The Corolla was not without serious shortcomings; initially, it was the capriciousness of the ZZ series engine only until the 2005 release and a slight knock on the steering rack. Toyota Corolla is a best-selling automobile and is listed in the Guinness Book of Records as the best-selling model worldwide. The ninth generation Toyota Corolla, designated E 120, was released in 2000. Sales of Toyota Corolla started in 2001. The ninth generation Corolla was produced until 2006 in sedan, hatchback and station wagon versions. Toyota brand cars are very popular all over the world, thanks to the image of Toyota as a reliable and durable car. The Toyota Corolla E120 was also faithful to traditions, giving many carefree years of owning it. But still, some “sores” could not bypass the ninth Corolla. But first things first.
The Toyota Corolla has changed a lot over its 52-year history. This is how evolution went
Compact, affordable and reliable - these are the three main ingredients that have made the Toyota Corolla a car for millions. Since its introduction in 1966, customers have purchased more than 40 million Corollas, making it one of the best-selling models in human history.
Fifty-two years of historical development of Toyota Corolla. During this time, the Japanese “brand within a brand” has gone through a lot, crossing the line from a classic rear-wheel drive subcompact car to the economical front-wheel drive car that we know today. Four doors, a spacious interior and sufficient comfort, which made it possible to reduce the price of manufactured products without reducing their value. Among the budget models there were also special versions, for example, the Corolla GT-S of the 1980s was a popular sports car for a long time, but the Corolla was able to become an economically unique project not thanks to sports.
BudgetDirect has compiled illustrations of all eleven generations of the Toyota Corolla, making it easy to compare older models with newer and newer versions. Let's dive into the history of Toyota.
You can also check out the evolution of the seven timeless models at budgetdirect.com.au. Meet the evolution of the Honda Civic, Ford Mustang, Mercedes SL, Toyota Corolla, Jaguar XJ, Mini Cooper and Chevrolet Corvette.
Steering:
The steering is the weakest point of the ninth generation Toyota Corolla. Steering rack knock is a disease that haunts many Corolla car owners. It appears already after a mileage of more than 60 thousand km. There is nothing catastrophic about this, and the rattling rack goes on for a long time, causing only discomfort, but not affecting safety. The reason for the knocking sound is wear of the plastic bushings inside the rack. The cardinal solution is to replace the rack and it will cost 15-16 thousand rubles, but the problem will return after 60 thousand km. A cheaper solution is to wrap foil around the shaft inside plastic bushings; the problem can be forgotten for 50–60 thousand km. Depending on the configuration, the Toyota E120 was equipped with electric or hydraulic power steering, the latter being much more reliable. When the electric power steering is heavy, it is enough to reset the terminals from the battery for a while, after which everything returns to normal.
The chassis cannot be called unkillable, but it is quite strong. Wheel bearings are the first to go, as a rule, when the mileage is more than 100 thousand km, then the front silent blocks, stabilizer bushings and front shock absorbers come in line. Tie rod ends extend 100 - 150 thousand km.
The front brake discs are operational up to 100 thousand km, the rear ones up to 150 - 200 thousand km. Front brake pads require replacement every 40 - 50 thousand km, and rear brake pads every 70 - 100 thousand km. When servicing brakes, special attention must be paid to the condition of the caliper boot. By 140 - 150 thousand km, a brake fluid leak may appear due to deformation of the boot, fine dust getting on the piston and cuff and their abrasion. The repair kit will cost 1000 rubles.
First generation: 1966-1970
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Toyota introduced the Corolla in 1966, selling them through a low-cost dealership network called the Toyota Corolla Store in Japan. To beat out its rivals, the Datsun 1000 and Subaru 1000, Toyota gave the Corolla a larger 1.1-liter engine, which proved more expensive to maintain in terms of taxes, but the larger, more powerful powerplant gave the Toyota Corolla a little more prestige. Other advanced features of the era on the Corolla included front MacPherson struts and a 4-speed fully synchronized manual transmission.
While Toyota introduced the Corolla in 1966 in Japan, exports to the company's second important market, the United States, began only in 1968. The starting price was below $1,700. In its first generation, the American Corolla received 1.1 and 1.2-liter engines producing 60 and 65 horsepower, respectively.
Toyota Corolla IX: “They don’t make these anymore?”
They often say about old versions of Toyota Corolla: “What a pity they don’t make these anymore!” Is this really true, or just some “grass was greener before” whining? Let’s check, and the ninth generation Corolla with a reliable mileage of 160,000 km will help us with this.
Body problems that can be avoided
Corolla in this body resists corrosion well, generally better than other “Japanese” ones. The main advantage is good quality of painting, because the anti-corrosion protection here is not the best. In addition, age and the specific attitude of the owners, who believe that Toyota requires minimal attention, take their toll.
Outwardly everything is usually pretty decent. Corrosion on the edges of the rear arches, windshield frame and bonnet lip is common. But rusty doors are rare and usually the result of neglect, for example, a long winter in a snowdrift.
The Corolla's real problems come from below, although the thick side members hold up well. The area inside the rear arches often rusts. This is especially true of the left arch, where the fuel filler pipe runs. The spring supports are also at risk. Here, corrosion can begin at the seams between the suspension cup and the body, gradually spreading to the metal around it. In the front arches, despite the rusting pillar supports, everything is not so sad.
The Corolla also has plenty of potential small pockets of corrosion. For example, under the trunk floor, in the area of the exhaust system and on the inside of the sills. The quality of the paint and protection inside the sills leaves much to be desired, and the lower sill trim does not help. Dirt accumulated behind the lockers can cause a lot of problems. A steel gas tank may leak. It corrodes at the junction of the upper and lower parts.
The body equipment is not very reliable. The front optics are quite soft. Headlights quickly wear out and burn out easily, but replacing them won’t break the bank. The taillights have weak seals. Water and dust get into them too easily. Over time, moisture can get into the trunk through loose light mounts.
This Corolla avoided all such troubles. There are a lot of chips on the hood, but none of them have bloomed. The arches are also intact. Judging by the results of the spring diagnostics, there are no problems with the bottom and sills. The lower radiator tank is intact; road salt has not yet reached it, although owners often encounter this “sore”. There was no hassle with door locks. The abundant factory lubricant in them often begins to thicken, which can cause the locks to jam. What's the secret? Apparently in gentle use. The car spent most of its life in Kazan, where it was stored in a garage and used mainly in the summer for trips to the south. Corolla found itself in the St. Petersburg climate, which is aggressive for any body metal, only two years ago. Wanting to continue to keep the body in this condition, the owner plans to do a complete anti-corrosion treatment in the near future.
Reliable interior and not capricious electrics
This generation of Corolla can be proud of its interior. The interior has a calm, classic design, the finishing materials are no worse than those of its European classmates, and the level of assembly is in the best traditions of Toyota. “Crickets” are a rare occurrence here, except that sometimes squeaks may appear in the upper corners of the front panel or at the bottom of the front pillars. It's mostly the little things that let us down. For example, breakdowns of the front power windows, where the fasteners inside the mechanism break due to age. Another common “soreness” is poor height fixation of the steering wheel. The problem is the weakening of the spring and fixing nuts, which require a simple tightening.
The Corolla has few electrical problems. The steering column switches may short out. They were unlucky with the design of the contact group. The buttons on the center console, in particular those that control the climate control and the standard radio, fail less often and mostly in the oldest copies.
A poorly designed interior ventilation system can cause a lot of trouble. When the drain holes are clogged, water flows straight in. Wet floors are not uncommon in Corolla. The bad thing is that this leads to the risk of flooding the engine control unit, which is located under the floor of the driver's seat.
Otherwise, the Corolla's interior and electrical components are all very good. You can break something in it only if you try really hard. This sedan has a tidy owner, keeping the interior alive and well. Everything is in working order, the window regulators and steering column levers have never been repaired. There is a slight creaking of the front panel, but this sound is at least five years old, it is not getting any stronger and is not particularly annoying. The original windshield was replaced two years ago, not because of a leak, but because it was pretty worn out.
The only repair was related to the vagaries of the stove rheostat. At some point, only the fourth speed remained working. In the first position of the heater blower, the front windows and windshield began to fog up. When switching to second and third fan speeds, nothing changed. An attempt to replace it with a similar rheostat from disassembly did not bring the desired effect. I had to repair it. It turned out to be a blown temperature fuse. After restoration, the original rheostat returned to its place, and the second one was left in reserve.
Brake weaknesses
The Corolla's braking system is not all that smooth. If you rely on good external condition and do not take care of the body, you can get problems with the brake lines, of which the rear left one is the most vulnerable. Pre-restyling models often experience vacuum booster leaks. The GTZ, whose gaskets do not withstand severe frosts, can also cause trouble. The brake calipers require attention. They often become loose, plus due to the deformation of the boot after dirt gets in, brake fluid may leak.
This Corolla has no problems with calipers. Apparently, because the guide calipers are regularly lubricated. The brake discs are not original, but the factory set lasted a very long time. The front discs were changed at 115,000 km, and the rear discs gave up quite recently, closer to 150,000 km.
Reliable suspension
The suspension of the ninth Corolla is simplicity itself. MacPherson struts are used at the front, and a regular beam at the rear. The chassis of the original Russian models is a little harsh (this is due to the installation of a package for bad roads), but it has excellent energy consumption and an impressive service life. Bushings and stabilizer struts often withstand 90,000 km, or even more. For ball joints, silent blocks of levers and shock absorbers, 150,000 km is not the limit. These parts serve for a long time even when driving on damaged domestic roads. The only thing that is weak is the wheel bearings.
This particular Corolla has not yet had a large-scale suspension revision. At a mileage of 129,000 km, the torn boot of the front left shock absorber was replaced. The part from Febest was less than a year old. The front wheel bearing was replaced at the same time. At a mileage of 140,000 km, it’s time to change the original front stabilizer struts. The rest of the struts and bushings are still factory with no play. The front strut brace is the only tuning addition.
The vagaries of the steering rack
There are no big complaints about the Corolla's steering. The more common electric power steering is itself reliable, although at high mileage there is a high risk of having to replace the steering torque sensor at an expensive cost. Cars with power steering are less common, but they are even more reliable. And yet the steering of the ninth Corolla loves to torment its owners. Steering rack knocking is a fairly common occurrence. It's all about the wear of the plastic bushings inside the rack. When the Corolla was young, the defect was often corrected under warranty by replacing the entire mechanism. In principle, there is nothing wrong with this; a knocking rack can live a long and happy life. The knocking is, of course, annoying, but it does not affect safety in any way, it only causes discomfort. Moreover, replacing the rack will only give a temporary effect. As the experience of many owners shows, after about 60,000 km the problem will return.
The rack of this Corolla also knocks. Diagnostics at the service confirmed that this is it, the Toyota chassis parts are in order. The owner of the sedan resigned himself with a thud. There was no desire to engage in “collective farming”, although there are options. Some owners look for a turner to make fluoroplastic bushings, since the original repair kit does not exist. More economical ones wrap foil on the shaft inside plastic bushings - the knocking disappears after about 50,000 km.
"Automatics" that are more reliable than "mechanics"
Automatic transmissions on the Corolla E120 are Aisin in any case. Most often this is a 4-speed automatic transmission of the U341 series. It has a very reliable mechanical and hydraulic part. The resource before the first major overhaul, as a rule, is at least 200,000–300,000 km. One of the few weak points is the wear of the rear caliper. The subsequent pressure leak causes slipping and burning of the clutches. The less common Aisin A246E box is even more reliable and practically indestructible. Its resource during normal maintenance tends to infinity.
The Corolla's 5-speed manual transmission has several problems. It does not have the most durable secondary shaft bearing, which can begin to make noise after 150,000 km. Fortunately, replacing it is relatively inexpensive. After 200,000 km, the synchronizers, oil seals and gear shift mechanism may wear out. Among the weak points is the drive shaft, which can break due to corrosion.
This particular Corolla is equipped with a 5-speed manual transmission. The oil in it is changed every 40,000 km. The clutch in the box is still original. However, sometimes there are difficulties with shifts when downshifting. So far this problem has not bothered the owner too much.
Progressive and not very reliable engines
The Corolla's engine compartment has an optimal layout, and the rubber and plastic parts are of good quality. The Corolla E120 has many engine options. Left-hand drive versions were content with engines of the ZZ series, which had an aluminum cylinder block with cast iron liners, a timing chain drive and a VVTi variable valve timing system at the intake. European Corollas were also equipped with 1.4 and 2.0 liter diesel engines, which are very rare in our area. Right-hand drive vehicles usually have engines of the 1NZ-FE/2NZ-FE series with a volume of 1.5 and 1.3 liters.
At one time, the appearance of the ZZ series engines caused a wave of criticism against Toyota. There were many reasons for this. Early versions of engines easily consumed oil due to coking of the piston rings. Decarbonization is powerless here; you need to change the rings themselves. Actually, this is exactly what Toyota did when, during the Corolla update in 2005, they changed the engine block processing technology, the design of the pistons and rings, and also increased the volume of oil poured into the engine.
ZZ motors and timing mechanism fail. Most often it is a matter of chain stretching, which usually withstands about 150,000 km. The drive belt tensioner is also weak.
There are other problems too. Among them are increased vibration (often due to wear on the rear engine mount) and failure of phase regulators. Early examples often experience air leaks through the plastic intake manifold. Corollas after 2003 do not suffer from this, because the Japanese solved the problem by increasing the number of welding points. The disadvantages include the not very successful crankcase ventilation system and block sealing. The cooling system requires attention. The main radiator is weak.
In general, unlike older engines, engines of this series are more demanding in terms of quality of maintenance and are difficult to repair. ZZ motors are called disposable for a reason; there are no repair sizes for them, although some services offer services for sleeving or boring them.
The NZ series engines are not particularly better. They, too, did not avoid problems with the “oil-eater”. The knocking and noise of the NZ motor is most likely a consequence of the timing chain stretching. Another thing is that usually all the troubles await these engines at later runs than the ZZ series engines.
Since this Corolla was released in 2005, it received an updated version of the 3ZZ-FE engine (110 hp). Regular maintenance with oil and filter changes is performed every 7000–8000 km. No passion for eating engine oil was noticed. The timing belt is still original and does not make any unnecessary sounds. There was an unscheduled repair only once - at a mileage of 120,000 km. Some strange noise appeared when the engine was not warmed up. The service began to check all the mounted units one by one and found that the cause was a malfunction of the water pump. After replacing it, everything returned to normal.
Photobonus
Second generation: 1970-1974
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Development of the second generation Corolla began in 1967. The debut year of the new model was 1970. The second generation Corolla has grown in size to increase comfort and improve the overall driving experience for both the driver and all three passengers. Power has also been increased.
The all-new 1.2-liter OHV engine now produced 73 horsepower and was mated to an automatic transmission for the first time. Throughout the second generation Corolla, the car received a variety of updates, including a 102-horsepower 1.6-liter engine in 1971 and a new grille in 1972. The SR5 model with a five-speed manual transmission debuted in this generation.
Third generation: 1974-1979
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The third-generation Corolla introduced a variety of body styles for the first time "for almost everyone," offering five different models that ranged from a two-door hardtop to a five-door wagon. 1.2-liter engine for the two-door model, other versions received larger 1.6-liter engines.
See also: Which cars are more reliable – Japanese or German?
It comes with a standard four-speed transmission with an optional three-speed automatic or five-speed manual transmission. SR5 models offered a five-speed manual as standard. In 1976, Toyota introduced the Corolla three-door liftback, updating the car's overall styling in 1977. The next two years, until 1979, the model was produced without changes.
Fourth generation: 1979-1983
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The fourth generation of Corolla has undergone a number of improvements compared to previous models. The car grew again, finally replacing the leaf spring rear suspension first introduced in 1966 with a coil spring design. The 1.8-liter OHV engine produced 75 horsepower, sending power to the rear wheels through a three-speed automatic or four- to five-speed manual.
In 1982, Toyota upgraded the three-speed automatic to a four-speed. The following year, Toyota introduced a 1.6-liter overhead cam engine.
Fifth generation: 1983-1987
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In 1983, Toyota took the rear-wheel drive Corolla and converted it to a front-wheel drive platform, mounting a 1.6-liter engine transversely. Power was sent to the front wheels through either a five-speed manual or four-speed automatic transmission.
While most of the Corolla lineup received front-wheel drive, the SR5 coupe and liftback continued to ride on the previous-generation Corolla chassis with rear-wheel drive. In 1984, Toyota put a 1.6-liter SOHC engine in the "SR5" version, producing 90 hp. With. Toyota also introduced the famous sports version of the Corolla GT-S model with a 1.6-liter DOHC engine producing 112 hp. With. Not so great by today's standards. Then that was enough.
Toyota Corolla XI and XII generations front
As was clear from the first moment, the new version of one of the world's toughest sedans will be significantly different from its original model. This transformation is especially visible in the front part. Compare two photos of two cars for yourself. The top photo shows the new model, the bottom photo shows the version of the previous generation model:
Note that the car shown in the photo above belongs to the European and Chinese markets, although its design has been changed, but only slightly; If we take the sedan for North America, much more changes have been made and they are much more noticeable:
But since the North American version will not come to us, let’s take a closer look at the European analogue. Yes, as you can see, the new generation of Toyota sedan is clearly made simpler, but even in it the differences are visible to the naked eye. A huge false radiator grille in the middle part of the bumper (on the 11th generation, these slots were present, but they were much more modest), modified accents of the chrome insert at the level of the Toyota brand badge have also been completely redesigned - now the chrome strip is in a single copy and extends a little less to the headlights. As for the headlights themselves, the internal LED elements, the so-called DRLs (daytime running lights), now create a completely different stylistic perception of the model as a more modern and safer car. The stylistic and technological differences intensify as soon as we talk about the version of the Corolla for the US market. In it, thanks to the carved headlights of an unusual shape, the difference between the two generations is even more visible.
Although the location of the air intakes and fog lights on the front bumper remains identical, they cannot be called replicas due to the introduction of about a dozen various changes to their appearance. The hood, as well as the plastic covers on the external rear-view mirrors, have also been changed.
P.S. , the model with headlights identical to those in the States will be called Levin. Whether it will come to Europe is unknown, but we are sure of one thing: you shouldn’t wait for it in Russia.
Sixth generation: 1987-1991
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In the sixth generation of Corolla, fans saw a rear-wheel drive coupe, and the liftback was replaced by a single model - a front-wheel drive coupe. Toyota offered a station wagon with Trac all-wheel drive, and the same technology was installed on the sedan for the 1989 model year. The Corolla has grown in width by 2.5 cm, maintaining the same wheelbase as the previous generation.
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The engines are all four-cylinder, and in the sixth generation they were distinguished by their technology and power. The line was replenished with a 90-horsepower carburetor engine, a 100-horsepower injection engine, as well as a 115-horsepower version with an EFI system (electronic fuel injection system). In 1990, all Corolla models acquired this injection system. The basic power offer was 102 hp. s., the Corolla GT-S produced 130 hp. With. In 1991, Toyota stopped production of the coupe.
Seventh generation: 1991-1995
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It's about time the Corolla began to transform into the budget car we know today. The sedan and front-wheel drive station wagon were the only body styles available. The model has grown again, moving from the subcompact to the compact class according to the American market. The 1.6-liter engine is new. Power remained around 105 hp. s., however, in some states with stricter environmental standards for engine emissions, the engines were derated to 100 hp. With. The 115-horsepower, 1.8-liter was available in top trim levels.
Eighth generation: 1995-2000
The eighth generation Corolla appeared in 1995 and almost immediately began to be sold throughout the world. Surprisingly, this time the Japanese did not bet on the North American market. The model sailed overseas only two years later, in 1997. The eighth generation was produced at the NUMMI plant in California and was different from the one you see in the photos above.
The Sedan was the only body style offered in the United States equipped with a 120-horsepower 1.8-liter engine mated to a three- or four-speed automatic or five-speed manual transmission. There were also station wagon and hatchback models in the world with engines from 1.3 to 2.2 liters with power from 70 to 165 hp. With.
“In 1998, some Corollas sold outside the Japanese market received a new 1ZZ-FE engine. The new engine was the first Toyota engine to feature an aluminum block and cylinder heads,” according to a report from Wikipedia.
Electrical part:
Electrics periodically manifest themselves as “childhood diseases”. The first one on the list is a sound signal, which periodically plays “silent”, triggering every other time. The problem is himself. A Bendix breakdown on the starter is common; rarely does anyone go more than 100 thousand km without replacing it. Signs: interruptions in starting, operation every other time, buzzing without cranking the engine. The Air Bag airbag control cable in the steering column may be broken. By 200 thousand km, the generator bearings “get tired”, producing a hum. If the wipers stop turning on, then most likely the contact on the switch has become unsoldered. And if the windshield washers stop working, it means the wire in the washer pump plug has rotted. Often, by 120 thousand km, the lighting in the cabin stops turning on and the warning light stops going off when the doors are opened, the reason being that the limit switch has soured. Periodically, “glitches” occur in the clock and radio, the backlight of which disappears. More often than others, the backlight of the climate/air conditioning switch burns out. Some owners complain about periodic loss of contact on the fuse box in the passenger compartment. The list closes with a “glitch” of glass lifts, which is expressed in the spontaneous opening of the windows or the inability to control them. The reason is water getting inside the door after deep puddles or washing.
Overall, the Toyota Corolla is a good car. Many believe that it is ideal for our operating conditions. The only serious drawbacks include the capriciousness of the ZZ series engines until 2005 and the knocking of the steering rack. The likelihood of encountering other problems is quite low.
Ninth generation: 2000-2007
Toyota introduced the ninth generation Corolla in 2000. The new Corolla, based on the larger Corolla Altis, had the same 1.8-liter engine. However, power increased to 130 horsepower. A four-speed automatic or five-speed manual transmission was offered. For the 2005 model year, styling was updated and a sporty "XRS" version debuted with 170 hp. With.
Tenth generation: 2006-2013
The tenth generation Corolla debuted in 2006. The 1.8-liter engine received an increase in power to 132 hp. s., and the “XRS” package returned with 158 hp. With. in a volume of 2.4 liters. A five-speed manual was standard with both engines, with a five-speed automatic optional on the XRS. The standard automatic was a four-speed. The tenth generation Corolla has evolved in design both inside and out.
Hatchbacks went into a separate Auris model. The engines were both gasoline and diesel with volumes ranging from 1.4, 1.5, 1.6, 2.0, to 2.2 liters with a capacity of 90 to 177 hp. With.
Rear of two sedans
The second most significant change is in the style of the two models. The external details of the trunk, taillights, and rear bumper have been revised.
In the first case, there are clearer and sharper lines, the presence of an integrated spoiler in the upper part of the trunk and its central part more recessed inward. The lights have been restyled, moving the reverse gear under the brake lights (on the current model, the white stripe is at the top). Well, the bumper turned out to be more similar to the protective element of the latest generation Toyota Camry - more angles, more sharp lines and features. The lower reinforcement especially stands out, as if it were an additional overlay, although in reality the element is nothing more than an ordinary stamping.
Eleventh generation: 2013-Present
The eleventh generation Corolla has been completely modernized. Unified, modern design. The front and rear parts of the car have been radically changed. The 1.8-liter engine carried over without upgrades, producing the same 132 horsepower as the previous generation. The Eco version offers 140 horsepower. The transmission range includes a four-speed automatic and a six-speed manual transmission, as well as Toyota's new CVT transmission.
The new Corolla (E170) is available with a 1.3-liter or 1.5-liter four-cylinder engine and comes with front-wheel drive or all-wheel drive.
The twelfth generation of the legend is already close... Review of the most popular hatchback in the world, Toyota Corolla 2019
Toyota Corolla Profile
But the profile in the sedan version has changed very little. The main differences here are visible in the line of the side windows, the presence of a “window” on the corner of the front side window, and the movement of the “mug” mirrors from the window frame to the door. In the rear part, the window is now divided into three parts, and the end is a plastic plug; this was not the case on the XI series model.
Changes are visible in the stampings on the doors, in the upper part (now the stiffener runs obliquely) and in the lower part. The profile of the rear door has changed, becoming smoother; of course, the ends of the headlights and rear lights have changed.
Oh yes, the roof profile has become a little flatter.
In general, behind the cosmetic changes, even if they are fundamental, hides the same sedan number 11.
