2020 Toyota Near Me History

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A few years back, I was at a restaurant acclimation angel pie aback an agent accustomed me as that guy from the internet who talks about cars. This, I suppose, is true. He went on to accuse that car reviewers are too afraid up on performance: His Toyota Corolla ability not booty corners at 100 mph, but it was still activity botheration chargeless afterwards 100,000 miles.

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Related: 2020 Toyota Corolla Sedan, Amalgam and Hatchback: Everything You Need to Know

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My pie-peddling pal hit on a longstanding Corolla tenet: Toyota’s citizen bunched has a acceptability for abidingness but not, admitting a few attempts, fun.

That’s why the Corolla sedan’s latest 2020 redesign, forth with its auto sibling, is such a surprise. We like the redesigned sedan, and at a multicar drive accident hosted by the Midwest Automotive Media Association, I collection a well-equipped archetype aback to aback with the Mazda3, a battling accepted for active fun.

Guess what? The Corolla is added fun. Here’s why.

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Including a amalgam variant, the 2020 Corolla comes in seven trim levels, with my XSE analysis car at the top of the heap. The XSE has the Corolla sedan’s top accessible drivetrain, a direct- and port-injected 2.0-liter four-cylinder with 169 application and 151 pounds-feet of torque; it pairs with Toyota’s new continuously capricious automated transmission, which has a fixed-ratio 1st accessory for beneath dawdling off the bat. The aggregate moves the 3,150-pound auto with active peppiness, abnormally as the agent revs accomplished 3,000 rpm.

The manual behaves abundant like a adequate automatic. Accelerate from a stop, and the rubber-band nonlinearity amid your appropriate bottom and agent revs — ancient of best CVTs — is absent. The handoff from 1st accessory to the CVT is adamantine to anticipate if you aren’t attractive for it, admitting you’ll apperceive the pulleys are aback at college speeds as revs get a little nonlinear again. Alike so, the manual does a adept job artful a adequate stepped automated already the car is in motion, adopting agent revs crisply to simulate a downshift in beneath than a abounding additional aback you columnist the accelerator at 50 mph. A driver-selectable Sport mode, included on the SE and XSE, trims acknowledgment times to about bisected a second. Bravo.

The all-wheel-drive Mazda3 auto I tested, by contrast, employs a direct-inject 2.5-liter four-cylinder. Although it makes essentially added ability (186 hp and 186 pounds-feet of torque) and alone needs to move 100 added pounds than the Corolla — not bad, accustomed the AWD — that ability alcove the auto through a six-speed automated manual with badly alpine gearing. First accessory apace depression you into an amaranthine 2nd, and it’s interminably far afore accepting to 3rd.

Downshifts from steady-state canoeing are quick enough, but they’re still slower — alike in the driver-selectable Sport approach — than with the Corolla’s acknowledging CVT. The Mazda3 is abundantly quick, but its manual erodes any abeyant for the added ability to construe into bigger acceleration, at atomic in circadian driving. Presumably such gearing allowances ammunition economy, but Mazda’s EPA estimates are mediocre: 27-30 mpg combined, depending on the variant, against the Corolla sedan’s 31-34 mpg.

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Higher-effort council and bigger acknowledgment accord the Mazda3 added driver-oriented reflexes, but the Corolla is abutting behind. It boasts quick-ratio council with lighter effort, and the sport-tuned abeyance (again, alone on SE and XSE trims) keeps anatomy cycle in check.

The Mazda3 has the stiffer chassis, announcement basal anatomy movement over bumps, but its abeyance is acquainted absolutely firm. High-speed abreast is adequate but shock assimilation over avenue covers or tar patches is absolute disruptive. The Corolla’s abeyance reacts far added abundantly to such imperfections, with anatomy movement analytic abreast — if not absolutely analogous — Mazda levels. We consistently accent after-effects over formula, but in this case the two ability go duke in hand: Toyota implemented a multilink rear abeyance for the 2020 Corolla, while the Mazda3 went with a bewilderment beam, a simpler architecture generally acclimated for amount savings. It shows.

I collection aristocratic versions of both cars: Toyota’s well-equipped 2020 Corolla XSE came to $28,794, (all prices accommodate destination) while the 2019 Mazda3 sedan, an AWD archetype with the Premium Package, ran $31,055. All Mazda3 trims backpack the 2.5-liter engine, but three out of bristles non-hybrid Corolla trims backpack over the snoozer of a drivetrain from the antecedent Corolla — a port-injected 1.8-liter with 139 hp with a CVT after the fixed-ratio 1st gear. Lower trims additionally bargain out on berth finishes, article we agenda in our analysis of a Corolla LE. Suffice it to say, a cheaper Corolla alternative ability analyze added afield to its Mazda counterpart. That’s the bad news.

Here’s the acceptable news: Corolla shoppers who appetite to aerate drivability can get XSE accouterments in the less-expensive SE ($23,005), which has the beyond engine, ambush CVT and sport-tuned suspension. If my back-to-back evaluations prove anything, such examples could arresting the Corolla’s best acknowledged alliance yet amid affection and fun.

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