2005 Toyota Corolla and Toyota Matrix

Hey there, time traveller!
This article was published 21/05/2004 (7998 days ago), so information in it may no longer be current.

ALLISTON, Ont. — The Corolla has long been Toyota’s most important car in Canada and No. 1 nameplate worldwide.

That the automotive press has been critical of its conservatism seems beside the point. It sold. It won initial quality awards out the wazoo. It brought legions of drivers into the Toyota fold.

And it’s built in Canada.

So criticism of its styling, of Sport models that added little Sport and reports of competition that seemed to be getting the leg up on small-car style and handling just didn’t seem all that important.

We told you over the last couple weeks about the new Corolla, so we’ll spare you a re-hashing of most of the details. Suffice it to say, the changes to both models, while modest outside, are most vivid under the skin.

The first bit of news is the new Corolla XRS: finally, a sport model that actually adds some jam. Previous Corolla Sports may have been content with red-faced gauges and subtle styling changes, but the new XRS adds a 170-horsepower motor and six-speed manual transmission (based on the Celica GT-S powertrain), sport-tuned suspension with damped strut-tower brace, antilock brakes, upgraded front seats and a variety of inside and outside styling cues.

That it is only offered with the six-speed stick — slushbox buyers need not apply — is the strongest cue as to who this car is targeted at. Drivers.

This is the model I came here to drive, and it was worth the trip.

It may not have the slalom-slicing feel of the Mazda3, but the new suspension and motor mean it will keep pace. Body roll is exceptionally well controlled and the new engine loves to pull, even if you need it to be above about 6,000 rpm to really breathe.

A little more low-end torque would be nice, but it’s a big improvement on the base 130-horsepower engine and does its job with exceptional smoothness. The nice tight ratios of the six-speed gearbox and well-placed pedals make heel-and-toe downshifts almost intuitive. With few exceptions, if you try to heel-and-toe, you will.

The engine is a 1.8-litre, DOHC 16-valve four-cylinder, like the base engine. The key to the XRS engine’s performance is Toyota’s Variable Valve Timing with Lift, which not only varies valve timing with engine speed to maximize power and efficiency, also varies the amount the valves open, further improving the engine’s breathing.

It delivers peak horsepower of 170 hp at 7,600 rpm and peak torque of 127 lb.-ft. at 4,400 rpm. The base engine, which gets the variable valve timing but not the variable valve lift, delivers 130 hp at 6,000 rpm and 125 lb.-ft. at 4,200 rpm.

In all, the XRS is just what Toyota needs to retain Corolla faithful who are looking for some added excitement.

For those looking for even more scoot, Toyota will also supply a Toyota Racing Development supercharger for non-XRS models. In Matrix form, the supercharger takes six-tenths off the 0-60 mph times between a supercharged base engine and the XRS engine.

It should, once confirmed for the 2005 model, have a similar effect on the Corolla XRS. It has been available for 2003 and 2004 Corollas.

When you have a car that’s this successful, tinkering becomes a challenge. You want to bring in new customers but not alienate the kinds of customers that made it so successful.

“We’re not forgetting our core customers,” said Toyota managing director Stephen Beatty. Instead, the added models and TRD performance parts bring a new dimension to the car without radical alterations to the core product.

Indeed, the core customer for Corolla buys a base model CE with automatic transmission and is not interested in a sports car. In that vein, the Corolla CE is as good as any car will get. How exciting it is will be up to buyers, some of whom don’t want anything beyond decent, reliable transportation.

Also on offer is a redesigned Matrix, which shares the same platform as Corolla. Powertrain choices carry over unchanged, as the Matrix has always had an XRS version with the same engine and transmission as the new Corolla XRS.

An accompanying story has the details on the Matrix, so I’ll stick to driving impressions.

First, my main complaint with Matrix remains: it has the same power as Corolla but 100 kg extra weight, so while base models of Corolla feel adequate, base Matrix models feel underpowered, especially off the line. You really feel the added weight.

The XRS Matrix works to resolve that problem, but since it has only two extra foot-pounds of torque, arriving 200 rpm later at that, the biggest benefit comes once the XRS is already in motion. Freeway entrances are a lot easier to take when you can downshift a couple of gears, get the engine up to its power band (6,000 rpm to the 8,400 rpm redline) and scoot along.

Fortunately, as with Corolla XRS, the Matrix XRS is only available with a six-speed manual transmission.

More low-end torque is definitely the order of the day here, particularly set against rivals such as the Mazda3 Sport.

That added weight is also felt (and seen by bystanders) in the slalom. There’s considerably more body roll in Matrix than in Corolla. The added glass and rearward roof height of the wagon layout raises the centre of gravity enough to be noticeable.

Once up to speed, however, the Matrix is a worthy handler. More roll than Corolla, perhaps, but still controlled enough to retain some excellent handling characteristics. Steering is, if not razor-sharp, precise and linear. There is enough boost to be helpful at slow speeds but not too much so as to feel twitchy at higher speeds. The power assist is not of the speed-sensitive variety.

All-wheel-drive models are even heavier, and, because of redirected exhaust system to accommodate the rear driveshaft, have less horsepower and torque. Because of that, I’d choose a front-wheel-drive Matrix and a set of good snow tires over all-wheel drive.

I’m not sure the styling changes for 2005 actually make the car look better, however. There’s a new grille, new lower front fascia and new taillights. I like the new taillights but think the toned-down front fascia adds too much of a conservative look to the front. I quite liked the angular chin spoiler of old.

When the Matrix came out, it was unique: a tall, small-car station wagon with a funky style and interesting interior. A lot of other cars have since come out to challenge it, so while the mid-cycle refreshing may help, it’s really due for a complete redesign.