The Toyota Corolla
|Review Notes: Toyota Corolla|
|Personality||Cross between economy car and Lexus|
|Unusual features||Especially efficient and reliable|
|Above Average:||Comfort, quietness, ride, lack of pollution, gas mileage, resale value|
|Needs Work In:||List price, minor issues|
The previous-generation Toyota Corolla was a major advance over past models. The current generation is, as one would expect from Toyota, evolutionary rather than revolutionary, fixing deficits without cutting back on Toyota strengths.
Handling on our Corolla S seems better than on our prior-generation Corolla LE, with the comfortable, well-cushioned ride largely preserved. The less-than-idea air conditioning has been beefed up, so it seems to easily outperform the Civic and comes close to the class-leading Neon - but without excessive drag on the engine. (The air seems to have been improved in 2004 models over the 2002 and 2003 versions). Interior space has been expanded so that it is now a true four-passenger car, with room for five in a pinch. The engine feels very peppy, yet gas mileage is surprisingly good - 29 city, 38 highway, with an automatic transmission. That equals the Neon's gas mileage with a manual. What's more, it does it with a remarkably clean-burning engine which, unlike the Civic, feels strong from idle on up.
Even minor annoyances of the past Corolla seem to have been attended to. The flimsy-feeling door handles, for example, have been replaced by Volvo-style "pull and it opens" handles which are easier for people with larger fingers or gloves on. On the darker side, you still have to empty out the entire trunk to get to the spare tire.
The bland-Japanese exterior has been updated with a more European-bulbous look, with the front end getting the Lexus treatment and the sides looking more Volkswagen than Toyota. The rear has clever tail-lights with integrated amber turn signals for safety.
The interior of our Sport (S) model is clean and simple, with many ergonomic features and a quality feel absent from the Ford Focus. The whiteface gauges are cleverly backlit at night with a bluish-white, even backlighting (fluourescent?) which is adjustable so night vision is not lost. The numbers are large and easy to read, and the overall effect sporty without being distracting. The speedometer goes up to 110 mph, a reasonable number - the Corolla can almost certainly reach it, and few people are likely to ever exceed it. This number also keeps the magical 60 mph near the top of the gauge, so that the tachometer's redline and the legal speed limit are in roughly the same spot, making it easier to process the information. A smaller temperature and gas level gauge are off to the right, with the fuel door shown by an arrow (so you pull up on the correct side of the pump).
The switches and knobs all have a solid feel, and again are large enough to be operated by people with gloves. A separate stalk contains the cruise control, with up adding speed, down reducing it, and a pull cancelling the control for the moment. An on/off switch on the end of the stalk shuts it off entirely. We have found this to be the ideal setup.
The climate control is easy to understand and use, without the confusion of the Neon - air conditioning is engaged with the press of a button, as is recirculation and the rear defroster. Underneath these oversized buttons are oversized knobs, for setting the vents, fan speed, and warmth. The side vents can be shut off, but the center vents cannot. All use old fashioned rectangular outlets which can be easily adjusted and, unlike many new cars, do not aim right at the driver's arms - a welcome change from the routine.
Our Sport (S) model had a variety of places to put things. There were two primitive but deep cupholders, wtih a slot between for holding sunglasses, a pull tray on the left of the steering wheel, two compartments (one padded) in the center stack, a covered center console, and map pockets on both front seats. The past generation's primitive coin holder remains, and while the center console has a power outet, it does not have slots for CDs, tapes, or coins. On the lighter side, the glove compartment is large enough for more than the warranty and and manual - you can even store full size sheets of paper in it. Rear passengers get a moderately flimsy cup holder which can probably last a long time with adult use, and is far enough from children to avoid the worst abuses (but since they probably won't be able to reach it, it's not very useful for them).
One odd trait continued since the last model is the traditional Asian electric window lockout which, for reasons we may never understand, prevents the driver as well as the passengers from operating rear and passenger side windows.
Headroom is surprisingly good, the seats very comfortable, legroom good unless you have tall people in both front and back on the same side. Child seat attachments are clearly marked and readily accessible, a welcome change from many current cars. The trunk is spacious for a compact car, and fold-down rear seats help when you need to carry especially large objects.
The engine is eager and willing, though it runs out of power on sustained sprints, and feels better under part throttle. Acceleration is very quick from idle to 30 or 40 mph, but as with most modern cars, the shift to second robs quite a bit of power. It is still more than enough speed for most people, and you don't have to floor the pedal or rev up to 6,000 rpm to get it. This alone makes the Corolla a worthy alternative to the rev-happy but generally undistinguished Civic.
Acceleration is certainly better in the higher rpm range but is not bad from idle. In city traffic, the Corolla feels stronger than it is thanks to well-designed pedal-to-fuel curves. Under part throttle we generally outran other cars from stops, because most people simply do not use all of their acceleration, so we feel safe saying that acceleration is more than enough for nearly all drivers. Under hard acceleration, the engine is not excessively noisy, but it does sound less like a muscle car and more like an economy car. We should also note that the automatic transmission tended to shift roughly under anything more than a very gentle acceleration, and that the gearshift had first and second gear positions, but no overdrive lockout (a minor issue).
Handling is very good in general, though the Neon, Focus, and Civic will all outhandle the Corolla in situations most drivers never subject their cars to. Most drivers will find that the Corolla does everything they ask for it, willingly, and those who want more will find a simple change of tires will go a long way towards filling their needs. The Corolla feels nimble and quick, even if the tires tend to protest under stress.
The Sport Sedan model comes with fog lights, color-keyed door handles, rear mudguards, front and rear spoilers (the rear spoiler serves no real function), power mirrors, locks, and windows, four-speaker CD, filtered air conditioner (a boon to those with allergies or small children), a different speedometer, chrome door handles and shift lever which add a sense of class, a leather wrapped wheel with tilt steer, rear defogger, tachometer, and remote trunk and gas releases. The price for this is $15,315, well above many competitors, but there are less expensive Corollas which are a better deal for most people. Our model, by the way, also had optional packages - weather guard ($70 and well worth it), cruise ($250), six-speaker stereo ($40 and again well worth the price), ABS ($300), alloy wheels (a bad deal at $825 - the tires are still Goodyear Integritys!), and of course floor mats ($87). The total, with destination charge, ended up at $17,977, not too far from the absurdly fast Neon SRT-4 ($19,995) and well above the insanely discounted Neon, Cavalier, and Lancer. The Corolla distinguishes itself from these models with proven high reliability, excellent gas mileage, greater comfort, cleaner emissions, and a strong trade-in value. (In the case of the Ford Focus, you can add a refreshing absence of fires and recalls.) The Civic is priced in similar fashion, but in our opinion represents less of a value due to its lower level of creature comforts and lack of real advantage over the Corolla to anyone other than tuners, who would be better served with a Neon than a Civic anyway.
The Corolla is built in Fremont, California and in Ontario, Canada. By comparison, the Dodge Neon is built in Michigan for a German-owned corporation (DaimlerChrysler AG); the Chevrolet Cavalier is built in the US, for an American-owned corporation; and the Ford Focus is built on an Asian design and is built in the US and Mexico; the Mitsubishi Lancer is built in the US; and the Honda Civic is built in the US and Canada, but by non-union workers. It is worth noting that Toyota has committed to expanding their US operations, while Ford is moving more to Mexico.
Overall, the Toyota Corolla remains one of the best choices for commuter vehicles, providing the comfort of much larger, more expensive, and less environmentally friendly cars. As a corporation, Toyota has proven itself responsible to its employees, its customers, and the environment. The Corolla is more fun than in the past generation (at least in Sport trim), though the Neon is still king of the class in performance. It's hard to find a better all-around vehicle than the Corolla.