Background

Toyota couches the new tenth-generation Corolla as a stylish and more luxurious evolution of its perenially popular economy car. “To look at the all-new Corolla is to witness the coming-of-age of an automotive legend,” reads the glossy brochure. ”Of the nine generations that have preceded it, none has had the voluminous stature and sheer substance of the all-new Corolla.”

In truth, these claims are a bit ironic, for reasons we’ll delve into in the review. But for those looking for the abridged version, rest assured that the Corolla has remained very much on message. Traditional, hospitable, and free of surprises—good or bad—the new Corolla offers the same non-experience in a renewed wrapper. I took a Corolla LE for an extended test-drive, and a base model for a brief spin, to evaluate the car’s revised case for best-in-class.


Under the Hood

Except for the ostensibly sporty XRS, all Corollas are powered by the same 1.8-liter four-cylinder engine. Generating 132 hp and 128 lb/ft of torque, this engine’s output is about average for the class. Consequently, so is acceleration. The Corolla skips away from stoplights with some verve, generating a useful plug of torque right off idle. But while the Four never feels underpowered, its performance is insufficient to hold the driver’s interest.

That partly comes down to its character, or lack thereof. At idle, the Corolla’s engine tries for sewing-machine silence. It just about succeeds; between the quietness and the faint life signs coming through the throttle, it’s hard to tell if the car’s even on. On the move, however, the 1.8 emits an aseptic drone that occasionally becomes pronounced. On short freeway on-ramps, its vibes tingle the cabin and its voice resembles a blender chopping nuts.

It still makes terrific mileage numbers, though. The Corolla remains one of the thriftiest cars in its class, with manual-transmission models estimated to return 26/35 MPG, or 25/33 with automatic. All Corollas run on regular-grade fuel.


Changing Gears

The Corolla’s standard transmission is a five-speed manual that’s largely carried over from the previous model. It’s an agreeable but sterile interface; the gearlever’s action is somewhat lumpy and heavily damped, clunking through its gates with no particular feel. Similarly, the clutch is feather-light and a bit sticky underfoot, almost fragile-feeling, but its take-up is gentle enough to reassure first-time drivers.

In a new-for-'09 design, it’s disappointing that an extra $750 only buys you a four-speed automatic; many rivals now have five- or six-speed autos. The downside of the Corolla’s missing gear(s) is that its engine is more often caught napping when you stab the gas or ascend a tricky grade. Your foot goes down, the engine groans, and then, a beat later, the trans kicks down with a lurch. On the upside, the four-speed’s shifts are seamless under routine conditions.


Twists and Turns

Routine conditions are the ones favored by the Corolla’s handling traits, too. Mindlessly easygoing around town, the Corolla feels less and less comfortable the harder you push it. So you back off, let your mind wander, and let the car find its own way down the road.

Well, sort of. It actually takes a modicum of concentration to keep the Corolla pointed where you want it, due to its dull steering feel. Unlike the previous model, the new Corolla’s steering is of the electric-assist variety, and most of the pejoratives aimed at such systems apply: it’s slow, doughy and profoundly numb, with a wide on-center feel that asks for frequent correction at freeway speeds. In turns, its response feels nonlinear, owing partly to its somewhat elastic return-to-center motion.

The rubbery helm discourages spirited cornering, and so does the Corolla’s suspension tuning. Although the car generally feels composed and well-damped on city streets, it evinces some tippy sensations on curving off-ramps. These are borne out on winding roads, where the Corolla feels tall and heels to and fro, its front tires fading to mush as you turn up the wick.

There’s a touch of mush in the brakes, too, as the slightly squishy, quick-acting pedal needs a light touch to slow the car smoothly. You get used to it, though, and to the Corolla’s credit, all models include ABS, EBD, and Brake Assist as standard equipment.


Easy Rider?

The upside to the Corolla’s conservative dynamics is a gentle ride, perhaps the comfiest of any car in its class. On typical city streets, the Corolla’s suspension is ideally damped: it’s soft but float-free, just firm enough to feel politely tied-down. Ruts and patches are shrugged off, passing underneath with distant, muted “thumps.” Bigger hits, meanwhile, are dissipated through the stiff, tight-feeling body structure.

Noise levels are muted, too, aside from the occasional engine din. At speed, tire hum and wind rush fill the cabin with a relatively gentle white noise.


Inside Story

While the Corolla’s smooth ride is a strength carried over from its predecessor, what really set the previous Corolla apart from its competitors was its interior. When the prev-gen Corolla was released in 2003, its cabin’s plastics and panel fits were on a par with the more expensive Camry’s—which, in turn, were comparable to some pricey entry-luxury sedans’.

Don’t expect a similar surprise this time around. The new Corolla’s interior is, in many ways, superior to its forebear’s, but the “baby Lexus” vibe is gone. The dashboard wears a clean, Kenmore sort of simplicity, and its flatter, sharper-edged shapes are rendered in plastics that seem harder and more thinly grained than before. Some might think it spurious to carp about ambiance in an econocar, but the like-priced Mazda 3, Honda Civic, and Scion xB all provide greater visual and tactile interest.

What’s the good news? Well, if you liked the way you fit in the last Corolla, you’ll like the new one, too. Everything feels familiar, from the chair-height driving position to the big windows to the tallish, narrowish sense of space inside. The big, simple controls are located high on the dash, where they’re easy to reach, and the gauges are unusually legible.

Seating is user-friendly, too. As before, the driver sits perched on a tall, firm cushion high off the Corolla’s floor. Softness and support are blended expertly. The short reach to the wheel and pedals mandate an upright, dinner-table-like driving position, and this—in concert with the short seat cushions—will ensure the Corolla’s status as a favorite of shorter drivers. Six-footers, meanwhile, will dislike driving with their legs tucked and their thighs unsupported.

Proximics in back haven't changed much, either: there’s adequate head-, leg-, and elbowroom for two six-footers to sit without any limbs brushing the furniture. The seat remains comfortably elevated, so there’s none of the “sitting in a hole” feeling you get in the back of a Chevy Cobalt. New for 2009 is a completely flat rear floor—there’s no central “hump” to crowd a third occupant’s legs.

Feature content is up in general, as is typical of a complete redesign. Newly standard features include a tilt-and-telescope steering wheel, side-curtain airbags, driver’s seat-height adjustment, and an MP3 input jack. Leather seats and navigation are available to the spendy, as well.


Fill ‘Er Up

Pull the floor-mounted tab that releases the Corolla’s trunklid, and you’ll find that its cargo area has actually shrunk a bit relative to the previous generation—it displaces 12.3 cubic feet, versus its predecessor’s 13.6. The bumper cutout is higher, too, creating a taller “lip” over which to lift your groceries. Still, the Corolla’s trunk remains class-competitive. Just watch out for its old-fashioned gooseneck hinges: as the lid is closed, they can crush whatever’s beneath them.

Inside the Corolla, meanwhile, there’s a wealth of storage cubbies for the personal effects that Americans seem to consider essential traveling companions. There are generous map pockets in all four doors, shallow recesses (and a purse hook) astride the center stack, a twin-lidded double-decker glovebox, and eight cupholders. License to clutter? Granted.


In Sum

While the new Corolla’s styling gives it a slightly more stately appearance, and it now offers a number of desirable safety and convenience features as standard equipment, it’s otherwise little improved over the new-for-2003 iteration it replaces. In isolation, that’s fine—but in today’s hotly competitive compact segment, it adds up to a merely average entry. Toyota’s small sedan is no longer unusually roomy or well-finished, its interior already looks a couple of years old, and its electric steering has smothered whatever fun-to-drive factor previously existed.

That leaves two chief reasons to buy a Corolla: its consistently strong reliability record and its low running costs. In the context of this class, those are hardly minor details. Which is why, if you’re a repeat Corolla customer, this unusually cautious, conservative redesign probably won’t disappoint you. If, on the other hand, you’re amenable to shopping around, add the Honda Civic, Mazda 3, and Scion xB to your list. Their higher highs come with some lower lows, but all are more engaging, surprising, and enjoyable packages, and thus better justify their purchase price.


Amount Paid (US$): N/A