Sport compact enthusiasts have never taken the Corolla seriously. Sure, an “S” version of the small Toyota sedan has been available for four years, but as factory tuners go this one has been as lame as they come. With the same powertrains, suspension, and even tires as the “luxury” Corolla LE, it was a purely cosmetic package, and not an attractive one at that. Alloy wheels weren’t even standard, and the body kit that was looked ridiculous with the small, wheel-cover-clad wheels.

Well, those who ever paid any attention to the Corolla S can now forget about it (though it is still offered—why?). As part of the Corolla’s freshening for the 2005 model year, Toyota has added an XRS model to the Corolla line. The spec sheet suggests a much more credible sport compact.

To begin with, an updated version of the Celica GTS’ high-output 1.8-liter four is standard. Although this engine’s output up to 4,200 RPM roughly matches that of the regular Corolla’s 130-horsepower mill, at higher RPM much more aggressive valve timing and lift yield forty additional horses, for a total of 170 at 7600. This is down ten from the Celica, as peak power has been slightly sacrificed in favor of a plumper midrange. The torque peak is now at 4,400 RPM, as opposed to 6,800. As elsewhere, this engine is paired with a six-speed manual. An automatic is not available.

This engine would make no sense with the Corolla’s standard suspension. Thankfully, the Corolla XRS also features a half-inch lower ride height, stiffer suspension, retuned steering, and 16-inch alloy wheels shod with performance tires (same tread width, though). Finally, the standard body kit actually appears less aggressive than that on the S.

Styling

The Toyota Corolla’s sheetmetal hasn’t changed for 2005. It remains plainly styled, with simple, clean lines and somewhat awkward proportions. The last are the result of a very tall body combined with smallish wheel openings. It won’t win any beauty contests. That said, the XRS’ more tasteful bodykit and larger diameter alloys help, making the car pleasant if hardly exciting to look at.

The XRS interior features more heavily bolstered seats trimmed in an appropriately sporty, heavyweight cloth, but otherwise doesn’t feel that sporty. The tall flat-faced instrument panel looks and feels of high quality, but was clearly designed with the LE rather than the XRS in mind. Just about any competitor features a more driver-oriented interior.

Accommodations

The seats are fairly comfortable, and unlike those in other Toyota Corollas provide good lateral support. You sit a bit higher off the ground in the Corolla than in the average compact, but the cowl and beltline (based of windshield and side windows, respectively) are also higher than normal. So while visibility is very good it is less expansive than in the Ford Focus and my current car, the discontinued Mazda Protege5. I’d personally like a slightly lower cowl. I felt a bit buried behind the instrument panel in this car.

The major weakness of the driver’s seat is that it does not go back very far. Although my inseams are only 30 inches, I could drive the car with the seat all the way back—something I cannot say about many cars. People over six feet in height might wish the seat went back further.

This does leave decent legroom for rear seat passengers. The rear seat is fairly high off the floor, so it offers decent thigh support. The Ford Focus does better, but many larger sedans, much less most compacts, do worse. Getting in could be easier. I hit a raised flange along the back edge of the door opening each time I got into the rear seat.

Trunk space is good for a compact. Unlike in other Corollas the rear seat does not fold down because bracing has been added behind it to increase body stiffness.

On the Road

The revised 2ZZ engine feels considerably smoother, quieter, and less peaky than the old one, which I’ve sampled in the Pontiac Vibe. Up to 5000 RPM it could easily be mistaken for the regular Corolla engine. Which is both good and bad. Good because for a 1.8-liter four it’s smooth and fairly quiet. Floor the accelerator with the transmission in sixth at 30 MPH, and even though the engine is hardly turning over it does not protest. It just slowly, slowly picks up speed. Not that you’d ever normally do this, but it does indicate the level of refinement.

The old 2ZZ transitioned to the aggressive valve timing and lift at 6,000 RPM. The transition was VERY obvious, almost like a turbo kicking in, and brought a great deal of extra NVH (noise, vibration, and harshness) with it. Supposedly in the revised engine the transition still occurs at 6,000 RPM, but I felt it only at 7,000, and the transition though obvious was much less sizable than before. There’s still quite a bit of noise up there, but less than I recall from the Vibe GT.

For whatever reason—are the gear ratios taller?—I found it more difficult to get the Toyota Corolla XRS into its stratospheric power band. Sure, if I kept the pedal down and didn’t shift I eventually got there, but doing so seemed to take longer than it should and just did not come naturally. Much more than in the average car I test, I had to tell myself, “Don’t shift, don’t shift…” In this sense the plumper midrange might be counterproductive, as the engine no longer subtly communicates that you’ll be rewarded if you keep the pedal down.

Frankly, a 1.8-liter engine is no longer sufficient in this segment. Mazda, Ford, Mitsubishi, and Nissan all offer engines in the 2.3- to 2.5-liter range. Though the smaller Toyota engine is competitive in terms of peak power, it lags considerably in terms of both midrange thrust and the accessibility of this peak power. Rev the bejesus out of the XRS and it performs fairly well, but this doesn’t feel natural in such a refined car and simply requires too much conscious effort.

The shift linkage in the XRS feels lighter and more precise than the vague unit in the regular Corolla. Though I usually prefer a less delicate feel, this one is easily acceptable. Throws are moderate, perhaps even a bit shorter than in the average compact. Engaging reverse takes some getting used to, since it is far, far to the left of first.

Though the 2ZZ engine feels much like that in the regular Corolla at moderate engine speeds, it doesn’t sip fuel as slowly. The EPA ratings, an outstanding 32/40 with the standard engine, drop to a merely good 25/32.

The changes to the suspension and steering are more successful. The Toyota Corolla XRS corners with much less lean and understeer than the regular Corolla, if still more than the best compacts. The steering is light and precise and provides very good feedback. As with the engine, it lends the car a sprightly character, especially in comparison to the heavier iron from other manufacturers. I’d like a more direct feel to the steering, but nearly every car comes up short here in my book.

Since the XRS is shod with summer tires, it would no doubt be a handful on snow and ice. If you live where it snows, you’ll want a second set of tires for winter use. This is an unnecessary expense and inconvenience. Plenty of vehicles that offer considerably higher levels of performance come with all-season tires. The XRS is not so hardcore a performance sedan that summer tires are necessary. All-season tires should at least be optional.

Stability control is an option on regular Corollas for 2005, but not on the XRS. ABS is standard, though.

Even with its significantly firmer suspension the XRS’ ride remains smoother and quieter than in other performance-oriented compacts. Cruising at 70, the engine turns 3,200 RPM. While the engine in my Protege5 spins just a bit faster, it is much louder while doing so. Generally the XRS engine feels like it is spinning slower than it is. Combine this with wind and road noise levels below the sport compact average (if still well above Lexus levels), and even in XRS form the Corolla is suitable for long trips.

Toyota Corolla XRS Price Comparisons and Pricing

For quick, up-to-date pricing, and especially user-specified price comparisons, check out the website I created: www.truedelta.com. Why yet another vehicle pricing website? Well, I personally lacked the patience to keep using the others. They were too slow and required too much effort, especially when trying to compare prices. So I taught myself some programming and created a site where there is no need to dig through option packages, prerequisites, and the like one by one -- the TrueDelta algorithm figures these out for you in one swift pass.

The base price with destination is $17,970. The fancy engine accounts for about $2,000 of this price, so the extra 40 horses don’t come cheap. Add the $605 “power package” (power windows are not standard), $750 sunroof, $200 in-dash CD changer, and $70 “all-weather guard package” (rear seat heating ducts—why bother making this an option?), and the list jumps to $19,595. Side airbags (both torso and curtain) are an additional $655 option that would push the price over $20,000. Edmunds suggests a small discount is typical.

Equipped like the above Toyota, the 2005 Focus ST lists for $19,680. The rebate is currently just $500. The car is too new for Edmunds to provide the typical transaction price. I’d expect about $800. Figure a typical price around $18,400, or $1,300 under the Toyota despite a much more powerful sound system and standard traction control. The Focus has a much torquier engine and is generally more fun to drive.

I found the Mazda3 less fun to drive than the Ford, if more fun than the Toyota, but grant that it would probably become more enjoyable with more experience. The engine could use more midrange verve, but the handling is tight and precise, better than the Ford’s and Toyota’s. The kicker with the Mazda is its vastly more upscale look both inside and out. Equipped like the others, but with not as nice a sound system as the Ford and Mitsubishi, it lists for $18,615. No rebate is available, and the typical discount is only about $300. Figure a price around $18,300, very close to the Ford’s.

Looking at actual prices the Corolla XRS is priced at the top of the market. It is more refined than the others, should depreciate more slowly, and has that Toyota brand, but unless these things are very important to you one of the others is a better bet.

Last Words

Among Corollas, the XRS is much more viable as an enthusiast’s car than the S. However, while fairly fun to drive, it lags most competitors in this crucial aspect. The revised 2ZZ engine must be revved for serious power, but doesn’t ask to be revved. The handling is stable and precise, but is short of thrilling. Instead, where the XRS excels are in the usual Toyota strengths of refinement, quietness, and comfort. A boring if high quality interior doesn’t help. What we have here is a Corolla with higher limits. I guess I should have expected this, but was hoping for more edginess and verve to the car.

Ultimately, the great majority of enthusiasts will prefer the Mitsubishi or Mazda, or even the Ford. Some enthusiasts, however, want as much refinement as possible with their horsepower. The Corolla XRS is for them.

A Note on Toyota Corolla XRS Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy a Corolla XRS rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Toyota Corolla XRS reliability comparisons.

Before I can report results, I need reliability data on all cars--not just the Corolla XRS--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

Some of my reviews of related vehicles:
Chevrolet Cobalt SS Supercharged review
Ford Focus ST review
Hyundai Elantra GT review
Mazda3 review
Mitsubishi Lancer Ralliart review
Nissan Sentra SE-R review
Scion tC review
Amount Paid (US$): 18000
Model and Options: XRS all but side airbags