Cons :
- Peaky power development.
- Weak in the torque department.
- Gets noisy at high speeds.
- Tall geeky styling.
- Stands out like a needle in a haystack.
Interior :
Press Coverage :
The all-new Corolla XRS combines sporty styling with aggressive handling that is aimed at young performance-driven buyers.
The Corolla XRS is powered by a newly tuned version of the 2ZZ dual overhead cam engine and six-speed manual transmission found in both the Celica GT-S and Matrix XRS. The 1.8-liter four-cylinder produces 170 horsepower at 7,600 RPM and 127 lbs./ft. of torque at 4,400 RPM and delivers broader and stronger mid-range torque than the previous versions of the 2ZZ engine. And, it features a VVTL-i variable valve timing and lift system that produces a supercharged-like rise in power from 6,000 to 7,600 RPM. The result is a compact sport sedan that blends sub-eight-second zero-to-sixty acceleration with exceptional throttle response throughout its broad power band.
Despite the increase in power, fuel economy is hardly compromised with EPA ratings at 26 miles-per-gallon in the city and 34 on the highway.
The XRS features a sport-tuned suspension that includes a sport strut tower brace. The strut tower brace is mounted between the shock towers to produce improved ride and handling without compromising NVH. In addition to the sport strut tower brace, the XRS features increased rate coil springs and shocks on all four wheels for improved roll and pitch, and a ride height that is a full half-inch lower.
The suspension stands on larger 16-inch aluminum alloy wheels and Michelin performance tires, an upgrade from the standard 15-inch wheels on all other Corolla grades. The revised steering system features a more rigid steering column, producing less vibration and improved response. A power steering rack specially developed for the XRS allows for better steering feedback.
The improved performance of the Corolla XRS is accompanied by an array of standard performance-themed styling and convenience enhancements including a rear color-keyed spoiler, sport seats, a color-keyed bezel surrounding the grille, silver-colored instrument cluster and switch plates, optitron meters, a leather-like shift boot with a leather shift knob, and unique badging. Additional standard equipment includes anti-lock brakes with tire pressure monitors, front and rear disc brakes, and cruise control.
Toyota USA
The strange high-rev switchover point for the 2ZZ engine's variable valve timing and lift system almost begs a bank-heist-getaway driver technique. The high-lift cam is where the real excitement lives, and it's particularly effective in taller gears, where the thrust stays on longer. So you find yourself shrieking around freeways in third and fourth gears, zinging the engine wherever you go for maximum response.
Of course, the engine and six-speed-transmission module also shares the usual Toyota 2ZZ testing conundrum, where it drops off the high-lift cam at every upshift, forcing the engine to rev back up to the 6000-rpm (or thereabouts) switch point before starting the frenetic burst of energy that will carry it to its 8200-rpm redline and the next gear.
We're pleased with the chassis modifications, too, which include higher-rate shocks and springs, a stiffened steering column, a half-inch-lower ride height, and 16-inch wheels and tires. Under the hood you see a cleverly crafted rod bridging the two shock towers. Designed by Yamaha and badged by TRD, the brace had to make several detours to avoid brake boosters and other underhood hardware, but it lends the car's front end a confident sense of solidity.
Car and Driver
The XRS ramps up speed so quickly that a relaxing jaunt down the highway can quickly turn into a breathtaking exercise in car control. To that end the top-line Corolla displayed superb manners, delivering superb cornering capabilities while still respecting my need for a compliant, comfortable ride.
To really test its mettle Toyota set up a tight, circuitous autocross course in a massive parking lot next to a shuttered fairground. What a blast.
Toyota also added what at first glance appears to be a strut tower brace, but in reality it's more of a front connecting rod damper as it isn't a rigid cross-member. Developed by motorcycle (and almost everything else) manufacturer Yamaha, the damper is mounted between the front shock towers just where the brace would go, enhancing ride and handling while reducing noise, vibration and harshness (NVH) levels. The XRS' ride height has been lowered by about an inch (25 mm) while each corner features increased rate coil springs and shocks to improve roll and pitch.
I really liked the new model's stiffer steering column, as it gave the XRS a more connected feel to the road beneath. It responded to input quickly, but was still easy to maneuver at low speeds. Finishing off the handling package are slightly larger diameter alloy rims, from 15-inches to 16, wrapped in lower profile 195/55R16 Michelin performance rubber.
With regards to acceleration, it's important to get the revs up to make a quick launch as torque is a bit on the low side. Fortunately power is high, and it revs to the moon and back due to Toyota's intelligent Variable Valve Timing with Lift (VVTL-i), emitting a mechanical symphony that few modern engines can emulate in the process.
Canadian Auto Press
History:
2003-2005 Toyota Corolla S
1,794 cc / 130 hp / 125 lb-ft / 2524-2590 lbs / 0-60 mph 8.5 sec.
1984-1987 Toyota Corolla GT-S AE86
1,600 cc / 112 hp / 97 lb-ft / 2300 lbs / 0-60 mph 9.8 sec.
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