Toyota
Toyota Corolla
The lowest-risk used car in America, with a CVT that has aged better than most of its rivals'.
The twelfth-generation Corolla is the point where the car stopped being purely transportation. The TNGA-C platform gave it an independent rear suspension and a genuinely rigid shell, and the interior materials moved up a class. It is still not fast, but it no longer feels like a penalty box.
The Direct Shift-CVT deserves specific mention because CVTs are the usual reason to avoid a compact car. Toyota's version adds a conventional first gear that handles launch before handing off to the belt-and-pulley system, which removes the drone and slippage feel that makes other CVTs unpleasant. Reported failure rates have been low, and a transmission fluid change around 60,000 miles keeps it that way.
Running costs are the lowest of any car in this list. Filters and pads are inexpensive, an oil change is a 20-minute job with excellent access, and fuel economy in the high 30s is realistic on the 2.0L. There is very little to say about failures because there are very few.
Generations
What changed, and which years share the same hardware.
Eleventh generation (E170)
2014–2019
Grew substantially in wheelbase and rear legroom. The 1.8L 2ZR-FE four was paired with a CVT on most trims; the LE Eco used Valvematic for a small economy gain. Basic to drive but exceptionally durable.
Twelfth generation (E210)
2020–2025
Moved to the TNGA-C platform with a fully independent rear suspension, a stiffer body and a much better interior. Added the 2.0L M20A-FKS four alongside the carryover 1.8L, plus a hybrid using the Prius powertrain. The Direct Shift-CVT added a physical launch gear to fix the rubber-band feel off the line.
Thirteenth generation
2026–present
Continued evolution of the E210 architecture with an updated hybrid system and Toyota's newer infotainment and driver assistance stack.
Model years
Reliability, reported issues and annual running costs, year by year.