Toyota Corolla Levin 2003 Review

Lively, responsive, and eager to please, the difference is so obvious that not even the most dismal dunce of a driver could miss it. With a performance advantage of this magnitude, our Correvit-recorded acceleration data is almost irrelevant, but the numbers do give definite dim. Corolla is powered by a toned-down version of the engine used in the MR2 Spyder sports car. Toyota's 1.8-litre four packs some significant technological advantages compared to the Europeans' engines, like 40 degrees of infinitely variable inlet camshaft timing. Claimed maximum power is a neat 100kW, 18 percent more than the Focus and Golf, 25 percent more than the 307. Despite its greater power and performance, the Toyota doesn't use any more fuel. In fact, over our test loop, the Corolla burned fewer litres than the others.

You couldn't paint a clearer picture of Toyota technology triumphant, but this doesn't mean that the Corolla drivetrain is perfect. The engine is quite refined, but it does grow increasingly vocal through the upper half of the rev range. It doesn't sound strained, however, and the noise isn't exactly unpleasant. It wouldn't be a problem, except for the Corolla's gearing. Its fifth is fractionally shorter than even that of the smaller-engined and much less powerful Peugeot. Consequently, at motorway cruise revs, engine noise is inescapable and this gets tiresome.

Except for some dumb ratios, the Corolla five-speeder is the best transmission in this group. Quick, if a little clunky, it's rivalled only by the Golf for shifting speed and ease. Under the bonnet, Toyota leads, but inside the Corolla it's a different story.

Despite a well shaped and supportive seat, and impeccable pedal placement, the driving position is poor. While the others allow alteration of both steering rake and reach, the Toyota has only angle adjustment. The range is restricted and insufficient; taller drivers cannot set the wheel high enough, and many will find it a stretch to reach the rim when the relationship between seat and pedals is optimal. Poor effort. On the other hand, instruments, centre console, steering column wands, and other minor controls are excellent.

Passengers front and rear will enjoy the Corolla. The front seat is comfortable and supportive, the rear is the best of this group. But there's less foot room for rear-seat passengers than in the Focus and Golf, and there are no door grips. Corolla's cargo compartment, while adequate, is smaller than the others.

Adequacy is also the key word when it comes to the Toyota's dynamics. Ride comfort is okay, noticeably better when loaded than with only the driver aboard. While handling is acceptable up to a point, once past it the Corolla's chassis turns incoherent. It grows ragged when pushed within the vicinity of its limit of grip. It has traction trouble accelerating out of tighter corners - and its power advantage isn't sufficient excuse for such behaviour. Its steering is also more kickback-prone than the Europeans. Mid-corner potholes and ripples can send nasty shudders up the steering column.

Like other Toyotas, the Corolla retains its value well, but it doesn't present a great case in the showroom. While we requested a Seca Conquest for this comparison, Toyota was only able to supply a more expensive $28,290 Levin. In basic, $23,590 Conquest form, the Corolla hatch is skimpily equipped. It takes the addition of the $1400 Safety Pack option - ABS brakes, front passenger airbag, and seatbelt pre-tensioner - to lift the Conquest to anything approaching parity with the European imports. It's impossible to add the Levin's standard pair of front passenger sidebags to a Conquest. In contrast, the basic $26K 307 XS has the same standard passive-safety feature list - including six airbags - as the more expensive models in the range. If Toyota was as serious about safety as they'd like you to believe, they'd do the same.

A further safety issue is the Toyota's centre-rear lap belt. Ford, Peugeot, and Volkswagen are all able to engineer a lap-sash belt for the centre rear passenger, a feat apparently beyond the ability of Toyota. It's worth remarking that the Seca hatch is the only Corolla handicapped this way; both the sedan and wagon have five lap-sash belts.

This car review is part of a four-car comparison from Wheels magazine, February 2003, which compared the Toyota Corolla, Ford Focus, Peugeot 307 and VW Golf. Click here to read more.