The 2009 Toyota Corolla
By MAC MORRISON


Don't expect a radical departure from the past when the 10th-generation, 2009 Corolla goes on sale in February 2008. Toyota's nearly-40-year-old subcompact formula--a simple, low-frills, solid-value commuter--lays claim to the title of best-selling passenger car of all time. Toyota has sold more than 30 million worldwide since they first appeared in Japan way back in 1966.

Toyota says 33 percent of Corolla buyers return to the fold once they've passed their cars on to friends, relatives or the scrap yard. But that stat didn't stop speculation and published reports that Toyota had delayed the new car's introduction--planned originally for the 2008 model year--after executives set eyes on Honda's funky new Civic and demanded a redesign of the redesign.

Corporate officials deny that story and blame the delay on having placed other products at the top of the priority list. Whatever the truth, the new car's exterior is improved, if not as fresh and dynamic as those of competitors.
Unlike previous Corollas, which had different bodies for different markets, the new car is a global product. Designers moved the bottoms of the A-pillars forward and the C-pillars back, creating a lower roofline. The new front end, headlights and grille show some familial resemblance to the Camry, as do the various "sweep cut" lines. S and XRS models look even beefier, courtesy of a front spoiler, side rocker moldings and rear spoilers, plus 17-inch wheels and tires on the XRS. The S and XLE models come with 16-inchers, and standard and LE versions come with 15s.

Any sense that the Corolla has grown substantially is an illusion. The 102.3-inch wheelbase is unchanged, and while it is more than two inches wider, headroom, legroom and shoulder room remain roughly the same as before. Cargo volume increases by three cubic feet.

As with Corolla's platform mate, the new Matrix ("Keeping Up with the Joneses?" AW, Dec. 10), two four-cylinder engines are available (no official word yet on a hybrid version), and each offers a power jump over the previous car's 126 hp and 122 lb-ft. The all-new 1.8-liter with dual variable valve timing makes 132 hp at 6000 rpm and 128 lb-ft of torque at 4400 (the new car is heavier, so performance feels about the same). The revamped 2.4-liter (for the XRS only), which is shared with the Camry, produces 158 hp at 6000 rpm and 162 lb-ft at 4000. The smaller engine connects to either a five-speed manual or a four-speed automatic; the 2.4-liter uses a five-speed manual or automatic.
Driving impressions are similar to what we found in the Matrix, with the XRS standing out as the drivers' choice, thanks to a better-tuned suspension and electronic power steering, as well as four-wheel disc brakes. Unlike the Matrix, all Corollas use a torsion-beam rear suspension design rather than independent double wishbone; the Matrix XRS is the way to go if you are looking for the most driving fun.

Not that driving dynamics traditionally play a large part in the Corolla buying decision. The sedan's relatively conservative style, both inside and out, moves it ahead of the Matrix in the maturity department, especially if you check the box for leather and optional interior trim. No, it doesn't rival, say, the Mazda 3 or the Civic for flash or fun, but its upgraded style and performance will keep the loyalists coming back.