If someone said to me, “Hey, Caleb. Who makes a great, small car?” I’d say, “Toyota, duh.” Now, I’m not saying that’s the only correct answer, but Toyota has a strong track record there. And if you want an economical crossover? Shoot. The RAV4 is it. But what about the Corolla Cross? Where does that land? After spending a week with it, I’m still not sure.

It’s smaller, less powerful, and less fuel-efficient than a RAV4. I also found the Corolla Cross to be pretty noisy and not all that comfy. Those factors aren’t such a problem if you’re in a $26,450 base model, but when you’re looking at an XLE AWD like the one I tested, the MSRP soars above $35,000. At that price, and in my eyes, it’s a non-starter.

So what does it do well? And what does it do … not so well? Let’s run through it so you can decide if I’m a big fat idiot or if you’d rather buy a RAV4 (or a Chevy Trax, or a Mazda CX-30, or something else altogether).

The Basics

The Corolla Cross is Toyota’s smallest gas crossover (the CH-R is even littler, but it’s an EV). Also, it’s the least expensive, with only the Corolla sedan and hatchback starting at lower prices. No matter how you shake it, it’s an entry-level daily runaround meant to be practical and economical.

Design-wise, it’s clearly related to the other Corolla models, albeit a bit more blobby. The grille takes up a lot of the front end, but that’s par for the course these days. I actually don’t mind the back end, either—the big suitcase muffler underneath is almost a styling element in itself. Importantly, the Corolla Cross doesn’t pretend to be more premium than it is.

The low-frill theme is especially apparent inside the car. Even in the top XLE trim, it feels like a budget model. The Corolla Cross still offers everything you’d ever need, from a 10.5-inch infotainment display with wireless Android Auto and Apple CarPlay to heated seats, dual-zone climate control, and a power liftgate out back. In short, the appointments are there—the vibe is cheap but mostly cheerful.

While Toyota makes a Corolla Cross hybrid, the one I tested was a gas-only model with the 2.0-liter four-cylinder and continuously variable transmission. This powertrain combo makes a humble 169 horsepower and 151 lb-ft of torque. Front-wheel drive is standard, though all-wheel drive is available, and my press loaner was equipped with it.

Driving the Toyota Corolla Cross

I’m a big guy at 6’5″ and 290 pounds, so I didn’t expect to fit all that well in this particular ‘Yota. My expectations were mostly accurate. I didn’t have any issues with stretching my legs out; rather, it was the width that bothered me. Maybe I’m more bow-legged than I thought, but both of my knees rested on plastic panels constantly. That gets old pretty quickly, but not everybody is my size, either.

The Corolla Cross’s engine is unremarkable, which will be totally OK with most people in the market for one. It does what you need it to: Get up to interstate speeds, pass a slow-moving car here and there, and drive you around without any problems. In AWD guise, it’s still decently efficient, but the juxtaposition with Toyota’s hybrid models makes its 30 mpg combined rating less impressive.

This 2.0-liter runs on the Atkinson cycle rather than the more typical Otto cycle, which is a nerdy way of saying it prioritizes efficiency over performance. Toyota uses this tactic on its hybrids, too, but they have an electric motor to help fill in the gaps. This one doesn’t, so you have to be patient with it while also accepting that it’s going to really wind up when you hammer it.

You’ll like how compact the Corolla Cross is if you need to maneuver it around a city or a suburb. It steers like a small crossover, which is to say, there’s little feedback and little effort. Visibility is good to boot.

You won’t like how compact it is if you need to fit a rear-facing car seat. It’s fine if no one has to sit in front of it, but my wife and I couldn’t have sat comfortably in the car with our kids (ages seven, three, and one). Again, Toyota makes plenty of crossovers and SUVs that will fit a family of five, but the Corolla Cross ain’t one.

Ultimately, the driving experience here is just as it is in almost every other car that’s similarly sized, similarly shaped, similarly powered, and similarly equipped. There’s precious little character in this segment, and although a small spark could help set the Corolla Cross apart, it doesn’t have it. If anything, I think it’s guilty of relying too much on brand recognition and reputation. It’s like Toyota knows people recommend its cars to anyone who just needs a cheap, reliable daily driver and decided to stop there.

The Highs and Lows

The Corolla Cross does what it says on the tin. In that sense, everyday livability for people with one kid (or no kids) is pretty solid, and you can fit a lot behind the front seats if you fold down the rear bench. Really, the high point is how little thought you have to put into driving it every day. Get in, turn the key, travel wherever you need to, and have peace of mind that there’s a warranty to backstop you in case anything goes wrong.

The low point is that it’s boring. Boring, boring, boring. And the car I drove cost too much.

Toyota Corolla Cross Features, Options, and Competition

Every Toyota Corolla Cross comes standard with features that young people and their parents care about. Wireless Android Auto and Apple CarPlay are there, as is Toyota Safety Sense 3.0. That means they all have automatic high beams, radar cruise control, land departure alert, and a pre-collision system that provides audio and visual warnings as well as brake assist under certain conditions. It’s basically the college kid special.

Folks can option the Corolla Cross with AWD ($1,400), a convenience package with a power liftgate and moonroof ($1,250), JBL premium audio ($800), and snazzy paint like my tester’s Soul Red Crystal ($475).

This Toyota competes with approximately 100 other cars in the subcompact segment. OK, that’s a joke, but there genuinely are a lot. The Mazda CX-30 and FWD-only Chevy Trax that I mentioned earlier are some key players, as are the Kia Seltos, VW Taos, and Honda HR-V. In terms of pricing, the Corolla Cross is in the middle of the pack. I think that sums up the car pretty well.

Fuel Economy

Among the cars in its class, the Corolla Cross AWD is actually one of the most efficient at 29 mpg city / 31 mpg highway / 30 mpg combined. It beats the Mazda (24 mpg city / 31 mpg highway / 27 mpg combined) as well as the Honda (25 mpg city / 30 mpg city / 27 mpg combined), and not by just a little. Where I struggle is knowing that you can get an all-wheel drive RAV4 for a skosh under $35,000 and hit 45 mpg city / 38 mpg highway / 42 mpg combined. I know they’re in different segments, but still.

Verdict and Value

I’m glad the Corolla Cross exists for people who need an affordable car that’s slightly bigger than a hatchback. That said, I would never buy a top trim model knowing that I could get a RAV4 for the same money. Having tested them both, the RAV4 is better all around, and the added complexity of the hybrid system isn’t such a concern to me since Toyota has proven them to be reliable over the last 20 years.

New parents and older ones will continue buying these to haul their babies, whether they be in carseats or in college. I don’t blame them; it’s a Toyota, after all. But if you’re a single person at least halfway interested in enjoying what you drive every day, there are better options.

Toyota provided The Drive with a seven-day loan of this vehicle for the purpose of writing this review.

Got a tip or question for the author? Contact them directly: caleb@thedrive.com

2026 Toyota Corolla Cross Specs

Quick Take

Toyota knows how to build a cheap car, but there’s no reason to buy this one if you option it up.

Lucid’s upcoming midsize platform will open a new chapter for the California automaker, one that’s arguably its most consequential yet. The luxury EV maker is rapidly burning cash, and the midsize models may be its clearest shot at profitability. But success is far from guaranteed in this highly competitive environment.

When I walked into the Investor Day conference in New York City last week, I expected the same industry playbook: plenty of hype, missing details, and bold promises with little substance. What I got was the exact opposite of that.

Lucid bombarded us with information. The automaker not only shared a clear roadmap but also brought along a Cosmos prototype for an early preview and then surprised us with the Lunar robotaxi concept. It went a step further, showing us the midsize EV’s body in white, its new Atlas drive unit, and a look at its next-generation electrical architecture. Photography wasn’t permitted, but I can tell you everything I saw.

With a starting price of around $50,000, the Cosmos midsize crossover will lock horns with the Tesla Model Y, Rivian R2, BMW iX3, Volvo EX60, and a growing list of newer EVs jostling for a share of the segment.

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Source: Suvrat Kothari

Lucid Cosmos Exterior Design

The automaker brought along a shiny red prototype at the event, with officials claiming it was a near-final design. And it indeed looked that way. There were no concept-car-like fender bulges, unusually large wheels, or any other outlandish design elements that would never make it to production.

At first glance, the Cosmos looked like a baby Gravity with a coupe-like roofline. It has a stubby, curvaceous nose and illuminated Lucid emblems at both ends with spaced-out letters in a much larger font than on the Air and Gravity.

The sharp, angled daytime-running lights and Matrix headlamps give it a striking appearance. There’s also a front-facing lidar sensor embedded in the grille to support Lucid’s personal autonomy and robotaxi ambitions.

The side profile reveals a cab-forward greenhouse similar to the Gravity. But the biggest change here is the manual door handles. They still sit flush with the bodywork, but now have a carved-out recess where you can insert your hand and pull the lever back to open the door.

Photo by: Suvrat Kothari

It’s a small but meaningful departure that’s part of a broader industry reckoning with electronic door handles, which have sparked safety controversies worldwide. When the low-voltage battery powering them fails, the handles can fail too. Automakers are now returning to manual door handles to prevent that from happening.

The rear end of the Cosmos is where things get polarizing. Think Audi Q6 Sportback e-tron, but lower, sportier, and more aggressive. The slippery shape helps the Cosmos achieve a 0.22 coefficient of drag and enables a projected range of over 300 miles. But how broadly people will like it remains an open question.

Derek Jenkins, the Senior Vice President of Design and Brand at Lucid, explained why Cosmos’ sharp rear end looked the way it did. He said the automaker needed a solution for several functional requirements at the back.

“It’s a three-dimensional puzzle,” Jenkins told a group of reporters at the Investor Day. “You not only (want) great space and headroom, but also a great cargo area, great rear visibility, and a great aerodynamic taper.”

Jenkins acknowledged the rear would be an acquired taste, but said it was inevitable given the functional requirements, and felt confident it solved many of the traditional drawbacks that come with a coupe shape.

The exact cargo dimensions remain unconfirmed, but both the rear cargo area and frunk looked generously sized on the prototype.

Lucid Cosmos Interior Design

Inside, the Cosmos felt minimalist and upscale. The steering wheel is identical to the Gravity’s. The curved display and center console screen have been replaced with a single, wide display stretching from behind the steering wheel across to the passenger side. However, it stops short of a full pillar-to-pillar span like the MBUX Hyperscreen on Mercedes-Benz EVs. It’s slightly offset toward the driver.

Lucid made the switch from the Gravity’s screen layout to better support autonomy-related features and to create a more shared experience in the cabin. Jenkins called that a “democratic experience” for passengers.

“We have a lot of plans for how to show navigation, how to show our AI system,” Jenkins said. “Third-party applications could occupy not just a small portion of the screen, but perhaps the entire screen if it were the right opportunity, either through higher levels of autonomy, or even when the car is stationary while charging.”

Photo by: Suvrat Kothari

A right-hand drive version of this screen is also planned, which will come with different mounting points. The automaker is planning to expand to seven European countries this year, including the U.K. and Germany.

The interior will offer a mix of fabric and “non-leather” seat materials depending on the trims, with recycled materials on the door panels. And thankfully, Lucid is not ditching the physical buttons, so drivers can easily access important functions like climate and volume without getting lost in touchscreen menus.

While the Cosmos has a sporty and performance-focused design, the Earth will have a more squared-off silhouette, going by the teasers shared by the automaker. A third, unnamed model will be more adventure-oriented, Lucid said.

Lucid Cosmos Range, Battery Options And Charging

While Lucid didn’t confirm the exact battery size and driving range for the Cosmos, CEO Marc Winterhoff said the midsize platform will offer both lithium-iron phosphate (LFP) and nickel manganese cobalt (NMC) battery packs.

LFP is the dominant battery type in China, known for its durability, lower cost, and less reliance on rare earth materials. The trade-off is energy density. LFP batteries are less energy-dense compared to NMC packs, which makes them more suited for lower-priced, entry-level trims. That said, advancements in packaging by Chinese battery giants have narrowed the range gap considerably in recent years.

Lucid said the midsize platform only needs 69 kilowatt-hours of capacity to achieve 300 miles of range. The actual battery size and range could be higher, and that’s something we’ll know more about further down the road. But it sounds like a promising start, as most electric SUVs need bigger packs to deliver that kind of range.

Photo by: Suvrat Kothari

The Cosmos’ battery will also have a structural design, similar to the Tesla Model Y. Its power electronics are housed under the rear seats, which is great for serviceability since most battery issues often trace back to the electronics and not individual cells, Lucid said. This way, technicians don’t have to lift the car and lower the battery for repairs; they can simply access the power electronics from under the rear seats. 

This is also an 800-volt battery architecture, capable of adding 200 miles of range in just 14 minutes of charging. That’s comfortably faster than the Model Y and the new Rivian R2, and in a similar ballpark as the BMW iX3 and the Volvo EX60. 

It will also support an important feature most Teslas don’t have yet: AC bidirectional charging. That will include vehicle-to-home (V2H), vehicle-to-load (V2L), vehicle-to-vehicle (V2V), and vehicle-to-everything (V2X) capabilities. So you will be able to power external appliances, light up your camping site, and even power your home with the appropriate installation and equipment.

Power will be moved into and out of the vehicle via a Tesla-style North American Charging Standard (NACS) port, positioned at the rear left of the car.

Lucid Cosmos Centralized Architecture

The midsize platform takes the Gravity’s zonal architecture a step further with a centralized architecture. That means a simpler, more capable electrical and computing system that also costs less to build.

Photo by: Suvrat Kothari

The automaker showed us a torn-down version of this electrical system, and the component count looked shockingly lean. While the Gravity has about twelve electronic control units (ECUs), the midsize platform has a total of only three ECUs. There’s a large central ECU and one each on both sides of the car. ECUs are essentially the computers serving as the “brains” of the car, controlling and managing its various functions.

The result is that the Cosmos has just 0.6 miles (1.1 kilometers) of wiring, which is less than the Tesla Model Y’s 0.8 miles and the Xiaomi SU7’s 1.4 miles, according to Lucid. Fewer ECUs will allow more frequent over-the-air updates, and enable more AI and autonomous features over time due to the simplicity of the system, Lucid said. It also simplifies vehicle assembly and lowers manufacturing costs, which is critical for the automaker to hit that $50,000 starting price.

Lucid Cosmos “Atlas” Drive Motor

In a closed room, Lucid officials showed us the new Atlas drive unit that will go into its midsize EVs. A drive unit typically consists of a planetary reduction gear set, differential, rotor, stator, along with an inverter and an integrated cooling system.

To illustrate just how compact Atlas is, Lucid placed it alongside the drive units from a Model Y, a Hyundai Ioniq 5, and the Gravity. Atlas looked visibly smaller than both the Tesla and Hyundai units, and even smaller than Lucid’s own Zeus motor from the Gravity. The Ioniq 5’s unit looked bulky, by comparison.

Photo by: Suvrat Kothari

Atlas has 30% fewer parts compared to Zeus, a 37% lower bill of materials, and is 23% lighter. And the front and rear Atlas drive units are essentially the same, further lowering the manufacturing complexity. Its tiny size also explains the Cosmos’ excellent packaging and interior roominess—both of which are also the Gravity’s hallmarks.

With 40% better power density and 10% better energy efficiency than the Model Y’s drive unit, Lucid is projecting the Cosmos to deliver up to 4.5 miles per kilowatt-hour of efficiency. Most EVs in the U.S. today deliver between 2.5 and 4.0 miles per kWh of efficiency in the real world. Although efficiency also gets affected by driving style, climate, and road conditions.

On the performance front, you can expect the all-wheel drive versions to go from 0-60 miles per hour in 3.5 seconds, while the rear-wheel drive models will be the range and efficiency champions.

Lucid Cosmos Body And Megacastings

I also saw the Comos’ body in white, which is the bare steel and aluminum shell of the car before the powertrain, interior, and chassis components are installed.

A notable difference here was the lack of gigacastings. Lucid engineers said that instead of casting the entire front or rear underbody as a single massive aluminum piece—as Tesla, Volvo, and a growing number of automakers have done to cut costs—the Cosmos uses smaller steel and aluminum castings along with aluminum extrusions.

Photo by: Suvrat Kothari

However, it does use megacastings above the wheel arches on all four corners. Lucid said avoiding the larger gigacastings will help keep insurance costs down and lower the total cost of ownership over time. It’s a direct response to a well-documented concern in the industry, where EVs have faced criticism for being expensive to repair after even minor collisions.

Avoiding gigacastings also allowed engineers to design a multi-stage crumple zone up front, which is the part of the body that gets impacted in a frontal collision. This first collision layer is designed to absorb minor impacts and repair easily. A second, stronger layer handles more serious collisions while keeping the shell intact, and repairs still feasible. But gigacasting does tend to lower production costs, so there’s a tradeoff here. We’ll know more about whether it was worth it when we see how much the Cosmos costs, and how easy to repair it really is. 

Looking Forward

Lucid plans to make the Cosmos in Saudi Arabia initially and the U.S. eventually. Initial production will begin in Saudi Arabia by the end of this year, and some early batches will first head to the U.S. The plant in King Abdullah Economic City, outside of Jeddah, Saudi Arabia, will cater to the Middle East, Europe, and other global markets in the future. About six to 12 months after production in Saudi Arabia begins, Lucid is also planning to begin secondary production at its Arizona factory, where most U.S. market cars will be built in the long-term. 

It’s also worth keeping in mind that the midsize EVs are also central to Lucid’s robotaxi dreams. Lucid has already confirmed that the midsize models will launch on the Uber platform in the future. Given the current geopolitical climate and ongoing supply chain disruption due to the war in Iran, the midsize EVs could face some headwinds. However, Lucid officials said the war in Iran had not slowed down things just yet.

But based on everything we know today, the Cosmos will indeed be the most important car Lucid has ever made. And if it lives up to these promises, it could be a game-changer for the brand.

Contact the author: suvrat.kothari@insideevs.com