Toyota Corolla: 50 Golden Years

1966 was a big year for Australia. Harold Holt became our Prime Minister, Jack Brabham was named Australian of the Year, our currency was decimalised and our first brave conscripts were sent to Vietnam.

It was also the year Japan supplanted Great Britain as our largest partner in trade, ending the reign of archaic British small cars and introducing a fresh, Japanese model that would grow to become a household name.

Launched in Japan in October, the first Toyota Corolla arrived Down Under just in time for Christmas 1966, and 18 months later was being assembled right here in Port Melbourne, such was its popularity.

The original Corolla marked the start of a local production run that lasted 31 years, and one that continues to this day with the Camry; or at least it will until next year.

But rather than lament what might be, we’re taking this opportunity to celebrate a truly ubiquitous vehicular nameplate. Globally, more than 40 million Corollas have been produced and there are few Aussie driveways that haven't been graced by a Corolla.

The design ethos behind Corolla was simple yet outrageously effective; and when you think about it is one that has changed little over 50 years.

“People are living in nuclear families out in the suburbs, which means they'll need family cars to get around,” said Corolla chief engineer Tatsuo Hasegawa at the time.

“But our customers won’t accept anything inferior about the vehicle they drive. It has to be better than other available vehicles, and it has to give them a sense of satisfaction and pride, or else they won’t buy it.

“A motorisation boom is coming to Japan,” he deduced.

He wasn’t wrong.

First generation (1966-1970)
The first Corolla, the KE10-series, drew motivation from a 1.1-litre four-cylinder engine making 44kW at 6000rpm and 88Nm at 3800rpm. The rear-wheel drive model was initially available only with a floor-shift four-speed manual gearbox at a time when column-shift manuals were the norm. A three-speed automatic was offered optionally later.

Toyota stated a kerb weight of 730kg and a top speed of 140km/h – though that may have been overstating things a bit. It rode on a now-common MacPherson strut front-end (albeit supported by a transverse leaf spring beneath the engine cross member) with the rear-end’s sold axle supported by a traditional leaf spring arrangement.

Measuring 3855mm in length the first Corolla rode on a 2285mm wheelbase, its four seats squeezed into a body just 1485mm wide and 1380mm high. By contrast the current Corolla sedan is 735mm longer in the body, 414mm rangier in wheelbase, 291mm wider and 80mm taller.

The original two-door Corolla sedan was later joined by a two-door coupe and a two-door wagon, and the engine tweaked to offer 53kW by the time production ended in 1970. This engine would carry base versions of the Corolla until the fifth-gen arrived in 1983!

The first-gen Corolla fought directly with the Datsun 1000 – a car over which it famously held a 0.1-litre — and worked hard to achieve a price that would guarantee strong sales. Local pricing started at $1849.00 — around 20 per cent cheaper than that of the family-sized HR-series Holden of the day, which began at $2286.00.

Second generation (1970-1974)
When the updated Corolla was launched in May 1970 its improved suspension, longer 2335mm wheelbase (+50mm) and now-famous reliability made it an instant hit. The KE20-series became the world’s second-best selling car that year behind Volkswagen’s Beetle.

Sedan variants were offered in three grades and coupe models four. There was also a wagon and even a panel van offered. The KE20-series was updated three times during its four-year production run, though wagon models were sold concurrently with the next-gen Corolla until 1978.

Measurements for the second-gen Corolla grew to 3945mm in length (+90mm) and 1505mm in width (+20mm). The sleeker new model was actually a little shorter in height, dropping to 1375mm (-5mm), but with the new Corolla’s added size came a heavier kerb weight (+120kg to 850kg), meaning performance improvements would soon be required to level the difference.

Initially, the second-gen Corolla carried over the engine of the preceding model, but with development engineer Shirou Sasaki’s keen interest in rallying, a larger 63kW (at 6000rpm) and 114Nm (at 3800rpm) DOHC 1.4-litre engine from the larger Celica and Carina was adopted in the sporty Levin coupe. That model eventually went on to adopt the DOHC 1.6-litre engine from the Corona, taking output for the diminutive model to 84kW at 6400rpm and 142Nm at 5200rpm.

For family variants, a five-speed manual transmission would improve economy, while built-in head restraints added protection against whiplash. The front seats’ sliding range was increased to accommodate taller occupants while additional oddment storage, better ventilation, a rear window defogger, radial tyres, longer leaf springs and improved interior illumination further bolstered appeal.

Optionally, in selected markets, Corolla was offered with an AM/FM radio with stereo speakers, front disc brakes and even air-conditioning.

Third generation (1974-1979)
Sasaki-san took over as Corolla chief engineer for the third generation model. It was 1974 and the OAPEC oil embargo of the previous year had forced stricter emissions controls in vehicles worldwide. Corolla was no exception.

Fortunately, the new model cleared environmental and fuel economy standards with ease, and with added safety and equipment features, soon went on to become an export success story. The year it was launched, the Corolla overtook Volkswagen’s Beetle to become the world’s top-selling car.

But to a degree, the KE30/50-series Corolla had lost its budget reputation. The changes forced an increase in the model’s price, a shift Sasaki-san justified as follows:

“If you dutifully obey cost planning, no matter what you do, you will end up heading in the direction of a cheap, shoddy product,” he explained.

“A car is an expensive purchase to customers, so ultimately the better product will be happily purchased even if it is slightly more expensive.”

By now the Corolla was the best-selling car in Japan and amassed exports of more than 300,000 units annually. The angular new design mirrored the style of larger Australian- and US-built cars, while a new Liftback body-style proved popular at a time when demand for coupes was dwindling. The length of available interior space of the Liftback variant was determined by the length of ‘shorter’ surfboards of the day, following the interests of Sasaki-san.

An increased awareness in vehicular safety saw (front) three-point retractable seatbelts and a padded dashboard top included on all grades, while high-spec models added an impact-absorbing steering column and front disc brakes. Sporty Levin models even adopted fuel-injection from 1977.

For base variants, the four-cylinder grew in displacement to 1.3 litres, developing 53kW at 5600rpm and 103Nm at 3600rpm. Transmission options included four- and five-speed manual and three-speed automatics. Kerb mass again grew (+40kg to 890kg) despite only modest increases in body length (+50mm to 3995mm) and width (+65mm to 1570mm). Height was unchanged at 1375mm, though the wheelbase grew to 2370mm (+35mm).

Corolla was offered in coupe, sedan, wagon and van variants and in Australia found more than 20,000 customers in 1975. Sales have remained above that figure ever since.

Fourth generation (1979-1983)
The Mk4 Corolla again saw a change in leadership when it came to the development of Toyota’s small-car model line. Chief engineer for the project, Fumio Agetsuma — the man responsible for designing the previous Corona and sporty Mark II coupe — had worked behind the scenes to revolutionise the Corolla’s look since 1974.

Ahead of his time, he remarked that the Corolla would need to mature to survive, briefing his team as follows: “Quiet cars will have a definite edge, and the conservation of both resources and fuel will be very important. Economy and value will also carry considerable weight,” he explained.

“Our new Corolla must be as aerodynamically perfect as the parameters allow. It must be comfortable, with enough interior room to move about in. It will need all the modern features that future customers will want as well.

“Corolla must change. But we should never destroy the popular base upon which Corolla sales are built. Let us build on that tradition, a new Corolla we know the drivers of the world will expect,” he was said to have enthused.

Launched in March 1979, the KE70-series Corolla was the last to feature an all rear-wheel drive line-up. Most variants received a multi-link rear-end for the first time while a new 1.8-litre engine was introduced in some markets. It was so unpopular it was discontinued in August 1981. Some markets retained the original 1.3-litre petrol and others received a new 1.8-litre diesel.

The biggest engine change, however, was to come with the introduction of the 1.6-litre 4A-C, a SOHC aluminium head unit that offered more performance than any base-grade Corolla before it. The engine made 75kW at 5600rpm and 137Nm at 4000rpm, and boasted a claimed top speed of 180km/h.

Improved manufacturing techniques and materials quality saw weight fall to match the second-gen’s 850kg, in spite of a car now “large enough to move around in”. The fourth-gen Corolla again grew in wheelbase to 2400mm (+30mm), length (+55mm to 4050mm) and width (+40mm to 1610mm). Height grew 10mm to 1385mm, making it taller than the original KE10-series.

More soundproofing, a high-end audio system and better seats with height adjustment for the driver made the Corolla more comfortable, while retractable seatbelts all-round, an all-new instrument panel, door-ajar warning, a larger windscreen and mirrors, and impact-absorbing urethane bumpers improved safety. The fourth-gen Corolla was the first to offer power steering.

Fifth generation (1983-1987)
Again under the watchful eye of Agetsuma-san, the Mk5 Corolla’s development saw changes fitting of the era. The go-go '80s saw a call for higher-grade products, meaning ‘bread and butter’ motoring was no longer cheap and cheerful.

“The fifth-generation Corolla should be an innovative vehicle that incorporates new breakthroughs in every area,” Agetsuma-san was heard to comment.

The pursuit of cabin space saw Corolla switch to a front-wheel drive layout, which came in spite of significant manufacturing costs (in changing from rear-wheel drive) and concerns surrounding vehicle longevity in developing markets. Interestingly, the decision to go to a front-drive layout was actually signed-off back in 1979.

Computer design was used predominantly for the first time, and with more body styles, improved suspension and the availability of a first-in-class DOHC 1.6-litre engine with variable valve timing (VVT), the Corolla became even more dynamic, with output now reaching 95kW at 6600rpm and 149Nm at 5200rpm.

Now-famous AE86-series Sprinter Trueno variants received fuel-injection in their home market.

In 1984 the availability of a computer-controlled four-speed automatic (essentially an overdrive function) was added, joining the available three-speed auto and four- and five-speed manual. Rack-and-pinion steering was now included across the range and the availability of power steering and air-conditioning broadened.

The AE80-series Corolla also introduced power windows and mirrors, central locking and a powered sunroof optional. On the safety front, crumple zones were added to the body structure while a lights-on buzzer prevented battery drain. The fifth-gen Corolla also featured a digital quartz clock.

Corolla grew again in its fifth generation, now measuring 4185mm in length (+135mm), 1635mm in width (+25mm) and 2430mm between the axles (+30mm). Height remained unchanged at 1385mm. In spite of the model’s obvious packaging benefits, weight had again ballooned, returning Corolla to a third-gen maximum of 890kg.

Sixth generation (1987-1991)
Another new Corolla saw another changing of the guard. Akihiko Saito, a former chassis engineer, took the reins for the sixth and seventh generation Corolla, saying of the model: “The impression that a car makes is first developed when its essential functions and performance significantly exceed expectations.”

We’re still not sure he was talking about the Corolla…

The AE90-series Corolla sought to emulate the ride quality of Toyota’s full-size Crown and match the appearance of the luxury Cressida. The interior encapsulated its creator’s thinking, Toyota designers even visiting the homes of Corolla owners to seek input for what they called ‘new luxury and freshness’. It was a move that inspired Corolla’s rivals and, in reality, set the groundwork for small-car cabins today.

A new 16-valve engine known as High-Mecha Twin Cam advanced Corolla’s output even further, and in some markets all-wheel drive was added (think Tercel). In Japan, high-end models even included the all-strut Toyota Electronic Modulated Suspension (or TEMS) for the first time, while a supercharged 4A-GZE upped power to 106kW at 6400rpm and 186Nm at 4400rpm.

Australian variants were a little more mundane, partly owing to a joint venture with Holden known as United Australian Automobile Industries (or UAAI). The E90-series Corolla was built in Dandenong over 1989-1994, also as the rebadged Holden Nova. Both shared engines that ranged from a 60kW carburettor-fed 6A-FC (1.4-litre) to the sensation that was the 100kW 4A-GE (1.6-litre).

Keeping with the times, the sixth-gen Corolla became the heaviest and largest yet. It tipped the scales at a portly 960kg (+70kg), and in spite sharing the fifth-gen’s 2430mm wheelbase, grew longer (+50mm to 4265mm) and wider (+20mm to 1655mm) than ever before.

Seventh Generation (1991-1995)
While Australians were still driving the previous-gen Corolla, a new model had arrived in Japan with the catch phrase “Big and safety”… We’re sure it made sense there.

An economic downturn in Japan ultimately stopped the AE100-series from achieving its all, but Saito-san was determined for the model to succeed, and continued to polish the model’s engine, dynamic and braking performance. Exhaustive European modelling was undertaken at what Saito-san called the ‘Shibetsu Training Camp’, working to close the gap on rivals that included the Volkswagen Golf.

With six body styles offered, six engine types and a new, rounded look, the model matured to include all fuel-injected, all twin-cam engines. The 4A-GE (1.6-litre) adopted a five-valve-per-cylinder arrangement which upped output to 117kW at 7400rpm and 162Nm at 5200rpm. Supercharged models increased to 125kW at 6400rpm and 205Nm at 4400rpm and added a viscous limited slip differential.

Transmission choices remained the same as those of the sixth-gen Corolla, while the TEMS system adopted an intermediate setting. Speed-sensitive steering was added and some models scored anti-lock brakes, side intrusion beams and a Corolla-first driver’s side airbag.

Larger again, base-grade Corolla cracked the tonne for the first time, now 1010kg (+50kg). The wheelbase was extended to 2465mm (+35mm) while the body grew longer (+35mm to 4270mm) and wider again (+30mm to 1685mm). The AE100-series also grew taller (+15mm to 1380mm).

Australia didn’t pick up the seventh-gen Corolla until 1994. Like its predecessor it was also sold as the re-badged Holden Nova. Now built at Toyota’s state-of-the-art Altona plant, Australian models received only fuel-injected 1.6 and 1.8-litre four-cylinder engines.

In 1999 the UAAI deal with Holden was scrapped. Toyota returned to importing Corolla from Japan for the first time since 1968.

Eighth generation (1995-2000)
The Mk8 Corolla was different for Australia. Local production had caused us to break step with the model’s home-market development, and from 1998-2001 the ‘eighth generation’ Corolla as we knew it was essentially a re-skinned version of its predecessor.

Though, it’s not like we were missing much. A further downturn in the Japanese economy hadn’t done the Corolla any favours. Now at the hands of Takayasu Honda (no kidding), the Japanese Corolla was shaped to “convey a slim, healthy image with a beautiful shape”.

A new-look, lighter body and additional safety gear progressed the model, but like Australia’s version, there was no denying its roots. A 2.0-litre petrol engine joined the Japanese range, but the petrol engine count dropped to five, the supercharged unit ditched. For diesel markets, the early-1980s 2.0-litre was replaced with a newer 2.2-litre unit.

Greater emphasis was placed on ease of cabin entry and exit, though the luxurious interior Corolla once knew had now become the home of “simple, solid surfaces”. Functional and practical it was, but a game-changer it was not. At least model’s fitted with the 4A-GE engine scored a new torque-sensitive helical limited-slip differential.

On the technology front, Corolla scored a buzzer that told you if when the keys were left in the ignition and an automatic transmission shift indicator between the instrument panel's gauges. Oh, and the wipers were ‘semi-concealed’ behind the bonnet to reduce wind noise.

Riding on the same 2465mm wheelbase as before, the Corolla grew 15mm longer (to 4285mm), 5mm wider (to 1690mm) and 5mm taller (1385mm). It also stacked on 10kg (to 1020kg).

Locally, the eighth-gen (AE102-series) Corolla again featured the choice of 1.6 and 1.8-litre engines carried over from the seventh generation. As was the case in Corolla’s home market, the Aussie version was also a little bigger, totalling 4315mm from bumper to bumper (+45mm) and tipping the scale at 1095kg (+85kg). It did, however, still measure 1690mm between the mirrors and 1385mm to the top of the roof skin.

Ninth generation (2000-2006)
Australia received the ninth-gen Corolla a year later than the rest of the world; and it continued to sell here until a year after everyone else in the world got the next one. However, it was a very different car, and under the careful guidance of new development leader, Takeshi Yoshida, really did “start from scratch”, as he put it.

“If we place too much emphasis on the Corolla as a ‘can’t fail’ vehicle, we will end up overprotecting past designs,” he proffered.

“To avoid developing products based on the manufacturer concept of placing priority on cost reductions and production ease, a new global standard for compact cars must be developed.”

Yoshida-san encouraged closer collaboration between the various teams responsible for the Corolla’s design. He again emphasised a look to European models on all fronts, and demanded packaging that “broke away from the conventional concept for this class”.

Body styles were reduced to four, with the coupe now discontinued. Engine selections were largely unchanged, barring a reworked variable valve timing system; though a new four-speed automatic (via a gated lever) and six-speed manual transmission were adopted. Australia now took only the 1.8-litre petrol (93kW/161Nm).

The new platform also saw a new strut front-end and, depending on market and model, the choice of torsion-beam or double-wishbone rear. Electrically-assisted steering appeared in some markets while considerable efforts were also undertaken to ensure cleaner airflow both over and under the body.

Corolla’s interior was given a substantial makeover with more headroom, greater oddment storage and an entirely refreshed dashboard. The Optimtron Combimeter became part of the instrument panel lexicon, while satellite-navigation and infotainment took on a look that is still quite familiar today.

On the safety front, and optionally in selected markets, Corolla scored dual front, side and curtain airbags, traction and stability control, ISOFIX child seat anchorage points, plus brake-assist and brake-force distribution functions as part of the anti-lock braking system.

As we noted, Corolla became taller than ever before at 1470mm (+85mm), also growing in length (+125mm to 4410mm), width (+5mm to 1695mm) and wheelbase (+135mm to 2600mm). It also again became the heaviest yet, jumping 40kg to 1060kg in base form.

The MC chassis architecture underpinning Corolla was mildly updated for Australian-spec models (and renamed ‘New MC’), again growing the body and its weight.

Australia had four-door sedan and five-door hatch models to choose from (the wagon now deleted), each equipped with a revised 1.8-litre 2ZR-FE dual VVTi (inlet and exhaust) petrol engine. Power finally returned to 100kW, but transmission options remained a six-speed manual or four-speed automatic, albeit with wider-spaced ratios.

Hatch models were offered in five trim grades, while the sedan came in four. High-grade variants received dusk-sensing xenon headlights for the first time, while keyless entry, rain-sensing wipers, climate-control and a driver’s knee airbag were also offered.

Safety was a key consideration by 2006, and Corolla was split in its ANCAP rating by way of its optional ‘Enhanced Safety Pack’. With the box ticked, the Corolla scored a full five stars, but without it managed just four – relying only on dual airbags and anti-lock brakes for the fifth star.

Now almost twice the weight of the original, the 10th-gen Corolla took more than half a second longer to reach 100km/h (9.7sec) than the outgoing model. It weighed 1355kg in base form — some 265kg(!) more than the previous generation. Again longer (+135mm to 4545mm), wider (+65mm to 1760mm) and taller (+5mm to 1475mm), the model retained its 2600mm wheelbase.

The most basic Corolla now cost $20,990 — roughly 11 times that of the original model.

Eleventh generation (2013-present)
The latest Corolla introduced sporty new looks, another new development leader — Shinichi Yasui — and the word Wakudoki. In Japanese Waku-Waku is the anticipation of pleasure and Doki-Doki the sound of your heart beating. Together it’s supposed to define the sense of pride and peace of mind people feel in owning a Corolla. We wonder what Hasegawa-san would think…

For Australia, hatch variants are built in Japan while the sedan is sourced from Thailand. The 1.8-litre engine remains, now making 103kW at 6400rpm and 173Nm at 4000rpm, and is offered with a choice of six-speed manual or continuously variable transmission (CVT). A hybrid variant was also offered in Australia for the first time, using components it essentially shared with the all-new Prius.

The new Corolla arrived lighter, stronger, quieter, more aerodynamic and more fuel efficient than ever before. It was also safer, better equipped and better looking with a corporate-styled fascia Toyota says "promotes agility and confidence".

Standard across the local range were emergency brake signal, front and rear seatbelt warning buzzer, steering wheel-mounted Bluetooth and audio switches, a glovebox light, rear 12-volt outlet, ECO instrument panel lamp (on CVT-equipped models), cruise control and auto headlights.

It also continued to grow dimensionally, with the latest Corolla now measuring 4620mm long (+75mm), 1776mm wide (+16mm) and 2700mm in wheelbase (+100mm). Height did, however, shrink a little to 1460mm (-15mm) and weight dropped an impressive 45kg (to 1280kg).

Remember that first ‘family-sized’ HR-series Holden we mentioned at the top of this story? Well it may surprise you to know that after 50 years Corolla’s dimensions have finally caught up. For reference, the HR was 4600mm long, 1778mm wide and 1481mm high. It weighed-in at 1178kg.

“I believe this new model clearly breathes the Corolla DNA that has been inherited over a period of 47 years,” said Yasui-san at the model’s launch.

Despite its many changes and development we think he’s on the money. Happy birthday, Corolla. And here’s to 50 more!