how much more refined the Toyota is.

The dance between the engine and motor, or both operating together,  is almost unnoticeable, and the CVT performs smoothly. The result is a pretty much seamless driving experience that feels natural once you’ve been in the car a day or two.

The new-gen platform the Corolla is built on is excellent in that not only does it provide a comfortable ride, but handling is great for the segment, too. Add to this the little nudges of acceleration from the electric motor and the Corolla SX Hybrid is fun to drive.

Steering is light and accurate, while the 10.6m turning circle is what you can expect out of most small cars.

It’s not all good though. Remember right at the start I mentioned how the sedan was longer than the hatch and that there was something missing at either end?

Well, the sedan is almost 26cm longer than the hatch. That’s about the distance between two parked cars, and from what I experienced the difference between fitting into a car space and not.

Not only is the sedan less likely to fit into a smaller spaces, but making this part of daily urban life harder is a lack of front and rear parking sensors.

Yep, parking sensors aren’t on the standard features list and must be fitted as a dealer option. For an urban car not to have parking sensors as a standard isn’t good enough.

I wouldn’t let this put you off, though, because it’s one of very few downsides to the car and it can be solved by optioning the parking sensors. Dealers can be open to a little bit of persuasion, too.

For urban folk like me, living just 10km from the CDB, but having to sit in traffic for 50 minutes to get there on disjointed concrete and bitumen roads, the Corolla SX Hybrid makes these journeys easier and a bit fun.

The Corolla hatch scored the maximum five-star ANCAP rating when it was tested in 2018, and the sedan which came out in 2019 adopted the same rating.

Coming standard on the Corolla SX Hybrid sedan is advanced safety equipment such as AEB with pedestrian and cyclist detection, active cruise control, lane departure alert with steering assistance, auto high beam, blind spot monitoring, and lane trace assist with lane centering and speed sign recognition.

The AEB system is functional from 10km/h to 180km/h covering you for urban and city use, as well as the open road.

Along with this there are seven airbags and a reversing camera.

For child seats there are three top tether points and two ISOFIX points across the second row. 

A space saver spare wheel is under the boot floor.

Subaru's ownership offering is reasonably good, but not at the top of the class - this is a class full of star pupils, though.

The Impreza is backed by a five-year/unlimited kilometre warranty plan.

It also has capped price servicing available, with intervals pegged at 12 months/12,500km, whichever occurs first.

Most rivals run out to 15,000km, so you're being short-strawed there to a degree.

The service costs are on the high side, too. Here is the price list at the time of writing: 12 months/12,500km - $350.25; 24 months/25,000km - $588.31; 36 months/37,500km - $354.83; 48 months/50,000km - $784.77; 60 months/62,500km - $354.86.

In a bit of good news, you can either pay as you go for maintenance, or you have the choice to buy a service plan. There are three-year ($1293.39) or five-year ($2433.02) plans to choose from.

Unlike a lot of manufacturers, Subaru doesn't offer a discounted rate if you choose to pay in advance, but there is an advantage if you do it this way, anyway: you can roll that cost into your finance package and then, when service time rolls around, you don't need to fret about finding the extra cash. Oh, and the brand throws in three years roadside assist (normally you get just one year cover at purchase), and the option of a free loan car when your vehicle is in for maintenance.

Worried about Subaru Impreza problems, recalls, reliability, complaints, issues, common faults or anything else that might affect the car's resale value? Check out our Subaru Impreza problems page.

The Corolla Sedan is covered by Toyota’s five-year/unlimited kilometre warranty. Hybrid versions are covered by the same warranty, including the battery.

Servicing is recommended annually or every 15,000km with the first four services capped at $175.