First of all, let us go through the whole Corolla family. The 9th generation is simplified under cost reduction policy, leaving only 4-door sedan (simply Corolla), 5-door hatch (Runx or Allex, with just cosmetic differences between them), estate (Fielder) and mini-MPV (Spacio) surviving. In other words, derivatives such as Sprinter, Levin and Trueno have passed away silently. It’s a pity, because Levin / Trueno (your "Corolla coupe") was once an exciting pocket-rocket. 

Here we are going to talk about the 4-door sedan, which is not yet on sale overseas. Compare with the previous generation, it gets extra wheelbase which was desperately needed. Although 2600 mm is by no means class-leading, it is already 135 mm longer than before. In addition, the new Corolla adopts a MPV-profile (like Prius), with very high roof and cab-forward windscreen to boost interior space. That means it is very spacious, although not quite up to the record set by Civic 5-door. The negative side is a fat proportion that - accompany with the incompetence of Japanese designers - deliver a boring message. Here, Toyota should have referred to Audi A2 or Peugeot 307 to understand that MPV-profile is not necessarily boring.  

In terms of comfort and convenience, the new Corolla rates high. Although rear passengers would have preferred Civic’s flat floor, the Corolla has plenty of head and shoulder room to match its arch-rival. Moreover, the high-mounted seats are easy to access, though keen drivers might not like that. Seat cushion is thick and comfortable, if not laterally supportive. The cabin is trimmed and built with high-quality material and superb fit and finish, rather like a mini Lexus. Nevertheless, design is very dull, washing out any good impression we have already mentioned. Therefore the Corolla looks not a bit desirable no matter from outside or inside. 

The comfort-biased feel extend to the chassis. There’s nothing wrong with front struts and rear torsion beams, but springs and dampers are set soft, generating a lot of body roll. While it rides more supple and quieter than Lancer Cedia, it is quite far away from Civic’s level, let alone Ford Focus. Bouncing at high frequency bumps, floaty at high speed, this reflects the problem is not just "designed to be comfort" but the inadequate tuning.  

New electric-power steering is too light and lack of feel, especially at high speed. Brake pedal effort also favour housewives. Comparatively, engine is the strongest mechanical part of Corolla. Both 1.5-litre (110ps) and 1.8-litre (136ps) four-pot are smooth, quiet and torquey throughout a wide band, thanks to the infinitely variable VVT-i. The 4-speed automatic transmission is not quite so. Basically carried over from the previous generation, it is sometimes jerky. For domestic market there is no option of 5-speed manual, but the Runx and Allex hatchbacks can be powered by Celica’s 190 hp VVTL-i engine which mates with a superb 6-speed manual.  

Again, the Corolla disappoints car lovers. While Ford, Peugeot and Honda prove that a comfortable car can also be a great driver’s car, Toyota is still contenting with its old formula. 

Euro Corolla and T-Sport

The Euro Corolla is a hatchback. In five-door form it looks like the Japanese Corolla Allex and Runx, just with larger front intake and a pair of more aggressive headlamps. 3-door looks handsomer with a thick C-pillar like Peugeot 307. The cabin is unchanged from the Japanese version, offering plenty of space and good build quality although looks dull.  

Power comes from either 1.4, 1.6 and 1.8-litre version of the VVT-i four-cylinder engine, generating 100hp, 110hp and 136hp respectively. These alloy engines are smooth and eager.  

Touch the steering wheel and you will get a good first impression - it is weighty ! even heavier than many European cars. The variable power assistance has been reduced considerably. As a result, both steering feel and confidence are enhanced. It is not as communicative as Ford Focus, but already better than many European competitors.  

Similarly, the suspensions are tuned much firmer, like German cars. Firm yet composed. On motorways it displays high stability accompany with quiet ride. Enter corners, it rolls a bit more due to high center of gravity but never excessive. Push it harder it remains neutral. Harder still, it understeers gently. Lift off the throttle mid-corner, the rear end will slip out a little bit. This lift-off oversteer comes gently and predictably, safer than that experienced in Peugeot 307. 

Apart from steering feel, the Corolla also loses to Ford Focus in terms of chassis balance and ride quality. On regular roads it rides comfortable enough, but on rough surfaces the Focus’ independent rear suspensions has an upper hand.  

Corolla T-Sport 

T-Sport is the hottest version of the Corolla. Like the Japanese Corolla Runx, it is powered by a 190 horsepower 1.8-litre engine first used by the top Celica. VVTL-i mechanism (especially the variable lift) accounts for the 106 hp / litre specific output. It also adopt the same close-ratio 6-speed manual gearbox as the Celica to make better use of the high-revving manner. 

The suspension setup has been stiffened for T-Sport. This also lower ride height by 15mm. Nevertheless, Toyota chose a rather narrow and high-profile tyres 195/55 R16. This compare unfavourably with Honda Civic Type R’s 205/45 ZR17. 

Road test impression confirmed our suspicion - Corolla T-Sport is not a real hot hatch.  

Firstly, the VVTL-i engine is too peaky for a hot hatch. Below the variable-lift’s changeover point at 6,000rpm, it does not feel any stronger than the standard 136hp engine. Because of the lack of displacement, hence torque, you need to work hard at the gearbox to keep it running in the peaky power band. This is rather frustrating if you need power at once to overtake a Renault Clio RS or the Civic Type R. In the Corolla T-Sport, that is impossible. It is a simply a league slower. Celica GT-S has the same problem, but what we ask for a hot hatch is different: instant power for use in twisty roads.  

As for handling, the T-Sport also let us down. The steering is heavy, but judging by hot hatch standard it lacks feel. Like the standard Corolla, it rolls a lot into corner. Perhaps the suspension setup and tyres need to be more sporty, at least the good ride quality has space for sacrifice.  

Being priced at the same level as Civic Type R, no doubt which one you will choose. The T-Sport is a half-hearted effort. From engine, suspensions and even the dull dashboard you will see Toyota did not invest too much into it. 
 

Spacio (Corolla Verso)

Toyota is keen on MPVs. From small to big, it has Yaris Verso (Funcargo), Avensis Verso (Ipsum / Picnic) and Previa (Estima). However, compact size MPVs like the Spacio is increasingly more important in the market, especially European countries. Renault Scenic, Opel Zafira, Citroen Picasso etc. has already established solid reputation there, how can Toyota break into this competitive segment? 

The answer is a good base platform. Remember, the Corolla platform is new, much stronger and more refined than the Megane, Astra and Xsara that its rivals are based on. The Corolla's handling is also superior. Spacio uses the same platform with the slightest modifications. It even shares the same 2600mm wheelbase and sporty suspension setup like the European-spec Corolla. This might not benefit people carrying capability and ride comfort, but ensure a sharp and secured handling with so little body roll and excellent body control for a MPV.  

Unlike many other MPVs, the Spacio drives like a car rather than people carrier. This is partly due to the low driving position, partly because of taut chassis setup. The VVT-i engines (1.5 with 110hp and 1.8 with 136hp) are rev-happy but quite noisy at top end, adding the sense of sportiness rarely found among MPVs. Surprisingly, this Japanese MPV is probably the sportiest one in the segment.  

However, no one buys MPVs for handling instead of comfort and practicality. The Spacio loses marks in low-speed ride comfort, especially on bumpy surfaces the torsion beam rear suspensions transfer a fair amount of shock and noise into the cabin.  

Practicality is good. It provides more headroom, front and rear legroom than Renault Scenic and Citroen Picasso. Large windows guarantee a bright ambience and excellent visibility. Center console-mounted gearshift means walk-through capability. Vertical tailgate and flat floor provides a huge cargo-loading area. There are a lot of storage space and functional utilities, such as big door bins, a drawer under front passenger seat, a lot of cup holders, a lot of power sockets and coat hooks. Front passenger seat and middle second row seat can fold down to form tables... above all is solid build quality, nice plastics and trimming, though interior design is too dull. 

The biggest disappointment is the lack of flexible seating plan. Unlike most rivals which provide individual detachable or sliding rear seats, Spacio's rear bench is 60/40 split only. It can be detached as a whole, but the action is heavy and inconvenient. Toyota also realize this, therefore it made the rear bench thinner and lighter. Unfortunately, the side effect is too hard and flat to be comfortable. A big mistake for a vehicle designed to carry a lot of people in comfort. 

Like the first generation, the new Spacio (Japanese version only) offers an additional third row for a couple of children, making it a so-called 7-seater or actually a 5+2. The tiny third row has little legroom, thus not suitable for adults at all. When it is not used, it can be folded flat onto the floor without engaging cargo space. 

Time for conclusion. Spacio is an oddball MPV. So strong at what people do not expect from MPVs while weak at what people really ask for. This explain why in Hong Kong, where Corolla overwhelms Civic, I saw far more Honda Stream than Spacio.