Corolla/Matrix

Vehicle: 2011 Toyota Corolla LE with Premium Pkg
Price as tested: CDN$23585

Performance: All models except for XRS is powered by Toyota’s proven 1.8 liter DOHC 16-valve 4-cylinder mill with variable valve timing and intelligence. It has 136hp and 128 lb/ft of torque, which is acceptable by its class standard. The refinement, flexability and NVH are acceptable given this powertrain’s age underneath Corolla’s skin. When mesh with the electronic throttle, the Corolla takes off quite remarkably even with its ancient 4-speed automatic.

The aged, or what Toyota would like us to call “proven” 4-speed automatic already behind the rest of the competitions. When the rest of the world already have 5 or 6-speed, even CVT, Toyota still stuck with their so-called tried-and-true powertrain combination. The problem with 4-speed automatic is there aren’t enough gears for the powerband to hit the sweet spot. Whenever a driver lifts off the throttle, its ridiculously downshifting for lower gears. It is also hunting for the right gear when upshifting. Because in between very low 1st and very tall 4th gear, it needs more gears to spread through the rev range. To make things worse, Corolla doesn’t have any manumatic mode (forget about any paddle shifters on the steering wheel, damnit!) for driver to use the rpm more effectively. The reason we think the NVH is “acceptable” is because the 4-speed automatic haven’t generated as much engine noise as expected, which is a very big surprise. Its a big surprise but a very nasty surprise. Shame on you, Toyota.

Aside from the lack of an advanced automatic gearbox. The lack of small turbocharged engine, direct fuel injection and dual clutch gearbox have made Corolla fallen out of the pack.

Handling: Corolla’s dynamic abilities have always been about having ideal compromise of its target audience. Every generation of Corolla have hit that spot right on. The latest Corolla has a solid and rigid platform, which is a decent place for any performance-oriented models to base on given its stiffness. Corolla has proved itself quite literally when it comes to balanced ride and handling. Its handling is certainly far from entertaining, as there aren’t any cars in its segment as fun to toss around corners as Mazda3 and Honda Civic. Corolla has done for what its worth when it comes to amount of understeer and body rolls. The VSC is good enough to eliminate any understeer and oversteer when pushed it hard into a corner. The electric steering has zero steering feel and feedback, while its precise enough for turn-in. The suspension provides decent ride comfort to absorb all the roughness and patholes of what we called poorly paved Canadian roads.

Brakes: The front discs and rear drums, with standard ABS, provide decent braking performance with our Corolla tester. The stopping distance is short while the pedal feels alive. ABS only steps in at the right time without unwanted intervention.

Interior: Along with proper fold-down rear seats and a nicely cut-off trunk, Corolla’s corner cutting has come obviously with the instrusive trunk hinges.

Another corner cutting measure Toyota has put through Corolla is the use of the interior materials. There are plenty of rotten plastic along the dashboard and door panels, which is a significant downgrade from any of its predecessors. The velour seats only provide enough back support while thigh and side supports are at premium. The faux wood trim looks so faux, its bad enough to give any faux wood trim bad reputation. The biggest problem is the lack of many standard features consumers expect from a small car these days. No bluetooth capability, no USB port plug-in…don’t even think of anything remotely similar to Elantra’s 4-zone climate control in the Corolla.

Conclusion: An ancient 4-speed automatic gearbox, anemic engine and a cheap interior are enough for me to write Corolla off the recommedation list. Not to mention the lack of feature content compares to many of its rivals. To add insult to the injury, Toyota is no longer able to sold for premium price “according” to their bulletproof quality and reliability. That’s really pitiful because Corolla used to be one of our favourite cars on the road.

The 11th generation Corolla just can’t come soon enough……..!!

Competitions:
Mazda3
Honda Civic
Hyundai Elantra
Chevrolet Cruze
Kia Forte

OVERALL VERDICT FOR 2011 Toyota Corolla
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Performance: 2/5
Handling and ride/fun-to-drive: 2.5/5
Interior/ergonomics/user-friendliness: 2.5/5
Fit-and-finish/build quality: 2.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2.5/5

Overall rating: 2.5/5

Vehicle: 2009 Toyota Corolla XRS
Price as tested: CDN$21655

Performance: With the introduction of the new XRS, the outgoing model’s fun yet rev-happy Yamaha-developed 1.8 liter VVTL-i has gone for a more mundane engine. This is the same 2.4 liter DOHC 16-valve 4-cylinder VVT-i engine as in Camry. The result is a more muted driving experience without all those high string revving fun of the previous motor. The high revving, cam changing sound and aura of the previous XRS have gone for history. In for the more refined, for a econosport, more boring is even more appropriate in this case. 158 horses definitely won’t get anyone who is shopping for econosport heart pounding neither. While 162 lb/ft of torque is more than enough for typical Corolla buyers, it isn’t going to make it when consumers are cross-shopping its more powerful peers. The saving grace is Toyota’s usual engine refinement and NVH remain intact with the latest generation of XRS. The drivetrain smoothness have always been amazing in Toyota’s 4 bangers. In 2.4 liter guise, its no exception as it has been used along the Toyota range for the last couple of years. Unlike the previous XRS, which was only available with stick shift. The new XRS is available with both 5-speed manual or automatic. This 5-speed automatic should go into the more popular 1.8 liter Corolla and Matrix with the same 2.4 liter. Its a wrong marketing move for Toyota to put a competitive auto gearbox in the more expensive so-called “performance” model while leaving mainstream model with the outdated 4-speed auto gearbox. Speaking of the 5-speed manual, the shifts are decent if the throws are long. The gates are surprisingly well-defined. As with usual Toyota clutch, the engagement point is easily found and light. If its too light for driving enthuisast, especially in a car which supposed to be a performance model. Another problem is the lack of a 6-speed. While I am driving on the freeway, this 2.4 liter feels buzzy at top 5th overdrive. This car needs another gear. The moral of the story? The entire Corolla and Matrix range need an extra set of gear for their transmissions, regardless of engine choices.

Handling: Corolla, just like the rest of the Toyota range. The chassis is detached and have a wooden feel in its response. The latest XRS is no exception. Its a delightful surprise for the outgoing XRS as the previous car provides much better steering feel than the latest version. Toyota really needs to get their heads up when tuning electric power steering. It feels like a remote control with all of their latest electric power steering. The competely lack of feedback and precision already unacceptable in a garden-variety version of Corolla, its totally unforgivable in a so-called performance version. The Vehicle Stability Control, is a competent if not exactly uninstrusive system. It steps in quite abruptly when pushed. There are plenty of body rolls and understeer when driven hard. Ride quality, on the other hand, has to be rated as the best in the sports performance class. You won’t feel any hard riding quality in this XRS as in other sports compact. Unfortunately, it doesn’t have the sort of driving fun as in other sports compact neither.

Brakes: All wheel discs with standard ABS is what all sports compact should come standard. Thankfully, XRS does. The pedal feel is decent with proper modulation. ABS kicks in only when necessary. The Electronic Braking Force Distribution also helps nose dive to a minimal.

Interior: The nice fabric covered sports seats are the single biggest highlight of the XRS’s interior. It has enough thigh and back support when pushing hard into a corner. The tastefully done aluminum trim have done a good job of brightening the boring interior. The rest is typical Corolla. Logically layout center console and instrumentation. Even costing north of 21 grand, its level of corner cutting plastic materials remain intact in this XRS.

Conclusion: Instead of packaging an XRS as a sports performance Corolla, this 2.4 liter with 5-speed auto should go into LE and S instead. That’s because this is an engine combination that is most suitable in its mainstay profile. Its a pity Toyota decided to put the uncompetitive engine and gearbox at the wrong end of the spectum. This 2.4 liter is a “neither/nor” in the sports compact class, while 1.8 liter is the inappropriate compromise in an ultra-competitive small car class. The latter is perfect for CE as an entry-level a.k.a rental purpose. Those who buy this 2.4 would appreciate its smoothness in a Corolla, especially with an extra gear. By the way, this extra gear also would work much better in a Matrix. Maybe we should wait another 5 years for next Corolla redesign in order to get the right powertrain choice. But then again, I might never understand what’s going on Corolla’s target audience and product planner’s minds.

OVERALL VERDICT FOR 2009 Toyota Corolla XRS
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Performance: 3/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 2.5/5

Vehicle: 2009 Toyota Matrix XR AWD Sport Pkg with automatic transmission
Price as tested: CDN$26855

Performance: Similar to the Corolla we reviewed earlier, new Matrix is powered by 2 4-cylinder engines. The difference is only the basic model is powered by that legthegic 132hp 1.8 liter, while the rest of the range is standard with a familiar 2.4 liter. Why familiar? Because this 2.4 liter 16-valve motor has been standard in Camry for the last couple of years. This VVT-i DOHC 4-cylinder 2.4 liter is good for 158hp and 163 lb/ft of torque. As expected from a Toyota powertrain, you won’t expect any breakthrough technology or astonishing performance through its proven engineering. What this 2.4 gains over its predecessor is slightly improved when it comes to responsiveness and refinement. It no longer feels as sluggish as it used to be although its nothing to be described as powerful. With our tester’s AWD and 5-speed automatic, this Matrix is more than adequate with over 3200 lb curb weight. For a compact hatchback, that is a pig of a weight. Fortunately, Corolla’s biggest drawback has been addressed with the additional gear in Matrix’s gearbox. That means a much more relaxing cruising gear ratios especially those above 3rd gear. It also makes for a smoother and more refined road manners which are up to Toyota’s usual standards.

Handling: Detached chassis and numb steering feel best describe Toyota’s dynamics, new Matrix is no exception. While the chassis is stiff and free of rattles, it feels detached and have a sense of dead through its communication. Its steering is pretty much the same. The electric power steering is featherweight and completely devoid of anything called driver feedback. The Vehicle Stability Control, or what Toyota stands for ESP, kicks in quite abruptly even pushed slightly out of picture. It just steps in instrusively whenever there is a bit of under or oversteer encountered. While its not any fun for enthuisasts, its active safety is good enough for those who are buying a Matrix. That is those who are looking for an “appliance” instead of a fun hot hatch. There are quite amount of body rolls when pushed. On the other hand, its AWD is good enough for daily driving even it only detects slippage before stepping in. Most of the time, Matrix’s AWD system stays FWD before nasty occurs. For FWD Matrix, VSC would kick in right after understeer or oversteer. For AWD Matrix, the system would transfer power to offending wheels before VSC steps in. AWD is 2 grand more expensive than an equivalent FWD but it worths every pennies.

Brakes: With front discs, rear drums and standard ABS. Matrix’s braking feel is pretty much one expects from a Toyota. The pedal feels solid and fade-free after a couple of hard stops. ABS only kicks in until absolutely necessary.

Interior: When it comes to versatility, Matrix’s cargo space is unbeatable. Not only you got completely flat floor after fold down the 60/40 split rear seats, its low liftover help the ease of loading luggage into the hatch. You can basically put anything else from a refrigator to a cupholder into the Matrix with all seats completely fold down.

The rest of the interior is a plastic galore. That means a rock- solid door panels made out of cheap plastic. The center console isn’t too much better neither. At least the aluminum trim is made out of higher quality plastic than the rest of the center console.
The instrumentation gauges are clear and analog, with everything else fall onto right place. However, the switchgears aren’t as well put together as its predecessor. The knobs for climate control feels very cracky, even if they are extremely ergonomically friendly layout.

Conclusion: The new Matrix is a comfortable and practical hatchback. Its also got surprising amount of power thanks to the 2.4 liter and 5-speed automatic gearbox. However, if you expect a Matrix to perform like a hot hatch, you should look elsewhere because its driving dynamics is no where near Mazda3 Sport, Rabbit 2.5 and Astra.

OVERALL VERDICT FOR 2009 Toyota Matrix
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Performance: 3/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 5/5
Value-for-money: 2/5

Overall rating: 3.5/5

Vehicle: 2009 Toyota Corolla LE with Moonroof Pkg
Price as tested: CDN$21495

Performance: There are 2 powertrains available in the new Corolla. The garden-variety models are powered by its proven 1.8 liter 16-valve DOHC with dual VVT-i, while the sporting XRS is powered by a 2.4 liter with 156hp and 162 lb/ft of torque. Because our tester is a luxuriously loaded LE, which is classified as a mainstay instead of sporting model in Corolla profile. It has that tried-and-true 1.8 liter underneath the bonnet. Despite of its dual VVT-i technology, it only provides 132 horses and 128 lb/ft of torque. Both in seat-of-the-pants and on paper are nothing spectacular consider most of its rivals have at least 20 more ponies. The luxuriously-packaged LE only comes with 4-speed automatic gearbox. This gearbox always seems to be hunting for the right gears, especially between 2nd and 3rd because of the spaced out gear ratios. This Corolla desperately needs a 5-speed auto gearbox to better match with this motor. Its also unacceptable in 21st century when all of its competitions are standard with 5-speed. To add forst on the snow, its over 2800 lb curb weight doesn’t help neither! If you are looking for the entry-level CE or the sporty-looking S, you are better off with the 5-speed manual gearbox because its better use of the engine. Its hard to hit the sweetspot with the slushmatic, nor the gearbox has the proper work ethics to keep it working smoothly. Both of those are what we are always expected in a Toyota. When it comes to refinement, this engine is up to Toyota’s usual standards. That means refined and smooth for most of the time, except when its time to push the automatic gearbox around.

Handling: Corolla’s ride and handling compromise have been tuned to those who prefer the right mix in the appliance world. The ride quality is very comfortable, which means absorb most of the patholes and roughness with ease. The electric power steering is completely devoid of driving feel. As with most Toyotas, its chassis feels detached while isolated. On the other hand, it handles confidently with the reassuring driving qualities that Corolla’s target audience always wanted. There are plenty of understeer and body rolls. We are a bit disappointed that Vehicle Dynamic Control only standard on the sporting XRS. Toyota should make it standard on its most popular models.

Brakes: With standard front discs/rear drums and standard ABS, Corolla’s pedal feel is much better than expected. The stopping distance is short and modulation is a surprise even on a rainy day.

Interior: Despite of those leather seats and wood trim, Toyota have drastically cut corners with latest Corolla’s interior. The door panels are all one-piece cheap hard plastic. Another obvious area is the glovebox covers. The center console is well layout with knobs for climate control and stereo, despite some of the switchgears aren’t as well put together as its predecessor. The climate control knobs feel more cracky than its outgoing car’s tactical feel. The leather quality also feels thin and grain not supple enough. However, its not without merits. Everything else is extremely user-friendly and logically placed. You can even wear gloves to use all the controls.

When it comes to interior space, latest Corolla isn’t as spacious as previous car. The overall spaciousness have taken a backseat to its forebears nor its peers.

The cargo space is well layout with 60/40 split fold-down rear seats even with high liftover. The biggest surprise is Toyota actually put carpeting on top of the trunk with all those corner cutting.

Conclusion: Its hard to replace a car that is no longer consider a benchmark in the small car segment. But Toyota is still be able to continue the tradition of keep refining the world’s favourite car on each iteration. Unfortunately, given Corolla’s reputation as an affordable small car with top-notch use of materials, Toyota’s latest corner cutting will certainly laid down lots of controversies for years to come.

OVERALL VERDICT FOR 2009 Toyota Corolla
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Performance: 3/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 3.5/5

Short review of 2008 Toyota Corolla SE
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Price as tested: CDN$19750

With the introduction of Mazda3 in 2005, Honda Civic in 2006, Nissan Sentra in 2007; as well as the all-new for 2008 Subaru Impreza; Corolla has become the eldest car in the econocar segment. We are here to find out whether Corolla still has enough merits to hold on its own against the new peers.

When the current Corolla introduced back in 2003, it was an advanced econocar that is head-and-above the competition when it comes to refinement and NVH. Although it has consistently beaten by its competitions, Toyota’s hallmark quietness and smoothness remain intact. 126hp and 122 lb/ft of torque are nothing outstanding these days.

Corolla’s handling and ride compromise was also an ideal one for an appliance back in those days. Back in 2002, Mazda Protege has sharper handling but rougher ride. Honda Civic used to get overdamping ride but underwhelming handling. Turn back the clock 4 years, both Mazda and Honda have addressed their shortcomings. Mazda3 and Civic have become the most capable econocars in its class. Corolla, however, remains a very comfortable cruiser. It doesn’t have the sharpness of its rivals but rides more comfortably, actually it floats like a Camry. Steering and braking performance are what one expects from a Toyota commuter car. Doing everything well but nothing outstandingly.

The interior styling, as expects from Toyota, continues to be blend but ergonomically friendly. Freezing cold air conditioning. Comfortable velour seats and dash materials that are up to Toyota’s usual standards.

With the fierce competitions in the econocar class, Toyota really have to done a whole lot to win over the crowd these days. The redesigned model coming out sometimes next year has to be years ahead of the proven rivals, at the same time, match some newborn peers. That’s because new Saturn Astra and Mitsubishi Lancer are nothing but great cars.

The final year for Corolla will definitely be the tough one, even it can ride with Toyota’s reputation for reliability and refinement.

Overall rating: 4/5

Short review of Toyota Corolla CE
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Price as tested: CDN$19455

As a respond to fierce new competition from Mazda 3, Toyota decided to revise their Corolla for 2005. As I have said before, the current iteration of Corolla is a huge improvement over its unremarkable predecessor. It got a far better use of interior space and materials. Even in our entry-level CE model, it got an expensive and classy feel that can almost mistaken it as a Lexus. The foam-fitting velour seats are comfortable with decent support.

In terms of performance, 1.8L VVT-i with 130hp and 125 lb/ft of torque is one willing powerplant. It combines economics with refinement and performance in one package. Not to mention the silky-smooth 4-speed automatic tranny which is typical Toyota, in terms of responsiveness and refinement.

While Corolla might not be as capable handler as the European-based Mazda 3, its handling and ride compromise suits best for those who are looking for appliance. Although its numb off-center feel remains, its steering response is more than acceptable. The confidence handling combines with Lexus-like ride is what most people expect when buying an econocar.

Unfortunately, ABS remains unavailable for CE in 05′s minor revision.

Overall rating: 4/5

Toyota Matrix XR FWD 4-speed auto short review
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Matrix has a very sporty suspension and suspension tuning that is able to provide an enthuisastic driving experience considered its driving position and center of gravity. However, its dynamic traits got hammered back by the rather overboosted steering that’s lack of feel both on and off-center. The steering response is quick at low speed but feels numb on high speed. Driving position feels like a minivan with a very ergonomically placed shifter location on the dash. With 123hp and 125lb/ft of torque matched with 4-speed auto, it feels sluggish. I consistently need to kick down in order to merge into freeway and going up slope. Stick shift should address this issue. Interior space is impressive. There are tons of space for passengers and cargo. There are a few cheap plastic pieces around the center console area but generally finished in high quality. If you want auto, you better be patient during acceleration. If you want performance, Matrix needs a stick at first place. In terms of driving dynamics, Focus ZX5 and Protege 5′s handling champ positions remain unchallenged by the Matrix.

Overall rating: 3.5/5

Vehicle: 2003 Toyota Corolla S with 5-speed stick, sports cloth seats and white instrumentation.

Performance: The new Corolla is powered by a 1.8L VVT-i engine that bumps up 130hp @ 6000 rpm and 125 lb/ft of torque @ 4200 rpm. While the numbers are not particularly impressive on paper, it works impressively on “real life”. The powerplant is silky smooth without all the annoying rattles of its predecessors. Throttle response is quick and linear. Despite 125 lb/ft of torque is definitely not the fastest in class, it feels like it has to be one of the most torquery of the econocar bunch. With variable valve timing plus intelligence, this 1.8 won’t go breathless as you rev into high rpm. The clutch is light and progressive, with appropriate “feel”. The shifter is smooth but feels like bit rubbery during gear transition. The most impressive of all is it revs at lowly rpm at high speed. 110 km/h @ 2200 rpm is spectacular for the car of this engine displacement. The whole NVH package is good enough to compare to cars priced 2 times as much.

Handling: Previous Corolla handles rather terribly due to its poorly tuned chassis and suspension. You feel like driving a different car in a new Corolla. The chassis is stiff and well-tuned, suspension handles corners relatively well while absorbs bumps and washboard pavement perfectly well. In terms of ride comfort, it can be easily challenge the best of the class. Given its a front-driver, understeer is an issue but its under well-tempted thanks to its nice suspension design. Body rolls also very well-controlled. While steering provides decent on-center feel, it lacks certain off-center feel that makes its rivals so involved to drive. That’s the only drawback of the overall very good dynamic package.

Brakes: The brake has an excellent pedal feel. The stopping distance is short and the pedal doesn’t feel fade even after a couple of hard stops. Now here lies the pet peeve. This S which is the top model doesn’t have ABS come as an option, let alone standard. If Mazda can afford a standard ABS on a 21k Protege 5, why Toyota can’t afford one on a nearly 23k Corolla S.

Interior: All the Walmart-derived velour, plastic, tiny stereo buttons, cramped interior and terribly narrow seats are gone in the new Corolla. The sports cloth on our tester feels very comfortable. It got excellent support on every area. The seats are large and easily occupy every size of people. On our S model, white instrumetation is standard. The gauges are clear and analog, now even come with outside temperature gauge. Ergonomically, its flawless. Large buttons for stereo and climate control. The knobs are so large that you can recognize it even if you close your eyes. There are lots of storage space include a little cubbyhole that allows you to put the cell phone in. However, there’s one pet peeve, Toyota beancounters still won’t compromise on putting hard plastic on not-so-obvious areas under dashboard. The back seat’s head and legroom feel like a mid-size sedan. There are plenty of space for all position. The trunk is huge which has a cut at the bumper level for easy loading. 60/40 split folding rear seat increase cargo space. As with typical Japanese norm, instrusive trunk hingles are a standard feature to crash into groceries inside.

Conclusion: The new Corolla is no longer the lackluster car as its predecessors did. It got a nice powerplant, it handles relatively well and got high built quality. Even though it still lacks the driving involvement of its rivals, its dynamics have been centuries ahead of its uninspiring predecessor. In short, Corolla’s anomyous image of lack of power and poor handler have become a thing of history.

OVERALL RATINGS FOR 2002 TOYOTA COROLLA S
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Performance: 4/5
Handling/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/built quality: 4/5
Value-for-money: 3/5

Overall rating: 3.75/5