I would say that the seat base could be a little longer, for me personally. The seats themselves are also pretty comfortable. Sure, you can tug at the steering wheel-mounted paddle shifters, or toggle into Sport driving mode, but the Corolla Cross Hybrid feels better as laidback transport. It’s right down the middle of the class, mild-mannered and predictable in operation. The Cross rides well, with no real leanings towards engagement or pampering. If anything, there’s a bigger difference between the base S and XSE, on account of the smaller, 17-inch wheels and the taller sidewalls. An engineer says it’s a slightly stiffer setup, but unless you’re hopping back and forth between the two, it’s unnoticeable. As the quote-unquote sporty model of the family, the Hybrid has what Toyota calls a sport-tuned suspension. So the Hybrid has decent power, you’ve got steering that feels more or less the same as the Corolla Cross. Foot to the floor for highway merging, the CC Hybrid gets the job done with a bit of noise. That’s still something of a rarity in this class: usually you have to accept some limitations buying a more affordable car, and this is pretty refined. It’s a much better, much smoother experience. It switches pretty seamlessly between electric and gas, and because of the extra power with the electric motor way down, you actually run into less of the CVT moan that you get in the regular Corolla Cross. I’ve gotta say, I am a fan of this fifth-generation hybrid system.
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