With this generation of the Toyota Corolla Altis comes two significant new technologies that enhance performance and safety. The first is variable valve timing – which, in the Toyota engine, is known as VVT-i and available in both the 1.6-litre and 1.8 litre engines – while the second is Vehicle Stability Control (VSC) with Traction Control.

VVT-i (Variable Valve Timing with Intelligence)
The concept of varying valve timing is not new. It first appeared in volume-produced engines in the mid-1980s in an Alfa Romeo model. The idea of varying the opening and closing times of the valves, usually the intake ones, is to achieve optimum performance throughout the rev range. In an ideal operation, the intake valve should open as the piston begins moving downwards on its intake stroke. It should shut when the piston reaches its lowest point in the combustion chamber sealing in the air and fuel mixture during the combustion stroke that creates power. Such a straightforward process works if the engine runs slowly – like 10 ~ 20 rpm.

When you increase the rpms, such a sequence does not work well. When the engine is running at just 4000 rpm, the valves will open and close 2,000 times every minute… that’s almost 4 times every second. This tremendous speed means that the flow of the air-fuel mixture cannot be completed within the fraction of a second the valve opens. Therefore, as the engine speed rises, the intake valve has to be made to open just prior to the intake phase so that by the time the piston starts moving down in the intake stroke the valve is open and air moves into the cylinder during the entire intake stroke.

From this, it is clear that maximum engine performance at low engine speeds will require the valves to open and close at different times from higher engine speeds. In conventional engine designs, engineers select a certain camshaft profile (which influences the valve timing) according to the type of car the engine will power. For example, a 1.3-litre car used for normal commuting may have a cam profile which optimises acceleration at lower speeds but does not provide good performance at high speeds. However, for high-performance models, low-end performance may be not as important as efficient breathing at high speeds, so a different type of cam profile is chosen.

Thus in most engines, the camshaft profile is a compromise and that is why when people modify a car for better performance, they usually look for different cams. However, this leads to a change in the characteristics of the engine and they may get stronger acceleration in the upper rpm range – fine for racing – but poorer torque at the low end, making the car unpleasant to drive in town (a lot of revving may be needed).

Variable valve timing makes such a compromise unnecessary and as one engineer put it, “it’s like having a tuner in your engine”. The opening time of the intake valve is automatically altered at low speeds and high speeds to match the demands and output is consistently high in any speed range.

Initially, the variable valve timing systems were ‘cam-changing’ mechanisms and operated in distinct rpm range. Honda’s VTEC mechanism, which first appeared in 1989, is the one many people are familiar with and it focusses on improving top-end power rather than torque by varying valve lift as well as timing. The change in valve timing occurs up to a maximum of three stages (Porsche’s VarioCam Plus system also works on a similar principle).

Compared to Honda’s VTEC, Toyota’s VVT-i mechanism, supplied by Denso (part of the Toyota Group), alters intake valve opening and closing continuously, a method called ‘cam-phasing’. This approach improves torque throughout almost the entire rev range and according to claims, the changes can be made within a thousandth of a second. An on-board microprocessor in the engine management system constantly monitors the engine operation (throttle opening, rpms, etc) to determine the optimum valve opening time.

Apart from improvements in straightline performance, VVT-i also increases fuel efficiency as combustion is optimised and little fuel is wasted. The efficient combustion also means that less toxic gases are generated in the exhaust fumes, making for even cleaner emissions.

First seen in Lexus engines, VVT-i is conceptually similar to the latest VANOS system in BMWs and well as the systems in some Volvo and Jaguar engines. Lighter, less complex and probably less expensive than VTEC, it is certainly a wonderful solution to the requirements of the go-fast enthusiast as well as the A~B housewife.

Vehicle Stability Control (VSC)
VSC began appearing is mass production models in the mid-1990s and the first Toyota model to have it was the Crown Majesta. The system was developed in collaboration with Aisin Seiki (a leading components manufacturer in the Toyota Group) which holds the fundamental patent for VSC in Japan and the USA. Its patent application in Germany is still pending as Bosch and Continental Teves also hold patents for a similar type of stability control system. Some other companies such as Nissan, Honda, Delphi, ITT and Hyundai also have such systems but each works on slightly different principles.

Aisin Seiki makes various VSC systems to suit different types of cars and that in the Corolla Altis is the latest version known as C-VSC (for Compact VSC) and includes a traction control system. Using a brake modulator with 12 solenoid valves and a vacuum booster with pre-charging function, C-VSC differs from the systems for the bigger models, mainly in the pump circuit structure. Brake control pressure is generated by the conventional pump of the ABS modulator and pre-charging vacuum booster and the brake fluid is supplied through the Master Cylinder chamber where the suction line is connected. In the systems for bigger and heavier cars, the brake control pressure is generated by a self-feeding pump or in SUVs like the Lexus LX470, there’s a separate hydraulic booster.

The development of VSC was a natural progression from the yaw control systems that began appearing in some cars’ suspension designs in the 1980s. With ABS installed, it became easier to add additional programming to maintain grip at crucial moments by decreasing rotating speeds using the brakes.

VSC helps control skids on slippery or dry road surfaces by detecting and correcting understeer and oversteer conditions. The VSC system electronically monitors vehicle speed and direction, and compares the vehicle’s direction of travel with the driver’s steering, acceleration, and braking inputs. The system integrates traction control capabilities to limit spinning of the drive wheels on slippery surfaces.

Apart from neutralising oversteer or understeer in corners, VSC can also stabilise the car during sudden lane-change movements which occur at speed. Such sudden directional changes cause significant instability to occur and the car can spin out of control if the surface is slippery. With VSC, the dangers of such a situation can be reduced substantially.

VSC uses some components shared with the ABS and an electronically-controlled engine throttle, as well as a dedicated computer and sensors. The sensors include a yaw rate sensor (to detect changes in the car’s rotation in a left or right direction), g-force sensor (to determine if the car is decelerating or accelerating), and a steering angle sensor (to evaluate the direction and rate of change in steering wheel movement).

A high-speed computer constantly compares the driver’s intentions – as indicated by steering wheel, throttle and braking activity – with the car’s actual motions measured by the various sensors. If they do not match, the VSC computer selectively applies individual wheel brakes and/or momentarily reduces engine power as necessary to help the car stabilise. In some cases, the system may react faster than the driver can realise that stability is lost.
For example, if the car continues straight rather than responding to the driver’s right turn of the steering wheel, VSC would typically reduce engine power to shift the vehicle’s weight to the front wheels to help provide more traction for steering. At the same time, the system would apply the right front brake momentarily to help the car turn to the right more quickly. Once proper vehicle attitude is restored, VSC returns to a standby state immediately.

Superior it may be and it will certainly reduce accidents, VSC does not mean that you can corner any faster than normal. It cannot improve tyre traction nor defy the laws of physics but it can help provide a measure of control in unexpected situations faced by even the most careful drivers.

Engine type: DOHC 16V 4 cylinders with VVT-i
Engine code: 1ZZ-FE
Displacement: 1794 cc
Bore/stroke: 79/91.5 mm
Fuel delivery: EFI
Max power: 100 kW/136 ps at 6000 rpm
Max torque: 171 Nm at 4200 rpm
Transmission: 4-speed electronic automatic (Super ECT)

Steering system: Rack and pinion, power assisted
Front suspension: Independent MacPherson struts, coil springs, telescopic dampers, subframe-mounted, stabilizer
Rear suspension: ETA beam axle with trailing arms, coil springs, telescopic dampers, stabilizer
Brakes: Ventilated discs/discs, ABS+EBD+Brake Assist with Vehicle Stability Control and Traction Control
Tyres: 195/60×15 (Goodyear NCT5 on testcar)
Wheels: 6Jx15, alloy

Overall length: 4530 mm
Overall width: 1705 mm
Overall height: 1480 mm
Wheelbase: 2600 mm
Front track: 1480 mm
Rear track: 1460 mm
Kerb weight: 1125 kgs

MORE SPACE AND LUXURY
Moving inside the Altis, it will be apparent that the increased size (135 mm more length and wheelbase) has been fully exploited for greater roominess. Those who have owned Corollas before will find more space than before, especially above their heads. Getting in and out is also more convenient because the hip point has been raised – not as high as a van but just a bit higher so that you don’t have to bend so much to get in or out.

The interior design has a classier look with the two-tone scheme and use of wood trim in the Altis 1.8G. All the materials have a very high class look and feel (leather upholstery is an option) and gaps between instrument panel and audio components and air conditioning vents have been reduced as much as possible. Even the handbrake lever is tightly slotted into the centre console with no unsightly opening around it.

For the driver, there are some new features previous Corolla owners have never enjoyed. For example, the wipers now have an intermittent mode and the instrument panel of the Altis 1.8G uses Optitron meters. These were originally developed for the Lexus models and are extremely sharp in all lighting conditions because additional backlighting is used to increase contrast. When the engine is switched off, the whole instrument panel goes black. What is unique is the capability of switching between three illumination colours – amber, white and blue.

Going all out to pamper the occupants, even the air-conditioning system has been upgraded and not just by increasing its cooling capacity or putting in a more powerful blower fan. There is now an automatic system like the ones found on much more expensive cars where the system determines the right fan speed and volume of air to maintain the desired temperature throughout the cabin. Everything is pushbutton with the system and you can select the temperature in increments of half a degree centigrade. Unfortunately, this sophisticated air-conditioning system is only offered in the Altis 1.8G.

Storage spaces are plentiful which is good because these days, there seem to be more little things to carry in a car – toll cards, electronic toll tags, coins, gate passes, autogate controllers, office passes and so on. The glovebox is still about the same size although it has a very classy way of tilting open: rather than fall open, it gently swings down, thanks to the use of an air dampener in the hinge. Vanity mirrors are provided for driver and front passenger with the one of the passenger’s sunvisor having a namecard holder.

Cupholders are also provided front and rear (which slide out from the armrest) but the front ones are not circular and they can be ‘removed’ by taking out the divisions which slot into a narrow tray. There’s also a double-level console box which doubles as an armrest between the front seats. The upper level is a shallow tray and below it is a deep box which can stow many CDs or cassettes or even small bottles of mineral water. A nice accessory which UMW Toyota Motor throws in is a custom-designed CD pouch if you take the higher-grade audio system which includes a CD player in the head unit. That brilliantly-designed grocery bag hook under the passenger’s headrest continues to be fitted.

Like every Corolla since the first front-wheel drive model in 1983, the rear backrests can be folded down to extend the length of the boot. They are in a 60:40 ratio to give flexibility in carrying people and cargo but they still don’t fold completely flat because they lie on the seats.

Unlatching the boot can now be done even at the press of a button, besides using the lever next to the driver’s seat and manually inserting the key. This new feature is integrated with the remote control unit that also unlocks the doors and disarms the immobiliser.

A CLEAR LEADER IN ITS CLASS
When the new generation made its debut in Japan last year, it seemed like just another well-built Corolla with the usual upgrading in many. But it’s now clear that it is not just ‘another new Corolla’ and it’s almost like an entirely new Toyota model, so different is it from its predecessor.Its styling and package of technological innovations will surely force rivals to change their product planning strategies.

“Buyers are more demanding nowadays and that is why much more than usual has gone into this new generation,” said Wong Lup Hang, UMW Toyota Motor’s Director of Marketing. “We want to stay ahead of our rivals and the only way to do that is to give customers real value for money. That’s definitely what they will find in the new Corolla Altis.”

There are already 2,500 people waiting for the Corolla Altis and we understand that at least 80% of the orders are for the more expensive RM122,000 Corolla Altis 1.8G, indicating that the buyers consider it good value for money, which it certainly is. Even if you can’t afford this version, the Corolla Altis 1.6E, costing about RM12,000 less, is a worthwhile buy because it is more comprehensively equipped than its Japanese rivals of similar displacement.

History of the Corolla
The Japanese version
Test drive report of the Corolla Altis 1.8G

So far, the features mentioned come under Passive Safety – the protection offered when an accident does occur. There is also Active Safety which concerns the features that help the driver to avoid an accident. These include good all-round visibility, brighter lights and even the prominent third brake light. However, with the Altis, standards of Active Safety have been raised for this class of cars and it is a clear leader.

For starters, it has disc brakes front and rear and while that may be commonplace in the Proton Waja and Wira, it seems to have taken a while to come to the other models in the same class. Then there is ABS which is now standard and enhanced by Electronic Brake force Distribution (EBD). This additional feature works by optimizing the brake force on each wheel. This is important because loads in the car may vary and dynamic forces will also differ during cornering. EBD distributes the force applied to the front and rear brakes according to the conditions so there is more stable braking. It can also control the braking of the right and left wheels separately to ensure that braking during cornering is stable.

Research has shown that most drivers do not apply optimum pressure on the brake pedal during an emergency. There are also drivers whose legs may not be able to depress the brake pedal to the full extent while older drivers may lack the strength to apply great force. Thus the full capabilities of the brake system are not used and to address this, Toyota developed Brake Assist (BA). With BA, a computer monitors the brake pressure applied as well as the speed of pedal depression. If the condition is that of emergency braking, a signal is sent to the brake system to boost the pressure to the brakes. Tests by Toyota have shown that BA can shorten braking distance by between 10% – 15%.

Those who buy the Altis 1.8G also get Vehicle Stability Control (VSC) and Traction Control (TRC). This is a big surprise because VSC only appeared in Toyota models about six years ago and until now, its availability has been restricted to the expensive models like the Crown and Lexus. Considering how long it has taken ABS to reach the Corolla class, the introduction of VSC in this class today is certainly ahead of time!

VSC helps control lateral skids on slippery or dry road surfaces by detecting and correcting understeer and oversteer conditions. Working in tandem with TRC, the system provides the driver with a higher level of active safety and could make the difference between safely getting around a curve on a rainy day or ending up in the drain. Like ABS, it doesn’t enable higher cornering speeds or allows drivers to perform like Michael Schumacher and is intended to help them get out of trouble. More on VSC

Also listed under ‘safety features’ is a reverse sensor which is a dual-cell type for better coverage, especially against objects like plants, and a fuel pump that is designed to shut off fuel flow when the engine stalls or when the airbags deploy.

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NEW SUSPENSION LAYOUT
The chassis is entirely new and has a completely redesigned rear suspension. The front uses those universal MacPherson struts but they now come off a subframe, allowing for greater rigidity and also more geometric precision. The suspension stroke has also been extended by 20 mm for a better ride.

At the rear is a suspension arrangement which was first seen on the Prius hybrid car. Referred to as the ETA beam Type suspension, the arrangement is light and compact, combining the best features of rigid and independent suspension layouts, without sacrificing the toughness and strength of a rigid suspension. The ETA beam (which has a U-shaped cross-section) is a rigid transverse element which links left and right wheels, tightly controlling their track. However, in conventional beam axle designs, the beam is typically positioned around the wheel centreline; with the Altis, it is offset forward. A degree of independent multi-link suspension is provided through the use of trailing arms incorporated at each end of the beam. These arms have large toe-correcting bushings that prevent toe distortion and increase controllability. With their independent movements, the trailing arms allow for compensation of road conditions and improve stability.

SAFETY LEADER IN CLASS
Safety standards have been raised again. This time round, they are Toyota’s own standards, collectively known as the ‘Global Outstanding Assessment’ (GOA). These are tough standards and some of them are higher than what any country presently requires while there are a few (like rear end collisions) that no one has asked for yet.

The Altis, like every new Toyota model developed since the mid-1990s, had to pass GOA and to do so meant having a body construction that could efficiently absorb and then dissipate the enormous energy of a collision so that the occupants would escape serious injuries. GOA places a lot of emphasis on the offset frontal collision which is more likely than the full frontal type because most drivers will usually swerve to try to avoid crashing so the impact occurs on half the front end. This type of collision imposes unequal forces on the front end so the structure has to be designed to cope.

Since the last generation, front airbags have been standard so their presence is nothing new though UMW Toyota Motor’s decision to make them standard on all versions is commendable. The front seat designs reduce whiplash injuries to the neck by having the upper seatback frame set deeper than normal so that the head and upper back of the occupant will sink further into the seatback during a rear-end impact.

As with all modern cars, the steering column is collapsible during a frontal collision but with the Altis, the concept is also incorporated in the brake pedal. The way the pedal is designed and mounted is such that it will pivot out of the way rather than allow itself to be pushed further into the cabin where it could hurt the driver’s legs.

While the tough body frame takes the brunt of the accident, inertia will still affect the occupants. The airbags and seatbelts will restrain them most of the time but there may be some severe accidents where their heads hit against the sides or ceiling of the cabin. To minimise injuries, special materials and construction are used around the cabin to lessen the impact, especially on the head. Some examples: resin ribbing used on the side rail spacers on the ceiling; and shock-absorbing garnish on the roof pillars.

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MORE STYLISH AND LARGER
Although the Japanese one is stylish, the Malaysian one that is distinguished by the additional name of ‘Altis’ (adapted from ‘altitudinous’ which suggests ‘being at the top of the world’) has a more dynamic appearance (rather like a scaled-down Lexus GS300). It is also a larger car because less consideration needs to be given to size in most Asian markets, unlike in Japan.

The sleek appearance is functional too, giving the Altis a Cd of 0.30. That’s comparable to the Lexus GS300, which is a sports sedan, and though the average motorist doesn’t care a lot about Cd numbers these days, the benefits are still significant – lower wind noise, lower fuel consumption, better stability at high speeds, etc.

The front end of the Corolla Altis is certainly eye-catching with those unique headlamps. With the new multi-reflector units, illumination of the road 10 metres ahead is claimed to be two times brighter compared to the previous generation’s lights, while high beam reaches 60 metres further – no more need for spotlights!

NEW ENGINE FAMILY
For power, the new generation gets new engines, not reworked versions of the A-type engines that powered the past three generations but an entirely new engine family coded ‘ZZ’. In the new engine line-up for Malaysia, there will be no 1.3-litre Corolla which, in any case, was already losing popularity. There is a 1.6-litre engine and for the first time in Malaysia, a 1.8-litre version.

The biggest new feature about the engines is that they have variable valve timing which Toyota developed in-house and calls VVT-i – for Variable Valve Timing with Intelligence.
More on VVT-i

VVT-i is the most significant new feature for the Altis but it is by no means the only one in the powertrain. There is also the new way of installing the exhaust manifold and intake which has the intake manifold is at the front and the exhaust manifold at the rear, a reversal of the previous engine layout which is said to improve efficiency, reduces noise and because of the closer distance to the catalytic converter, there is quicker heating of the catalyst so it can do its cleansing work more efficiently.

The engines also have the S-Tdi (S-Toyota Direct Ignition) system which is maintenance-free and very reliable as well as EFI, of course. Management of these systems is done by a 16-bit microcomputer in the Toyota Computer Control System (TCCS). Besides keeping the engine running at its optimum all the time, TCCS also enhances performance in various ways. One example: when full-throttle acceleration is detected, TCCS momentarily cuts off air-conditioner operation so that there is better acceleration. The action is so brief that the occupants won’t notice any difference in cooling.

As before, a 5-speed manual transmission is available (only for the Altis 1.6E) but now there are two types of automatic transmissions. The Altis 1.6E gets a normal type of 4-speed electronic automatic transmission but the Altis 1.8G has a more advanced Super ETC, a compact, lightweight transmission, with a high-efficiency lock-up torque converter.

Both transmissions come with two driver-selectable shift programs to suit driving styles; for zippier driving, the POWER program provides quicker downshifts. The Super ECT also has a Hill-Sensing Mode which optimises gear changes on slopes (uphill and downhill). It is programmed to shift up and down frequently when going uphill and also resist shifting to the highest gear when going downhill so that engine braking is available.

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The Toyota Corolla has been around since 1966 and many of you will probably recall it from the days you were kids. As the most popular Toyota model – 28 million were sold worldwide since the first generation – which has also been the bestseller in Japan for over three decades, the development of each new generation has been a tremendous challenge on the chief engineers given the responsibility.

And so it was with Takeshi Yoshida, who was the chief engineer for this new generation, the first new Corolla of the 21st century. Yoshida faced many new challenges because of the changed demands of customers. It was clear that the ‘traditional’ Corolla concept that had worked well for four decades was not necessarily going to work any longer. Higher quality and more features were demanded, along with new approaches to styling. This led Yoshida to formulate a concept for his new Corolla which he called ‘New Century Value’ (NCV).

Top management also presented additional challenges by demanding that production costs be reduced so that the competitive edge could be gained. On the one hand, it was accepted that customers were more demanding and more was expected but the company wanted to give more while spending less to make the cars!

The approach that Yoshida took was, in his own words, ‘to reduce waste’. There were many ways to reduce waste but it took a lot of effort and time, which was also less than before because Toyota was aiming to shorten model cycle times, again to beat competitors. His stint with the team that developed the first Lexus body helped because the Chief Engineer of that team had been very strict about waste and weight.

The designers in Japan and Europe (Toyota’s European design centre was substantially involved in the styling of this generation) were also ‘ordered’ to think ‘out of the box’, to approach styling from entirely new directions. Few elements from the past generation could be used and as Yoshida put it, “the only thing we did not touch was the Toyota emblem on the grille”. Even the door handle design was totally changed to the grip-type that is more typical in larger European sedans.

The result: an entirely new Corolla which makes as big a leap in all aspects as the seventh generation of 1991 (the one which many regarded as the ‘mini-Lexus’).

VARIANT FOR ASIA
But impressive as it is, the new ninth generation’s design was not necessarily suited for all 150 markets that the Corolla sells in. Yoshida realised this and had formed a ‘regional chief engineer system’ so that more focus could be given to four major markets – North America, South America, Europe and Asia.

Following the positive response to the Corolla variant that was specially styled for Europe (in the previous generation), Toyota continued to tailor the model for specific markets. Where in past years, the ‘tailoring’ usually encompassed engine and chassis tuning, this now extended to styling as well. It meant extra work but was necessary because European tastes are different from American tastes which are also different from Asian tastes… and Japanese tastes.

This is why a second variant known as the Corolla Altis was created, primarily for the Asian market (but may well be accepted by the other regions). It differs from the one sold in Japan and Singapore in exterior styling and size and is not even made in Japan. At this time, it is only assembled in Taiwan, Thailand, Indonesia and Malaysia.

To digress a bit, we’ve decided to use just Altis instead of Corolla Altis to save typing – leaving out Corolla would save about 400 characters if we mentioned the model’s name 50 times! And we think that in time too, people will refer to the model as ‘Altis’…

continued on page 2…

The Japanese version
History of the Toyota Corolla