Namely the Kia Cerato Sport+ ($31,440), Mazda 3 G20 Pure Vision ($32,320) and Subaru Impreza 2.0i-S ($32,590). None can match the Corolla’s hybrid efficiency, but each is well equipped for a small car in the low $30K bracket and the Corolla takes a lengthy equipment list into battle against them. Aside from the performance and safety tech covered a little later, the Ascent Sport Hybrid’s standard features include an 8.0-inch touchscreen multimedia display with voice control, Android Auto and (wireless) Apple CarPlay, six-speaker audio with digital radio and in-built satellite navigation. There’s also climate control air (single-zone), a 7.0-inch information display in the instrument cluster, keyless entry and start, wireless phone charging, active cruise control, an electro-chromatic rear view mirror, 16-inch alloy wheels, LED headlights, tail-lights and DRLs as well heated door mirrors. The seat trim is fabric and for things like rain-sensing wipers, side and rear privacy glass, as well as a ‘Premium’ steering wheel, you’ll need to step up the SX Hybrid Sedan at $33,780. But the Ascent Sport lines up well relative to its direct competitors. Under the bonnet The Model Y Long Range is all-wheel drive thanks to a motor powering the front wheels and another turning the rear ones. Together the motors have a combined output of 378kW and 493Nm which is an enormous amount of power and torque for a family SUV like this and that means the 0-100km/h time is also a pretty quick 5.0 seconds. Under the bonnet The Corolla hybrid is powered primarily by a naturally aspirated 1.8-litre four-cylinder petrol engine operating on the ‘Atkinson Cycle’, which adjusts cam timing to maximise the effective cylinder expansion ratio (compression stroke vs power stroke) for greater efficiency and reduced emissions. But the downside of this combustion cycle is a relative lack of power, which is where the car’s primary AC synchronous, permanent magnet electric motor comes into play. Upgraded in late 2022, the motor now features double the number of magnets (per pole) inside the rotor. At the same time a lighter lithium-ion battery was added, featuring greater input and output power compared to the nickel-metal hydride unit it replaced. A compact starter/generator (effectively a second electric motor) is powered by the engine (it also starts it) in turn sending energy to the main drive motor and battery. The end result is combined outputs of 103kW (+13kW) at 5200rpm and 142Nm at 3600rpm, although it’s worth noting Toyota has a strange habit of not including the torque output from the electric motors in its overall numbers for hybrid models. With the primary motor alone producing more than 160Nm of pulling power, you’d have to imagine the actual combined torque figure is somewhere in the region of 250Nm, with drive going to the front wheels via a CVT auto. Efficiency The Model Y Long Range’s name suggests it's the version for those looking for the maximum distance they can travel on a full charge and it is the smart choice in the line-up. That said, the extra range isn’t all that much more than the other grades. Tesla says the Long Range with its battery fully charged can travel up to 533km and has a combined cycle energy efficiency of 16.9kWh per 100km (WLPT). A range of 533km is impressive but only 78km more than the entry-grade Model Y and just 19km more than the top-of-the-line Performance. How accurate are Tesla fuel efficiency figures? Well, my own testing over a combination of all types of driving saw the trip computer report an average of 16.8kWh/100km. Tesla says one of its 250kW Superchargers can add up to 275km of range in 15 minutes. Efficiency Toyota’s official combined cycle fuel economy number for the Corolla’s hybrid powertrain is 3.9L/100km, the 1.8-litre engine emitting 81g/km of CO2 in the process. That’s up slightly from the pre-upgrade model’s 3.5L/100km claim, but over a week with the Ascent Sport we covered around 250km of urban, B-road and some freeway running, returning an average of precisely 3.9L/100km (at the bowser), which is an outstanding result for a close to 1.4-tonne four-door sedan. Of course, the super smooth stop-start system (controlled by the starter/generator) plays a part, plus the bonus is the 1.8-litre four is happy to accept ‘standard’ 91 RON unleaded, and the fuel tank holds 43 litres, which translates to a range of just over 1100km. Pretty great. Driving CarsGuide hasn't been alone in criticising the Model Y’s overly firm suspension with potholes and bumps seeming to unsettle the vehicle easily. But Tesla says it's updated the suspension to a more ‘comfortable’ tune and we had a chance to test it. So, is it more comfortable now? Yes, but it could be better. There appears to be softer absorption in the suspension but anything other than small bumps are still prominent. Body control remains a bit jelly-like in that there’s too much jiggling and leaning when driving normally, even on typical suburban roads. At this price point we'd expect the ride to be more comfortable and settled. But this is unlikely to be a deal breaker for most people. Otherwise, the Model Y drives like most electric cars with instant and quick acceleration, direct steering and it’s all done in silence which makes commuting far more pleasant than idling in the traffic with a petrol or diesel engine and a transmission constantly shifting from first to second and back. And apart from not using petrol or diesel that's the appeal of electric cars; how easy they are to drive. What would make life even easier is a head-up display or driver’s instrument cluster because the current central screen set-up, which shows the speed in a fairly small size in the display's top right corner, is far from ideal. There have been cases reported on Australian Tesla forums where displays have broken making the car illegal to operate and if this happens out of warranty the repair can be costly. Be aware, too, that the 'Full Self-Driving' abilities of the Model Y are restricted in Australia. The law states that some autonomous tech can be used, such as adaptive cruise control with lane changing, but you must keep your hands on the wheel. Driving The Corolla Ascent Sport Hybrid is a comfortable, stress-free driving experience. Toyota’s series parallel hybrid set-up means the wheels can be driven by the internal-combustion engine, electric motors, or both. And the transition happens seamlessly. Start-up is silent with the motor(s) doing the driving at low speed, the petrol engine kicking in as the power requirement rises. As the engine operates it’s also charging the battery and under braking the front wheels turning causes the motor and generator to send power to the main battery pack, as well. Toyota doesn’t quote acceleration figures for the Corolla but you can expect 0-100km/h in around 12 seconds, which is hardly neck-snapping, however this hybrid combination provides enough torque for nimble acceleration in the city and suburbs as well as easy freeway cruising. Then there’s the Continuously Variable Transmission. I’m no CVT fan, largely because of the disconnect between road speed and engine speed it creates. The transmission is always trying to keep the engine in its efficiency sweet spot and the most noticeable byproduct is an incongruous droning sound. Developed by transmission specialist (and Toyota subsidiary) Aisin, the Corolla’s unit is ‘tighter’ than some but the sluggish ‘slipping clutch’ effect is still there from time to time. Underpinned by Toyota’s TNGA platform, precise handling and excellent ride comfort are dynamic hallmarks of this 12th-generation Corolla. And the Ascent Sport Hybrid Sedan is no exception. Suspension is by struts at the front and multi-links at the rear, and compliance is super impressive, especially for a car of this size. The electrically-assisted steering is responsive and road feel is good, the car remaining planted and predictable, with only modest body roll if the red mist descends and you decide to ‘push on’ through your favourite set of corners. This kind of response is especially noteworthy given the car’s low-rolling resistance Bridgestone Ecopia rubber (205/55) is primarily designed for efficiency rather than race-circuit grippiness. Braking is by 255mm ventilated discs at the front (slightly smaller than the 2.0L non-hybrid’s) and 265mm solid rotors at the rear. They’re progressive with good pedal feel. Not always the case when regenerative braking is part of the picture. In terms of general comfort and ergonomic efficiency, the seats remain comfortable, even over road-trip-style stints, while the mix of physical and digital controls is sensible and works well. Safety The Model Y was given the maximum five-star ANCAP rating in 2022, scoring incredibly well for occupant protection for adults and children. The advanced tech on board includes AEB, lane keeping assistance and blind-spot warning. Great all-round camera vision is offered by the Model Y, too, which is very much needed for rear vision given the back window's modest viewing aperture. For child seats there are three top tether anchor points and two ISOFIX mounts in the second row. The Model Y doesn’t have a spare wheel, but there is a puncture repair kit. Quick note about the lack of physical buttons. I found not having easy to access physical climate control dials distracting. Most of the car’s other functions are also housed in the media display and I feel this is a potential safety issue. Safety The Corolla Ascent Sport Hybrid Sedan boasts a maximum five-star ANCAP rating, although the assessment was in 2018 and the criteria have been dialled up since then. That said, active (crash-avoidance) tech includes AEB - operating from 10-180km/h (with pedestrian and cyclist detection from 10-80km/h), active cruise control, lane trace assist, lane-keep assist, emergency lane keeping, road sign assist and auto high beam. ‘Active Cornering Assist’ and a reversing camera are also standard, but sadly, blind-spot monitoring (with ‘Safe Exit Assist’) and rear cross-traffic are optional. If a crash is unavoidable, there are seven airbags on board (front, front side, full length curtain and driver’s knee). No front centre bag, though.