Toyota Corolla hatch 2012 Review
Euro-styled Corolla hatch arrives in Oz lighter, stronger, leaner and greener than ever beforeWhat we liked:
>> Sensible pricing
>> Confident handling
>> Respectable fuel economy
>> Headroom for taller occupants
>> Infotainment screen positioning
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Now in its eleventh generation the new Corolla arrives lighter, stronger, quieter, more aerodynamic and more fuel efficient than ever before. It’s also safer, better equipped and better looking with a corporate-styled fascia Toyota says promotes agility and confidence.
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All models are offered with a 1.8-litre four-cylinder petrol engine outputting 103kW/173Nm. It is available with a choice of a six-speed manual or sequential-shift seven-ratio continuously variable transmission (CVT). Toyota claims consumption and emission improvements of as much as 12.3 per cent with certain models consuming as little as 6.6L/100km and emitting 152g/km of CO2.
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With pricing reduced across the four-model Corolla hatch range by as much as $1500 the model now kicks off from $19,990. CVT-equipped models attract a $2000 premium.
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The new Corolla hatch range will be joined by a sedan variant locally in the latter half of 2013.
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PRICE AND EQUIPMENT
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Five-door hatch models are offered in four specification grades: Ascent, Ascent Sport, Levin SX and Levin ZR.
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Standard across the range are an emergency brake signal, a front and rear seatbelt warning buzzer, steering wheel-mounted Bluetooth and audio switches, a glove box lamp, rear 12-volt outlet, ECO instrument panel lamp (on CVT-equipped models), cruise control, front and rear mudguards, and a light reminder with auto cut-out.
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Ascent models receive 16-inch steel wheels (with matching spare), cruise control, bi-halogen projector headlamps, multi-information display within the speedometer, Bluetooth telephone preparation, manual air-conditioning, tilt and reach steering column adjustment, front and rear power windows, cloth upholstery, 60:40 split-fold rear seats and a six-speaker CD/tuner.
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In addition to those features listed for Corolla Ascent, Corolla Ascent Sport variants adopt 16-inch alloy wheels (with steel spare), a reversing camera as standard, 6.1-inch touchscreen audio system with SD card slot, rear privacy glass, front fog lamps, gloss-black bumper inserts, and a chrome-finish grille garnish.
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Levin SX models add 17-inch alloy wheels (with space-saver spare) with CVT variants receiving paddle shifters. The models also gain SUNA-equipped satellite navigation, sports-look grille and instrumentation with dot-matrix MID, and sports front seats.
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Finally, in addition to those features listed for Levin SX, top-shelf Levin ZR models feature HID headlamps with adaptive cornering and auto high-beam, LED running lamps, front-seat heaters, folding wing mirrors with heaters, dual-zone climate control, powered lumbar support for the driver’s seat, leather-accented seats, front-seat heaters, premium-look instrument panel, an electro-chromatic rear-view mirror, and smart entry with push-button start.
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As an optional extra, Toyota’s ‘Skyview’ panoramic glass roof is available exclusively to the Levin ZR for $1500.
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All Corolla models are covered by Toyota’s capped priced service scheme Toyota Service Advantage. The program sees servicing fixed at $130 for the first six scheduled logbook services for the first three years or 60,000 kilometres.
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2013 Toyota Corolla pricing (MRLP):?
Corolla Ascent $19,990 (man.) / $21,990 (CVT)?
Corolla Ascent Sport $20,990 (man.) / $22,990 (CVT)?
Corolla Levin SX $23,990 (man.) / $25,990 (CVT)?
Corolla Levin ZR $28,490 (man.) / $30,490 (CVT)
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The 16-valve DOHC in-line four-cylinder (designated 2ZR-FE) displaces 1798cc and outputs a maximum of 103kW at 6400rpm and 173Nm at 4000rpm. It consumes 6.6L/100km of 91 RON ULP for CVT-equipped variants and 7.1L/100km for six-speed manual equipped models. CO2 emissions are rated at 152g/km and 166g/km respectively.
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The powertrain combination sees automatic Corollas accelerate from 0-100km/h in 10.0 seconds and manual versions 9.7 seconds.
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All model variants are suspended by a MacPherson strut (front) / torsion beam (rear) arrangement and are arrested by four-wheel disc brakes measuring 275x22mm on the driving wheels and 259x9mm at the rear.
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Steering is now an electrically-assisted rack and pinion set-up. The ratio is slightly tighter on Levin models with a lock-to-lock figure of 2.59 turns (vs. 2.67 turns for Ascent).
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Ascent models are fitted with 16x6.5-inch steel wheels shod with 205/55 rubber. Ascent Sport models offer the same size wheels and tyres but with alloy construction. Levin models receive 17x7.0-inch alloy wheels running 215/45-series tyres.
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All models feature a 50-litre fuel tank.
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Toyota has not confirmed its petrol-electric hybrid version of Corolla for Australia, saying the Prius-family range of vehicles will fulfill our hybrid needs for the time being. Australia will also miss out on the sporty and turbodiesel-powered versions and wagon body style models, all of which are bound for Europe (see previous link).
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PACKAGING
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The hip point is lower by 40mm, allowing occupants to feel less cramped in a car whose roof line is now 55mm more squat. The steering column has been lowered two degrees to accommodate the change in seating, and is adjustable for tilt and reach.
Also for the driver there’s increased vertical travel for the seat (from 58mm to 73mm) which should help shorter drivers feel more at home. Tall drivers, too, will benefit from improved horizontal travel, up to 65mm from 55.
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Up back, thinner front seat backs have liberated 20mm more legroom.
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Cargo space now tallies 280 litres, which Toyota Australia says is more than the previous generation. We beg to differ, noting the previous model’s 290-litre capacity during early tests. Fortunately the area can be expanded to 1120 litres via fold (almost) flat 60:40 rear seats. The wider aperture (+75mm) is also welcome.
The cabin benefits from an assortment of oddment trays, storage bins and map pockets, though these aren’t as numerous as in some competitors. ?
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?Under heavy braking, Corolla’s emergency signals (hazard lights) warn vehicles behind of hard deceleration. CVT-equipped vehicles also feature hill-start assist control (HAC). Strangely, this is not offered on manual models.
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Three-point seat belts are fitted to all five seating positions with the front row gaining pyrotechnical pretensioners and force limiters. All seating positions are also fitted with anti-whiplash head restraints.
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Top-tether and ISOFIX child seat preparation is standard across all three rear bench positions.
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?In Australia, the new Corolla faces competition involving 38 models from 27 manufacturers. To the end of September this year, Australians bought 186,579 small cars, an increase of 5000 units -- or 2.8 per cent -- over the same period last year.
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That’s sees Toyota’s latest facing some stiff competition. But with sharp pricing and generous equipment the Corolla is certainly off to a flying start.
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It’s ready to compete against Nissan’s newly-announced Pulsar (also from $19,990), while at the same time undercutting chief sector rivals Holden Cruze (from $21,490), Hyundai i30 ($20,990) and Australia’s best-selling car, the Mazda Mazda3 ($20,330).
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The Corolla hatch will lead the fight with just one engine selection and, for now, one body style. The hatch will be joined by a sedan variant later next year (2013).
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ON THE ROAD
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Familiarising myself with the Corolla I find Toyota’s claims of more rear room are indeed correct. The added space up back is noticeable with more space between my knees and the back of the driver’s seat even with it placed fully rearward.
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The lower roof line is, however, and issue when jumping in and out, meaning you have to duck you head to swing yourself in. Once inside you feel as if your head is slightly above the window line, and my taller co-driver said he felt headroom was insufficient for taller drivers.
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Thankfully the driver’s seat allows more adjustability that before. The steering column falls to hand more readily, as does the gearshift. The layout is familiar and the concise instrument panel is easy to read. The same cannot be said for the infotainment display which faces low and centre, and is susceptible to sun glare.
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It’s a shame considering the system is easy to use. The SUNA traffic system built into the satellite navigation works brilliantly in detecting and avoiding delays ahead.
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Leaving the busy CBD the Corolla feels pressured by its throttle to surge away from a standing start. The pedal is tightly calibrated ensuring a zippy response from standstill, even when you don’t necessarily want one.
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The artificial ‘steps’ worked into the CVT are welcomed and give the Corolla a feel more closely akin to a regular automatic. It’s a positive feeling, and one that reacts quickly to input.
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In Sport mode things don’t necessarily react any faster, but the car does hold gears longer, utilising the power of the rev range for greater enthusiasm. The transmission feels intelligent here, holding gears for corners and even downshifting under brakes.
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Manual mode, too, is noted for its quick response -- both from the steering wheel-mounted ‘paddles’ and floor (+/-) shift.
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Engine and driveline noise is well attenuated and that typical CVT ‘whine’ is only really noticed when accelerating hard in Sport mode. Wind noise is negligible and, similarly, road and tyre noise is well dampened on all but the coarsest of surfaces.
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The Corolla rides and handles very well. The suspension allows enough ‘give’ to soak up crumbling surfaces but still maintains effective body control.
The car isn’t easily upset by mid corner lumps and bumps, though we did feel that the torsion beam rear end is set a little firm for the uprated steering ratio, and can unbalance the car when pushed too hard.
Fortunately there’s enough tyre howl to notify the driver of their error long before the stability control kicks in. You’d want to pay attention to what the car is telling you, too, as the ESP comes on like someone flicking a light switch.
The electrically-assisted steering is not only quick of ratio but sufficiently assisted. Not too heavy, not too light. It’s like Goldilocks, or a Kellogg’s cereal we could mention... True, it’s not as communicative as some of the German offerings, but there’s enough information to keep you involved.
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The brake pedal too is well modulated, even if the pedal can ‘clunk’ back to its position when sliding the foot off quickly. Corolla’s four-wheel discs offer confident stopping for its intended purpose.
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For all its playfulness Corolla is equally happy to cruise, and it’s here the car is most enjoyable. The quiet cabin has enough tech on board to make highway cruising enjoyable while the engine can deliver enough punch to overtake, even if it means working the gearbox back to third on manual models.
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The higher gearing does however improve Corolla’s economy. Despite enjoying the enthusiastic corners and hills of our drive loop we returned 7.1L/100km in the CVT-equipped model and 7.7L/100km in the manual -- about half a litre more than the combined average in each instance.
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Although the new Corolla is not as potent or as sharp as some of its European competitors, it is a step in the right direction for the brand. The car holds all the characteristics for which Corolla is favoured and adds enough new ones to keep things fresh.
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With sensible pricing and impressive quality throughout you could do far worse than test drive Toyota’s newcomer. We’re really looking forward to seeing how it compares in back-to-back comparisons, too. Watch this space...
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