Autoword: 2009 Toyota Corolla XRS

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Old Reliable: Toyota Corolla
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By Mark Maynard

MARK MAYNARD

The Toyota Corolla XRS is the sporty model with a larger four-cylinder engine and appearance add-ons, such as lower-body aero kit, rear-deck spoiler, fog lights and black headlamp housing.

2008-10-07

The Toyota Corolla is the car a father recommends to offspring and in-laws. "It's dependable and fuel-efficient" are among the selling points he will use.

It's also dutiful and dull, but these days, how can anybody argue with 27 mpg around town and 35 on the highway using 87 octane?

The Corolla nameplate has been on the road for 40 years in the United States. The new 2009 model is the 10th generation of the car.

It is sold in four trim levels with pricing that starts at $16,070, including the freight charge of $720. This seems fair enough for this supercompact fuel sipper, but options add up quickly.

The basic car is roomy with plenty of foot room in the back-seat area and a huge, 16.6-cubic-foot trunk. There are some unexpected extras for an economy car, such as a tilt-telescopic steering column, back seat center headrest, split-folding back seat, six air bags and power mirrors. The standard model's 15-inch tires always will be inexpensive to replace. There are plenty of cup holders and storage areas, including a dual-level glove box.

But conveniences, such as cruise control, remote locking, power windows and locks, are optional or part of the step-up LE model, $17,470. Electronic stability control with traction control is optional on all models except the sport model. A four-speed automatic transmission adds $800. Pricing then easily can go to $19,000, which begins to test the joys of 35 mpg and Dad's wisdom. At that price range, it's time to check out the larger Hyundai Sonata or Ford Fusion.

The lower-end Corollas use a 132-horsepower, 1.8-liter four-cylinder with a five-speed manual or optional four-speed automatic transmission.

The sporty, topline XRS, today's test car, starts at $20,770 and is an attempt to put a little life into the driving experience. It has a 158-hosepower, 2.4-liter four-cylinder and five-speed manual or five-speed automatic with Sport and manual-shift modes. It also has appearance add-ons, such as lower-body aero kit, rear-deck spoiler, fog lights, black headlamp housing and XRS scuff plates. A sport strut tower brace acts as a body stiffener to help trim flex when driving enthusiastically.

The test car's price of $24,394, which included a navigation system with upgraded audio, leather package and more, is well beyond the price a young driver can afford. Those who can afford it might prefer a more refined sporty car. And don't expect incentives or much haggling.

The test car had the automatic and it was a scrapper to drive. It was quick off the line and eager to run, but a little blunt in the delivery. The tires squealed and squawked when pushed just a little and throttle response and downshifts could be abrupt. Freeway fuel economy is 30 mpg with the automatic and 29 with the manual.

The body is tight and braking response is excellent and flat with the four-wheel discs. Electric power steering is firm enough and the turning circle tight enough at 36.3 feet.

But it's just not a lot of fun getting from here to there in a Corolla. There is road noise at highway speeds — even with the optional trunk mat — and the optional audio package is almost required to help displace unwanted noise. Some will wish for more lower back support in the front seats or lumbar adjustment.

Toyota gets away with cheap-looking plastics, hard surfaces and the brushed-flannel headliner because of reputation and fuel economy - and the owners don't complain. The Detroit Three would be crucified by critics if they used this grade of materials.

But this is a Corolla. It gets the job done. It's a good car. And father knows best.

Mark Maynard is driving in cyberspace at mark.maynard@uniontrib.com.

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