Toyota Corolla XRS Road Test
An Unbiased Hands-On Review of Toyota's Newest Baby
Automotive trends come and go. Square styling, aerodynamics, SUV's and now economy cars are slowly making a comeback. One of the genre's nicest is the Toyota Corolla XRS, the performance version of the all-new 10th generation Corolla. With almost identical dimensions to its previous iteration and styling that’s similar you might not even be aware a new version has arrived.
Accommodations
Outside the top-line XRS retains most of the previous generation’s lines and visual cues. Inside the sporty cloth buckets (the $1,490 Leather Package includes seat heaters) are comfortable but the door armrests and between-seats console top are thinly padded. Legroom surrounding the 60/40 fold down rear bench is variable. The front seat tracks offer limited travel but when the buckets are in their rearmost position they severely constrict rear leg room. Further back the nicely finished trunk is large, liftover height is low but the spare, sadly, is a "donut."
Features and Safety
Looking around from the driver's seat reveals a paucity of analog gauges. Well designed cupholders and power points abound; two small glove boxes hold small items but neither locks. Other features of this 2,965 pound front-driver include dual front, side and head curtain airbags, four wheel antilock disc brakes, Electronic Brakeforce Distribution with Brake Assist, Vehicle Stability and Traction Control, a tire pressure monitoring system, electric rack and pinion steering with a tilt/telescope wheel, power locks and mirrors plus cruise control.
The Engine and Transmission
Underhood is an aluminum 2.4 liter, twin cam four valve per cylinder inline "four" with variable valve timing. Producing 158 HP, a Belkin accelerometer measured the XRS’ 0-60 time at 8.2 seconds. That’s about a second quicker than a standard Corolla with its 1.8 liter powerplant. The engine proved smooth, too, during the vehicle’s week-long test. Fuel efficiency on regular unleaded was observed at 20 city and 30 highway (EPA 22/30). The test vehicle utilized a butter-smooth five-speed automatic transmission, up one gear from the previous generation (a manual unit is also available). It shifted flawlessly. Towing capacity is 1,500 pounds.
Ride and Handling
Turning to ride, you’ll discover it’s surprisingly stiff. Road irregularities are negotiated with some jounce by the 4-wheel independent suspension. Though easily tolerable it’s not a vehicle for a daily diet of potholes and frost heave. Handling, as you'd expect in a vehicle’s performance version, was excellent. Its tossibility was aided by a Sport Strut Tower Brace; that the XRS is nimble was affirmed by its 36-foot turning circle. Corners are negotiated with minimal lean, partly a function of its “performance” tires and 17” wheels.
Other Considerations
The heater and air conditioner, equipped with dust and pollen filters, worked well. The sound system, an AM/FM/CD with six speakers and WMA/MP3 playback capability, was integrated with a $1,300 touch screen navigation system. Though it worked well and sounded fine - if you could understand how to operate the various buttons and geegaws – it’s an expensive option to avoid. If you need a GPS buy a Garmin!
The Verdict
Overall the XRS is a fine vehicle. It isn’t nearly as quick as a MazdaSpeed 3, 197 HP Honda Civic or 300 HP Dodge Caliber ... but costs thousands less. It doesn’t compete with the Subaru WRX STi or Mitsubishi Evo. Think of the XRS as a Corolla with extra “kick” ... but it’s no drag racer. There are rumors the XRS’s fine 2.4 liter engine might be available in a less expensive model. If true it could make the “performance” Corolla a bargain.
