Toyota Innova is a sleek sedan with ground clearance of an MPV. Innova offers excellent ride quality and luxury coupled with versatile space, superior performance, world-class safety, advanced styling, and solid durability. Innova is equipped with Toyota VVT-I petrol engine or the D4D diesel. Both the engines offer matchless performance. The diesel engine uses the latest common-rail technology for superior performance and exceptional fuel efficiency. This 2.5 L (2494 cm3/cc) engine is specially tuned for Indian conditions, and generates 75kW (102PS)/3600 rpm of power and 200Nm/1400-3400rpm torque.

Toyota Innova has state-of-the art safety features. These include Global Outstanding Assessment (GOA) body, SRS airbags, large disc brakes, collapsible steering column, high rigidity frame, and side door impact beams. Toyota’s going for the kill with this modern, comfy and hugely refined MPV. Leapfrog is a game that’s played seriously by global car companies. Every new model is launched with the hope that it will vault over its rivals. However, the leapfrog game isn’t so intense in India, where outdated models thrive, and leaving little incentive for manufacturers to churn out their new models. But even so, bringing out new models that leap a generation forward does make a difference. Take the battle between the Hyundai Sonata and the earlier Honda Accord.

When the Korean firm launched its luxury car, it sold thrice as well as its Japanese rival, but the arrival of the latest Accord last year swung the balance sharply in the Japanese car-maker’s favor, and the new Accord has virtually wiped out the Sonata. GM India dropped the Chevy Tavera smack into Qualis territory, and with good results. The Tavera may not have dented the Qualis’ sales but it’s seen as a generation ahead and is selling like hot cakes with a six-week waiting list. However, the Tavera’s advantage is likely to be short-lived for in March 2005, Toyota is planning a jump into this market which could deliver better results than Anju Bobby George did in Athens.

When Toyota launches the Innova, it will be not one but two generations ahead of the current Qualis. Toyota will simply skip over the fourth-generation Kijang (the Qualis is the third generation and the Innova the fifth) and offer the freshest model from its stable. The all-new Innova mini-van or Multi-Purpose-Vehicle (MPV) made its world debut only last month in Jakarta. It’s based on Toyota’s new IMV (for Innovative Multi-Purpose Vehicle) platform, which will spawn five different models for sale in more than 140 countries. The Innova is the second model on the IMV platform, the first being the the pick-up model, the Hilux Vigo, launched just last month in Thailand. India forms a crucial part of the IMV project, which relies on global production and supply bases that are all outside Japan (unprecedented for Toyota) to produce vehicles and components.

India is responsible for the transmissions for all IMV models in the world, while diesel engines will come from Thailand and petrols from Indonesia. Remarkably, India will begin manufacturing the Innova only six months after its global launch. You simply can’t compare the Qualis to the Innova, which looks like a spaceship alongside the boxy Qualis which we are all familiar with. Also, the Innova is really a mini-van, offering practicality instead of a rugged image. The Innova’s styling, though very modern, breaks no new ground and is a typical Toyota van with styling cues from the Previa and the Corolla Verso. It has huge, wing-shaped lights and a simple, inoffensive grille with the Toyota logo placed on a central wedge, making it impossible to mistake it for anything but a Toyota. The shapely bumper with its pronounced air intake and fogs along with the chin spoiler adds a sporty touch.

The short bonnet and raked windscreen accentuate the cab-forward design of the Innova, designed to maximize passenger space, the long wheelbase and vast doors hinting at the amount of passenger space. In fact, the 2750mm wheelbase is 250mm more than the Qualis. The flush fitting, bonded rear windows add to the smooth, uncluttered and slightly bland look of the Innova — the only interesting features at the rear are the pyramid shaped tail-lights.

Unlike the Qualis, based on an antiquated C-section type chassis, the Innova sits on a rigid tubular chassis with modern mechanicals. The front suspension is made up of double wishbones with coil springs while the rear, though non-independent, gets a relatively sophisticated set-up with four links and a lateral rod with coil springs. The dampers and rear coils are decoupled, allowing flexible packaging. The Innova, available only in two-wheel drive, follows the standard layout of a longitudinally-mounted engine driving the rear wheels.

Step into the interiors and you’re in for a shock. You think you’ve walked into a luxury car by mistake — there’s a plushness you don’t associate with cars in this category. The dashboard with its interesting two-tone and geometric design looks and feels better than a Corolla’s, and the plastics, switches and buttons have a tactile feel comparable to a luxury car. Power window switches come from a common parts bin, shared with the Corolla. The stereo system sits high up on the dashboard, topped by a sleek looking Multi-information Display (MID). Only available on the top-end model, it gives useful information like outside temperature, average fuel consumption, real-time fuel consumption, average speed, elapsed time, range/distance at your fingertips. Also, the high-end version features mock-wood inserts and features like Park Distance Control (PDC), a boon while parking in tight places.

Interior space and comfort are class-leading, and the Innova feels far more spacious than both the Tavera and its sibling, the Qualis. The front seats are pretty generous, with seat- and steering wheel-height adjustment on some models. The thoughtfully designed middle row is placed quite high off the floor, allowing a comfortable seating posture. Though not quite as comfy as the Safari’s middle-row seats, the Innova has plenty of legroom and width for the central passengers.

The rear seats are economy class but compared to its rivals, the Innova excels. The middle and rear seats flip forward, and tilt in all kinds of permutations, typical of other MUVs in this market. What’s unique is a 50:50 split for the rear seats. It adds to the versatility of the Innova, but limits the rear-most seats to two passengers. Toyota might use a single-piece bench for the Indian model so the Innova can be certified an eight-seater.

For Indonesia, the Innova gets a choice of two engines, a 2.5-litre common-rail turbo-diesel and a 2.0-litre petrol. Both are expected in India, the diesel expected to lead sales. The 16-valve, twin-cam diesel engine produces 102bhp and 20.4 kgm of torque, quite modest for a common-rail unit of this size. However, Toyota has traded power for economy and though we never got an opportunity to test the Innova, Toyota claims it is the most fuel-efficient vehicle in its class. The automatic version gets additional torque (26.5kgm), which implies that Toyota can tune this engine to suit different applications. No road test was possible, but we were taken for a spin around the Karawang test track. The immediate impression was how silent the diesel motor is. Noise and vibrations are incredibly low and clearly a jump ahead of other diesel MUVs. There didn’t seem to be a lack of power either and with a full load of eager journalists, the Innova managed to canter effortlessly past the 120kph mark. The ride was pretty good for an MPV, but you could feel the lumpiness of the live axle, and the suspension clearly lacked the compliance of a regular car.

Toyota Kirloskar Motor (TKM) is tight-lipped about the Innova’s launch, even though a group of TKM officials, including Vice-chairman Vikram Kirloskar, were present for the line-off ceremony at Karawang. We expect the Innova in India by the end of March 2005 at a price comparable to the Qualis. Toyota officials indicate that the Innova’s manufacturing costs are cheaper than the Qualis, thanks to the huge economies of scale expected from the IMV project (Toyota plans to make 500,000 vehicles on the IMV platform in 2005) and simplicity in manufacturing. The only chink in the Innova’s armour is the shape. Potential SUV/MUV owners may not take to its van-like looks, which lack the tough and rugged image of a Scorpio. However, we have learned that an SUV on the IMV platform is on the way later in 2005 and is expected to look like a mini-Land Cruiser.

Toyota said it was very serious about India, but now we know just how serious. The Toyota Innova is powered by a 2 liter 4 cylinder 16 valve DOHC VVT-i engine which is good for 100kW (roughly 135hp) and 182Nm of torque. This is an improvement over Toyota’s previous flagship budget people mover the Toyota user which only has a 1.8 liter engine with no variable valve timing. Some of the features that the 2.0G has are ABS, driver side air bags, front ventilated discs, rear drum brakes, 15 inch alloy rims and a CD player with MP3 support.

The 2.0E model does not have airbags or ABS but everything else is pretty much the same except the trim level with a bit of chrome here and there and better interior. Both the models have those really pretty Optitron meters which I really like! And they both have load-sensing proportioning and bypass valves. Some of you must be wondering what is this “Load-Sensing Proportioning and Bypass Valve (LSP & BV)�. It’s something mounted to the rear suspension of a vehicle and it senses the weight distribution of the vehicle and automatically varies the amount of hydraullic pressure put on the rear brakes. This helps reduce rear-wheel lock-up during braking.

The most appealing aspect of the Innova after its build, turnout and mechanical hardware has to be the room in the cabin, the flexible nature of the seating system, the practicality aspect of the vehicle and of course the high comfort and luxury levels one can specify on a vehicle of its kind. Large opening doors with well crafted out entry and exit parameters are evident as are the thoughtful touches to the seat backs on the two rear rows, both of which could be made to recline. Also the middle row of seats can also slide fore and aft if the need should arise. If that is not all, the style evident on the exterior is backed up with some of the most pleasing interior treatment, notably in the dashboard and the control layout area. Generous cubby holes abound while the air con system has been devised with blowers directed at occupants on all three rows. A duo-tone trim treatment is adopted and the trim and cloth upholstery is top notch. Air bags for driver and passenger are OE in the top spec V-models while an immobilizer is OE on all three spec versions.

We will have the complete gen on the Innova in our next issue where each and every spec version will be outlined and commented on. The company plans to make a total of 54,000 units of the vehicle in 2005-06 and while the pricing has yet not been revealed, it is thought to be in the band of Rs 6.0 to Rs 8.0 lakh (ex-showroom). The competition, and by that I also mean the likes of the Chevrolet Optra and Skoda Octavia have been warned; the Innova means business, in the nicest possible way of course.

Its trend setting design include sporty and curved mono form design, cutting edge aerodynamics, 3 dimensional front, panoramic windows, semi concealed wiper, etc. Interior of this car is also equipped with surrounding cabin, shift6 and rear console, door bottle holder, mobile charger, glove box, better cargo space, two tone relaxing color interior, adjustable passenger’s and driver’s seats, saddle type headrests, chrome plated door inside handle etc.

Exterior of this car include fog lamps, rear lamps, 3 dimensional grille, superior multi reflector headlamps, towering height etc.

Safety features which always give security to the owner of the car include load sensing promotion valve (LSPV), GOA body, SRS air bags (driver and passenger side), large Disc Brakes, Theft Deterrent System (immobilizer) etc.

It has mainly three models

Innova E
Innova E 2.0L Petrol
Innova E 2.5L Diesel

Innova G
Innova G1 2.0L Petrol
Innova G2 2.5L Diesel

Innova V
Innova V 2.0L Petrol
Innova V 2.5L Diesel

Luxury

D4D (Direct-4 Stroke Diesel Turbo Common rail)
D4D engine technology enables the car to be highly responsive and environment-friendly.

12 Volt Power Outlet
Easy-access, multi purpose power supply in the cabin.

Tilt Steering Wheel
Adjustable height of steering wheel for ultimate comfort in driving.

Integrated Key with Toyota auto alarm (TAA)
Toyota auto Alarm System is integrated with the key for practical use (Types G & V only).

Large Console Box
Large front console can be used for multifunctional storage.

Upper & Lower
Glove Box
Spacious double glove box is useful for extra storage.

Road Test

It looks like UMW Toyota has done it again, with the Innova. Barely a month after its launch, the waiting list is rumored to be 13 months if you put your name on the dotted line right now. It also seems that there have been some conversions wherein many of those Toyota stalwarts who have put their money down for an Avanza have shifted their bookings to the larger Innova.

We got hold of one unit, courtesy of UMW Toyota, and took it to Melaka for a weekend run to check it out. First of all, I must say that the interior space is impressive, and why not? After all, the Innova shares the same base platform as the Toyota Hilux, both models being part of the IMV project, Toyota Motor Corporation’s International Multi-purpose Vehicles exercise to develop and manufacture multi-purpose vehicles outside of Japan. Mooted as a 7-seater, the Innova will easily seat eight people if the need arises. Of course we did not have a family big enough to fill her up, but we carried a whole lot of stuff around in it instead.

The Innova is an easy vehicle to drive despite its large size. From the driver’s seat, you have a commanding view of your surroundings through the generous glass area, and the powerful 2.0 liter engine works well with the 4-speed automatic gearbox to move all of its 1.5 tons without much fuss. Of course it is not a road scorcher; the power is adequate if you are not in a hurry, although it can put on a reasonable turn of speed of anything up to 160 kilometers per hour if given a long enough stretch of road. Anyway, its shape and size is not one that will stir up any visions of race or rally driving. The designers were quite clear in their objectives when coming up with the power and drive train package. It is not made to point and squirt; flooring the accelerator merely makes it change down and make a lot of noise without any appreciable burst of speed. It is better to just apply gentle throttle pressure, and let the inertia be overcome naturally. Understandably, we did not even bother to check out the Innova’s zero to hundred times. However, once it gets up to speed, it is quite easy to maintain a cruising speed of around 140 to 150 kph.

On the road, it is quite well behaved. Straight-line stability is of no issue, and lane change characteristics are quite good actually. The rack and pinion steering arrangement appears to give some benefits here. Unlike the Avanza, the Innova’s gear ratios are better, so you don’t get to hear the engine screaming. Around corners, the Innova handles well for an MPV. The suspension is tuned to be a lot softer than that of the Hilux, and of course the rear coil springs help a lot in this department. The ride is pretty good, although it is a little choppy at times, especially when traversing the wavy stretch between the Cyberjaya exit and Seremban.

Our fuel cost for the trip cost around 22 sen per kilometer, not bad, considering the weight and size of the vehicle. We did not really push the vehicle, so I would venture to say that this figure would be what the average user would experience. I figure the manual transmission model would be about 10 to 15 percent more economical on fuel. In the overall analysis, I find the Innova a practical vehicle for those who need the space and carrying capacity. It looks decent enough with its smooth flowing lines; it won’t win any beauty contests, but it is not ugly either. The engine is powerful enough to serve its purpose while offering good fuel economy for a vehicle of its size, and the interior is comfortable. Priced between RM87,900 and RM102,900, the Innova is good value for your money, especially if you need to ferry people around a lot.

Overall the vehicle has been designed to offer comfortable seating, be it in the front, middle seats and even the rear seats. There is enough space too for a good amount of luggage behind the rear most seats, more or less equivalent to the luggage space in a larger hatchback. The seating offers total fatigue-free ride on long journeys, with its streamlined ergonomics and the excellent driving position one can achieve by adjusting the rake of the steering column as well as the height of the seat. The Innova is indeed a milestone for the Indian user, and a big leap forward for the automotive industry in the country. The advent of the Toyota Innova has certainly made a very significant point. It has beyond doubt elevated the benchmark several levels higher for other manufacturers in our country, while offering the Indian buyer a family car he would be proud to possess.

Specifications

Toyota INNOVA (diesel/petrol)
Engine Type: Liquid cooled 4-cylinder inline
Valve Layout: 16V DOHC
Displacement: 2494cc/ 1998cc
Fuel Injection: Common rail/ EFI with VVT-i
Max Power: 102PS@3600rpm/ 136PS@5600rpm
Max Torque: 200Nm@1400-3400rpm/ 182Nm@4000rpm
Transmission: 5-speed manual
Suspension F: Independent wishbone type with coil springs and stabilizer
Suspension R: 4-link, coil springs
F Brake: Discs (ABS on V version)
R Brake: Drums
Wheels F/R: 15 x 6J (alloys in V version)
Tyre F/R: 205/65 R15 (tubeless)
Length: 4555mm
Width: 1770mm
Height: 1755mm
Wheelbase: 2750mm
Ground Clearance: 176mm
Fuel Capacity: 55 liters
Kerb Weight: 1585/1510kg
Instrumentation: Tachometer, trip meter, digital clock, tilt power steering, door ajar warning, seat belt warning, ABS, driver and passenger side airbags, engine immobilizer.

The 2007 Toyota Yaris is the first Toyota to arrive on these shores that uses Toyota’s new Zen-like “Vibrant Clarity” design philosophy. “Vibrant” apparently refers to the design’s innovative character while “Clarity” stresses its rationality. The Toyota Yaris is a car that forces you to be honest with yourself. It’s no luxury car and it’s no boy racer. It’s just a simple sub-compact. Now comes the honesty part: What do you really need in a car? I believe this is the car many Americans have been waiting for - it’s stylish and functional yet it has great performance and it’s easy on fuel. Price: TBA; warranty: 3/36,000.

First Glance: “Vibrant clarity”
The 2007 Toyota Yaris is the first Toyota to arrive on these shores that uses Toyota’s new Zen-like “Vibrant Clarity” design philosophy. “Vibrant” apparently refers to the design’s innovative character while “Clarity” stresses its rationality. Or something like that. I’d call it edgy with a distinctly Italian flare (even though it’s designed in France). Anyway, I think it’s an absolutely gorgeous little car.

The Yaris has a forward-leaning stance like an athlete poised to compete. The impression created is of power with great balance. There’s very little front overhang. With its extra wide stance, flowing shoulder line from front to rear and the integrated bumpers, it’s extraordinarily well proportioned.

The most distinctive design feature of the 5-door (sold only in Canada; America gets 3-and 4-door versions) is the vaguely S-shaped doors, which catch the light in interesting ways. I was told engineering these doors posed a number of challenges and heated emails reportedly flew between Europe and Asia while things were getting sorted out. This is the new design philosophy will infuse all of Toyota’s future offerings. God help those engineers!

In the Driver’s Seat: Small, sensible and safe

My sole complaint with the Yaris’ predecessor was its inexplicable lack of power windows and remote key locks in Canadian-spec models. Thankfully this has been corrected in the 2007 model.

The ergonomics are now outstanding, with one exception: the sound system controls. I often had to take my eyes off the road to adjust the radio and there’s no “zen” is crashing your car into a light pole. On the other hand, the HVAC controls, which are stacked vertically in the center console (to save space), are adjusted easily via huge rotary dials. No fiddling (or second glances) required.

Just because the car is small doesn’t mean the doors are. Access via both the wide front doors and surprisingly large rear doors is very easy. The seats provide ample space even for the really folk among us. About the only ones who might find the front seats a bit tight are people like my friend Chuck who, though not much over 6′ tall is, as they say, all legs.

The Yaris also proves that all you folks who think the only safe car is a big car are wrong. It received a prestigious Euro NCAP 4-star rating for both occupant and pedestrian safety. It has all manner of air bags and even whiplash impact lessening seats.

On the Road: A great all-rounder

I managed put over 300 miles on the front-wheel-drive Yaris during the seven days I drove it in and around Toronto. It was mid-December and the weather was foul even by Toronto standards. I had to drive all manner of road conditions, mostly horrid. During both short hops and longer trips, the Yaris’ road manners were exemplary and its handling nothing short of remarkable.

The Yaris is built on a new platform that produces quite a good ride. Speed sensing electric power steering works with the new suspension to produce truly remarkable turning and straight-line stability.

Power comes via an 1.5L, 4-cylinder engine producing 106 horsepower and 103 lb-ft of torque. If you don’t know what that means, don’t worry. It’s enough power for most situations.

Driving at expressway speeds (75mph) in fierce crosswinds posed no problems for this little beauty. Very little road, engine or even wind noise intruded at those speeds even with the heavy crosswinds.

I recorded 32mpg - not bad given the low temperatures, bad roads and the preponderance of city driving, but not all that great either.
Journey’s End: Subcompacts aren’t as small as you think I invite all you folks who remain unconvinced that any sub-compact can satisfy your space requirements to take a long, careful look at the Yaris. This one is a lot bigger inside than it looks.

There is a large storage space behind the rear seats and the rear seatbacks can be folded down to accommodate large or awkward objects. My friend’s wheelchair fit easily back there.

The flat cabin floor means three people can ride in the rear seats in reasonable comfort provided none are too broad of beam. And when they’re back there, they’ll have a great view of what’s going on outside. Tall doesn’t matter. I’m close to 6 ft and I had at least 4 extra inches of headroom.

By the time I returned the car to Toyota at the end of the test week, I had made up my mind that this is the car I will buy for myself if - God forbid - I should ever lose this gig and actually have to put down my own money on a set of wheels.

The Yaris is everything I need or want in a car. It’s attractive and it’s compact enough to tuck into almost any space. Yet it’s roomy enough for four full size adults plus their overnight bags and a weekend’s worth of groceries. It’s cheap to buy and economical to operate. And because it’s a Toyota, it’ll run forever.

The 2007 Yaris, Donning European styling, leading-edge fuel consumption technology, and outstanding value, the Yaris effortlessly takes sub-compact cars to the next level. Like the Hatchback, the Yaris also comes with a long list of standard features, including:

4-speed automatic or 5-speed manual transmission
Front bucket seats
4 speaker, AM/FM CD audio system
3-spoke, tilt steering wheel
3-point lap and shoulder belts
Rear seat heater ducts
Anchor points for child restraint seats
Halogen headlamps

MODELS

Optional Features
Air conditioning
Keyless entry
Power door locks
Power windows
Front side airbags
All-season tires
In dash 6-disc CD changer
Rear spoiler

ENGINE:
1.5 litre
4-cylinder
16-valve
106 hp
Dual Overhead Cam (DOHC)
Variable Valve Timing with intelligence (VVT-i)
103 lb.ft of torque at 4200 rpm

Toyota Corolla is among the best of the compact sedans: reliable and economical yet refined and comfortable. The 2005 Corolla line sees the addition of a sporty new XRS model, while the entire line gets some enhancements. All 2005 Corollas feature a restyled front fascia and redesigned tail lamps. A Corolla LE equipped with the optional leather interior almost feels like a miniature luxury car, a baby Lexus. For 2005, the Corolla LE gets a Lexus-like Optitron center cluster meters along with fabric-covered sun visors and center console lid. A new JBL audio system with eight speakers is available on the LE grade.

One of our few complaints about the Corolla line was that the S model offered more show than go. The new XRS model addresses this with a sports suspension and a 170-horsepower 1.8-liter engine. Toyota says the Corolla XRS offers exceptional throttle response throughout its broad power band and can accelerate from 0 to 60 mph in less than 8 seconds. New safety options for all 2005 Corolla sedan models include side curtain airbags with seat-mounted side airbags and a vehicle stability control system (VSC); the latter designed to eliminate skidding.

This is in addition to optional anti-lock brakes with electronic brake-force distribution, which improve steering control in an emergency stopping situation and enhance braking stability and effectiveness. Cloth or leather, the seats are comfortable and supportive. Big heating and air conditioning controls, simple, straightforward radio controls, well-designed cup holders, and plenty of cubbies for storing stuff make for a convenient interior. Getting in and out of this four-door sedan is easy and the back seat is surprisingly roomy and comfortable. The standard four-cylinder engine revs smoothly and delivers good acceleration performance. Corolla earns an EPA-estimated 32/40 mpg City/Highway when equipped with a manual transmission. Both the manual and the automatic transmissions offer smooth shifting, and the manual is very easy to operate. All models have a smooth, comfortable ride and responsive handling. The XRS is designed to kick it up a notch.

Model Lineup

Toyota Corolla comes in one body style, a four-door sedan (not counting the Matrix). The Corolla CE, S, and LE come with a 126-horsepower 1.8-liter four-cylinder engine. The Corolla XRS gets a 164-horsepower engine. The 2006 Corolla line carries over with no significant changes. The Corolla CE is available with a five-speed manual transmission or a four-speed automatic. The CE comes standard with air conditioning (with an air filter), AM/FM/CD stereo system, power steering, tilt steering column, tachometer, intermittent wipers, digital clock, outside temperature gauge, trunk lamp, and a dome light with delay.

Corolla S, available with the manual or automatic, gets wider 195/65R15 tires and sporty styling cues: smoked headlight lens extenders, integrated fog lamps, and an aerodynamic body package with color-keyed front and rear underbody spoilers, rocker panel extensions, and rear mud guards. Inside, the S gets a unique cloth interior, a sporty tachometer, chrome accents, and a nice leather-wrapped steering wheel and shift knob. The S is also upgraded with power door locks, power mirrors, a vertical seat-height adjustment, and mirror-mounted map lights. Power windows with keyless entry and cruise control are included in the optional Enhanced Power Package.

Corolla LE manual and automatic is upgraded with popular convenience features, including power windows, remote keyless entry, halogen headlamps, and variable intermittent wipers. The LE is distinguished with body-colored door handles; it lacks the sporty body cladding of the S and looks the better for it. Inside, the LE gets wood-like trim and upgraded cloth seating surfaces. An optional leather package is available for the LE that gives the car a luxurious look and feel and includes cruise control. Aluminum wheels are available, which improve the appearance of the LE and should improve its handling slightly.

Side-impact airbags and curtain airbags are optional on most models and we strongly recommend them for the additional protection they can provide to the heads and torsos of you and your passengers if someone rams the side of your car. Anti-lock brakes with electronic brake-force distribution is an optional and we recommend it; ABS helps the driver maintain steering control in an emergency braking situation, while EBD helps maintain full braking pressure even if the driver makes the common mistake of relaxing pedal pressure. Optional Vehicle Stability Control helps the driver maintain control in corners by compensating for skids. Cruise control and the sunroof are available as stand-alone options.

The Corolla XRS is powered by a 164-horsepower 1.8-liter mated to a six-speed manual transmission. The XRS features a sport-tuned suspension with revised steering and 16-inch aluminum alloy wheels and Michelin performance tires (an upgrade from the standard 15-inch wheels on all other Corolla grades). Special interior and exterior trim distinguishes the XRS. Additional standard equipment includes anti-lock brakes with tire-pressure monitors, front and rear disc brakes, and cruise control.

Interior

Classic Toyota’s style: everything is simple and convenient. I’d even say, too simple. Driver’s place is comfortable. There is enough room even for tall adult (I’m 6′2″ and had no problem to fit in). The pedals, the shifter and lights/wipers controls are exactly in place where you needed them most. The interior is not noisy. Dashboard panels fit perfectly. The trunk is normal size (it’s a small car though) and folding rear seats down can increase its volume. You will enjoy more the interior design in models from 2003; it’s more spacious and stylish. Especially the instrument panel illumination.
The engine

The 4A-FE DOHC engine (upper picture 100 h.p 1.6L, 16 valves, 1993 - 1997 Corolla) is very simple, reliable, durable and economical. This engine will never give you a problem if you maintain it well. From 1998 Corolla comes with newer engine: 1.8L 16 valve model 1ZZ-FE. It has lightweight aluminum block and aluminum head. Tuned intake manifold allows the engine to perform more evenly. No more timing belt - using the chain instead allows reducing maintenance cost. Models after 2001 come with variable timing for better efficiency. This engine also appears to be very reliable. It has impressive power (120 h.p) and really low fuel consumption. The engine runs very smooth at any speed range; I’d only mention that it’s a little noisier than previous model.

Weaknesses

Only minor problems: the 1998 - 2002 models may have problem with leaky water pump or noisy serpentine belt idler. Luckily it’s not very expensive to fix. Also, in my opinion, the interior is made too simple.

Driving Impressions

The Toyota Corolla is smooth, convenient, and easy to drive. For many owners, this car quickly fades into the background, allowing them to focus on other aspects of their lives. It’s hard to find faults with this car. The standard 130-horsepower four-cylinder engine is quiet, smooth and refined. It delivers brisk acceleration performance with a broad power band for nice, linear acceleration. There is no difference in engine, transmission or suspension between the CE, S, and LE trim levels.

The electronically controlled four-speed automatic transmission is nicely matched with the engine. It includes a shift logic system that helps hold a gear longer than it might otherwise if it senses the car is going up an incline or the driver wants plenty of power while passing. For those who enjoy doing their own shifting, the five-speed manual allows for more performance as the engine’s power can be better utilized. It shifts easily via a relatively tall shifter. Both the gearbox and clutch are smooth and easy to operate. The manual transmission earns an EPA-estimated 32/40 mpg City/Highway, while the automatic gets 30/38 mpg.

The power steering is just right, providing a nice feel without being too stiff or sloppy. The suspension has been tuned to give a smooth ride, which is helped by a relatively long wheelbase. Body roll (lean) is minimal and the car feels secure and stable at all speeds. The suspension is soft and does a good job of soaking up bumps and road vibration, giving the Corolla a nice, smooth ride that we really liked. The Corolla handles well, though those who enjoy the crisp handling of a sports sedan may want to opt for the XRS, which has a stiffer suspension.

The new XRS is powered by a newly tuned version of the 2ZZ dual overhead cam engine and six-speed manual transmission found in both the Celica GT-S and Matrix XRS. The 1.8-liter four-cylinder produces 170 horsepower at 7600 rpm and 127 pound-feet of torque at 4400 rpm. It’s tuned for more mid-range torque and features Toyota’s VVTL-i variable valve timing and lift system for a burst of power from 6000 to 7600 rpm. EPA fuel economy is rated 25/32 City/Highway. The XRS features a sport-tuned suspension with higher-rate coil springs and shocks and a lower ride height (a half-inch lower). A sport strut tower brace is mounted between the shock towers. Larger 16-inch aluminum alloy wheels come with Michelin performance tires. The revised steering system features a more rigid steering column, designed to improve response. A power steering rack specially developed for the XRS allows for better steering feedback.

Walk around

The Corolla looks like a small Camry. Its ovoid headlights are similar and its rakish yet curved shape is in keeping with the Camry and Lexus ES 330. Thick A-pillars at the front and thick C-pillars at the rear give the Corolla a solid look while hefty bumpers add to its substantial appearance.

Corolla comes standard with 15-inch steel wheels, but looks like it could do with larger wheels and tires that would fill out the wheel wells more effectively. Aluminum 15-inch wheels are an option for LE models. At the rear, the Corolla has a high trunk line in keeping with the car’s high belt line. The taillights match the shape of the headlights nicely. Part of the taillight module is actually mounted in the trunk lid. This is fine except that the design causes the trunk lid to be narrower than it might be.

The doors have reasonably wide openings, which makes getting in and out easy. That’s a benefit of the long wheelbase (102.4 inches), which also means that the rear wheel wells do not protrude into the rear door as much as they do on some compact cars. The Corolla’s looks and handling are enhanced by its relatively long wheelbase and relatively short overhangs front and rear. The Corolla S is distinguished by its sporty front spoiler, body-colored side rocker panels and rear skirt, along with its fog lamps and smoked headlamp masking. The XRS gets 16-inch wheels that visually fill the wheel wells better. Distinguishing the XRS is a rear color-keyed spoiler, a color-keyed bezel surrounding the grille, and unique badges.

Technical Specification